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Orientation Manual For Flight Simulation Use Only!
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 users 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.
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 1-1: Click Spot Implementation and Computer Performance 1-2: Computer Performance (contd) 1-3: Joy Stick / Control Yoke Settings 1-4: Loading the ATR72-500 1-5: Loading the ATR72-500 (contd) 2. 2D Panels, Panel Windows & Interior Views 2-1: General panel window layout 2-2: Panel Window access 2-3: Panel Window Controller 2-4: 2D Instrument Panel Views 2-5: 2D Cockpit & Cabin Interior Views 3 - 17. Gauges and Systems: Description and Operation A separate Table of Contents appears for these sections 18. Aircraft Model & Virtual Cockpit / Cabin 18-1: Important Information 18-2: General Description, Door operation & Sounds 18-3: Moving about the Virtual Cockpit & its features 18-4: Moving about the Virtual Cockpit & its features 18-5: Moving about the Virtual Cabin & its features Aircraft Flight Manual (AFM) 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.
ATR 72-500
For Flight Simulation use only
0-1
ATR 72-500
Introduction
IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight Simulator !
Failure to follow this advice will almost certainly ensure operating difficulties with this product.
The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing into Flight Simulator, and in most cases will ensure proper operation of the product. 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 : 1. 2. 3. 4. 5. 6. Start Flight Simulator (FS). Select the default start flight from the menu. Save this flight and check the box to make it your default start flight (you can always change it later). Exit Flight Simulator. Start Flight Simulator again. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it into FS. 7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a different airport, changing weather settings, etc. 8. You may now save this flight with your ATR. 9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot view, tower view, virtual cockpit view, or any view except the 2D cockpit view.
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.
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ATR 72-500
Introduction
Product Support Before you do anything else:

You should read this manual, and the others included with this product from cover to cover before asking for support or help with this product. We have found that over 95% of all product support questions can be answered by reading the manual first.
If you still require help:

Product support is available through our web forum system.
Please visit http://atr.flight1.net for the support forum link. 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: 1. Members of the Development / Publishing Team. 2. Flight1 Certified Support Professionals. 3. Members of the products beta testing team. 4. Knowledgeable users of the product who know the correct answer. 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.
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ATR 72-500
Introduction
About this manual

This manual is intended for flight simulation purposes only, and shall not be used for any real world aviation application or reference. 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 printers 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 printers 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.
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ATR 72-500
Introduction
The Incredible ATR!

With more than 600 aircraft in operation and over 100 operators worldwide, ATR is the worlds most successful large turboprop aircraft family. Built on the best attributes of the earlier series, the 500 Generation, and in the case of this simulation, the ATR72-500, offer even higher standards of passenger comfort with the widest cabin in its class. The ATR72-500 series provide airlines with efficient and reliable service at unbeatable operating costs. 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
A very warm thank you!

Flight One Software and the developers of this ATR 72-500 product for Microsoft Flight Simulator wish to extend their heartfelt thanks to the numerous members of staff and management at ATR. Without the kind cooperation of these individuals a product of this level of detail would not have been possible. Also, our sincere thanks to you for purchasing the ATR72-500, as we hope you enjoy many hours flying this wonderful aircraft.
1-1
Getting Started
ATR 72-500
IMPORTANT WARNINGS!
Click Spots
All of the ATR 72-500s 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. Continued on next page.
1-2
Getting Started
ATR 72-500
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 cards drivers may help. If you are using a particularly old video card, you may wish to consider upgrading it. In some cases increasing your systems 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. As to video memory, we would prefer to see no less than 64mb. 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: Its 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. Continued on next page.
1-3
Getting Started
ATR 72-500
Joystick / Control Yoke Settings

While it is impossible for us to suggest custom settings for the myriad types of flight controls, controller cards, and system configurations that exist, here are some general suggestions for settings for your flight controls that will assist in making your flying experience of the ATR72-500 as realistic as possible: 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 its 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. Continued on next page.
1-4
Getting Started
ATR 72-500
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 installers 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. Lets begin! Start FS and proceed to the aircraft menu. 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, lets 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 72-500s 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, lets 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: 1. 2. 3. 4. 3D outside view with 2D main instrument panel 3D Virtual Cockpit (VC) and panel, and the Virtual Cabin 3D Tower View 3D Spot plane view
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. Continued on next page.
1-5
Getting Started
ATR 72-500
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.
Move to next section.
2-1
2D Panels, Panel Windows & Interior Views
ATR 72-500
The ATR 72-500 contains both a complete virtual cockpit / cabin, and complete 2D instrument panels, panel windows, and interior views. This section will describe the 2D instrument panels, panel windows and interior views, and the keystrokes and click spots necessary to access them. 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). These panel arrangements are: 1. Expanded View Panel (EVP): This is installed and configured by default. 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 provides the following instrument panel views: The CONDENSED View Panel arrangement provides the following instrument panel views:
Left Main Panel Left Condensed View Panel Left Landing View Panel Left Condensed Landing View Panel Left Taxi View Panel Left Taxi View Panel Center Main Panel Right Main Panel Right Landing View Panel The Expanded View Panel allows for starting from either the Left Main Panel (Captains seat) or the Right Main Panel (First Officers seat). This can be configured using the ATR Configuration Utility, described later in this manual. The cockpits internal 2D views will then correspond to the seat you have selected. 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: FS View Name* Look ahead/right Look right Look back/right Look back Look back/left Look left Look ahead/left Look up Look back/up Look back left/up Look back right/up View Description Forward right side of cockpit Right side of cockpit Rear right side of cockpit Rear of cockpit Rear left side of cockpit Left side of cockpit Forward left side of cockpit Up (Taxi View Panel) Cabin View Left Window / Wing View Right Window / Wing View
* 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. Continued on next page
2-2
ATR 72-500
In addition to the 2D Instrument Panel Windows and interior View Windows, the ATR 72-500 is equipped with the following Panel Windows that display other systems and gauges in the cockpit. In some cases these windows display enlarged versions of gauges already on the panel; note (zoom) after the description. 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.
Expanded View Panel

FS Name Window01 Window02 Window03 Window04 Window05 Window06 Window07 Window08 Window09 Window10 Window11 Window12 Window13 Panel Window Description Center Stand MCDU (FMC) Overhead Panel Gear Panel Throttle Quadrant Engine Gauges (zoom) Auto Pilot (zoom) Reserved For 3rd Party Add-on CCAS Annunciator (zoom) Captain's EFIS Control Panel First Officer's EFIS Control Panel Captain's Panel Window Controller First Officer's Panel Window Controller Default Keyboard Access Shift 2 Shift 3 Shift 4 Shift 5 Shift 6 Shift 7 Shift 8 Shift 9 Click spot or PWC access only Click spot or PWC access only Click spot or PWC access only Click spot or PWC access only Click spot or PWC access only
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.
Condensed View Panel

FS Name Window01 Window02 Window03 Window04 Window05 Window06 Window07 Window08 Window09 Window10 Window11 Panel Window Description Center Stand MCDU (FMC) Overhead Panel Gear Panel Throttle Quadrant Engine Gauges (zoom) Auto Pilot (zoom) For 3rd Party Add-on CCAS Annunciator (zoom) EFIS Control Panel Panel Window Controller Default Keyboard Access Shift 2 Shift 3 Shift 4 Shift 5 Shift 6 Shift 7 Shift 8 Shift 9 Click spot or PWC access only Click spot or PWC access only Click spot or PWC access only
Continued on next page
2-3

Panel Window Controller PWC
1 2 3 4 5 6 7 8 9 10 11
ATR 72-500
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. Description of buttons on the PWC: 1.Center Stand 2 MCDU (FMC) 3.Overhead Panel 4. Gear & Engine Gauge Panel 5. Throttle Quadrant 6. Engine Gauges (zoom) 7. Autopilot (zoom) 8. CCAS (zoom) 9. Captains EFIS Control Panel 10. First Officers EFIS Control Panel (EVP only) 11. Close PWC
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.
2-4

Navigating the Instrument Panels & 2D interior Views
ATR 72-500
Intuitive placement of click spots makes it easy to move between instrument panel and interior views. With Tool Tips turned on, move your mouse cursor to the appropriate side of the screen, or spot on the instrument panel, and click to move to the next view. 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.
EVP Panel Shown. CVP Panel follows same concept, but with less available views.
Left Taxi Panel View
Left Landing Panel View
Right Landing Panel View
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.
2-5

Navigating the Instrument Panels & 2D interior Views
ATR 72-500
From the main instrument panels you can now navigate your way around the cockpit and into the cabin using the click spots shown below. 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 Rear View To Forward Left View To Main Panel View
To Left View
To Rear Left View
To Left View
Rear Left Cockpit View
Left Cockpit View
Forward Left Cockpit View
To Main Panel View
To Right View
To Forward Right View
To Rear Right View
To Right View
To Rear View
Forward Right Cockpit View
Right Cockpit View
Rear Right Cockpit View
To Rear Right View
To Rear Left View
Rear Cockpit View
Hold LEFT click and drag to operate shade

Left Window View Cabin View
Hold LEFT click and drag to operate shade

Right Window View
3-1
Table of Contents 3Table of Contents
ATR 72-500
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
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Table of Contents
ATR 72-500
7 - Electrical System................................................................................................................................................34 7.1DC power.......................................................................................................................................................34 7.1.1Generators............................................................................................................................................35 7.1.1.1Batteries........................................................................................................................................35 7.1.1.2The starters/generators.................................................................................................................36 7.1.2Distributors............................................................................................................................................36 7.1.3Controls.................................................................................................................................................37 7.1.3.1Generators....................................................................................................................................37 7.1.3.2Distribution....................................................................................................................................38 7.2AC constant frequency Power.......................................................................................................................40 7.2.1Generators............................................................................................................................................40 7.2.2Distributors............................................................................................................................................40 7.2.3Controls.................................................................................................................................................41 7.3AC wild frequency power controls.................................................................................................................43 7.3.1Generators............................................................................................................................................43 7.3.2Distributors............................................................................................................................................44 7.3.3Controls.................................................................................................................................................44 7.4External Power..............................................................................................................................................45 8 - Hydraulics...........................................................................................................................................................46 8.1Controls and Indicators.................................................................................................................................47 8.1.1Hydraulic power panel...........................................................................................................................47 8.1.2Pressure Indicator.................................................................................................................................49 8.1.3Aux Pump pedestal switch....................................................................................................................49 9 - Pneumatics.........................................................................................................................................................50 9.1Pneumatic System........................................................................................................................................50 9.1.1Controls.................................................................................................................................................51 9.2Air Conditioning.............................................................................................................................................51 9.2.1Controls.................................................................................................................................................53 9.2.1.1Compartment Remperature Panel................................................................................................53 9.2.1.2Avionics Vent Controls..................................................................................................................54 9.3Pressurization................................................................................................................................................55 9.3.1Auto mode.............................................................................................................................................56 9.3.2Dump function.......................................................................................................................................56 9.3.3Manual mode.........................................................................................................................................56 9.3.4Ditching mode.......................................................................................................................................56 9.3.5Controls.................................................................................................................................................56 9.3.5.1Automatic Controls........................................................................................................................56 9.3.5.2Manual controls.............................................................................................................................57 9.3.5.3Cabin press indicators..................................................................................................................58 10 - Flight Controls..................................................................................................................................................59 10.1Roll Control..................................................................................................................................................59 10.2Controls.......................................................................................................................................................59 10.2.1Spoiler Position Indicator.....................................................................................................................59 10.2.2Roll Trim Position Indicator.................................................................................................................60 10.2.3Roll Trim Control Switch......................................................................................................................60 10.3Pitch Control................................................................................................................................................60 10.3.1Pitch Trim Position Indicator...............................................................................................................61 10.3.2Pitch Trim Asym Light.........................................................................................................................61 10.3.3STBY Pitch Trim Control Switch.........................................................................................................61 10.3.4Stick Pusher pushbutton.....................................................................................................................62 10.3.5Stick pusher light.................................................................................................................................62
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Table of Contents
ATR 72-500
10.4Yaw Control.................................................................................................................................................62 10.4.1TLU Controls.......................................................................................................................................63 10.4.2LO SPD Light (Associated to TLU).....................................................................................................63 10.4.3Yaw Trim Position Indicator................................................................................................................63 10.4.4Yaw Trim Control switch.....................................................................................................................63 10.5Flaps............................................................................................................................................................64 10.5.1Flaps Control Lever.............................................................................................................................64 10.5.2Flaps Position Indicator.......................................................................................................................64 10.5.3Flaps Asymmetry Light........................................................................................................................65 10.6Gust Lock....................................................................................................................................................65 11 - Landing Gear and Brakes................................................................................................................................66 11.1Landing Gear...............................................................................................................................................66 11.1.1Landing Gear Control Panel................................................................................................................66 11.1.2Landing gear position indicattor overhead panel.............................................................................67 11.2Brakes.........................................................................................................................................................67 11.2.1Emergency/Parking Brake Handle......................................................................................................67 11.2.2Brake Temperature Indicator..............................................................................................................68 11.2.3Brake Pressure Indicator.....................................................................................................................68 11.2.4Anti-Skid Control Panel.......................................................................................................................68 12 - Ice and Rain Protection....................................................................................................................................70 12.1Anti-Ice Advisory System (AAS)..................................................................................................................70 12.1.1Controls...............................................................................................................................................71 12.1.1.1Ice Detector Panel.......................................................................................................................71 12.1.1.2De Icing Indicator........................................................................................................................72 12.2Engine and Wing protection........................................................................................................................72 12.2.1Controls...............................................................................................................................................73 12.2.1.1Engine/Wing De-Icing Panel.......................................................................................................74 12.2.1.2Horns Anti Icing Panel.................................................................................................................75 12.3Propeller Anti-icing......................................................................................................................................75 12.3.1Controls...............................................................................................................................................77 12.3.1.1Propeller Anti icing panel............................................................................................................77 12.4Window Heaters..........................................................................................................................................77 12.4.1Controls...............................................................................................................................................78 12.5Probe heat...................................................................................................................................................79 12.5.1Controls...............................................................................................................................................79 12.6Rain protection............................................................................................................................................79 13 - Flight Instruments.............................................................................................................................................81 13.1Air Data System...........................................................................................................................................81 13.1.1Controls...............................................................................................................................................82 13.1.1.1Airspeed Indicator.......................................................................................................................82 13.1.1.2Standby airspeed indicator..........................................................................................................82 13.1.1.3Altimeters....................................................................................................................................83 13.1.1.4Standby Altimeter........................................................................................................................83 13.1.1.5TCAS Vertical Speed Indicator...................................................................................................84 13.1.1.6TAT-SAT/TAS Indicator..............................................................................................................85 13.1.1.7ADC switch..................................................................................................................................86 13.2Attitude and Heading Reference System (AHRS).......................................................................................86 13.2.1Controls and Indicators.......................................................................................................................86 13.2.1.1Radio Magnetic Indicator (RMI)..................................................................................................86 13.2.1.2Standby Horizon..........................................................................................................................87 13.2.1.3Standby Compass.......................................................................................................................88
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Table of Contents
ATR 72-500
13.3Eletronic Flight Instrument System (EFIS)..................................................................................................88 13.3.1Controls...............................................................................................................................................88 13.3.1.1Electronic Attitude Director Indicator, EADI................................................................................88 13.3.1.2Electronic Horizontal Situation Indicator, EHSI...........................................................................90 13.3.1.3EFIS Control Panel, ECP............................................................................................................93 13.3.1.4CRS/HFG Panel..........................................................................................................................94 13.3.1.5CRS/ALT Panel...........................................................................................................................94 13.4Clocks..........................................................................................................................................................95 13.5Flight Recorders..........................................................................................................................................96 13.5.1Controls...............................................................................................................................................96 13.5.1.1Flight Data Entry Panel (FDEP)..................................................................................................96 13.5.1.2Cockpit Voice Recorder Panel....................................................................................................98 13.5.1.3Record Panel..............................................................................................................................98 14 - Navigation.........................................................................................................................................................99 14.1VOR / ILS /Marker /DME System................................................................................................................99 14.1.1Controls...............................................................................................................................................99 14.1.1.1Nav 1 and 2 control box..............................................................................................................99 14.2ADF Systems.............................................................................................................................................100 14.2.1Controls.............................................................................................................................................100 14.2.1.1ADF control box........................................................................................................................100 14.3Ground Proximity Warning System...........................................................................................................101 14.3.1.1Basic modes..............................................................................................................................101 14.3.2Controls.............................................................................................................................................106 15 - Automatic Flight Control System....................................................................................................................107 15.1.1Controls.............................................................................................................................................107 15.1.1.1AFCS Control panel..................................................................................................................107 15.1.1.2ADU...........................................................................................................................................108 15.1.1.3Autopilot OFF light....................................................................................................................108 15.1.1.4Flight Director Bars switch........................................................................................................109 15.1.1.5Go around pushbutton..............................................................................................................109 15.1.1.6Guidance Indication..................................................................................................................109 15.1.2Operation...........................................................................................................................................109 15.1.2.1Yaw damper..............................................................................................................................109 15.1.2.2Autopilot....................................................................................................................................110 15.1.2.3Flight Director............................................................................................................................110 15.1.2.4Vertical Modes..........................................................................................................................111 Altitude Select mode.........................................................................................................................111 Altitude Hold mode............................................................................................................................111 Vertical Speed mode.........................................................................................................................111 Indicated Airspeed Hold mode..........................................................................................................111 15.1.2.5Lateral Modes...........................................................................................................................112 Heading Select mode........................................................................................................................112 Navigation mode...............................................................................................................................112 Back course mode............................................................................................................................112 15.1.2.6Common Modes ...............................................................................................................................................................113 ILS Approach mode..........................................................................................................................113 Go around mode (FD only)...............................................................................................................113 16 - Communication..............................................................................................................................................114 16.1COM 1 & 2, Transponder..........................................................................................................................114 16.1.1Controls.............................................................................................................................................114
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Table of Contents
ATR 72-500
16.1.1.1Audio Control Panel..................................................................................................................114 16.1.1.2VHF control box........................................................................................................................115 16.1.1.3Transponder control box...........................................................................................................115 16.1.1.4Calls..........................................................................................................................................116 16.1.1.5Emergency beacon...................................................................................................................117 16.2Traffic Collision Avoidance System, TCAS...............................................................................................117 16.2.1Controls.............................................................................................................................................117 16.2.1.1TCAS Control Box.....................................................................................................................117 16.2.2Operation...........................................................................................................................................118 16.3The SELCAL system.................................................................................................................................118 16.3.1Controls.............................................................................................................................................119 16.3.1.1SELCAL code selector..............................................................................................................119 16.3.1.2SELCAL controls.......................................................................................................................119 17 - Flight Management System............................................................................................................................120 17.1Flight Management....................................................................................................................................120 17.1.1System Description...........................................................................................................................120 17.1.2Functions...........................................................................................................................................120 17.1.2.1Guidance...................................................................................................................................120 17.1.2.2Navigation data base................................................................................................................120 17.1.3Multifunction Control Display Unit (MCDU).......................................................................................121 17.1.3.1Display Conventions..................................................................................................................122 17.1.3.2Functional Areas.......................................................................................................................123 Display Screen..................................................................................................................................123 Line Select Keys (LSK).....................................................................................................................123 Annunciators.....................................................................................................................................123 17.1.3.3Keyboard...................................................................................................................................124 Function Keys...................................................................................................................................124 Special Purpose Keys.......................................................................................................................124 Alpha Numeric Keys.........................................................................................................................125 17.1.3.4Page Formats and Data Labels................................................................................................126 17.1.3.5Data Entry.................................................................................................................................127 17.1.4Terminology.......................................................................................................................................128 17.2Flight Operation.........................................................................................................................................129 17.2.1Preflight.............................................................................................................................................129 17.2.1.1Identification Page.....................................................................................................................129 17.2.1.2Flight Planning..........................................................................................................................131 17.2.1.3Performance Initialization..........................................................................................................137 17.2.1.4Route Legs................................................................................................................................139 17.2.1.5Route activation........................................................................................................................140 17.2.1.6Route Data Page.......................................................................................................................141 17.2.1.7Wind Input.................................................................................................................................141 17.2.2Takeoff / Climb..................................................................................................................................142 17.2.2.1Direct-To...................................................................................................................................142 17.2.3Cruise................................................................................................................................................143 17.2.3.1Route Modification....................................................................................................................143 17.2.3.2Active RTE Legs Pages............................................................................................................146 17.2.3.3PROGRESS Page....................................................................................................................150 17.2.3.4Position Report..........................................................................................................................152 17.2.3.5Holding Patterns........................................................................................................................152 17.2.4Descent.............................................................................................................................................156 17.2.4.1Descent Path Construction.......................................................................................................156
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Table of Contents
ATR 72-500
17.2.4.2Display of VNAV Data (Summary)............................................................................................157 17.2.4.3ACT RTE LEGS Page (VNAV Information)..............................................................................159 17.2.4.4PROGRESS Page (VNAV Information)....................................................................................160 17.2.4.5DESCENT Page........................................................................................................................161 17.2.4.6VNAV Messages.......................................................................................................................162 17.2.5Arrival / Approach..............................................................................................................................164 17.2.5.1Arrival Selection........................................................................................................................164 17.2.5.2Approach Terminology Used In This Guide..............................................................................165 17.2.5.3Non-Precision Approaches.......................................................................................................166 17.3Miscellaneous............................................................................................................................................166 17.3.1REF NAV Data Page.........................................................................................................................166 17.3.2DATA INDEX and NEAREST Pages................................................................................................168 17.3.3Create and Save User Routes..........................................................................................................169 17.3.3.1Import of a flight simulator planner created route.....................................................................169 17.3.3.2Saving a user defined route......................................................................................................170 17.3.3.3Loading a user defined route....................................................................................................171
4-7
CCAS & MFC 4CCAS & MFC
ATR 72-500
4.1
CCAS Centralized Crew Alerting System
CCAS stands for Centralized Crew Alerting System. The CCAS continuously monitors all aicraft systems to provide alerts to the crew in case there is a system malfunction, or hazardous aircraft configuration. These alerts shall identify the malfunction without ambiguity and direct the proper corrective action. Three types of visual warnings are used: Master Warning (MW) and Master Caution (MC). These flashing warning lights come along with aural warnings. By pressing on the light the light is extinguished and the aural warning silenced. Crew alerting panel (CAP) this panel provides condensed in one panel several warning lights so that the origin of a failure can be identified. Local Alert lights these warning lights are integrated in the system central panels. They provide the pilots with detailed information about the failure and direct proper corrective action. Only few local alert lights are combined with an aural warning. The ATR's cockpit is laid out according two basic principles: All flight deck lights out Except for blue or green lights for transient phases all lights are extinguished during normal operation Detection sequence The detection phase comprises three phases: Phase Function Means of detection 1 2 3 Alert Identification Isolation Aural & Master Warning / Master Caution light Crew alerting panel Local alert
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:
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CCAS & MFC
ATR 72-500
A continuous repetitive chime (CRC) is used for all warnings directly identified by a specific CAP light A single chime (SC) is used for all cautions directly identified by a CAP system light Specific aural warnings for all warnings that are not directly identified by a specific CAP light and which are of a particular operational importance: Warnings stall (cricket) overspeed (VMO, VFE, VLE (clacker) AP disconnect (cavalry charge) Trim in motion (whooler) Cautions: altitude alert (c chord) calls (door bell) AP capability downgrading (3 click)
All alerts may be inhibited when not desired: Press the CLR pushbutton on CAP to extinguish all amber lights on CAP except PRKG BRK, GPWS FAULT, MAINT PANEL which can not be extinguished ENG Oil, smoke warnings and some cautions may be inhibited before takeoff by pressing the TO pushbutton. This also inhibits the associated aural warnings. As soon as one gear is not locked down or the RCL pushbutton is pressed the inhibitions will be cancelled. Nuisance aurals may be cancelled for an entire flight with the emergency audio cancel switch on the control panel (see control panel section).
The following list shows which indications on the CAP can be expected during normal operation: After engine start: No alert light is illuminated except PRKG BRK when parking brake is set. 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. Before starting descent: Press RCL on CAP. No light will illuminate on CAP provided no failure occured in flight
4-9
4.1.1
4.1.1.1
CCAS & MFC
ATR 72-500
Controls
Crew alerting panel, CAP
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
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4.1.1.2
CCAS & MFC
ATR 72-500
Master Warning (MW) / Master Caution (MC) Lights
1. Master Warning, MW light Illuminates in case of a warning associated with a red CAP light. When depressed the MW light will extinguish and the aural warning silenced. 2. Master Caution, MC light Illuminates in case of a caution associated with an amber CAP light. When depressed the MW light will extinguish.
4.1.1.3
Control Panel
1. TO CONFIG TEST PUSHBUTTON Is used before to takeoff to check if aircraft is in correct configuration for takeoff. To perform an automatic RECALL and thus reactivating all aural warnings previously cancelled by Emergency Audio Cancel 2. EMERGENCY AUDIO CANCEL This switch is safety wired guarded. The use of the switch is to cancel aural warnings which sound and are caused by a false system indication.
4.2
MFC Multi Function Computer
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
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CCAS & MFC
ATR 72-500
manage system failures and flight envelope anomalies and command triggering of associated warnings in the CCAS.
4.2.1
Controls
The controls for the MFCs are located on the overhead panel:
Each of the four pushbuttons controls operation of the associated module: ON (pushbutton pressed in) OFF (pushbutton released) The module operates The module stops operating. The OFF white indicator light comes on The amber light illuminates and the CCAS is activated when a malfunction or electrical supply fault is detected. The module then automatically becomes inoperative. This light also flashes during self-test of the module. 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 MFC 1B and MFC 2B FAULT lights extinguish.
FAULT
5 - 12
ATR 72-500
Fuel System 5Fuel System
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 engines 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.
5.1
Fuel Control Panel
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
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ATR 72-500
Fuel System
3. Two FEED LO PR lights Amber light that illuminates when fuel delivery drops below 300 mbar / 4 PSI. Indicates a pump failure or fuel starvation. Furthermore it activates the CCAS 4. one cross-feed switch to activate cross feeding between left and right tank Two positions are possible to select: IN LINE Flow bar illuminates green and valve is open Both electrical pumps are automatically activated CROSS LINE The flow bar illuminates green and crosses the system flow line. The valve is closed As long as the valve is in transit, flow bars are extinguished. Permanent extinguishing of both bars indicates a valve fault. 5. Tank fuel indicator A temperature measuring device is installed in the left feeder compartment.
5.2
Fuel quantity Indicator
To monitor fuel quantity the fuel quantity panel is installed on the center panel:
1. Fuel quantity indicators Show current fuel quantity in left and right fuel tank in kg 2. Test Pushbutton Press to test fuel quantity displays. While pressing test button displays should read 8s only 3. LO LVL amber lights When fuel quantity in one tank drops below 160 kg (353 lbs) the respective light illuminates. The electrical pump of the affected fuel tank is switched on automatically.
5.3
Fuel Flow / Fuel used Indicator
1. Fuel Flow (FF) Indication The mass flux to the engine is displayed in 100 kg/h. 2. Fuel used (FU) counter Fuel used in kg is indicated here 3. FU reset knob Resets fuel used counter to 0. Pull to reset.
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ATR 72-500
Fuel System
Note: All the digits (On the FU counter as well as on the FUEL QTY. ind.) may be tested by the overhead panel ANN LIGHT switch on TEST position.
5.4
X-Feed Advisory Light
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.
5.5
Fuel temperature indicator
In addition to the fuel temperature indicator on the overhead panel there are two more fuel temperature indicators for either tank. In spite of the temperature indicator on the overhead the temperature indicators on the center panel use a colorscale:
Yellow sector: Green sector: Yellow sector: Red Dash:
-54 to 0C 0 to 50C 50 to 57C -54 to +57C
In case the fuel filter is clogged the FUEL CLOG warning light illuminates.
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ATR 72-500
Powerplant 6Powerplant
Two Pratt & Whitney PW 127 F turbo-prop engines drive the ATR 72-500. Each offers 2,750 shaft horse-power (shp) maximum takeoff rating but during normal operation these are only used for one-engine operation in case the other engine fails. A six-blade Hamilton Standard 568 F propeller will produce the thrust needed. Before starting to discuss the controls and indicators for the engine lets get clear about the engines tasks, interfaces and subsystems. In general the engine provides 4. Thrust 5. Electrical power 6. Pneumatic air Nevertheless some more interfaces exist to the following systems: Fuel system Hydraulic system So lets split up the engine in its parts and subsystems. Well start at the propeller and move towards the exhaust: 4. A six-blade Hamilton Standard 568 F propeller 5. The propeller reduction gear box The turbines rotation speed is reduced in this two-stages-gear box. Several systems are installed on the gear box: o The AC wild power (ACW) generator (see electrical chapter) o The propeller valve module (PVM) controlled by the Propeller Electronic Control (PEC) o The High Pressure (HP) pump and overspeed governour o The auxiliary feather pump o The propeller brake (right engine only) o The fuel cooled oil cooler (FCOC) 1. Air inlet The opening visible below the propeller. Air flow divides into two airflows. One going into the engine and the other passes the oil cooler to provide cooling (see lubrication system) 2. Low compressor Axial, two-stage compressor fitted on the same shaft as the low pressure turbine 3. Diffusor pipes 4. High Pressure compressor Axial, two-stage compressor fitted on the same shaft as the high pressure turbine 5. Accessory Gear box It is located at the top of the engine and is driven by the HP spool. It contains drives for: o The DC starter / generator o The HP fuel pump o The oil pumps 1. Combustion chamber 2. High pressure turbine 3. Low pressure turbine 4. Free turbine drives the reduction gearbox 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
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ATR 72-500
Powerplant
pressure drops. The turbines are needed to drive the compressors and generators. Three shafts are installed in the engine: One for the high pressure compressor and the high pressure turbine. The low pressure compressor and low pressure turbine are mounted on the second shaft. Mounted on the third, inner shaft is the free turbine. This shaft ends in the reduction gear box where the speed is reduced so the propeller is driven with lower speeds. Now youve 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
6.1
Fuel system
The fuel subsystem controls fuel flow into the engines and fuel heat if necessary. The following graphic shows the organization:
Lets start in the fuel tank: The fuel pump switched which is discussed in the previous chapter activates the engine pumps (electrical and jet pump). Fuel proceeds through the fuel heater where it exchanges heat with lubrication oil if needed. Before entering the high pressure, HP, pump the fuel temperature is measured and displayed by the fuel temperature indicator which is discussed in the previous chapter too. Then it enters the hydro mechanical unit, HMU, which fulfills two functions: 2. It senses the fuel flow delivery to the engine by a metering valve assembly and returns excessive fuel to the HP pump inlet 3. Through an engine valve it provides the motive flow which is required by the fuel tank jet pump When the fuel has passed the HMU its flux is measured and displayed on the fuel flow indicator (discussed in previous chapter). Before the fuel now enters the engines fuel nozzles in the combustion chamber it is used to
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ATR 72-500
Powerplant
cool down the oil in the lubrication system. The subsystem where the heat exchange takes place is called FCOC fuel cooled oil cooler.
6.2
Lubrication system
So, how is the engine lubricated ? The following graphic shows the way the oil takes through all different systems:
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.
6 - 18
6.3 Ignition system
ATR 72-500
Powerplant
Each engine is equipped with a high energy ignition system: Two engine ignition exciters A and B powered by the DC ESS BUS and two spark igniters, one for each ignition exciter. The ignition cycle is divided into two phases: 1. Phase: for 25s intensity: 5-6 sparks per second 2. Phase: intensity: 1 spark per second The ignition system provides ignition for: Ground start using system A or system B or both (depends on start selector position) In flight start using system A AND system B regardless of start selection 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
6.4
Propeller / Power Controls
The propeller is driven by a free turbine. To reduce the turbines speed a gear box is installed the reduction gear box. Several subsystems help controlling the propeller. The following graphic will introduce the subsystems and how they interact.
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.
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ATR 72-500
Powerplant
The Engine Electronic Control (EEC) is used to calculate the propeller speed on reference of air speed and altitude. To adjust the calculated propeller speed the EEC controls the fuel flow in the Hydromechanical Unit (HMU). The HMU itself then adjusts fuel flow into the engine so that the needed rotation speed is gained. Propeller pitch is adjusted by three control devices on the flight deck: Power Lever (PL) Condition Lever (CL) Power Management selector (PWR MGT) All these systems protect the propeller from low pitch angles in flight, overspeed and hydraulic pressure loss. Furthermore the right engine is equipped with a propeller brake. This brake prevents the propeller from moving so the right engine can be used similar to an APU to provide bleed air and electrical power on ground without the engines or to be exact the propellers running. This feature is called Hotel mode and will be discussed later. Let's take a brief look at these mentioned systems.
6.4.1
Hydromechanical Unit (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)
6.4.2
Engine Electronic Control (EEC)
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
6.4.3

Propeller Valve Modulator (PVM)
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)
6.4.4
Power Controls
Engine power is controlled by 1 subsystem, 4 controllers, 2 Gates/Switches and 1 button: The Power Management system
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ATR 72-500
Powerplant
2 power levers 2 condition levers Gust Lock (Switch) Idle Gate TOGA / Go Around Button (indicated by the '1' in the graphic) All these controls are located on the throttle stack:
6.4.4.1
Power Levers
The power levers are the two levers on the left. Use these levers to adjust engine thrust from max rated torque to reverse. Four power lever positions are rather important: Ground Idle, GI: The throttle is retarded Fwd Stop: Full throttle is applied TO Notch: Indicates takeoff power setting. It is computed by PWR MGT system. Click the power levers with the right mouse button to move power levers to TO Notch. Note: Joysticks or other hardware to adjust power will cause problems when using this feature ! Make sure that the power setting device is calibrated and in idle position. Reverse Pull throttle back against spring pressure to apply reverse thrust. Another important feature is the GUST LOCK. The gust lock is used to prevent excessive throttle used when
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ATR 72-500
Powerplant
operating the right engine in HOTEL mode. See above graphic the text 'Gust Lock' indicates click area to toggle Gust Lock.
6.4.4.2
Idle Gate
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 !
6.4.4.3
TOGA / Go Around Button
The TOGA button in the ATR does not influence the power setting see the Automatic Flight Control System chapter for more information.
6.4.4.4
Power Management
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).
1. Power Management Selector Use Power Management Selector to adjust power setting according to flight phase: TO Takeoff / Go around, set TO for takeoff and when the gear is down during approach MCT Maximum continuous torque (single engine operation only) CLB Climb, set CLB after flaps up command climb sequence CRZ Cruise 2. PEC SGL CH Lights SGL CH light illuminates when one channel of propeller electronic control is lost. The system will automatically
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ATR 72-500
Powerplant
be transfered to the remaining channel. Note: On ground, at each propeller unfeathering, LO PITCH protection is tested by the PEC and the back-up channel is used during 2 seconds. SGL CH light illuminates during unfeathering then extinguishes. Therefore the correct working of back-up channel is confirmed. 3. PEC FAULT lights FAULT Illuminates amber and CCAS is acticated when both propeller electronic control channels are lost. OFF (pushbutton released) PEC is deactivated and NP is blocked at 102% whenever power is sufficient 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%
6.4.4.5
Condition Levers
The condition levers operate feather control HP fuel shut off valves propeller speed NP There are four positions: FSO Fuel Shutoff FTR Feather (plus Minimum Mixture) AUTO propeller speed is controlled by Power Management (Maximum Mixture) 100% OVRD 100% NP (Maximum Mixture)
6.4.5
Hotel Mode
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
ATPCS means Automatic Take-off Power Control System. In case of an engine failure during takeoff the ATPCS provides uptrimmed power on the remaining engine and
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ATR 72-500
Powerplant
automatically feathers the failed engine. This feature enables to reduce takeoff power for both engines by approcmiately 10% without affecting takeoff performance. The ATPCS systems has two modes dependant which arming conditions are fulfilled: Uptrim and auto feathering functions armed: PWR MGT Selector TO ATPCS pushbutton ON Both Power Levers above 49 Both torques above 46% Aircraft on ground Auto feathering function armed: PWR MGT Selector TO ATPCS pushbutton ON Both Power Levers above 49 Both torques above 46% Aircraft in flight
6.5
Fire Protection
Each engine is equipped with a fire protection system. It is comprised of: two detection loops, A and B mounted in parallel a fire detection unit The detection unit is based on variation of resistance and capacitance. If a change in resistance is sensed only the associated loop will be declared failed by the detection unit and a fault signal is given. In case a fire signal is detected by both loops A and B or a fire signal is detected by one of the 2 loops if the other one is selected OFF the red ENG. FIRE Cap illuminates. 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)
6.6
6.6.1
Controls and Indicators

Torque indicator (TQ)
TQ= engine power propeller speed
The main parameter for engine thrust control is torque which is defined as
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.
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ATR 72-500
Powerplant
2.
3. 4. 5.
6.
If --- is displayed, Engine Electronic Control, EEC cannot control the Handling Bleed Valve (HBV) If LAB is displayed a wrong EEC is installed 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% 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 Manual target Displays the manually selected torque (white triangle). Use Knob (see item 5) to select manual torque target Knob Adjusts manual torque target. Left mouse button decreases torque setting Right mouse button increases torque setting Test pushbutton Initiates the test sequence while pressed the pointer and counter will display 115% torque
6.6.2
Propeller speed indicator (NP)
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%
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ATR 72-500
Powerplant
Blue dot 115% (see test function) 3. Test pushbutton Initiates test function during test, both counter and pointer will display 115%
6.6.3
InterTurbineTemperature indicator (ITT)
1. Digital Counter Actual ITT (T6) is displayed 2. Pointer Displays actual ITT Green sector 300 765C Red Point + H 715C (Hotel mode) Amber sector 765 800C Red mark 765C (Temperature limit during normal takeoff) White/red mark 800C (Temperature limit in uptrim conditions) Red point 840C (Temperature limit for 20 seconds) Red point + S 950C (Temperature limit for 5 seconds during engine start) Blue dot 1150C (see test function) 3. Alert light Illuminates amber and CCAS is activated when ITT > 800C or > 715 in Hotel mode 4. Test pushbutton Allows to test indicator during test counter and pointer will display 1150C (blue dot)
6.6.4
High pressure Turbine speed indicator (NH)
1. Digital Counter Actual High Pressure Spool Rotation Speed, NH, is indicated 2. Pointer Actual NH is displayed Green sector 62 102,7%
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ATR 72-500
Powerplant
Red mark 102,7% Blue dot 115% (see test function) 3. Pointer Actual Low Pressure Spool Rotation Speed, NL, is indicated Green sector 62 104,2% Red mark 104,2% Blue dot 115% (see test function) 4. Test pushbutton Initiates test sequence while pushbutton is pressed both counter and pointer will display 115% (blue dot)
6.6.5
Oil Indicator
1. Oil Pressure Indication Actual oil pressure is displayed Green sector 55 65 PSI Amber sector 40 55 PSI Red mark 40 PSI Dashed white/red radial at 55 PSI 2. Oil Low Pressure Light Illuminates red when Oil Press indication drops below 40 PSI. A seperate pressure switch activates the CCAS at 40 PSI 3. Oil Temperature Indication Actual oil temperature is displayed Green sector 45 125C Amber sector 125 140 C and below 0C Red mark 140 C
6.6.6
Engine 1&2 control panel
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
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FAULT Power
ATR 72-500
Powerplant
Illuminates amber and CCAS is activated when an EEC failure is detected. is locked at its pre-failure value. Reversion to HMU base law is archieved by deselection of failed EEC
2. ATPCS pushbutton Pusbutton pressed in If pressed on ground: Uptrim and Autofeather function are preselected (see ATPCS section) If pressed in flight: Only the autofeather function is preselected OFF (pushbutton released) Uptrim and Autofeather function are deselected ARM Illuminates green when arming conditions are met 3. UP TRIM light Illuminates green when the uptrim signal is sent to the remaining engine at the beginning of ATPCS sequence 4. LO PITCH Light Illuminates amber when the actual blade angle is lower than the normal Flight Idle blade angle (this light is illuminated during all ground operation below flight idle). CCAS is activated in flight only
6.6.7
Engine start panel
The engine start panel is located on the overhead panel.
1. ENG Start Rotary Selector Selects the ignition mode and/or start sequences. OFF & START ABORT Interrupts/Disarms starting sequence by deenergizing the ignition circuit CRANK Enables engine cranking ignition is inhibited START Selects a start sequence. Three START positions are available for selection. Ignition is selected when fuel shut-off valve is open (controlled by Condition Lever, CL). Starter and ignition are automatically deactivated when passing 45 % NH. START A Only ignition exciter A is supplied on ground START B Only ignition exciter B is supplied on ground START A & B Ignition exciters A and B are supplied 2. Start pushbuttons Initiates starting (or cranking) sequence of the related engine when ENG START Rotary Selector is moved to one START position or to CRANK position. Note: As soon as one engine is running and associated DC GEN connected to the main DC electrical network, the other engine start is performed as a cross start: initated on Main Bat supply only, the start is assisted by the opposite DC GEN from 10% NH (on ground only). If the DC GEN is connected to the network but the cross start does not operate normally the amber X START FAULT light illuminates on the main electrical panel
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Powerplant
3. 4.
5. 6.
ON (pushbutton pressed in) Initiates sequence ON light illuminates white. The start sequence ends when reaching 45 % NH and the light will extinguish automatically FAULT Illuminates amber and the CCAS is activated if: starter remains engaged after 45% NH Generator Control Unit, GCU fails during starting when the propeller brake is ON but the Gust Lock is not activated (right engine only) MAN IGNition guarded pushbutton Manual ignition is selected by depressing the guarded pushbutton. The exciters on both engines are continuously energized when MAN IGN is selected. The ON light illuminates blue. Propeller Brake pushbutton The prop brake switch is a two position toggle switch and it conrolls the engagement of the hydraulic propeller brake on the right engine. Blue hydraulic pressure is needed for propeller brake operation. ON propeller brake engagement OFF propeller brake releasing The UNLK light illuminates red and after 15 seconds the CCAS is triggered to indicate that the propeller brake is NOT locked and the fully locked or the fully released position. Ready Light The Ready Light illuminates green when engagement or disengagement conditions for the propeller brake are met Prop Brake Light Illuminates blue when the propeller brake is fully locked Extinguishes when propeller brake is not fully locked.
6.6.8
X-Start Fault Light
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.
6.6.9
IGN / Prop Brake Light
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.
6.6.10
Eng Test Panel
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Powerplant
The ENG TEST Panel is located on the pedestal.
It allows to check the correct functioning of the ATPCS. Before the rotary selector can be moved the protection has to be lifted this is done by clicking on the hinge. Left mouse button click turns selector counter-clockwise, right mouse button click turns selector clockwise. ARM Mode ATPCS ARM Light should illuminate ENG Mode Check that ENG UPTRIM light illuminates 2.15 seconds later check ATPCS ARM light extinguishes
6.6.11
ADC Switch
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.
6.6.12
Engine Fire Panel
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.
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1. ENG FIRE Handle The ENG Fire Warning light is integrated in the handle which illuminates red when a engine fire is detected and the CCAS is activated as well. The CCAS stays activated until the fire warning is deactivated regardless of fire handle position. The fire warning light extinguishes when the temperature detected by the loops has dropped below the warning threshold. The handle has two positions: Normal position (mechanically locked) Pulled Pulling the handle automatically: feathers the propeller closes the ENG LP VALVE closes the HP VALVE and BLEED VALVE closes the DE ICE VALVE and ISOLATION VALVE deactivates DC GEN and ACW GEN illuminates SQUIB lights 2. Squib Test pushbutton Controls the test of the squibs in the discharge heads and their electrical circuits. When pressed with the respective Fire Handle in the normal position, the two squib lights illuminate if squibs and circuits are operative. 3. Agent pushbuttons Control the ignition of squibs and resultant discharge of fire extinguisher bottles SQUIB The lights of the squibs which may be activated illuminate white when the ENG FIRE Handle is pulled DISCH The light illuminates amber when the related fire extinuisher bottle is depressurized after discharge Note: As there are two bottles for both (!) engines the respective DISCH light illuminates on the Engine Fire Panel of the other engine too. 4. Loop pushbutton Controls the activation of aural and visual alerts when a fire signal or a fault signal (LOOP) is generated by the fire detection control unit for the related loop. Pushbutton pressed in Aural and visual alerts are activated when a fire or a fault signal is generated by the fire detection unit for the related loop OFF (pushbutton released) Aural and visual warnings are inhibited for the related loop. The OFF light illumuniates white. LOOP amber light illuminates on CAP. FAULT The light illuminates amber and the CCAS is activated when the associated pushbutton is selected ON and a fault signal is generated by the fire detection control unit. LOOP amber light illuminates on Cap.
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Powerplant
5. Test switch Spring Loaded in neutral position Spring loaded in neutral position. Initiates the test sequence of the fire detection unit and fault signals when both LOOP pushbuttons are selected ON: FAULT - FAULT lights of both LOOP A and LOOP B pushbutton illuminate - CCAS is activated, LOOP amber light illuminates on Cap FIRE - ENG FIRE red light illuminates in associated fire handle - FUEL SO light illuminates in associated Condition lever if condition lever is not in fuel shutoff position - CCAS is activated, ENG Fire red light illuminates on Cap.
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Electrical System 7Electrical System
ATR 72-500
Electrical power is needed throughout the entire aircraft for a countless number of subsystems. Flight Instruments as well as the coffee makers need electrical power. There are four main systems to provide electrical power to all the ATR's systems: The DC system DC stands for direct current The AC constant frequency system AC means alternating current The AC wild frequency system The external power system 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. So let's go through the four different electrical systems.
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.
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Electrical System
ATR 72-500
See the following graphic how generators and distributors interact during normal operation:
7.1.1
7.1.1.1
Generators
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
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7.1.1.2 The starters/generators
Electrical System
ATR 72-500
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 When in starting mode the starter is connected by the START contactor to The main battery or External power or The main battery and the other operating generator During engine startup the starter cranks the engine to the point of self sustaining (engine START ON light illuminates on the ENG START panel). 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
Eleven busses distribute power to the aircrafts subsystems: 9. DC BUS 1 and 2 main busses 10. HOT BAT BUSSES 11. DC ESS BUS / DC EMER BUS / DC STBY BUS 12. UTLY BUS 1 and 2 13. DC SVCE BUS 14. GND HDLG BUS 15. TRANSFER BUS
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7.1.3
7.1.3.1
Electrical System
ATR 72-500
Controls
Generators
1. DC GEN pushbutton ON (pusbutton pressed in): OFF (pusbutton released): FAULT
Associated generator is energized and associated generator contactor closes associated generator is deenergized and disconnected by opening the generator contactor 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
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Electrical System
is present and at least one UTLY BUS is disconnected from associated main DC BUS.
ATR 72-500
7.1.3.2
Distribution
4. DC BUS OFF lights Illuminates amber when respective DC BUS is not supplied. The CCAS will be activated if one DC BUS is OFF 5. BAT CHG pushbuttons Controls operation of EMER BAT and MAIN BAT Charge Contactors ON (pusbutton pressed in) The contactor is controlled by the MFC and closed during normal operation. It opens in case of: Thermal runaway of battery Undervoltage of DC MAIN BUS (< 25 V) Start sequence initiated (in this case both battery charge contactors are opened and closed when start rotary selector leaves START or CRANK position) An OVRD signal on BAT switch OFF (pusbutton pressed in) The charge contactor is opened. The OFF light illuminates white. FAULT Illuminates amber and the CCAS is activated in event of: Overheat is detected by the MFC a failure in the charge contactor 6. TRU pushbutton This pushbutton controls the Transformer rectifier Unit, TRU NORM (pushbutton released) One engine driven generator operating: DC EMER and DC STBY BUS are supplied from HOT EMER BAT BUS INV 1 is supplied from DC BUS 1 DC ESS is supplied from HOT MAIN BUS Both engine driven generators failed DC EMER is supplied from HIT EMER BAT BUS INV 1, DC STBY BUS and DC ESS BUS are supplied from HOT
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ON (pushbutton pressed in)
Electrical System
MAIN BAT BUS The TRU is connected to ACW BUS 2. ON light illuminates white. Arrow illuminates amber when supply of DC EMER BUS, DC STBY BUS, INV 1 and DC ESS BUS from TRU is effective
ATR 72-500
7. Emergency supply indicator Right arrow illuminates amber when DC ESS BUS is supplied from the MAIN BAT. Left arrow illuminates amber when the DC EMER BUS is supplied from the EMER BAT. 8. OVRD pushbutton When on batteries supply this pushbutton allows to transfer the DC STBY BUS and the INV 1 from HOT MAIN BAT BUS to HOT EMER BUS. NORM (pushbutton released) The DC STBY BUS and INV 1 are supplied from the same source as DC ESS BUS OVRD (pushbutton pressed in) The DC STBY BUS and INV 1 are supplied from the same source as DC EMER BUS. OVRD light illuminates white UNDV The light illuminates amber and indicates that DC STBY BUS voltage is below 19.5 V. OVRD may be used if necessary 9. BAT toggle switch The BAT switch provides three different positions: OFF ESS BUS, DC STBY BUS and INV 1 are isolated from the HOT MAIN BAT BUS.DC EMER BUS is isolated from the HOT EMER BAT BUS ON With engine driven generators OFF and EXT POWER OFF: ESS BUS, STBY BUS and INV 1 are supplied from the HOT MAIN BAT BUS. EMER BUS is supplied from the HOT EMER BAT BUS. With power generation other than battery available: ESS BUS is supplied by the HOT MAIN BAT BUS, EMER BUS and STBY BUS are supplied by the HOT EMER BAT BUS. OVRD Allow to be sure busses are supplied by their respectice battery by overriding all protections. This position is protected by a toggle guard. 10. DC AMP indicator Indicates the charge (CH) or discharge (DCH) current of the selected battery 11. BAT AMP reading selector Used to select which battery is checked by the ammeter (see item above)
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7.2
Electrical System
ATR 72-500
AC constant frequency Power
The AC (alternating current) constant frequency system provides electrical power with alternating current to several of the aircrafts systems. It is connected to the DC BUS system by two static inverters INV 1 and 2. Furthermore the AC system can be supplied with power from the AC wild frequency system by a Transformer Rectifier Unit, TRU. See the following graphic for a schematic of the AC const. Freq. System (to read the graphic start at the bottom and go on to the top).
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
INV 1 normally supplies: AC BUS 1 AC STBY BUS 1 INV 2 normally supplies:
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Electrical System
ATR 72-500
AC BUS 2
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
5. INV FAULT light In case an under- or overvoltage is sensed at either inverter this warning light illuminates amber and the CCAS is activated 6. BUS OFF light This warning light illuminates amber and activates the CCAS when the associated AC BUS is deenergized 7. OVRD pushbutton When on battery supply INV 1 and hence the AC STBY BUS are normally fed by the HOT MAIN BUS. This pushbutton allows to transfer supply to HOT EMER BAT BUS. NORM(pushbutton released) The INV 1 and AC STBY BUS are supplied from the same source as DC ESS BUS OVRD (pusbutton pressed in) The INV 1 and AC STBY BUS are supplied from the same source as DC EMER BUS, OVRD light illuminates white. UNDV This light illuminates to indicate that the DC STBY BUS voltage is lower than 19.5 V. INV 1 requires 18 V for normal operation. OVRD may be used if necessary 8. BTC pushbutton This pushbutton controls the AC BUS TIE. When closed it connects bith AC BUSSES
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NORM (pusbutton released)
Electrical System
The BPCU automatically controls the BTC and a seperate logic controls the AC BTR. In normal conditions (both inverters running), the AC BTR is open allowing isolated operation of both inverter circuits In case of inverter failure, the AC BTR is automatically closed. The INV FAULT light illuminates but associated BUS OFF light remains extinguished The AC BTR is open, ISOL light illuminates white
ATR 72-500
ISOL (pusbutton pressed in)
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7.3
Electrical System
ATR 72-500
AC wild frequency power controls
The AC wild frequency system produces and distributes electrical power with alternating current and various frequency. The following graphic shows the way the ACW frequency system is organized:
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.
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7.3.2 Distributors
Power is distributed by three busses: Two main busses, ACW BUS 1 and 2 ACW SVCE BUS
Electrical System
ATR 72-500
7.3.3
Controls
ACW GEN Pushbutton This pushbutton is used to control the energization and the resetting of associated generator ON (pushbutton pressed in) Associated generator is energized and generator contactor closes OFF (pushbutton released) Associated generator is deenergized and generator contactor opened. OFF light illuminates white FAULT Illuminates amber and the CCAS is activated in the following cases: Protection trip initiated by the GCU. If this protection trip is caused by a NP overspeed or underspeed for LESS than 3 seconds, reset will be automatic. Otherwise a manual reset has to be performed Generator contactor opening is sensed without pushbutton being selected OFF In both cases the BTC is closed automatically and thus the affected ACW BUS supplied from the remaining generator. The light extinguishes and the fault circuit is reset when pushbutton is cycled to the out position. ACW BUS OFF light Illuminates amber and activates the CCAS when associated ACW BUS is not supplied BTC Pushbutton The BTC controls the BUS TIE CONTACTORS (BTC 1 and 2) similar to the DC and AC BTCs. NORM (pushbutton released) BPCU automatically controls BTC 1 and 2: BTC 1 and 2 are open (normal conditions, both generators running), allowing individual operation of both generator circuits In case of external power operation, or single generator failure, BTC
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-
Electrical System
ATR 72-500
1 and 2 are automatically closed the flow bar is illuminated ISOL (pusbutton pressed in) BTC 1 and 2 are open, ISOL light illuminates white EXT PWR Button Refer to external power section
7.4
External Power
The ATR has two external power receptables located just aft of the nose gear. Through these receptables the ATR supply with DC and AC external power is possible One receptable for DC, the other for AC. DC and AC external power are both controlled via the Bus Power Control Unit, BPCU. 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.
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ATR 72-500
Hydraulics 8Hydraulics
This chapter deals with hydraulic system in the ATR. Hydraulics are needed to move the flight controls, lower and raise the gear, control the nose wheel steering and the propeller brake. The ATR's fuel system is comprised of three subsystems: the blue hydraulic system, which supplies the nose wheel steering flaps spoilers the propeller brake emergency and parking brake the green hydraulic system the landing gear normal brake the auxialliary hydraulic system which is included in the blue system For security reasons there is a x-feed valve so hydraulic power can be transfered from the blue and the auxiliary hydraulic system to the green system. Check the following graphic to learn about the hydraulic systems interfaces. Each system is driven by an Alternate Current Wild Power, ACW, electric motor driven pump. These pumps normally deliver 3,000 PSI (209.6 bars) pressure. Delivered pressure is indicated. The blue system is furthermore equipped with an auxiliary Direct Current, DC motor driven pump which can be energized even when no electrical power is available.
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ATR 72-500
Hydraulics
8.1
8.1.1

Hydraulic power panel
1. Blue and Green hydraulic system pump pushbuttons Pushbuttons to activate/deactivate the main hydraulic pumps.
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ATR 72-500
Hydraulics
2.
3.
4. 5.
Normally the pumps produce 3000 PSI (206,9 bars) hydraulic pressure. In case a pressure drop below 1500 PSI (103,5 bars) is sensed the LO PR light illuminates amber and the CCAS is activated In case either pump is deactivated the white OFF light illuminates Both pumps are AC wild electric motor driven pumps. Auxilliary hydraulic system pump switch The auxilliary pump switch has 3 positions: AUTO (button pressed in): the auxiliary pumps runs as soon as the following conditions are met: ACW blue pump pressure below 1500 PSI (103,5 bars) propeller brake released and Gear handle DOWN and at least one engine running OFF (pushbutton released): The auxiliary pump is deactivated the OFF light illuminates white LO PR: the light illuminates amber and CCAS is activated when auxiliary pump outlet pressure drops below 1500 PSI (103,5 bars) and functioning conditions are met. The auxiliary pump is a DC motor driven pump. X-Feed switch Controls the opening and closing of the X-Feed valve. Pushbutton released: crossfeed valve is closed and blue and green system seperated ON: Pushbutton is in opens the X-Feed valve and connects blue and green hydraulic circuits. The ON light illuminates white. In case a LO LVL alert for either hydraulic circuit X-Feed valve is inhibited to open and automatically closed when open. Blue, green and auxiliary hydraulic system overheat warning lights The light illuminates amber and the CCAS is activated when pump case drain line overheat is detected T > 121C / 250 F Blue and green hydraulic system LO LVL warning light The LO LVL (low level) warning light illuminates amber (and the CCAS is activated) in case any tank quantity drops below 2,5 l (0,67 US gal). X-Feed automatically closes.
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8.1.2 Pressure Indicator
ATR 72-500
Hydraulics
1. Blue and Green hydraulic pressure indicator Displays hydraulic pressure in x 1,000 PSI for blue and green hydraulic system 2. Brake ACCU indicator Displays the brake accumulator pressure in x 1,000 PSI in the blue system, available for emergency and parking pressure if pressure > 1,600 PSI. Note that in event of electric failure the pointers move to 0
8.1.3
Aux Pump pedestal switch
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.
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ATR 72-500
Pneumatics 9Pneumatics
External air is used to operate the air condition and ventilation system, the pressurization system and the antiicing 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 SHUTOFF valve whenever any abnormal over temperature conditions occur. They operate at 274C (525F) and are
9 - 49
controlled by the MFC.
ATR 72-500
Pneumatics
9.1.1
Controls
Engine Bleed switch Controls the associated HP and BLEED valve ON (pushbutton pressed in) associated HP and BLEED valve solenoids are energized and the valves will open if pressure is available OFF (pushbutton released) associated HP and BLEED valves are closed. OFF light illuminates white FAULT The light illuminates amber and CCAS is activated when the bleed valve position disagrees with the selected position, this especially occurs in case of leakage or overheat Overheat Light The light illuminates amber and the CCAS is activated when an overheat condition is sensed by the overheat detection system (T > 274C / 525 F) Leak Warning light The light illuminates amber and the CCAS is activated when leak detection system senses a leakage. X-Valve Light The light illuminates amber when the GRD X FEED valve is open
Two independently working packs process air to regulate air flow and temperature. The processed air is then supplied to the air condition system and the left pack supplies the cockpit and the cabin while the right pack supplies the cabin only. Before the air enters the pack it passes the pack valves. These two (left and right) valves are pneumatically operated and electrically controlled and they have to functions: shut the pack off pressure control which means flow control. Normal and high flow are available for selection. The pack valves are spring loaded closed. In case electrical power is lost or there is no air pressure these valves are closed. When the air has passed the pack valve its temperature is regulated in a heat exchanger. There the bleed air exchanges heat with external air. External air is supplied to the heat exchangers by two ground turbo fans when: IAS 150 kts and landing gear is retracted for less than 10 minutes. Note: In case of ENG OIL LOW PRESS, the turbo fan starts on the opposite side and is running as long as
9.2
Air Conditioning
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ATR 72-500
Pneumatics
IAS 150 kts regardless of landing gear position by ram air when IAS > 150 kts Note: Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve.
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 20C (68F) Rotation speed is maximum above 52C (126F) 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. The air condition is equipped with an overheat detection system too. When duct temperature downstream of the mixing chamber increases over 88C (191F) the temperature control valve is closed progressivly by the limiter in order to reduce hot air flow. When duct temperature passes 92C (200F) an Overheat caution is provided to the crew the pack valve is not closed. In case duct temperature passes 204C (399F) the pack closes automatically.
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9.2.1
9.2.1.1
ATR 72-500
Pneumatics
Controls
Compartment Remperature Panel
9. Pack valve switch pushbutton pressed in
OFF (pushbutton released) FAULT
Associated pack valve is open if electrical supply and air pressure are available Note: There is a 6 seconds delay on the right pack for passenger comfort Associated pack valve is closed. The OFF light illuminates white In case the pack valve position disagrees with selected position, or an overheat (duct temperature > 204C / 393F) is detected the FAULT light illuminates amber and the CCAS is activated. In case of an overheat the valve is closed automatically. Both pack valves are controlled automatically to provide 22 PSI regulated pressure Both pack valves are controlled to provide 30 PSI regulated pressure
10. Flow pushbutton NORM (pushbutton released) HIGH (pushbutton pressed in)
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ATR 72-500
Pneumatics
which increases flow. The HIGH light illuminates blue. 11. Compartment Temperature selector Selects temperature for compartment. 12. Temperature Selector Pushbutton Selects the temperature control mode of operation AUTO (pushbutton pressed in) Automatic mode is selected. Valve position is controlled by electronic temperature controller MAN (pushbutton released) Manual Mode is selected. The Compartment Temperature Selector directly controls the position of the valve. The pneumatic temperature limiter will limit the maximum duct temperature below 88C (191F). The MAN light illuminates white. OVHT In case an overheat temperature is detected (T > 92C / 200F) the OVHT light illuminates amber and the CCAS is activated. It is not inhibited in MAN mode 13. Recirculation Fan Pushbutton Selects operation of respective recirculation fan. Pushbutton pressed in Recirculation fans are activated. Fan rotation speed varies from 1,500RPM to 2,200 RPM linearly, depending on temperature control valve position. If temperature is lower than 18C (61F), high speed is automatically selected. OFF (Pushbutton released) Fan stops. No recirculation, all the air is provided by the packs. The OFF light illuminates white. FAULT In case a low fan speed ( < 900 RPM) or fan electrical motor overheat condition is sensed the FAULT light illuminates amber and the CCAS is activated 14. Compt indicator Indicates temperature in selected compartment in C 15. Duct indicator Indicates the temperature in the duct of the selected compartment before the air leaves the duct. 16. Compt selector Selects the zone for which the temperature is indicated (FLT COMP or CABIN) 17. Gnd X-Feed See Pneumatic System section
9.2.1.2
Avionics Vent Controls
7. OVBD valve control switch In normal configuration the switch is secured in AUTO position to assure proper EXHAUST mode. The switch can be unsecured to manually select switch position. FULL OPEN The OVBD valve is fully open CAUTION: Do not select OVBD valve full open if differential pressure exceeds 1 PSI.
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AUTO

ATR 72-500
Pneumatics
The OVBD valve position is a function of The EXHAUST mode pushbutton selection The aircraft condition (flight or ground) FULL CLOSE The OVBD valve is fully closed 8. Exhaust mode pushbutton Controls the OVBD valve as long as OVBD valve control switch is in AUTO position. NORM (pushbutton pressed in) On ground, engine 1 not running (OIL LOW PRESS) extract fans runs continuously OVBD valve is full open U/F valve is closed in flight (or on ground, engine 1 running) extract fans runs continuously OVBD valve is full closed U/F valve is open OVBD (pushbutton released) extract fan is OFF OVBD valve is partially open (in flight only) U/F valve is closed OVBD light illuminates white FAULT Illuminates amber and the CCAS is activated in case of fan failure or overheat Note 1: Aircraft on ground and external power available: if exhaust mode is set on OVBD position, a ground mechanic call is generated and intermediate position is inhibited Note 2: When start sequence is initiated, extract fan stops for 120 seconds to avoid pressure shocks. Exhaust mode fault illuminates, however the ground mechanic call is not generated 9. Fault light Illuminates amber and the CCAS is activated when there is an OVBD VALVE position disagreement: when on ground, engine 1 not running (OIL LOW PRESS) OVBD valve is not fully open (except with CTL switch on FULL CLOSE) when in flight or on ground engine 1 running, OVBD valve is fully open (except with CTL switch ON FULL OPEN) The light goes off when the OVBD VALVE reaches the seleced position.
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
Pressurization
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9.3.1 Auto mode
ATR 72-500
Pneumatics
The outflow valves are controlled by the digital controller. It computes a signal to position the outflow valve, taking the following parameters into account: Landing elevation from landing elevation selector Takeoff elevation is memorized by the controller Cabin pressure Aircraft static pressure generated by Air Data Computer, ADC 1 with captains altimeter baro setting. In case of ADC 1 failure the aircraft static pressure is generated by ADC 2 with a 1013.2 HPa (29.92 in. Hg) reference. The controller computes a theoretical cabin altitude and sends a signal to the outflow valve torque motor in order to adjust the actual cabin altitude by opening or closing the outflow valves. In case the electrical signal is lost the outflow valves are closed.
9.3.2
Dump function
The Dump function sends a fully open signal to the outflow valves. CAUTION: The DUMP pushbutton is mechanically protected and NO other safety devices protect from use of the DUMP function.
9.3.3
Manual mode
When operating in manual mode the electropneumatical valveis closed and the pneumatic outflow valve operated only. The control knob is used to select cabin climb or descent rate in the interval from -1500 ft/min to +2500 ft/min.
9.3.4
Ditching mode
Two electrical motors (one for each outflow valve) maintain both outflow valves in a closed position. Ditching mode is available in automatic and manual mode.
9.3.5
9.3.5.1
Controls
Automatic Controls
Landing elevation indicator Displays selected landing elevation. Last two digits always show 0.
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ATR 72-500
Pneumatics
Elevation Set Trigger switch Sets landing elevation. Selection between -1,500 feet and 9,900 feet possible. Adjustment is possible by increments of 100 feet only. Move mouse pointer above switch to increase landing elevation. Left mouse button increases by 100 feet, right mouse button increases by 1,000 feet. Move mouse pointer underneath switch to decrease landing elevation. Left mouse button decreases by 100 feet, right mouse button decreases by 1,000 feet. Descent rate pushbutton Selects cabin descent rate: NORM (pushbutton released) max. Cabin descent rate is -400 ft/min FAST (pushbutton pressed in) max. Cabin descent rate is -500 ft/min. The FAST light illuminates blue. Test pushbutton Initiates test sequence. During test landing elevation shall read 18,800 and -8,800 alternately and FAULT light illuminates amber on MAN pushbutton. Dump guarded pushbutton This pushbutton allows selection of DUMP mode NORMAL (pushbutton released) The digital controller operates normally. DUMP mode is NOT selected ON (pushbutton pressed in) Selects DUMP mode and opening signal is sent to the electropneumatical outflow valve. Both outflow valves open fully. The ON light illuminates white
9.3.5.2
Manual 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.
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9.3.5.3 Cabin press indicators
ATR 72-500
Pneumatics
16. Altitude indication Indicates the cabin pressure in thousands of feet altitude based on 1013.2 HPa (29.92 in.Hg.) 17. Rate indicator Indicates the cabin altitude rate of change in x 1,000 ft/min 18. Diff indicator Indicates the differential pressure between cabin and aircraft static pressure from -1 to +8 PSI.
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Flight Controls 10 Flight Controls
ATR 72-500
An aircraft can be moved around three axes. So a control for each axis is needed: Pitch - controlled by two elevators, mechanically actuated Roll - controlled by one aileron, mechanically actuated and one spoiler, hydraulically actuated (blue system) on each wing Yaw - controlled by a rudder, mechanically actuated Furthermore a pair of mechanically linked inboard and outboard flaps are provided for each wing. The flaps are actuated hydraulically from the blue system. The following graphic shows where to find the different systems .
10.1
Roll Control
Roll is controlled turning the yoke left and right. The yoke movement is transfered through cables and rods to the ailerons which will deflect according yoke movement. In the real plane max yoke deflection is +/- 87 while ailerons travel +/- 14 up/down. During steep turns spoilers come up to increase roll rate. The spoilers retract and extend automatically dependent of the yoke deflection. The ATR offers a roll trim which resets the neutral position of the aileron. It is electrically controlled from a twin control switch through an electrical actuator. Maximum trim settings are 6.7 up and 6.7 down.
10.2
Controls
10.2.1
Spoiler Position Indicator
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.
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10.2.2 Roll Trim Position Indicator
Flight Controls
ATR 72-500
The roll trim indicator is located on the right hand side of the engines.
It indicates the left aileron trim controlled tab travel.
10.2.3
Roll Trim Control Switch
The roll trim control switch can be found on the pedestal.
It is used to control the roll trim. Press right mouse button to command right wing down. Press left mouse button to command left wing down.
10.3
Pitch Control
Pitch is controlled by two elevators. These elevators are driven mechanically by the control columns thus by flight simulators pitch commands. Furthermore two pitch trim systems are offered: The normal trim which is controlled by rocker switches in the real airplane is controlled by flight simulators trim commands in this ATR The standby trim system which is controlled by a trim switch located on the pedestal. 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.
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10.3.1 Pitch Trim Position Indicator
Flight Controls
ATR 72-500
Indicates right pitch trim actuator tab travel. A green sector from 0 - 2.5 indicates pitch trim takeoff range. If trim is out of this range the warning horn will sound during takeoff.
10.3.2
Pitch Trim Asym Light
Illuminates to indicate a pitch tabs desynchronization.
10.3.3
STBY Pitch Trim Control Switch
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.
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10.3.4 Stick Pusher pushbutton
Flight Controls
ATR 72-500
FAULT ligh (amber) OFF position
Indicates a stick pusher or stick shaker failure switches the stick shaker, stick pusher and the stall warning off. CAUTION: No aural or visual warnings remain that indicate a stall.
10.3.5
Stick pusher light
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.
10.4
Yaw Control
Yaw is basically controlled using the pedals to control rudder position. A Travel Limitation Unit, TLU, is fitted on the aircraft to limit deflection according to airspeed. The bigger the airspeed the bigger the loads on the rudder become. To prevent damage to the rudder when full left or right rudder is selected the maximum deflection angle of the rudder is reduced when reaching 185 kts during acceleration. During deceleration full rudder movement is regained when reaching 180 kts. Normally the TLU operates automatically and gets the information about airspeed from the Air Data Computers ADC 1 and 2. In case of ADC failure the pilot can select LO SPD or HIGH Speed manually. 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.
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10.4.1 TLU Controls
Flight Controls
ATR 72-500
The TLU control panel is located on the overhead panel in the upper left corner.
AUTO HI SPD LO SPD FAULT
Automatic mode HI SPD is automatically selected when reaching 185 kts during acceleration LO SPD is automatically selected when reaching 180 kts during deceleration High Speed mode is selected manually Low Speed mode is selected manually Illuminates amber when a system failure is detected: system disagree both ADCs failed ADC data corrupt TLU position synchro failure
10.4.2
LO SPD Light (Associated to TLU)
This light is located on the right hand side of the engine instruments.
LO SPD light illuminates green when rudder travel is not limited
10.4.3
Yaw Trim Position Indicator
Indicates units of trim motor displacement
10.4.4
Yaw Trim Control switch
Controls the yaw trim actuator.
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Flight Controls
ATR 72-500
Left mouse button trims Nose left Right mouse button trims Nose right.
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.
10.5.1
Flaps Control Lever
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.
10.5.2
Flaps Position Indicator
The flaps position indicator is located on the right hand side of the engine instruments. It indicates the actual
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Flight Controls
ATR 72-500
flaps position. A blue EXT flap indicates that the flap valve is hydraulically commanding flap extension.
10.5.3
Flaps Asymmetry Light
Illuminates amber when flaps asymmetry exceeds 6.7
10.6
Gust Lock
Due to flight simulators limitations the gust lock implementedin the Flight One ATR reduces to the function of limiting power lever travel to provide protection against too high power settings when in Hotel mode. In the real airplane it provides locking devices for the elevators and ailerons to protect the flight controls on ground. The gust lock is activated by clicking the click area as shown in the Powerplant chapter.
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Landing Gear and Brakes 11 Landing Gear and Brakes
ATR 72-500
The ATR's landing gear is comprised of one forward retracting nose gear two retractable main gears Both are hydraulically actuated and all are equipped with shock absorbers. For ground operation a nose wheel steering is provided. In case of hydraulical or electrical failure the gear can be extended by gravity.
11.1
Landing Gear
The landing gear is controlled by the landing gear lever and the gear indication system. The landing gear lever can be found right hand side of the engine instruments while there are two landing gear position indicators. These landing gear position indicators are supplied from two different sensor units. The primary system, managed by MFC module 1A supplies the indiator above the gear lever and the secondary system is managed by MFC module 2A and indicates the gear position on the overhead panel. Remember: During reatraction the gear is automatically braked As soon as the gear is locked in the selected position, hydraulic pressure is released from the connecting line The gear doors are mechanically linked to the gear and are retracted opened and closed automatically In case normal gear extension fails there is a gear emergency extension. The gear extends and locks due to gravity and aerodynamic forces. Check your flight simulator which for the assigned key for manual gear extension. 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.
11.1.1
Landing Gear Control Panel
1. Landing Gear Control Lever Click with either mouse button toggles gear lever:
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Landing Gear and Brakes
ATR 72-500
UP Gear retraction is selected DOWN Gear extension is selected A red light in the gear lever indicates and the CCAS is activated whenever any gear is not sensed down and locked by the detection system. 2. Landing gear position indicator Displays gear position as seen by MFC 1. 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.
11.1.2
Landing gear position indicattor overhead panel
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.
11.2.1
Emergency/Parking Brake Handle
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ATR 72-500
Controls emergency and parking braking mode through the emergency and parking metering valve. Springloaded to the OFF position. EMER not simulated PARKING Full pressure is applied to the brakes Caution: Anti Skid is deactivated for Emergency Braking action
11.2.2
Brake Temperature Indicator
The light illuminates amber and the CCAS is activated when at least one of the brakes temperature exceeds 150C.
11.2.3
Brake Pressure Indicator
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.
11.2.4
Anti-Skid Control Panel
Remember that simulation of anti-skid is not possible in flight simulator. The panel is included to enhance realism.
1. Anti Skid Pushbutton Controls activation/deactivation of anti-skid-system. 2. Anti-Skid channel fault lights
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ATR 72-500
Illuminate amber and CCAS is activated in case a failure is detected in the associated channel. Anti-Skid is lost for any faulty channel 3. Test pushbutton Initiates test sequence. FAULT lights for all anti-skid channels illuminate as long as pushbutton is pressed.
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Ice and Rain Protection 12 Ice and Rain Protection
ATR 72-500
To fly the ATR in most weather conditions ice- and rain-protections must be provided. Three kinds of systems are installed in the ATR Pneumatic ice protection Using hot air tapped of the engines by the left and right de-ice valves regardless of bleed valve position. The pneumatic system supplies the following ice-protection systems: outer, center and inner wing leading edges horizontal tailplane leading edges engine air intakes and gas paths Electrical heating Electrical power from the AC wild frequency system is provided to the heaters. Electrical heating is provided for the following systems propeller blades windshields probes flight control horns Windshield wipers 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
Anti-Ice Advisory System (AAS)
The Anti-Ice Advisroy System, AAS, is comprised of an ice detector, an icing evidence probe and three lights in the cockpit: icing (amber), icing AOA (green) both located on the center panel and de-Icing (blue) located on the memo panel. The ice detector is located under the left wing and alerts the crew as soon as ice accretion is sensed. As soon as ice accretion is sensed the amber icing light illuminates on the center panel. The Anti-Ice Advisory System performs self-test contiunuously and a FAULT light illuminates and a single chime sounds in case a failure is detected. The following graphic shows the ice-detection cycle:
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Ice and Rain Protection
ATR 72-500
Remember that only ice accretion is indicated ! When the ICING light extinguishes ice accretion has stopped but the aircraft is not yet free of ice.
12.1.1
12.1.1.1
Controls
Ice Detector Panel
1. Ice Det Indication Light In case icing accretion is detected ICING light illuminates amber. Provided both orns anti icing and airframe de icing are selected ON it illuminates steady. In case horns anti icing and/or airframe de icing are not selected ON the light flashes. Whenever a failure is detected the FAULT light illuminates amber. 2. Ice Det Push to test pushbutton Checks the right operation of the ice detector. Press and hold for 3 seconds: - amber ICING light flashes on central panel (with associated warning) - ICE DET FAULT illuminates (with associated warning) if a faulty ice detector is sensed 3. Icing AOA pushbutton - Icing AOA light illuminates green as soon as one horns anti icing pushbutton is selected ON. Thus the crew is alerted that stall threshold is lower in icing conditions - Icing AOA light can only be extinguished manually by depressing it, provided both horns anti icing are selected OFF. Stall threshold values recovers the values defined for flight in normal conditions. Icing evidence probe The icing evidence probe is located on captains side and visible through the side window. It indicates ice
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ATR 72-500
accretion as it is not heated. The following graphics show the icing evidence probe not iced during the day, iced during the day and heavily iced in the night.
12.1.1.2
De Icing Indicator
Illuminates Flashes
12.2
Engine and Wing protection
Blue on memo panel when airframe deicing system is selected ON Blue on memo panel when airframe deicing system is still selected ON five minutes after last ice accretion detection
The basic principle of the engines and wings ice protection system is to inflate boots in order to remove ice. Delivery pressure is controlled by the de ice valves to 1.4 bar (20.3 PSI). Seven distribution valves control air supply to the boots: 1. left engine air intake and seperation chamber 2. right engine air intake and seperation chamber 3. left outer wing leading edge 4. left center wing leading edges and left internal wing leading edge 5. right outer wing leading edge 6. right center wing leading edges and left internal wing leading edge
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ATR 72-500
7. horizontal tailplane leading edge The distribution valves are controlled by the MFC and have one input and two outputs A and B. Two types of boots are used: chordwise boots A and B alternating for the leading edges and the gas paths annular boots for the engine intakes For the annular boots anti-ice MUST be activated before ice accretion takes place - don't wait for ice accretion 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 < -20C) Fast mode: next sequence starts at 60 seconds (SAT > -20C)
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
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12.2.1.1
ATR 72-500
Engine/Wing De-Icing Panel
1. Airframe Bleed pushbutton Controls both de ice and isolation valves Pushbutton pressed in Normal operation both DE ICE and ISOLATION valves are open OFF (Pushbutton released) Deactivates airframe de-icing as both DE ICE and ISOLATION valves are closed. Engine anti-ice may still be used. FAULT In the following cases the light illuminates amber and the CCAS is activated: Air pressure downstream of de-ice valves drops below 14 PSI for more than 10 seconds Inflation sequence of airframe boots A or B is not correct Air temperature upstream of the de-ice valves exceeds 230C Release pushbutton to inhibit alert 2. Airframe pushbutton Controls the output A and B of both wing and stabilizers distribution valves. Pushbutton released Normal Operation associated boots stay deflated ON (pushbutton pressed in) MFC is initiated to start de-icing sequence depending on MODE SEL pushbutton. The ON light illuminates blue FAULT This light illuminates amber and the CCAS is activated when: no downstream pressure is detected with associated distribution valve output selected open A downstream pressure is detected with associated distribution valve output selected closed 3. Engines pushbuttons Controls de-ice valves and outputs A and B of respective engine distribution valves ON (pushbutton pressed in) DE-Ice valve is controlled open and a signal is sent to the MFC to initiate a sequence. The ON light illuminates blue. Pushbutton released Associated boots stay deflated. In case of airframe airbleed FAULT and ENG FAULT de-ice valves are controlled in closed position. FAULT The FAULT light illuminates amber and the CCAS is activated in case: no downstream pressure is detected with associated distribution valve output selected open A downstream pressure is detected with associated distribution valve output selected closed AIRFRAME AIRBLEED pushbutton is selected OFF and air temperature upstream of the de-ice valve exceeds 230C Inflation sequence of engine boots A or B is not correct 4. De Icing mode sel pushbutton Controls the selection of wings/engines boots inflation sequences when MAN mode is selected on MODE SEL
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ATR 72-500
AUTO pushbutton see item 5 FAST (pushbutton released) timing cycle 60 seconds SLOW (pushbutton pressed in) timing cycle 180 seconds SLOW light illuminates blue 5. De-Icing Override pushbutton (guarded) Controls emergency de-icing operation. NORM (pushbutton released) Normal operation OVRD (pushbutton pressed in) The OVRD light illuminates white and emergency de-icing is activated and thus the OVRD sequence is started (timing cycle 60s). This position is used when the associated FAULT light illuminates. FAULT The light illuminates amber when both MFC modules associated to air intake boots control fail resulting in an incorrect inflation sequencing 6. Mode sel AUTO pushbutton Pushbutton released Normal operation (operating in automatic mode). The DE-ICING MODE Sel pushbutton (see item 4) is inoperative. De-ice sequence is selected automatically. FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC fails. FAST mode 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.
12.2.1.2
Horns Anti Icing Panel
Horns Anti Icing pushbuttons Controls the activation/deactivation of the following units: RUD and L ELEV: Rudder and left elevator horns anti-icing AIL and R ELEV: Ailerons and right elevator horns anti-icing Horns heating is inhibited on ground ! ON (pushbutton pressed in) OFF (pushbutton released) FAULT 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 Associated anti icing units are deactivated. The light illuminates amber and the CCAS is activated to indicate that electrical power is lost on the associated system
12.3
Propeller Anti-icing
Propeller anti icing is performed by electrical powered heaters installed in the propeller blades. The resistors used for heating are installed near the blade surface of the inboard section of the blade leading edges. The heating elements of three blades are electrically connected (every other blade) and they are supplied with 115 V electrical power from the AC wild frequency system. Two operating modes are available and automatically selected depending on the temperature.
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Low power cycle normal operation
ATR 72-500
The following graphics show the time sequences of both modes:
High Power Cycle MODE SEL ON
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12.3.1
12.3.1.1
ATR 72-500
Controls
Propeller Anti icing panel
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 0C and -10 (32F and 14F) Select High Power when temperature is between -10C and -30C (14 F and -22F) Below -30C (-22F) 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 2C (35.6 F) to prevent icing while the inner temperature is kept above 21C (70F) 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 21C (70F) to prevent fogging.
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ATR 72-500
12.4.1
Controls
1. Windshield HTG L or R pushbutton Controls activation of L and R window heat systems Pushbutton pressed in power is supplied to the window heat system OFF (pushbutton released) Window heat system is deactivated, no electrical power supply. The OFF light illuminates white FAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS is activated. 2. Side Windows pushbutton Controls activation of Side windows heat system ON (pushbutton pressed in) Side Window Heat System is activated the blue ON light illuminates Pushbutton released Side Window Heat System is deactivated FAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS
12.5
Probe heat
To prevent icing on air data sensors, electrical heating is provided for: pitot tubes left and right static ports Alpha (angle of attack) probes TAT probes All probes except TAT are heated on ground and in flight. The TAT is heated in flight only ground heating is prohibited.
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
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ATR 72-500
2. Alpha, TAT lights Illuminates amber and the CCAS is activated if probe is not heated 3. Stat lights Illuminates amber and the CCAS is activated when the respective probe is not heated. Static ports are monitored by CCAS in flight 4. Capt, Stby and F/O pushbuttons Control the activation of their respective probes ON (pushbutton pressed in) Probe heating is activated OFF (pushbutton released) Probe heating is deactivated. OFF light illuminates white and respective probe FAULT light illuminates amber
12.6
Rain protection
For rain protection two windshield wipers are installed. One is installed on the captains windshield and the other on the first officers windshield. The wipers are operated by an electrical motor and controlled by two windshield wiper selectors on the overhead panel. The maximum speed to operate the wipers is 160 kts.
Wiper rotary selector Controls the windshield wiper on the associated side. Press right mouse button to turn clockwise, left mouse button to turn counter-clockwise. 3 positions are available: OFF windshield wiper is off SLOW wiper operates at 80 cycles/min FAST wiper operates at 130 cycles/min Due to limitations within flight simulator the wipers are only visible in the visual cockpit and external views but not from the 2D panel.
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Flight Instruments 13 Flight Instruments
ATR 72-500
This chapter covers all instruments needed to basically fly the ATR. It is devided into 5 sections: Air Data System Covers airspeed indiators, altimeters and vertical speed indicator Attitude and Heading Reference System (AHRS) Covers Standby Horizon, standby compass, Radio Magnetic Indicator (RMI) Eletronic Flight Instrument System (EFIS) Covers EADI, EHSI and EFIS control panel Clocks Flight Recorders Covers Flight Data recorder and Voice recorder
13.1
Air Data System
Three air data systems provide flight environment data: Two main systems One standby systems 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.
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13.1.1
13.1.1.1
Flight Instruments
ATR 72-500
Controls
Airspeed Indicator
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
13.1.1.2
Standby airspeed indicator
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.
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13.1.1.3 Altimeters
Flight Instruments
ATR 72-500
1. MB and In. Hg counters Display barometric pressure. Display range: 948 1049 mbar and 28 30.99 in. Hg 2. BARO 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 thousands, hundreds and twenties 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 a NEG black flag In case of ADC failure, indicator failure or power failure a red OFF flag is indicated 5. Altitude alert light Illuminates amber when altitude alert is triggered
13.1.1.4
Standby Altimeter
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
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13.1.1.5
Flight Instruments
ATR 72-500
TCAS Vertical Speed Indicator
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.
1. Vertical speed pointer Indicates rate of climb/descent from 0 to +/- 6,000 ft/min. 2. Vertical speed recommended arc (green) Green arc indicates vertical speed range to fly in activated by TCAS 3. Vertical speed prohibited (red) Red arc indicates vertical speeds not to enter or to fly out of 4. Fixed aircraft mockup Indicates own aircraft surrounded by circle which equates 2 nm distance 5. Display range selection Displays actual selected TCAS range. Select 6 nm for takeoff, low altitude climb, approaches and landings Select 12 nm range for high altitude cruise. 6. Test Initiates test sequence 7. Light sensor 8. Extended altitude surveillance status Selects altitude range scanned by the TCAS system ABV viewing traffic from 2,700 ft below to 9,900 ft above BLW viewing traffic from 2,700 ft above to 9,900 ft below normal position: viewing traffic from 2,700 ft below to 2,700 ft above
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Flight Instruments
ATR 72-500
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
13.1.1.6
TAT-SAT/TAS Indicator
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 0C. 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
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13.1.1.7 ADC switch
Flight Instruments
ATR 72-500
Selects ADC to feed both EEC, TAT/SAT/TAS Indicator. FAULT light illuminates when ADC selection does not match switch position.
13.2
Attitude and Heading Reference System (AHRS)
The attitude and heading reference system computes the aircrafts heading and attitude so that flight instruments can be supplied with heading and attitude data. Vertical accuracy remains within +/- 1.4 and heading accuracy within +/- 2. Two AHRS modules compute attitude and heading data and supply the following systems: Symbol Generator Unit, SGU 1 (see EFIS section) with attitude and heading supplied by AHRS 1 First officers RMI (heading) supplied by AHRS 1 FDAU with attitude and heading supplied by AHRS 1 Radar (attitude) supplied by AHRS 1 Symbol Generator Unit, SGU 2 (see EFIS section) with attitude and heading supplied by AHRS 2 Captains RMI supplied by AHRS 2
13.2.1
13.2.1.1

Radio Magnetic Indicator (RMI)
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
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13.2.1.2 Standby Horizon
Flight Instruments
ATR 72-500
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
13.2.1.3
Standby Compass
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
13.3
Eletronic Flight Instrument System (EFIS)
The main idea of the EFIS system is to present a lot of information to the pilot condensed in one system. Thus data supplied by several sources (AHRS, ASI, Navigation Equipment) is processed so that it can be displayed on two Cathodic Ray Tubes (CRT). Actually the Signal Generation Unit is the interface between the data sources and the pilots CRTs. The SGU is comprised of three parts:
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Flight Instruments
ATR 72-500
Part A Data input which acquires data from attitude, heading and navigation systems. Part B Avionics Standard Communication Bus, ASCB. This part is the interface with the ASCB which enables the SGU to exchange data with the other piots systems. Part C Symbol Generation. The part that generates the visual information presented to the pilots by the two CRTs. Two instruments are displayed by the CRTs. The upper one displays the Electronic Attitude Director Indicator, EADI and the lower one the Electronic Horizontal Situation Indicator, EHSI. 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
13.3.1.1
Controls
Electronic Attitude Director Indicator, EADI
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
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Flight Instruments
ATR 72-500
At deviation is +/- 5.5 kts When the white index is right in the middle deviation is 0 kts. 6. Radio Altitude, RA Indication Displays radio altitude. Altitude is displayed in blue letters, RA in white letters. Range is 20 2,500 feet, above 2,500 feet radio altitude information is not displayed. In case information is not valid, amber dashes are displayed 7. Autopilot, Flight Director lateral modes annunciator Displays active and armed lateral autopilot modes. Armed modes are displayed in white letters, active modes are displayed in green letters. Available modes: VOR, LOC, HDG, LNAV see Automatic Flight Control System section 8. Autopilot, Flight Director vertical modes annunciator Displays active and armed vertical autopilot modes. Armed modes are displayed in white letters, active modes are displayed in green letters. Available modes: ALT, GS see Automatic Flight Control System section 9. CPL status indicator Indicates which panel, captains or first officer's is selected see Automatic Flight Control System section 10.Autopilot Message indicator AP ENG Illuminates green when autopilot is engaged
10.Flight Director Command Bars Display computed commands to cpature and maintain a desired flight path. Align the aircraft symbol with the command bars to fly desired path see Automated Flight Control System section 11.Glideslope and Localizer Indication Indicates deviation from ILS glideslope and localizer. An ILS station must be tuned to NAV 1 to display deviation indicators. In case either bar can not be displayed a red cross is displayed over the deviation indicator. 12.Decision Height, DH, Indicator and annunciator Displays selected decision height in blue and DH letters in white. In case selected DH is zero, no decision height information is displayed. The decision height selector is located on the EFIS Control Panel, ECP and maximum selectable decision height is 990 ft. When the aircraft approaches selected decision height + 100 ft (radio altitude) a white box appears. When the aircraft descends through decision height the amber DH symbol illuminates inside the white box. 13.Runway symbol The runway symbol appears when radio altitude is lower than 200 ft. 14.Marker beacon indication The white box appears as soon as a LOC frequency is selected on NAV 1. A blue O illuminates when passing Outer Marker An amber M illuminates when passing Middle Marker
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Flight Instruments
ATR 72-500
An white I illuminates when passing Inner Marker When a VOR frequency is selected the white box is not displayed but the white box and indication appear simultaneously when a marker beacon is overflown.
13.3.1.2
Electronic Horizontal Situation Indicator, EHSI
The Electronic Horizontal Situation Indicator offers two operating modes: ROSE display and ARC displayed Both displays are similar so the main features are discussed for the ROSE display and then the ARC mode and its differences are introduced. Use the ECP to toggle display modes (see ECP section)
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 1. Course deviation indicator Indicates course deviation by dots relative to aircrafts position (reference is aircraft symbol). In case no signal is received a red cross is displayed
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Flight Instruments
ATR 72-500
2. Glideslope deviation indicator Displays glideslope deviation by scale and moving green index. Index and scale are visible only when ILS station is tuned to NAV 1. In case no signal is received a red cross is displayed A. Nav source annunciator Identifies the NAV 1 source B. Blue Pointer (0) Indicates the bearing to a station (VOR or ADF) selected by No. 1 system see ECP section C. Green Pointer () Indicates the bearing to a station (VOR or ADF) selected by No. 2 system see ECP section D. Distance counter Displays distance to tuned NAV 1 station. Requires a DME signal from NAV 1 station.
ARC Mode
1. Digital Heading Display Digitally displays current heading 2. Quadrantal Heading Scale Heading is displayed on an arc showing 45 either side of the actual heading 3. Weather radar annunciator Indicates half of the selected display range (select on ECP) and indicates if weather radar is in a mode other than OFF by indicating the display range in white letters. Weather radar function is not available within flight simulators limitations. 4. Heading arrow
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Flight Instruments
ATR 72-500
In case a heading is selected that is out of the heading scale the arrow shows the shortest direction to turn to archieve the selected heading 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
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13.3.1.3
Flight Instruments
ATR 72-500
EFIS Control Panel, ECP
1. FULL / ARC mode EHSI toggle switch Toggles Rose and Arc display modes of EHSI. Default mode after startup is Full, Rose mode 2. Ground speed / Time to target toggle switch Toggles whether ground speed or time to target is displayed on EHSI. Default mode after startup is Ground speed 3. EADI brightness selector and Decision Height DH selector Outer knob is used to select EADI on/off and adjust EADI brightness. Press left mouse button to decrease brightness and switch EADI off Press right mouse button to increase brightness and switch EADI on Inner knob is used to select Decision height between 0 and 990 ft. Press left mouse button to decrease decision height Press right mouse button to increase decision height 4. EHSI brightness selector This selector is used to select EHSII on/off and to adjust EHSI brightness. Press left mouse button to decrease brightness and switch EHSI off Press right mouse button to increase brightness and switch EHSI on 5. Blue Pointer (0) selector Selects navigation source for blue pointer. VOR 1 displays bearing for VOR 1, ADF 1 displays bearing for ADF 1, RNV 1 displays bearing to station tuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF position switches pointer off. Left mouse button turns selector counter-clockwise Right mouse button turns selector clockwise 6. Green Pointer () selector Selects navigation source for green pointer. VOR 2 displays bearing for VOR 2, ADF 2 displays bearing for ADF 2, RNV 2 displays bearing to station tuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF position
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Flight Instruments
ATR 72-500
switches pointer off. Left mouse button turns selector counter-clockwise Right mouse button turns selector clockwise 7. Range selector Use button to increase range. Press button to decrease range. Maximum range is 160 nm and minimum range is 10 nm. 8. Nav Source Toggle switch Toggles navigation source - see Automatic Flight Control System section 9. MAP mode toggle switch Toggles Route display. In case a route is programmed into the GNSS it can be displayed on the EHSI by activating the MAP mode. 10. Items 10 to 16 are not simulated ! None of these buttons / knobs is functional !!!
13.3.1.4
CRS/HFG Panel
1. NAV 1 Course selector Selects course for navigation station 1 selected course is displayed on EHSI by digital counter and course pointer Press left mouse button to decrease selected course Press right mouse button to increase selected course 2. Heading Selector Selects heading shown on EHSI by digital counter and blue heading bug. Press left mouse button to decrease selected course Press right mouse button to increase selected course
13.3.1.5
CRS/ALT Panel
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
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13.4 Clocks
Flight Instruments
ATR 72-500
Each pilot is provided with a clock which is able to display: Greenwich Mean Time or local time elapsed time chronometer information
1. Upper window display Displays GMT or local time depending on selection. A dot above GMT or LOC indicates whether GMT or local time is displayed 2. Mode Selector M flip flop position allowing to switch between GMT and LOCal time displayed RUN normal position (two dots are illuminates between the hours and minutes in upper window) HLD Displayed time (GMT or LOC) is frozen the two dots extinguish MIN sets minutes counter H sets hours counter 3. Lower window display Displays elapsed time in hours and minutes or chrono time (CHR) in minutes depending an the function selected 4. Elapsed Timer, ET pushbutton Depressed once: ET is reset to zero and time starts running (two dots between hours and minutes illuminates in the lower window) Depressed second time: Elapsed Timer stops (the two dots extinguish) 5. CHRonometer pushbutton Depressed once: Chronometer starts (the two dots illuminate in the lower window) Depressed second time Chrono stops lower window displays hours and minutes, the two dots extinuish Depressed a third time Chrono resets to zero 6. Seconds pointer Pointer makes one revolution per minute when CHR is activated
13.5
Flight Recorders
Each ATR is equipped with one ockpit voice recorder, CVR and one digital flight data recorder, DFDR. As soon as the aircraft is energized the recorders are activated automatically. The recorders remain OFF as long as external power is supplied. The recorders are switched off automatically 10 minutes after engines are cut. The cockpit voice recorder stores the last 30 minutes of cockpit conversation. The DFDR splits up in two subsystems: The Flight Data Entry Panel The flight data entry panel is used to enter data such as time, date, flight number or maintenance data. The record unit which actually records flight data. The last 25 hours of flight are stored.
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13.5.1
13.5.1.1
Flight Instruments
ATR 72-500
These systems do not actually work in flight simulator but are in included to enhance realism.
Controls
Flight Data Entry Panel (FDEP)
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
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13.5.1.2
Flight Instruments
ATR 72-500
Cockpit Voice Recorder Panel
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.
13.5.1.3
Record Panel
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
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14.1
ATR 72-500
Navigation 14 Navigation
VOR / ILS /Marker /DME System
The ATR is equipped with the following systems two VOR receivers two ILS receivers one Marker, MKR receiver one DME interrogator/receiver 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.
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14.1.1
14.1.1.1
ATR 72-500
Navigation
Controls
Nav 1 and 2 control box
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.
1. Power, Mode switch OFF NAV system is switched off ON NAV system is activated HLD DME is held on current active frequency and an other frequency may be tuned Press left mouse button to turn knob counter-clockwise Press right mouse button to turn knob clockwise 2. Frequency select knobs There is an inner and an outer knob. The inner knob adjusts the digits right of the decimal and the outer knob changes the digits left of the decimal. Left mouse button decreases values Right mouse button increases values 3. Frequncies display Displays active frequency (upper frequency) and preset frequency. 4. X-frequency, XFR / Memory, MEM switch The switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency to active and the current active to preset frequency. The lower switch position, MEM, cylces through stored frequencies. Four frequencies may be stored. 5. Store, STO button Currently preset frequency is stored in memory. Four channels are available for storing frequencies. After STO button is pressed the upper display shows current channel into which frequency will be stored. Use MEM switch to cycle through channels. Press the STO button a second time to actually store selected frequency 6. Active, ACT button Pressing the ACT button for two seconds enables to adjust active frequency directly without having to use the XFR function. The lower window displays dashes when in ACT mode. Press ACT button a second time to return to normal operation. See flight instruments chapter for description of Course 1 and Heading panel.
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14.2 ADF Systems
ATR 72-500
Navigation
An ADF system is built in the ATR so that relative bearings to NDBs or broadcast stations may be indicated. The ADF control boxes are installed on the pedestal.
14.2.1
14.2.1.1
Controls
ADF control box
1. Power, Mode switch OFF ADF system is switched off ANT ADF system in ANT mode Signals are recieved but NOT displayed ADF ADF system in ADF mode Signals are received and displayed on RMI TONE ADF system in TONE mode 'Radio' mode within flight simulators limitation it works similar to ADF mode Press left mouse button to turn knob counter-clockwise Press right mouse button to turn knob clockwise 2. Frequency select knobs There are four clickareas around the knob. The upper left clickarea adjusts 100 kHz values (first two digits), the upper right clickarea adjusts 10 kHz values (third digit), the lower left clickarea adjusts 1 kHz values (fourth digit) and the lower right clickarea adjusts 100 Hz values (digit right of the decimal). Left mouse button decreases values Right mouse button increases values 3. Frequncies display Displays active frequency (upper frequency) and preset frequency. 4. X-frequency, XFR / Memory, MEM switch The switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency to active and the current active to preset frequency. The lower switch position, MEM, cylces through stored frequencies. Four frequencies may be stored. 5. Store, STO button Currently preset frequency is stored in memory. Four channels are available for storing frequencies. After STO button is pressed the upper display shows current channel into which frequency will be stored. Use MEM switch to cycle through channels.
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ATR 72-500
Navigation
Press the STO button a second time to actually store selected frequency 6. Active, ACT button Pressing the ACT button for two seconds enables to adjust active frequency directly without having to use the XFR function. The lower window displays dashes when in ACT mode. Press ACT button a second time to return to normal operation.
14.3
Ground Proximity Warning System
Included in the ATR is an EGPWS, Enhanced Ground Proximity Warning System. This system provides visual and aural warnings in case of flight path conditions which are dangerous as they would result in ground contact if maintained. There are 6 basic modes: mode 1: excessive descent rate mode 2: excessive terrain closure rate mode 3: altitude loss after take-off mode 4: unsafe terrain clearance mode 5: below glideslope mode 6: altitude callouts and 2 enhanced modes: Terrain Clearance Floor (TCF) Terrain Awareness & Dispaly (TAD) The enhanced modes are not yet simulated, thus they won't be explained in this manual.
14.3.1.1
Basic modes
Mode 1: excessive descent rate See the graphic to learn when mode 1 warning is activated. In case the outer envelope is penetrated an aural warning 'SINK RATE' is given as well as the red 'GPWS' warning light illuminates. If the inner envelope is penetrated the aural 'PULL UP' warning sounds and the red 'GPWS' light illuminates. This mode is independent of the aircraft configuration.
Mode 2: excessive terrain closure rate GPWS Mode 2 splits up into two modes dependent of the aircraft configuration:
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ATR 72-500
Navigation
flaps not in landing configuration In case the outer envelope is penetrated the 'TERRAIN TERRAIN' warning sounds and the red 'GPWS' light illuminates. If the envelope is still penetrated the 'PULL UP' warning sounds and the red 'GPWS' light remains illuminated. 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.
Flaps in landing configuration Similar to above mode but envelope is different (see graphic)
Mode 3: Altitude loss after take-off In case an altitude loss after take-off is sensed the 'DON'T SINK' warning sounds and the red 'GPWS' warning light illuminates.
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Mode 4: unsafe terrain clearance
ATR 72-500
Navigation
This mode splits up in three 'submodes' depending of the aircraft configuration: Mode 4a: Gear Up This mode is active during cruise and approach with gear not in landing configuration. This mode again splits up in two different warnings depending on the aircrafts speed. Above 190 kts with the gear up and locked the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS' warning light illuminates when the envelope is penetrated. Below 190 kts the 'TOO LOW GEAR' warning sounds and the red 'GPWS' warning light illuminates
Mode 4b: Flaps Up This mode is active during cruise and approach with the flaps not in landing configuration. Again it splits up in two different warnings depending on the aircrafts speed. Above 159 kts the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS' warning light illuminates when the envelope is penetrated. Below 159 kts the 'TOO LOW FLAPS' warning sounds and the red 'GPWS' warning light illuminates.
Mode 4c: Take-Off This mode is active during take-off with either gear and flaps not in landing configuration. When the envelope is penetrated the 'TOO LOW TERRAIN' warning sounds and the red 'GPWS' warning light comes on. Mode 5: below glideslope
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ATR 72-500
Navigation
This mode is active during front course ILS approaches. When the aircraft is more than 1.3 dots below the beam and penetrates outer envelope the 'GLIDE SLOPE' warning sounds softly. The volume of the aural warning increases when the inner envelope is penetrated. In both cases the red 'G/S' caution light illuminates. These alerts may be inhibited below 2,000 ft if ILS is tuned by depressing one of the GPWS/GS switches. Above 2,000 ft or by selecting a non-ILS nav frequency the mode is rearmed automatically.
Mode 6: altitude callouts 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.
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14.3.2 Controls
ATR 72-500
Navigation
On the right hand side of the EADI on the main panel the GPWS/GS light is located:
Press light to initiate test sequence.
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Automatic Flight Control System 15 Automatic Flight Control System
ATR 72-500
AFCS stands for Automatic Flight Control System. The ATR's AFCS is comprised of: One Autopilot (AP) with yaw damper (YD) One Flight Director (FD) An Altitude Alert The AFCS is controlled by the pilots through a control panel and annunciator panel. The annunciator panel is called advisory display unit, ADU and indicates currently selected modes. These modes can be selected on the control panel. A computer processes aircrafts attitude and navigation information, the selected modes so that the aircraft actually follows the desired flight path. The flight director indicates the flight path to follow on the EADI according selected modes while the autopilot directs the actuators so that selected flight path is followed automatically. 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
15.1.1.1
Controls
AFCS Control panel
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
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Automatic Flight Control System
ATR 72-500
Selects vertical mode. Possible selections: IAS HOLD, VS HOLD and ALT HOLD 6. Lateral modes pushbuttons Selects lateral mode. Possible selections: HDG SEL, NAV, APP, BC 7. BANK pushbutton Permits selection of bank limit for the HDG SEL mode only. Normally high bank angle limit (27) is selected press BANK pushbutton to toggle between low bank angle limit (15) and high bank angle limit. 8. STBY pushbutton Cancels all FD modes (armed and active modes). When AP is active, resets to basic modes.
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
15.1.1.3
Autopilot OFF light
The autopilot OFF light illuminates and the CCAS is activated when autopilot is disengaged.
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15.1.1.4
ATR 72-500
Flight Director Bars switch
Toggles Flight Director bars on and off.
15.1.1.5
Go around pushbutton
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.
15.1.1.6
Guidance Indication
illuminates amber if CAT II conditions are lost or if an excess deviation is detected.
15.1.2
15.1.2.1
Operation
Yaw damper
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.
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ATR 72-500
Notice: It is not possible to simulate the yaw damper correctly within flight simulators limitations. Don't use any rudder when the yaw damper is activated. Ensure that yaw damper is deactivated when you want to fly manually.
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 autopilot may be disengaged by: Pressing the Autopilot master button - check your flight simulator's key assignments default is Z. Pressing the autopilot, AP button on the AFCS control panel (provided it was active) Pressing the yaw damper YD button on the AFCS control panel (provided it was active) Go Around button The autopilot will annunciate disconnection by aural and visual warnings: visual: The white arrow next to the AP button extinguishes, the AP OFF light illuminates red aural: cavalry charge is sounded
15.1.2.3
Flight Director
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.
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ATR 72-500
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.
15.1.2.4
Vertical Modes
Four vertical modes are available: Altitude select mode Altitude hold mode Vertical Speed mode Indicated airspeed mode
Altitude Select mode

This mode is automatically armed when the aircraft is climbing or descending towards the selected altitude. The altitude select mode splits up in three phases: ARM phase It is indicated by a white ALT message on the ADU. The selected altitude is displayed in the ADU's first line in white letters. Vertical Speed, Indicated Airspeed or pitch hold mode may be use to archieve selected altitude CAPTURE phase Indicated by a green ALT* message on the ADU showing that ALT SEL CAP mode is activated and the previous vertical mode is disengaged. The ATR will level off automatically and switch to HOLD phase ALT SEL CAP mode is cancelled and altitude hold mode is activated. It is annunciated by a green ALT on EADI and ADU. Engaging Glideslope, GS capture during any of the mentioned phases will override the altitude mode and GS mode will be activated.
Altitude Hold mode

Activation of ALT HOLD mode by pressing the ALT pushbutton overrides all active FD vertical modes. The altitude existing at engagement will be maintained and the altitude hold mode is indicated by a green ALT on the EADI and ADU. All armed FD vertical modes are allowed but a GS capture will override the ALT HOLD mode.
Vertical Speed mode

Pressing the Vertical Speed, VS Hold button selects vertical speed mode and the vertical speed existing at engagement will be maintained. A green VS + x,xxx ft indicates VS mode active and selected vertical speed. Use the pitch wheel to select vertical speed left mouse button increases value, right mouse button decreases value. As there is no autothrottle the selected vertical speed will be held under all circumstances. So watch your speed to avoid any stalls.
Indicated Airspeed Hold mode

Select Indicated Airspeed Hold mode by pressing IAS button on AFCS control panel. Selecting IAS mode
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ATR 72-500
overrides all active FD vertical modes and is indicated by green IAS message on ADU and EADI. Use pitch wheel similar to VS mode to select Airspeed. Remember that airspeed is controlled by pitch only ! Unsuitable powersettings may lead to undesired climb or descent !
15.1.2.5
Lateral Modes
Three lateral modes are available: Heading Select mode Navigation mode Back course mode
Heading Select mode

A green HDG on the Adu and EADI indicates that HDG mode is activated. Activation of HDG mode overrides any other lateral FD mode. The heading bug and the digital counter on the EHSI indicate the selected heading. To select another heading turn the heading knob. Selection of turns greater than 180 will lead the system to order a turn as short as possible. It is possible to toggle two maximum bank angles for HDG mode. Normally a maximum bank anlge of 27 is selected (high bank angle limit). By pressing the BANK button the maximum bank angle is toggled to low maximum bank angle (15). Press BANK button again to return to High maximum bank angle. Active mode is indicated by HDG SEL LO for low maximum bank angle mode and by HDG SEL HI for high maximum bank angle mode.
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 navigation mde 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. LOC navigation mde LOC mode functions similar to VOR ARM mode.
Back course mode

A back course approach with BC course mode is flown similar to a front course localizer approach. Glideslope capture is automatically inhibited.

Set the counter pointer on the EHSI for the inbound published track Set heading bug on EHSI for the desired heading to intercept course
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ATR 72-500
15.1.2.6
Common Modes
ILS Approach mode

Press the APP button to activate approach mode. Approach mode divides into LOC and GS mode. Both, LOC and GS mode are armed when pressing button. This is indicated by a white LOC and a white GS ond ADU and EADI. When LOC or GS mode become active each overrides all other lateral (LOC mode) and vertical (GS) active modes. Capture mode is indicated by a green LOC*/GS* and active modes by green LOC/GS.
Go around mode (FD only)

Pressing the Go around buttons activates the go around mode. This mode is a FD mode only and the autopilot is activated when go around buttons are pressed. A green GA indicates active Go around mode on EADI and ADU.
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Communication 16 Communication
ATR 72-500
The Communication equipment is comprised of: Two Very High Frequency, VHF transmitters/receivers COM 1 and 2 One Transponder A 'TCAS' system SELCAL system
16.1
16.1.1
COM 1 & 2, Transponder

Controls
Audio Control Panel
16.1.1.1
1. Volume Control knobs Selects reception volume. VOR/ILS 1 & 2 Activates / Deactivates aural nav station identifier. The VOR / ILS station identifier is audible in morse code DME 1 & 2 DME mode the ident of the DME station is audible in morse code ADF 1 & 2 Activates / Deactivates aural nav station identifier. The NDB station identifier is audible in morse code MLS Not simulated MKR Enables audible marker sounds. 2. Transmission keys Selectd communication facilities are used. VHF 1 COM 1 is used for transmission and receiving VHF 2 COM 2 is used for transmission and receiving BOTH COM 1 is used for transmission and receiving, COM 2 is receiving only PA Not simulated HF 1 & 2 Not simulated 3. VOICE only key Inhibits NAV receiver station identification. 4. INT/RAD selector Not simulated
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16.1.1.2 VHF control box
Communication
ATR 72-500
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.
16.1.1.3
Transponder control box
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Communication
ATR 72-500
1. Power and mode switch OFF ATC control box and transceiver are switched OFF SBY ATC system is powered but dows not transmit replies ON ATC transponder is activated ALT Normal operation position. Transponder replies with flight level information 2. Code Display Indicates seleted Squawk Code 3. Code Select Knob Four clickareas are available around the knob to select squawk code. The first clickarea adjusts the first digit and is located in the upper-left corner, the second clickarea adjusts the second digit and is located in the upper-right corner the third clickarea adjusts the third digit and is located in the lower-left corner, the fourth clickarea adjusts the fourth digit and is located in the lower-right corner Left mouse button decreases value Right mouse button increases value 4. Ident button Transmits IDENT signal when pressed 5. Annunciator TX is displayed when ATC replies an interrogation RMT is displayed when the ATC is remotely tuned (by an FMS e.g.) 6. ACT compare annunciator ACT is displayed during code changes ACT flashes when the actual reply code is not identical to the code shown in the active code display 7. PRE button (Preset) Cycles through currently set transponder code, code 7600 and code 7700 8. Toggle switch Toggles transponder 1 and 2
16.1.1.4
Calls
ATTND MECH RESET
Calls a flight attendant not simulated ... Sounds a horn Resets either call
16.1.1.5
Emergency beacon
This panel has no function in flight simulator and is included to enhance realism.
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Communication
ATR 72-500
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.
16.2
Traffic Collision Avoidance System, TCAS
The TCAS system shall help the pilots to monitor surrounding traffic and provide visual and aural warnings in case a collision with other traffic becomes likely. A computer processes the signals it receives from the transponders of the surround aircraft to identify and display potential and predicted collision targets. Vertical advisories to avoid traffic collision are issued over the TCAS vertical speed indicator (see Flight Instruments chapter, EVSI section). Two kinds of warnings are provided: Traffic advisories, TA which are informative and indicate potential threads and Resolution advisories, RA which display a threat resolution in form of a vertical maneuver in case a collision becomes likely. A traffic advisory is issued when the traffic gets between 20 and 48 seconds of projected closest point of approach, CPA and is considered an intruder. A resolution advisory is issued if the intruder gets between 15 and 30 seconds of CPA and is considered as a threat. 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
16.2.1.1
Controls
TCAS Control Box
1. TCAS rotary selector Enables to select TCAS modes. STBY TCAS is energized but TCAS functions are deactivated AUTO Normal operating mode TCAS is energized and activated TA only Resoultion Advisories are deactivated. 2. Test button not simulated
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16.2.2 Operation
Communication
ATR 72-500
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. A. INCREASE DESCENT, INCREASE DESCENT Received after DESCENT advisory and indicates additional descent rate required to archieve safe vertical separation. B. INCREASE CLIMB, INCREASE CLIMB Received after CLIMB advisory and indicates additional climb rate required to archieve safe vertical separation. C. CLIMB CLIMB NOW, CLIMB CLIMB NOW Received after DESCENT resolution advisory and indicates a reversal in sense is required to archieve safe vertical separation D. DESCEND DESCEND NOW, DESCEND DESCEND NOW Received after CLIMB resolution advisory and indicates a reversal in sense is required to archieve safe vertical separation
16.3
The SELCAL system
SELCAL means Selective Calling and was developed in the late sixties. At that time High Frequency (HF) radio fequencies were used but air crews normally turned down th audio lever of their HF receiver because of the background noise level. In case the operator wanted to talk to the crew they needed to chime, thus the SELCAL was developed to provide an aural and visual warning for the crew that the operator wants to talk to them. Each aircraft was assigned a unique 4-letter SELCAL code that the operator could call from the ground. The SELCAL system is implemented to enhance realism but as you might imagine you can't actually use it in flight simulator.
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16.3.1 Controls
Communication
ATR 72-500
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
16.3.1.1
SELCAL code selector
Each turning wheel sets 1 SELCAL character. Left mouse button cycles backwards through the characters Right mouse button cycles forwards through the characters
16.3.1.2
SELCAL controls
The pushbuttons are included to enhance realism but don't fulfill any function.
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Flight Management System 17 Flight Management System
ATR 72-500
This chapter is split up into two main sections: Flightmanagement Which discusses what the ATR's flight management system is comprised of and how to basically use the systems Flight operation which shows how to use the FMS in flight. Examples will be given for most of the features. Be advised that the examples used will be taken from either of the two tutorial flights. The first flight from Point-a-Pitre, Le Raizet airport (TFFR) to Fort-de-France, Le Lamentin airport (TFFF) and the second flight from Munich, Franz-JosefStrauss airport (EDDM) to Bologna, Borgo Panigale airport (LIPE).
17.1
17.1.1
Flight Management
System Description
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
17.1.2.1
Functions
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.
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17.1.2.2
Flight Management System
ATR 72-500
Navigation data base
The navigational data base splits up into three kind of data: en route data waypoints and airways terminal data SIDs, STARS, approaches, airports, runways, terminal waypoints supplemental data facilities names and countries
17.1.3
Multifunction Control Display Unit (MCDU)
The MCDU is comprised of:

a display unit alphanumeric keys numeric keys function keys special purpose keys line select keys
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17.1.3.1
Display Conventions
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
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page). The active vertical waypoint on the descent page is also displayed in MAGENTA Caution warnings are YELLOW. Entry error and advisory messages are WHITE Page titles, page numbers, pilot-entered altitudes and label lines are CYAN Action line-select keys such as 'Activate' or 'Pos report' are GREEN
17.1.3.2
Functional Areas
The functional areas of the MCDU are the following: Display Screen Line Select Keys Brightness controls Keyboard Annunciators
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.
Line Select Keys (LSK)

On each side of the display screen 6 line select keys are available. They are referenced as 1L to 6L for the LSK on the left and 1R-6R for the LSK on the right. Pushing a LSK moves its data to the scratchpad for data entry, selection or deleting. Data transfer from the scratchpad to the data line is accomplished by pressing the desired LSK adjacent to the data field where data should be entered. LSKs may have an adjacent prompt or chevron. In case the LSK adjacent to the prompt is pressed a corresponding page of data will be displayed or an action will take place with the Navigation Processing Unit (NPU)
Annunciators
Two annunciators are available on the left side of the MCDU: MSG
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The white MSG light illuminates when a CDU message is pending CALL Illuminates when entries can be made using the PC's keyboard. Use the SCROLL LOCK key (ROLLEN key on German keyboards) to activate and deactivate keyboard input mode.
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
Special Purpose Keys
BRT DIM Key The brightness key increases/decreases the display screen brightness. Press left mouse button to decrease brightness press right mouse button to increase brightness CLR Key The CLR key clears the scratchpad and data fields. One press clears one character and pressing it longer clears the entire scratchpad. In case nothing is in the scratchpad the word DELETE appears and by pressing the appropriate LSK the data entered on the LSK is deleted. / (Slash) Key The / key is a special purpose key used to seperate pairs of entries in the same field. For example airspeed and Mach (280/.72), wind directions and velocity (240/75) ... PREV Key Cycles the display backward to the previous page in case a previous page is available NEXT Key Cycles the display forward to the previous page in case a next page is available
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MENU Key The menu key opens the menu to import the currently loaded flight plan (in flight simulator's flight planner) into the HT-1000. DATA Key Provides access to a menu of advisory data displays EXEC Key The EXEC key executes modifications to the active route. A green bar above the key indicates when the EXEC key is armed.
Alpha Numeric Keys

The alphanumeric keys enable the pilots to enter letters and numbers including the ., the +/- and the sp-key. 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.
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17.1.3.4
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Page Formats and Data Labels
The HT1000 uses different formats and labels to indicate different kind of information. See the following graphic for examples:
Page Title (displayed in LARGE font) The page title is displayed at the top of the display and it indicates the subject or title of the displayed page. Displayed routes are distinguished by ACT or MOD to indicate an ACTive route or a MODified route. 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.
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When the systems sends a message to the MCDU the white MSG annunciator light illuminates. Press the CLR key once to remove a message. In case more than one message is waiting to be displayed the next message appears when the previous message is cleared. The MSG annunciator is illuminated until all messages are cleared. 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 Box Prompts () Indicate the crew-entered data is required for minimum HT1000 operation. Entries into a box-prompt data line are displayed in LARGE font. Dash Prompts (----) Indicate that data entry is optional (optional data is not required for the HT1000 to perform navigation tasks). 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. Page or Action Prompts (< >) Indicate access to related page displays or actions Waypoint Waypoint identifiers are displayed in LARGE font
17.1.3.5
Data Entry
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.
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1L 2L 3L 4L 5L 6L 1R 2R 3R 4R 5R 6R CLR EXEC F1 F2 F3 F4 F5 F6 F7 F8 F9 F10 F11 F12 Backspace Enter

Key-command Ctrl + F1 Ctrl + F2 Ctrl + F3 Ctrl + F4 Ctrl + F5 Ctrl + F6 Ctrl + F7 Ctrl + F8 Ctrl + F9 Ctrl + F10 Ctrl + F11 Ctrl + F12 Page Up Page Dn
ATR 72-500
The Function keys can be pressed using the following key-commands. LSK / function key Key-command LSK / function key RTE LEGS DEP/ARR HOLD PROG VNAV ATC MENU DATA Not assigned Not assigned Not assigned PREV NEXT
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
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page title, ERASE appears next to 6L and the EXEC key illuminates. Pressing the ERASE LSK removes the modification. Pressing the EXEC key activates the modified route. Prompt A symbol displayed on the MCDU page to prompt the crew for information. It may be boxes () or dashes (----). A box prompt indicates a required entry and a dashed prompt is an optional entry. Select Pressing a key to obtain the desired information or action Waypoint A point in the route. It may be a fixed point such as latitude and longitude, a VOR or NDB station or an intersection on an airway.
17.2
Flight Operation
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.
17.2.1.1
Identification Page
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.
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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 Position Reference Page
1L POS (GPS) Displays the present position of the aircraft (the source is the GPS system)
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2L UTC (GPS) Universal Coordinated Time it is provided by the GPS signal. 3L RNP / ACTUAL Displays Required Navigation Performance (RNP) and Actual Navigation Performance Values. Not simulated just displays 1.00 / 0.07 4L HDG / TAS OVERRIDE Not allowed 5L ACT RTE Accesses the active route integrity prediction page. This page is available on ground and with an active route available only. 6L NOT ASSIGNED 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 Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF) Perform the following steps: 1. Open the GNSS subpanel using the simicon or 'Shift + 3' 2. The IDENT page is displayed check data for accuracy and applicability 3. Press LSK 6R POS REF > to access POS REF page 4. The POS REF page is displayed check data Position: approximately N 16 16.15 W 061 31.84 (may differ as everybody uses other parking positions and sceneries for the tutorial flight) UTC (GPS) 10:45 (14:45 local time as Point-a-Pitre is located in the GMT -04:00 timezone) GS 0 kts RNP / ACTUAL 1.00 / 0.07
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17.2.1.2 Flight Planning
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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 >
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Opens page to save active route in the user-saved-routes folder 6R < ACTIVATE Activates the displayed route and arms the EXEC key. Pressing the EXEC key is necessary to complete activation < PERF INIT in case the required entries have not been made on the PERF INIT page, LSK 6R displays PERF INIT Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF) Perform the following steps: The POS REF page is still active 1. Press LSK 6R ROUTE > on POS REF page to access the ROUTE page 2. Type TFFR in scratchpad for Point-a-Pitre, Le Raizet airport 3. Press LSK 1L to copy data to 1L 4. Type TFFF in scratchpad for Fort-de-France, Le Lamentin airport 5. Press LSK 1R to copy data to 1R 6. Type 29 in scratchpad for the active runway 29 7. Press LSK 2L 8. Type TX6509 for the flight number (Please do not seperate letters and numbers by a space !) 9. Press LSK 2R 10.Type F1TUT-TFFRTFFF in scratchpad (this will be the name under which the route is saved) 11.Press LSK 3R to lineselect entry from scratchpad to LSK 3R 12.Press LSK 5R 'SAVE RTE>' to save flightplan (the flightplans are stored in the folder [FS-Directory]\Flight One Software\Flight One ATR 72-500\FlightPlans\*.rte ) The MCDU should now look like this:
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Route Page 2
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1L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS 2L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS 3L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS 4L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS 5L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS 6L < RTE 2 Allows access to RTE 2 page for entry of an optional secondary route 1R ALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS 2R ALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS 3R ALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS 4R ALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS 5R ALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS 6R PERF INIT> Provides access to PERF INIT page and is displayed if data entry on PERF INIT page is not completed yet ACTIVATE > Activates the route and arms the EXEC key. Press EXEC key to complete activation 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.
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Entering Routes (some 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. Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE) 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 pilotdefined 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:
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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. SID and Departure Runway Departure runways and SIDs are selected on the DEPARTURES page. To access the DEPARTURES page,
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press LSK 1L on the DEP/ARR INDEX page. On the TFFR DEPARTURES page, the left data fields display the available SIDs and the right data fields display the available departure runways. Notice that there are several pages of SIDs and depending on the airport of runways too (Use the NEXT/PREV button to cycle through the pages). If a runway was defined on RTE 1 page an <ACT> (or <SEL> when the route is not activated yet) legend is displayed next to that runway.
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. Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF) 1. 2. 3. 4. 5. 6. Press the DEP/ARR button to open the DEP/ARR INDEX page Press LSK 1L to access TFFR DEPARTURE page Runway 29 should be preselected which is indicated by <SEL> Search and select DOM3W SID by pressing the LSK 3L The selection menu for transitions opens Search and select DOM transition by pressing the respective LSK
17.2.1.3
Performance Initialization
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.
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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 pilotentered 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
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Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF) 1. Press VNAV button to open PERF INIT page 2. Enter 19.3 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 20.2 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 18000 for Transition Altitude 10.Press LSK 5L 11.Enter 13000 for cruise alt: FL-130 12.Press LSK 1R to accept value 13.The PERF INIT page should look like this:
17.2.1.4
Route Legs
Access the RTE 1 LEGS page by pressing the LEGS key. Once the LEGS information has been entered, the pilot can activate the route. The waypoint in 1L is displayed in MAGENTA if it is the active waypoint then lateral steering commands and the CDI/HSI information is valid. If the waypoint is inactive it will be displayed in WHITE and the lateral steering commands and CDI/HSI information are not valid.
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1L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS 2L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS 3L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS 4L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS 5L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS 6L < RTE 2 LEGS Provides access to RTE 2 LEGS page 1R ALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS 2R ALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS 3R ALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS 4R ALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS 5R ALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS 6R RTE DATA > Provides access to RTE DATA page see RTE DATA page section
17.2.1.5
Route activation
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.
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17.2.1.6 Route Data Page
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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
17.2.1.7
Wind Input
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.
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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
17.2.2.1
Takeoff / Climb
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. Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE) 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 ? 1. 2. 3. 4. Well, open the FMC (Shift + 3) Open the LEGS page by pressing the LEGS function key (top row) Enter PITAR in the scratchpad Lineselect the entry to Line Select Key, LSK 1L, MOD RTE 1 is displayed to indicate the actual route was modified. You may erase the changes pressing the LSK adjacent to the <ERASE message. The display should look the following:
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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
17.2.3.1
Cruise
Route Modification
Erasing an ACT RTE Leg To remove a leg in an active route, downselect the waypoint below the unwanted leg or legs to the scratchpad. Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE) 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.
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1. Open the LEGS page (see graphic above upper figure) 2. Lineselect the waypoint ADOSA into the scratchpad 3. Lineselect ADOSA to LSK 2L to replace the waypoint RENTA (now the change must be activated to become part of the active route, as can be seen in the lower figure. But this change shall be erased again) 4. Press LSK adjacent to <ERASE to remove modification. Pressing <ERASE removes every change to the active route 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. Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE) Remember the Direct-To Section ? After you entered PITAR and lineselected it to LSK 1L a route discontinuity was created. To remove such a discontinuity simply lineselect a waypoint of your choice to the scratchpad and then move the entry to the LSK where the route discontinuity is displayed. Activation of the route afterwards is madatory !
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Select Desired Waypoint Page
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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
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE) 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:
1. The page opens automatically when BOA is entered 2. Select Bologna VOR by pressing LSK 2L 3. Now the route page comes into view again
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17.2.3.2
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Active RTE Legs Pages
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.
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2R 3R 4R 5R
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Indicates that no vertical flight path or constraint is associated with waypoint DM078 Indicates that no vertical flight path or constraint is associated with waypoint DM074 Indicates that no vertical flight path or constraint is associated with waypoint MUN
Indicates that no vertical flight path or constraint is associated with waypoint DM075 6R RTE DATA> Displays the RTE DATA page 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.
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RTE Data
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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 The center column displays the waypoints identifiers. 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 For wind input refer to Wind Input section.
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17.2.3.3
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PROGRESS Page
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. Progress Page 1/2
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
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end-of-descent point. In this case, T/D will be adjusted for head and tail winds. The T/D is displayed within 200 nm of the destiantion. 6R POS REF> Displays the POS REF page Progress Page 2/2 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.
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The display is active in the descent phase only. Above path deviations are indicated with a plus (+) sign below path deviations are indicated with a minus (-) sign 4R SAT Static Air Temperature in degrees centigrade if available 5R FUEL USED Fuel used by each operating engine, numbered from left to right across the aircraft's 6R CALCULATED FUEL QTY The fuel as calculated from takeoff minus fuel used during flight
17.2.3.4
Position Report
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. The POS REPORT page is accessed from PROGRESS page 1.
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.
17.2.3.5
Holding Patterns
This section describes holding pattern creation, modification, and guidance ACT RTE 1 HOLD Page 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.
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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
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2L QUAD / RADIAL Displays the Quadrant and Radial (QUAD / RaDIAL) and permits entry of an assigned holding radial that causes 3L to reflect the reciprocal Inbound Course 3L INBD CRS / DIR Displays the Inbound Course and Turn Direction (INBD CRS / DIR). The INBD CRS / DIR are entered through the keyboard. Valid entries for the course are three-digit bearings optionally followed by L for left turn or R for right turn. L or R will also be displayed next to the hold fix on the ACT RTE LEGS page 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 1R FIX BRG / DTS Displays the continuously updated bearing and distance from the aircraft to the hold fix 2R FIX ETA The FIX ETA line displays the estimated time to the holding pattern fix point. This information is updated each time the fix point is crossed 3R EFC TIME The Expect Further Clearance (EFC) Time allows the pilot to enter the time further clearance can be expected. It is for reference only and has no effect on hold parameters 4R NOT ASSIGNED 5R ENTRY Displays the type of entry the system will use during entry of the holding. Possible entries are DIRECT, PARALLEL and TEARDROP. The way the holding is entered is computed automatically given the previous parameters. 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:
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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-EXITDISCONTINUITY 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
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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. Holding Pattern Guidance 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 HT1000 VNAV descent function is an advisory function only. It only displays descent path deviation to the crew in the descent phase and it does not provide autopilot coupling via pitch steering commands. 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.
17.2.4.1
Descent Path Construction
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
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Descent Path Construction

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Flight Plan Discontinuities As the aircraft sequences into the discontinuity, Vertical Deviation indications are blanked and set invalid Procedure Turns When a procedure turn is inserted into the flight plan, the distance around the procedure turn is used in the descent path calculation Lateral Offset Vertical Deviation is blank when lateral offset is entered Holding Patterns Manual (Pilot-Entered) Holds The distance around the holding pattern is not counted in the descent path (it is not used to calculate DTG). Vertical Deviation from the descent path is blanked NAV Database Holds When a holding pattern is part of a NAV database procedure, the distance around the holding pattern is used in the descent path calculation, and Vertical Deviation is displayed
17.2.4.2
Display of VNAV Data (Summary)
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.
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The scale becomes active when the aircraft is 30 seconds from T/D FLAGS A flag on the vertical deviation scale will be displayed when indicating a failure. This can occur with a BARO ALT FAIL or UNABLE RNP message FLIGHT DIRECTOR The HT1000 provides no information to the flight director in the vertical axis
17.2.4.3
ACT RTE LEGS Page (VNAV Information)
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. AT constraints are displayed as 14,000 AT or ABOVE constraints are displayed as 14,000A AT or BELOW constraints are displayed as 14,000B window constraint constraints are displayed as 15,000B/10,000A Above the transition altitude, information will be displayed as flight levels.

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17.2.4.4
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PROGRESS Page (VNAV Information)
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.
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17.2.4.5 DESCENT Page
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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. The VNAV Page before Top-of-Descent
The VNAV Page during descent
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
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5L FOF / 6330 Displays the altitude contraint for the next waypoint. In this case the waypoint FOF (Fort-de-France) must be passed at 6,330ft or above. 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.
17.2.4.6

VNAV Messages
DESCENT PATH DELETED This message is displayed if the pending route modification will result in no descent path VERTICAL TRACK CHANGE ALERT END OF DESCENT This message appears whenever the aircraft is 2 minutes, 30 seconds, or 10 seconds from the last altitude constraint on the descent path. ACT DESCENT PATH INVALID This message appears when the system detects a climb in the descent path. VNAV is set invalid when this
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message is displayed VNAV PATH NOT RECEIVED VNAV Path Information was not received by the receiving unit. Message may be the result of a temporary interruption to the transfer process. Any flight plan MOD will remedy this situation
17.2.5
Arrival / Approach
17.2.5.1
Arrival Selection
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 1. Press DEP/ARR key 2. Select 2R to open the arrival pages for TFFF 3. Press LSK 2R to select runway 27
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4. 5. 6. 7. 8.
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Proceed to page 3 Press LSK 2L for DOM3G STAR once the STAR is selected the transitions are displayed on the right Go back to page 2 Press LSK 3R to select DOM transition The display should now look like this (note that the selected DOM3G STAR is not visible):
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
17.2.5.2
Approach Terminology Used In This Guide
The HT1000 provides the following types of approaches 1. Non-Precision Approaches include GPS stand-alone, or GPS overlays of VOR, VOR-DME, NDB, etc, that are flown to the MAP (missed approach point). LNAV roll steering is provided on these approaches and presented on the HSI or EFIS Map display. The autopilot may be coupled laterally. 2. VNAV approaches are GPS overlay or stand-alone approaches that are flown down to the MDA or DA(H) with lateral and vertical deviation guidance. LNAV roll steering is provided on the approaches allowing autopilot
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cooupling. Lateral path deviation is presented on the HSI or EFI Map display. Vertical deviation from the VNAV path is displayed on the EFIS Map and HSI/ADI 3. A SCAT 1 approach uses differential GPS to provide precision approach capability down to CAT 1 minimums. The SCAT 1 approach allows autopilot coupling to both the final approach course and glideslope )not simulated)
17.2.5.3
Non-Precision Approaches
Selecting a non-precision approach 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. Flight Director Indications The HT1000 will provide roll steering commands to the autopilot and flight director. Indications on the LEGS Page 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.
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17.3
17.3.1
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Miscellaneous
REF NAV Data Page
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.
Now press LSK 2R to access the REF NAV Data page
Enter an IDENT in 1L as explained below. 1L IDENT A valid entry is the identifier for any navaid in the navigation data base. Changing the page causes the waypoint to be replaced with dashes and associated data is removed. Deletion of a 1L entry is not permitted.
17 - 161
ATR 72-500
Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)
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
17 - 162
ATR 72-500
Displays the longitude of the fix entered in 1L 3R ELEVATION This field displays the elevation of the navaid, airport (reference point), or runway threshold entered in 1L
17.3.2
DATA INDEX and NEAREST Pages
The DATA INDEX page provides access to the NEAREST pages. The four NEAREST pages include nearest airports, VOR/DMEs, ADFs, and waypoints.
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. Press LSK 1L to display the nearest airports.
The above figure shows the nearest airports when located at Le Raizet airport (TFFR).
17.3.3
Create and Save User Routes
Similar to Company Routes, previously entered and saved routes, as well as flight plans created with the flight
17 - 163
ATR 72-500
simulator's flight planner may be loaded into the HT-1000.
17.3.3.1
Import of a flight simulator planner created route
To import a flight simulator flight plan: 1. Load the flight plan into the flight simulator's flight planner 2. Press the MENU key on the HT-1000 Now the Display should look like this:
3. Press LSK1L to load the flight plan
4. Now the flight plan still needs to be activated see the Route Activation section for details.
17.3.3.2
Saving a user defined route
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:
17 - 164
ATR 72-500
Routes are saved to the folder [Flight simulator Directoy]\Flight One Software\Flight One ATR 72-500\FlightPlans and have the ending *.rte.
17.3.3.3
Loading a user defined route
To load a route from previously saved routes, do the following: 1. Open RTE page 1
2. Press LSK 4R to open USER R(ou)TES
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ATR 72-500
3. Press the LSK adjacent to the route you want to load. In this example the route F1TUT-TFFRTFFF shall be loaded, thus LSK 2L must be pressed. 4. Then select the LSK6L or LSK6R to load the selected route to RTE 1 or RTE 2. For example choosing LSK6L for route one leads to the following display: 5. Now the route must be activated still see the Route activation section for details on activating a route.
18 - 1
ATR 72-500
Introduction
IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight Simulator !
Failure to follow this advice will almost certainly ensure operating difficulties with this product.
The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing into Flight Simulator, and in most cases will ensure proper operation of the product. 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 : 1. 2. 3. 4. 5. 6. Start Flight Simulator (FS). Select the default start flight from the menu. Save this flight and check the box to make it your default start flight (you can always change it later). Exit Flight Simulator. Start Flight Simulator again. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it into FS. 7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a different airport, changing weather settings, etc. 8. You may now save this flight with your ATR. 9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot view, tower view, virtual cockpit view, or any view except the 2D cockpit view.
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.
18 - 2
Aircraft Model & Virtual Cockpit / Cabin
ATR 72-500
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.
External Aircraft model

Opening & Closing doors
There are two (2) doors that can be opened / closed on the ATR72-500: The aft passenger door, and the forward baggage / cargo door. 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!
Continued on next page.
18 - 3

3D Virtual Cockpit and Cabin model
ATR 72-500
To access the virtual cockpit / cabin from the 2D cockpit, press the S key. 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.
Moving around the 3D Cockpit & Cabin:

The ATR72-500 has a fully modeled virtual cabin, with animations, night lighting, and many details to explore. By default, FS2004 has a limitation regarding how far you can go back into the virtual cabin. So, to be able to stroll through the virtual cabin, you will need a special utility. 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.
Virtual Cockpit features:

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.
Continued on next page.
18 - 4
ATR 72-500
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. Continued on next page.
18 - 5
ATR 72-500
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.
ATR 72-500
Aircraft Flight Manual
For Flight Simulation Use Only
Please read the important Notice that appears on the next page of this manual
NOTICE
This manual is provided as both an informational and educational reference for the ATR 72-500. It is not for real world flight operations or training, but for Flight Simulation use only. 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
* Includes Normal Checklists
AFM
GENERAL ATR 72-500 PARTICULAR EXPLANATIONS GLOSSARY
DEFINITION OF WORDING Note CAUTION WARNING : An operating procedure, technique etc. considered essential to emphasize : An operating procedure, technique etc. which may result in damage to equipment if not carefully followed : An operating procedure, technique etc. which may result in injury or loss of life if not carefully followed.
UNIT CONVERSION Weight Length Altitude Distance Pressure Temperature 1 kg = 2.2046 lb 1 m = 3.2808 ft 1 m = 39.3701 in 1 HPa = 0.0145 psi 1 C = ( 1 F 32 ) x .555 1 lb = 0.4536 kg 1 ft = 0.3048 m 1 in = 0.0254 m 1 psi = 69 HPa 1 F = 1 C x 1.8 + 32
For Flight Simulation use ONLY
AFM
GLOSSARY OF STANDARD ABBREVIATIONS AAS A/C AC ACW ADC ADF ADI ADU AFCS A/FEATH AFM AFT AFU AGL AH AHRS AHRU AIR COND ALT ANN AP APP ARM ASCB ASD ASI ATC ATE ATPCS ATT ATTND AUTO AUX BARO BAT BC BPCU BPU BRK BRNAV BRT BTC BTR Antiicing Advisory System Aircraft Alternating Current Alternating Current Wild Frequency Air Data Computer Automatic Direction Finding Attitude Director Indicator Advisory Display Unit Automatic Flight Control System Automatic Feathering Airplane Flight Manual Rear Part Auto Feathering Unit Above Ground Level Ampere Hours Attitude and Heading Reference System Attitude and Heading Reference Unit Air Conditioning Altitude Annunciator AutoPilot Approach Armed Avionics Standard Communications Bus Acceleration Stop Distance Air Speed Indicator Air Traffic Control Automatic Test Equipment Automatic Take off Power Control System Attitude Attendant Automatic Auxiliary Barometric Battery Back Course Bus Power Control Unit Battery Protection Unit Brake Basic Area Navigation Bright Bus Tie Contactor Bus Tie Relay
AFM
BXR CAB CAP CAPT CAS CAT C/B CCAS CDI CFC CG CHC CH CHG CL CLA CLB CLR CM COM COMPT CONFIG CONT CORRECT CPL CR CRC CRS CRT CRZ CTL CVR dB DC DEC DELTA P DEV DFDR DG.C DGR DH DIFF DIM DIST DME

Battery Transfer Relay Cabin Crew Alerting Panel Captain Calibrated Air Speed Category Circuit Breaker Centralized Crew Alerting System Course Deviation Indicator Constant Frequency Contactor Center of Gravity Charge Contactor Charge Charger Condition Lever Condition Lever Angle Climb Clear Crew Member Communication Compartment Configuration Continuous Correction Auto Pilot Coupling Cruise Continuous Repetitive Chime Course Cathodic ray tube Cruise Control Cockpit Voice Recorder Decibel Direct Current Declination Decrease Differential Pressure Deviation Digital Flight Data Recorder Celsius Degree Degraded Decision Height Differential Light Dimmer Distance Distance Measuring Equipment
AFM
DN DSPL EADI EEC EFIS EGHR EHSI ELEC ELV EMER ENG EPC ET ETOPS EXT EXC FAIL FD FDAU FDEP FEATH or FTR FF FI FL FLT F/O FQI FT, ft FU FWD GA GAL GC GCU GD GEN GI GMT GND GPS GPU GPWS G/S GU

Down Display Electronic Attitude Director Indicator Electronic Engine Control Electronic Flight Instrument System External Ground Handling Relay Electronic Horizontal Situation Indicator Electrical Elevation Emergency Engine External Power Contactor Elapsed Time Extended Twin Operations Exterior, External External Power/Service Bus Contactor Failed, Failure Flight Director Flight Data Acquisition Unit Flight Data Entry Panel Feather, Feathering Fuel Flow Flight Idle Flight Level Flight First Officier Fuel Quantity Indication Foot, Feet Fuel Used Forward Go around Galley Generator Contactor Generator Control Unit Gear Down Generator Ground Idle Greenwitch Mean Time Ground Global Positioning System Ground Power Unit Ground Proximity Warning System Glide Slope Gear Up
AFM

Head Down Heading High Frequency High Hold Hydromechanical Unit High Pressure Hecto Pascal Horizontal Situation Indicator Hydraulic Initial Approach Fix Indicated Air Speed Ident Instrument Flight Rules Instrument Landing System Inch, inches Increase Indicator Inches of Mercury Inhibit Instrument Interphone Inverter Isolation Inter Turbine Temperature Kilogramme Kilo Hertz Knot Coefficient of VSR Pound Lowest Blade Angle Landing Landing Gear Left Hand Limitation Lateral Navigation Low Localiser Low Pressure Light Level Meter Mean Aerodynamic Chord Manual Ground Mapping Maximum
HD HDG HF HI HLD HMU HP HPa HSI HYD IAF IAS IDT IFR ILS IN, in INC IND IN/HG INHI INST INT INV ISOL ITT Kg KHZ KT, kt K VSR LB LBA LDG L/G LH LIM LNAV LO LOC LO PR LT LVL m MAC MAN MAP MAX
AFM
MBE MC MCT MEA MFC MGT MHZ MIC MIN MKR MLW MM MMO mn MRW MW MTOW MZFW NAV NDB NEG NH NIL NM NORM NP N/W OAT OBS OCL OUTB OVBD OVHT OVRD OXY PA PAX PB PCU PEC PF PIT PL PLA PNF PNL POS PR PRESS

Maximum Brake Energy Master Caution Maximum Continuous Minimum en Route Altitude Multi Function Computer Management Megahertz Microphone Minimum Marker Maximum landing weight Millimeter Maximum Operating Mach Minute Maximum ramp weight Master Warning Maximum Takeoff Weight Maximum zero fuel weight Navigation Non Directional Bearing Negative High Pressure Spool Rotation Speed Nothing, No object Nautical Mile Normal Propeller Rotation Speed Nose Wheel Outside Air Temperature Omni Bearing Selector Obstacle Clearance Limit Outboard Overboard Overheat Override Oxygen Passenger Adress Passenger Push Button Propeller control Unit Propeller electronic control Pilot Flying Pitch Power Lever Power Lever Angle Pilot Non Flying Panel Position Pressure Pressurization, Pressure
AFM
PRKG PROP PSI PT PTT PWR QFU QTY RA RAD/INT RAIM RCAU RCDR RCL RCU RECIRC REF REV RH RMI RPM RQD RTO RUD RWY SAT SBY SC SEL SGL SGU SID S/O or SO SPD SSR STAB STAR STBY STR STRG SVCE SW SYS TAS TAT TBD

Parking Propeller Pound per Square Inch Point Push to Talk, Push to Test Power Runway Heading Quantity Radio Altitude Radio/Interphone Receiver Autonomous Integrity Monitoring Remote Control Audio Unit Recorder Recall Rudder releasable Centering Unit Recirculation Reference Reverse Right Hand Radio Magnetic Indicator Revolution Per Minute Required Reserve Takeoff Rudder Runway Static Air Temperature Stand By Single Chime, Starter Contactor Selector Single Symbol Generator Unit Standard Instrument Departure Shut Off Speed Service Bus Select Relay Stabilizer Instrument Arrival Stand By Service Bus Transfer Relay Steering Service Switch System True Air Speed Total Air Temperature To be Determinated
AFM
TCAS TCAS RA TCAS TA TCS TEMP TGT TK TLU TO TOD TOR TOW TQ TRU UBC U/F UHF UNDV UNLK UTLY VA VAPP VC VENT VERT VFE VFR VFTO VGA VHF VLE VLO VLOF VMCA VMCG VMCL VMO VMU VOR VR VRA VSR VS VSI VU WARN

Traffic alert and collision avoidance system TCAS resolution advisory TCAS traffic advisory Touch Control Steering Temperature Target Tank Travel Limitation Unit Takeoff Takeoff Distance Takeoff Run Takeoff Weight Torque Transformer Rectifier Unit Utility Bus Contactor Underfloor Ultra High Frequency Undervoltage Unlock Utility Design Maneuvering Speed Approach Speed Calibrated Airspeed Ventilation Vertical Flaps Extended Speed Visual Flight Rules Final Takeoff Speed Go around speed Very High Frequency Landing Gear Extended Speed Landing Gear Operating Speed Lift Off Speed Minimum Control Speed in flight Minimum Control Speed on Ground Minimum Control Speed in Flight (Landing config). Maximum Operating Speed Minimum Unstick Speed VHF Omni Directional Range Rotation Speed Rough Air Speed Stall Speed Vertical Speed Vertical Speed Indicator Visual Unit Warning
AFM

Cross Feed Transfer Yaw Damper Altitude Aircraft Altitude Theoretical Cabin Altitude Zero Fuel Weight Pressure Altitude Indicated Pressure Altitude Radio Altimeter Altitude Differential Pressure
XFEED XFR YD Z ZA ZCTH ZFW ZP ZPI ZRA nP
ATR 72-500 AIRCRAFT GENERAL 1-01
FOR FLIGHT SIMULATION USE ONLY
ATR 72-500 LIMITATIONS 2-01
ATR 72-500 LIMITATIONS 2-02 GENERAL

AA
LIMITATIONS
2.01.01 P2 180 JUN 97
MANEUVERING LIMIT LOAD FACTORS FLAPS RETRACTED = + 2.5 TO - 1G 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. MAXIMUM NUMBER OF PASSENGER SEATS 74
74
as limited by emergency exits configuration. Other limitations such as that given by the emergency evacuation demonstration must be respected.
Your simulated ATR is configured with 68 passenger seats, for greater passenger comfort.

R Model : 102-202-212-212A
ATR 72-500 LIMITATIONS 2-03 WEIGHT AND LOADING

AA
LIMITATIONS
2.01.02 P1 650 JUL 00
DESIGN WEIGHT LIMITATIONS MAXIMUM WEIGHT TAXI TAKE OFF LANDING ZERO FUEL CENTER OF GRAVITY ENVELOPE The limits of center of gravity are given in percentage of the mean aerodynamic chord (MAC), landing gear extended. The MAC is 2.303 meters long (90.67) inches. 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). KG 22 670 22 500 22 350 20 500 LB 49 978 49 603 49 273 45 194

Mod : (4439 or 5150) + 4671 + 5213 Model : 212A
The tail prop will automatically be placed on the simulated aircraft whenever the cabin door is opened.
ATR 72-500 LIMITATIONS 2-05 AIRSPEED AND OPERATIONAL PARAMETERS

AA
LIMITATIONS
2.01.03 P1 001 SEP 02
AIRSPEEDS MAXIMUM OPERATING SPEED. This limit must not be intentionnaly exceeded in any flight regime. VMO = 250 kt MMO = 0.55 MAXIMUM DESIGN MANEUVERING SPEED VA Full application of roll and yaw controls as well as maneuvers involving angles of attack near the stall should be confined to speeds below VA. VA = 175 kt CAUTION : Rapidly alternating large rudder applications in combination
with large sideslip angles may result in structural failure at any speed.
MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE FLAPS 15 185 kt FLAPS 30 150 kt MAXIMUM LANDING GEAR EXTENDED OPERATING SPEEDS
VLE = 185 kt VLO RET= 160 kt VLO LOW= 170 kt
* MAXIMUM ROUGH AIR SPEED VRA= 180 kt * MAXIMUM WIPER OPERATING SPEED VWO = 160 kt * MAXIMUM TIRE SPEED : 165 kt (Ground speed).

AA
LIMITATIONS
2.01.03 P2 500 DEC 97
STALL SPEEDS VSR
ROFA-02-01-03-002-A500AA

Eng. : PW127F

AA
LIMITATIONS
2.01.03 P3 500 DEC 97
V1 LIMITED BY VMCG (FLAPS 15)
OUTSIDE AIR TEMPERATURE (DG.C)

Eng. : PW127F
V1 LIMITED BY VMCG
CAS (KT)

AA
LIMITATIONS
2.01.03 P4 500 JUN 97
VMCA (FLAPS 15)

CAS (KT)
ROFA020103004A500AA
VMCL Flaps 30 15
Eng. : PW127F
VMCL (CAS) 98 kt 98 kt
VMCA
ATR 72-500 LIMITATIONS 2-10 POWER PLANT

AA
LIMITATIONS
2.01.04 P1 500 JUL 01
ENGINES ENGINE PARAMETERS Operating limits with no unscheduled maintenance action required.
POWER SETTING RESERVE TAKE OFF TAKE OFF MAXIMUM CONTINUOUS GROUND IDLE HOTEL (4) MODE STARTING OTHER TRANSIENT
TIME LIMIT 10 mn (***) 5 mn NONE (***)
TQ (%) 100 (**) 90 (**) 90.9 (**)
ITT (C) 800 (*) 800
NH (%) 103.2 101.9 103.2 66 mini
NL (%) 104.2 101.4 104.2
NP (%) 101 101 101
OIL PRESS (PSI) 55 to 65 55 to 65 55 to 65 40 mini (****) 55 to 65
OIL TEMPERATURE (C) 0 to 125 0 to125 0 to 125 - 40 to 125 125 - 54 min
715 5s 950 (2) 800 5s 20 s 20 mn 120 840 106.4 106.8 106 (*****) 120 108
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

AA
LIMITATIONS
2.01.04 P2 500 JUN 97
Note : Operation up to 106.3% torque is time unlimited when NP is below 94%

Eng. : PW127F

AA
LIMITATIONS
2.01.04 P3 500 JUN 97
ITT LIMITS
ROFA020104003A500AA

Eng. : PW127F

AA
LIMITATIONS
2.01.04 P4 500 JUL 98
(1) - Determine and correct cause of overtorque. - Record in engine log book for maintenance. (2) - Determine and correct cause of overtemperature. - Record in engine log book for maintenance. (3) - Temperature up to 125C is authorized without time limitation. 20 mn are authorized between 125C and 140C. - Refer to ENG OIL Hl TEMP procedure. Note : Oil temperature must be maintained above 45C to ensure inlet strut de-icing. Oil temperature must be maintained above 71C to ensure fuel anti-icing protection in absence of the low fuel temperature indication. (4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or maintenance) in the cockpit. PROPELLERS GROUND OPERATION - Engine run up must be performed into the wind. - Engine ground operations with crosswind between 5 and 20 kt should not exceed 58 % TQ. 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 If a propeller is involved in an overspeed or in an engine overtorque, refer to the propeller maintenance manual.

Eng. : PW127F

AA
LIMITATIONS
2.01.04 P6 500 JUN 97
REFUELING
MAXIMUM PRESSURE 3.5 BARS (50 PSI)
USABLE FUEL
THE TOTAL QUANTITY OF FUEL USABLE IN EACH TANK IS 2500 KG (5510 LBS) NOTE : FUEL REMAINING IN THE TANKS WHEN QUANTITY INDICATORS SHOW ZERO IS NOT USABLE IN FLIGHT UNBALANCE
MAXIMUM FUEL UNBALANCE : 730 kg (1609 lb)
FEEDING
- EACH ELECTRIC PUMP IS ABLE TO SUPPLY ONE ENGINE IN THE WHOLE FLIGHT ENVELOPE - ONE ELECTRICAL PUMP AND ASSOCIATED JET PUMP ARE ABLE TO SUPPLY BOTH ENGINES IN THE WHOLE FLIGHT ENVELOPE - ONE JET PUMP IS ABLE TO SUPPLY BOTH ENGINES IN THE WHOLE FLIGHT ENVELOPE, EXCEPT WHEN USING JP4 OR JET B.

Eng. : PW127F
ATR 72-500 LIMITATIONS 2-15 SYSTEMS

AA
LIMITATIONS
2.01.05 P1 030 JUL 98
AIR - PRESSURIZATION MAXIMUM DIFFERENTIAL PRESSURE MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN SELECTION MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION ELECTRICAL SYSTEM SOURCE DC GEN INV ACW GEN TRU SINGLE DC GEN OPERATION In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200 MAX LOAD 400 A 600 A 800 A 500 VA 575 VA 750 VA 20 KVA 30 KVA 40 KVA 60 A 90 A TIME LIMIT NONE 2 mn 8s NONE 30 mn 5 mn NONE 5 mn 5s NONE 5 mn 6.35 PSI - 0.5 PSI 0.35 PSI 1 PSI 20 000 ft
HYDRAULIC SYSTEM SPECIFICATION : HYJET IV OR SKYDROL LD 4 LANDING GEAR DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY MFC TAKE OFF WITH TWO OR MORE FAILED MFC MODULES IS PROHIBITED.
Mod : 1603
ATR 72-500 LIMITATIONS 2-16 SYSTEMS

AA
LIMITATIONS
2.01.05 P2 100 JUL 01
OXYGEN R
Reference temperature = Cabin Temperature or OAT whichever is higher, on ground = Cabin Temperature in flight Minimum bottle pressure required to cover a cabin depressurization at mid-time of the flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a flight continuation at an altitude below 13,000 ft. A 25 % pax oxygen consumption is assumed. 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.

Mod : 4411
ATR 72-500 P1 500 PROCEDURES SPEEDS OPERATING & SPEEDS 3-01 JUN 97
AA
PROCEDURES AND TECHNIQUES
2.02.01
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. 1.2 applied to Vsmin becomes 1.13 when applied to VSR 1.25 applied to Vsmin becomes 1.18 when applied to VSR 1.3 applied to Vsmin becomes 1.23 when applied to VSR - 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.

Model : 212A
ATR 72-500 P2 500 PROCEDURES SPEEDS OPERATING & SPEEDS 3-02 JUL 98
AA
2.02.01
DEFINITIONS VSR 1 g stalling speed for a specified configuration. It is a function of the aircraft weight.
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 Speed at which rotation is initiated to reach V2 at 35 ft height. 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 %).
VR V2
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. Maximum speed for each flaps configuration
VFE

Model : 212A
ATR 72-500 P3 500 PROCEDURES & SPEEDS 3-03 JUL 99 OPERATING SPEEDS
AA
2.02.01
MINIMUM MANEUVER/OPERATING SPEEDS Minimum maneuver/ operating speeds are defined in order to provide sufficient margin against stall. They will vary with : Normal or icing conditions, weight, configuration, type of maneuver (HI or LO BANK).
NORMAL CONDITIONS FLAPS 0 15 30 VmHB 1.23 1 23 VSR and not lless th d t than VMCL during approach VmLB 1.18 VSR V2 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.

Model : 212A
ATR 72-500 P4 001 PROCEDURES SPEEDS OPERATING & SPEEDS 3-04 JUL 00
AA
2.02.01
CONSERVATIVE MANEUVERING SPEEDS When performance consideration does not dictate use of minimum maneuver / operating speeds, the following conservative maneuvering speeds are recommended. They cover all weights, normal operational maneuver and flight conditions (normal and icing conditions) : Flaps 0 : 180 kt. Flaps 15 : 150 kt. Flaps 30 : 135 kt. FINAL APPROACH SPEED VAPP = VmHB + WIND FACTOR or VMCL, whichever is higher WIND FACTOR = The highest of - 1/3 of the 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 wind shear etc... GO AROUND SPEED VGA VmHB landing configuration + 5 kt or 1.1 VMCA, whichever is higher. MINIMUM SPEED FOR FLAPS RETRACTION It is VmLB of the next flap setting. Example : - Minimum speed to retract flaps from 15 to 0 : VmLB0.
ATR 72-500 PROCEDURES & SPEEDS 3-05
ATR 72-500 P1 001 PROCEDURESWEATHER ADVERSE & SPEEDS 3-07 JUL 98

AA
2.02.08
This chapter is divised in three parts : - Icing, - Cold weather operations, - Operations in wind conditions. ICING I - GENERAL Icing conditions are defined as follows : " Atmospheric icing conditions Atmospheric icing conditions exist when OAT on ground and for take-off is at or below 5C or when TAT in flight is at or below 7C and visible moisture in the air in any form is present (such as clouds, fog with visibility of one mile or less, rain, snow sleet and ice crystals). " Ground icing conditions Ground icing conditions exist when the OAT is at or below 5C when operating on ramps, taxiways and runways where surface snow, standing water or slush is present. " Regulatory requirements Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes up to 50 microns in diameter. No aircraft is certified for flight in conditions with droplets larger than this diameter. However, dedicated flight tests have linked unique ice accretion patterns to conditions of droplet sizes up to 400 microns. Procedures have been defined in case of inadvertent encounter of severe icing. " Organization of this subchapter It will address the following areas : D Operations within the certified envelope. D Information about severe icing beyond the certified envelope. D Good operating practices.
ATR 72-500 P4 500 PROCEDURESWEATHER ADVERSE & SPEEDS 3-10 JUN 97

AA
2.02.08
B) MINIMUM ICING SPEEDS - The minimum maneuver/operating speeds defined for normal conditions (2.02.01) MUST BE INCREASED and the new value enforced whenever ICE ACCRETION is possible (FIight in atmospheric icing conditions), or existes (ice accretion developing or residual ice).
They are defined by the following table where VSR is the non affected 1G stall speed as given in 2.01.03.
FLAPS 0
VmHB 1.46 VSR
VmLB 1.40 VSR 1.22 VSR T/O - 2d segment
15
1.35 VSR
1.27 VSR Final Take-Off 1.30 VSR EN ROUTE 1.24 VSR GO AROUND
30
1.32 VSR
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.

AA
2.02.08
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS During operations with AP ON during climb and descent, vertical speed mode should not be used unless the airspeed is carefully monitored. The suggested procedure is to use IAS mode with a speed selected which is equal to or greater than the appropriate minimum speed (VmLB or VmHB in accordance with the BANK selection on the autopilot). CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM message flashing on the ADU: if the message appears, apply the AILERON MISTRIM procedure. Note : Permanent heating (Probes/windshield) is Always selected ON. ENTERING ICING CONDITIONS
S S S S
ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . ON
Note : horns anti icing selection triggers the illumination of the ICING AOA" green light, and lowers the AOA stall warning threshold. MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.

AA
2.02.08
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
F F F F F F
ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . Confirm ON MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AIRFRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED 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). 3. If a noticeable performance decrease and (or) significant vibrations occur due to propeller residual icing then, in order to improve the deicing of the blades, it is recommended : 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. 5. Engines de-icing must be selected ON prior to airframe de-icing to take benefit of an immediate engines de-icing. If not, engines de-icing will be effective 60 or 240 seconds later depending on MODE SEL selection.
ATR 72-500 P8 050 PROCEDURES & SPEEDS 3-14 JUL 01 ADVERSE WEATHER
AA
2.02.08
WHEN LEAVING ICING CONDITIONS DE ICING and ANTI ICING may be switched OFF. Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life. The DE ICING blue light on memo panel will blink if deicers are still ON more than 5 minutes after ice detector has stopped to signal ice accretion (ICING amber light OFF). WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE ICING AOA caption may be cancelled and normal speeds may be used. Note : Experience has shown that the last part to clear is the ice evidence probe. As long as this condition is not reached, the icing speeds must be observed and the ICING AOA caption must not be cancelled.
ATR 72-500 P 10 550 PROCEDURESWEATHER ADVERSE & SPEEDS 3-16 JUL 01

AA
2.02.08
G) SUMMARY DEFINITIONS : . ICING CONDITIONS : See Definition page 1. There is a risk of ice accretion. . ICE ACCRETION : Ice is building up on the airframe. ICING amber light illuminates. . RESIDUAL ICE : Some ice is remaining on the airframe. May be in or out of icing conditions.

AA
2.02.08
3) Mixed icing condition Mixed icing condition may be encountered in the range of temperatures -10C/0C. It is basically an unstable condition, it is extremely temperature dependent and it may change quite rapidly. This condition may surpass the ice protection capabilities because the aggregate of impinging ice crystal/snow and water droplet can adhere rapidly to the airframe surpassing the system capabilities to shed ice, causing significant reduction in airplane performance as in case of system failure. C) CONSEQUENCES OF SEVERE ICE ACCRETION The consequences of severe ice accretions are ice location dependent. If the pollution extension occurs on the lower surface of the wing, it increases the drag and the airplane speed decreases. It may lead to stall if no action is taken to recover a correct speed. If the pollution occurs first on the upper part of the wing, the drag is not affected noticeably but controllability anomalies may be encountered. Severe roll anomalies may be encountered with "flaps 15" accretions flown with flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself that is detrimental, but the low angle of attack that may result from such a setting, especially close to VFE. This low or negative AOA increases the wing upper side exposure to large droplet impingement. This is why holding with any flaps extended is prohibited in icing conditions (except for single engine operations).

AA
2.02.08
D) DETECTION - During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following : Severe icing is characterized by ice covering all or a substantial part of the unheated portion of either forward side window, possibly associated with water splashing and streaming on the windshield. Note : This cue is visible after a very short exposure (about 30 seconds). At night, this pattern is put forward by the pilot's reading lights oriented towards the side window. and / or Unexpected decrease in speed or rate of climb 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 following weather conditions may be conducive to severe in-flight icing : . Visible rain at temperatures close to 0C ambient air temperature (SAT). . Droplets that splash or splatter on impact at temperature close to 0C ambient air temperature (SAT). - The occurence of rain when SAT is below freezing temperature should always trigger the alertness of the crew. EXIT THE SEVERE ICING ENVIRONMENT There are no regulatory requirements to certify an aircraft beyond JAR/FAR 25 Appendix C. However, in case of inadvertent encounter with such conditions severe icing" procedure must be applied (refer to 2.04.05).
2.02.08 ATR 72-500 P 19 001 PROCEDURESWEATHER ADVERSE & SPEEDS 3-21 JUL 01
AA
" 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.

AA
2.02.08
" TAKE OFF Standard take off procedures will be used with the following additions : . If runway is contaminated (ice, snow, slush), use the relevant performance penalties defined in the performance section 3.03. . Use of reverse on contaminated runways has to be limited at very low speeds to avoid contaminant projections at the level of cockpit windshield which may reduce visibility to zero (snow, slush). In atmospheric icing conditions, refer to appropriate speeds and performance penalties and add the following : - with very cold OAT, delay start of take off roll until oil temperature is at least 45C (this is necessary to guarantee inlet splitter de-icing capability). 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). AFTER V1, BE TAKE OFF MINDED " BEFORE LANDING If take-off has been performed on a slush contaminated runway, this slush may seize the brakes during cruise. To prevent tire damage at touch down : in final approach, after the selection of GEAR DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then reselect the ANTISKID to ON. " LANDING Same restrictions on reverse than for accelerate stop. Apply relevant performance restrictions. " PARKING When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the aircraft with parking brake engaged and use chocks instead whenever possible.

AA
2.02.08
OPERATIONS IN WIND CONDITIONS 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 Final approach speed and wind factor Cat II maximum demonstrated wind Parking aircraft orientation Aileron spring tabs (when equipped) Taxiing with strong wind Take off run Rejected take off Hotel mode limitation Taxiing with tail wind component Ditching NAC OVHT ELEVATOR JAM PITCH DISCONNECT AILERON JAM SPOILER JAM 2 01 03 p5 2 02 01 p4 2 02 04 p8 2 02 03 p2 and 2 03 20 p1 2 02 06 p3 2 02 06 p4 2 02 12 p1 2 02 12 p2 2 03 06 p3 and 2 05 02 p4 2 03 09 p1 2 04 05 p3 2 05 02 p4 2 05 06 p5 2 05 06 p6 2 05 06 p10 2 05 06 p12

AA
2.02.08
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. Procedure at take off : Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum take off weight available for the day. When clear of obstacles accelerate as much as possible and clean up the aircraft. Climb at the normal climb speed.
Initiate a normal go around procedure with 10 pitch . When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure. CAUTION : COMMENTS : The positive rate of climb must be verified on at least two instruments. 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.
Procedure during an approach : If a windshear is encountered,
ATR 72-500 P1 001 PROCEDURES & SPEEDS 3-25 JUL 99 LANDING GEAR/BRAKES
AA
2.02.09
This chapter deals with the following points : - RUNWAY STATUS - NORMAL TAXI
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 TAKE-OFF LANDING 1 2 3/6 4 7 8 1 2 5/6 5 7 8
BRAKING ACTION GOOD GOOD/MEDIUM MEDIUM MEDIUM/POOR POOR UNRELIABLE
FRICTION COEFFICIENT 0,40 and above 0,39 to 0,36 0,35 to 0,30 0,29 to 0,26 0,25 and below UNRELIABLE
EQUIVALENT RUNWAY STATUS : 1 : Dry runway 2 : Wet up to 3 mm depth 3 : Slush or water for depths between 3 and 6 mm 4 : Slush or water for depths between 6 and 13 mm 5 : Slush or water for depths between 3 and 13 mm 6 : Compact snow 7 : Ice 8 : Runway with high risk of hydroplaning
2.02.09 ATR 72-500 P2 001 PROCEDURES & SPEEDS 3-26 JUL 99 LANDING GEAR/BRAKES
AA
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. TAXI WITH FAILURES TAXI WITH NOSE WHEEL STEERING OFF (or without blue HYD pressure) D Obviously SINGLE ENGINE TAXI is no more possible D Taxiing remains very easy with both engines operating EEC ON : directional control is achieved primarily with differential power on engines, possibly augmented by use of differential braking. D Avoid sharp turns : turn radius without nose wheel steering should be limited to about half turn radius with nose wheel steering. TAXI WITH EEC OFF On ground EEC off, engine response is somewhat degraded. Nevertheless, as long as at least one engine is maintained at or below GI, the corresponding NP should remain high enough to keep associated ACW GEN available and thus maintain both HYD pumps. CAUTION : When taxiing with both EEC OFF, AVOID pushing both PL above GI to avoid transient loss of ACW and MAIN HYD PUMPS. Note : NOSE WHEEL steering remains available in all cases together with STBY braking, through DC AUX pump.
ATR 72-500 P1 080 PROCEDURES & SPEEDS 3-27 JUL 98 FLIGHT PATTERNS
AA
2.02.10
2.02.10 ATR 72-500 P4 220 PROCEDURES & SPEEDS 3-28 JUL 98 FLIGHT PATTERNS
AA
ATR 72-500 P6 001 PROCEDURES & SPEEDS 3-29 JUL 98 FLIGHT PATTERNS
AA
2.02.10
ATR 72-500 P8 001 PROCEDURES & SPEEDS 3-31 JUN 97 FLIGHT PATTERNS
AA
2.02.10
ATR 72-500 P1 001 PROCEDURESPLANT POWER & SPEEDS 3-33 JUL 98

AA
2.02.11
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 800C 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 START 1 STARTER/GENERATOR 0 10 25 45 62 (ON extinguished) ON illuminated
Starter
generator
CLA
FUEL SO
* FTR
IGNITION EEC ELECTRICAL SUPPLY OF STARTER/GENERATOR MAIN BAT. (MAIN BAT. + GEN 2) 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.
ATR 72-500 P2 500 PROCEDURESPLANTSPEEDS 3-34 DEC 97 POWER &

AA
2.02.11
TAKE OFF: USE OF BLEED VALVES The aircraft is fitted with an automatic bleed valve closing in case of engine failure at Take off. The closing signal is given by MFC's when uptrim is triggered. BLEED FAULT light also illuminates on the operative engine. Engine bleed valves may be routinely selected ON (NORM FLOW) for Take off. However, performance decrement has to be considered for the ground phase. This decrement is given in chapter 3.03 and may be computed by the FOS. POWER SETTING AT TAKE OFF Engine control normally uses temperature, altitude and speed data from the selected ADC but reverts to its own sensors in case of detected failure or significant offset. TAT/SAT information are valid only when the engine (propeller unfeathered) corresponding to the selected ADC is running. 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. UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT Unfeathering the propeller induces a limited lateral disturbance. ENGINE PARAMETERS FLUCTUATION In case of slight engine parameters fluctuation without any limit excedance, it can be helpful to select the corresponding EEC OFF, before shutting the engine OFF. If this action cures the problem, the flight can be continued accordingly. 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. GO AROUND - POWER SET UP PROCEDURE The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning of amber sector). WARNING : Overriding the ramp threshold up to the absolute full travel will allow to reach 1.15 x RTO TQ (EEC ON). This should be used only is case of emergency. 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).
ATR 72-500 P3 500 PROCEDURESPLANTSPEEDS 3-35 JUN 97 POWER &

AA
2.02.11
ADAPTED FLIGHT IDLE A low flight idle rating is associated with a significant increase of aerodynamic drag profitable to the descent performance (approach and landing). On the other hand, this increased drag penalises the lift at a high angle of attack. The fulfillment of these two requirements has led to an adapted flight idle providing two power settings. The FI position being selected by the pilot, the power level (high or low) is set by the EEC's, as a function of an information provided by the MFC's. This information is associated with a limit angle of attack equal to stall warning -4. In case of high flight idle loss the aircraft behaviour during stall unchanged and the decrease of lift is negligible and covered by the regulatory margins. PROPELLER BRAKE USE Propeller brake must be used only when READY light on propeller brake control panel is illuminated. 1 - BRAKING SEQUENCE (ENG 2 Running)
Notes : The DC AUX pump runs automatically as soon as - blue hydraulic pressure is below 1500 PSI and, - gear is down and, - one engine is running and stops 15 seconds after the end of prop braking sequence (PROP BRK lights illuminated).
ATR 72-500 P4 001 PROCEDURESPLANTSPEEDS 3-36 JUN 97 POWER &

2 - RELEASING SEQUENCE (ENG2 in hotel mode)
2.02.11
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.
ATR 72-500 P1 001 PROCEDURES & SPEEDS 3-37 JUL 99 FLIGHT CHARACTERISTICS
AA
2.02.12
TAKE OFF AND LANDING RUNS - Proper crew coordination is required in order to hold the control column at all times and prevent excessive elevator or aileron deflections due to wind and/or reversed air flow from propellers. The control column is initially held. D in pitch : fully nose down, then slowly relaxed as speed increases. D in roll : neutral or deflected TOWARD the wind in case of crosswind component, as appropriate to maintain wings essentially level. Note : Excessive aileron deflections should be avoided as they affect directional control. - For take-off, use of nose wheel steering guidance is only recommended for the very first portion of the take off run as rudder becomes very rapidly efficient when airspeed increases (~ 40 kts) and ATR 72 exhibits a natural tendency to go straight. - 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. - Rolling take-off technique In order not to increase the take-off distances, power must be set quickly during the last phase of the line up turn. - 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.
AA
2.02.12
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 82 % DECLARATION HEIGHT (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. Note : If deceleration rate on approach appears unsufficient, it is always possible to increase it by setting NPs on 100 OVRD, but at the expense of an increased interior noise.
AA
2.02.12
LANDING In order to minimize landing distance variations the following procedure is recommended : D Maintain standard final approach slope (3) and final VAPP until 20 ft is called on radioaltimeter. D At 20ft call by PNF, reduce to FI and flare visually as required. Note : 20 ft leaves ample time for flare control from a standard 3 final slope. - During this flare the airspeed will necessary decrease, leading to a touch down speed of 5 to 10 kt lower than the stabilized approach speed. D As soon as main landing gear is on ground. - Control nose wheel impact - Both PL : GI - Both LO PITCH lights : check illuminated. CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not illuminated, the use of any reverser is not allowed. In this case the propeller pitch change mechanism is probably locked at a positive blade angle, leading to a positive thrust for any PL position. - use foot brakes as required - as speed reduces, and not later than about 40 kt (estimated) Capt takes NWS control, co-pilot hold control column fully forward. Notes : 1. Max reverse is usable down to full stop if required, but to minimize flight control shaking due to reverse operation at high powers, it is helpful to release slowly PL back to GI when reaching low ground speeds (below 40 kt estimated). 2. Max braking is usable without restriction down to full stop, whatever the runway conditions may be, provided ANTISKID is operative. 3. 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.
ATR 72-500 P1 001 PROCEDURES & SPEEDS 3-40 JUN 97 GPWS

AA
2.02.16
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. J "WHOOP WHOOP PULL UP" - "TERRAIN TERRAIN" "TOO LOW TERRAIN" - POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO AROUND - A/P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F When flight path is safe and GPWS warning ceases : Decrease pitch attitude and accelerate. F When speed above minimum required and V/S positive : Clean up aircraft as necessary. J "SINK RATE" Adjust pitch attitude and power to silence the warning. J DON'T SINK" Adjust pitch attitude and power to maintain level or climbing flight. J "TOO LOW GEAR" - "TOO LOW FLAPS" : Correct the configuration or perform a go around. J "GLIDE SLOPE" - Establish the airplane on the glide slope, or - Depress one GPWS/GS pb if flight below glide slope is intentional (non precision approach).
ATR 72-500 NORMAL PROCEDURES
NOTE: At the end of this section a one-page normal checklist appears. This checklist can be used for your operations within Flight Simulator. Not all items / systems described in this section can be simulated in Flight Simulator. As such, you will not be able to perform all of the actions described in this section, and should view such items as being for educational / informational puposes.
ATR 72-500 NORMAL PROCEDURES 4-01
ATR 72-500 P1 250 NORMAL PROCEDURES 4-02 JUL 98 PRELIMINARY COCKPIT PREPARATION
AA
NORMAL PROCEDURES
2.03.06
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.
ATR 72-500 P3 070 NORMAL PROCEDURES 4-04 JUL 98 PRELIMINARY COCKPIT PREPARATION
AA
NORMAL PROCEDURES
2.03.06
ENG 2 START (ONLY WITHOUT USE OF GPU) Check EEC FAULT light extinguished Check PEC FAULT light extinguished. Set ENG START rotary selector to START Check engine and propeller area clear Depress START 2 pb, ON Iight illuminates (starter electrically supplied) . Monitor engine rotation (NH) - On passing 10 % NH . Advance CL to FTR . Start timing Note : Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C. - Monitor light up within 10 seconds: . 840C <ITT < 950C record in log book ITT > 950C FUEL SO ITT > 840C more than 20 s. FUEL SO - On passing about 45 % NH, monitor START 2 pb ON Iight extinguishes - On passing about 61,5 % NH, monitor DC GEN 2 FAULT Iight extinguishes - Check engine stabilized parameters at idle values, NH 67 % 2 %, ITT 580 50C, FF 110 kg/h (243 Ib/h) Note : TQ indications are unreliable when CL in FTR position. - Set ENG START rotary selector to OFF-START ABORT - Adjust PL as required. Note : If Z q 5000 ft and SAT q ISA + 25C, advance PL up to GUST LOCK stop. CAUTION : DO NOT USE ENG 2 in HOTEL MODE: - without a qualified person (flight crew or maintenance) in the cockpit. - when tail wind comportent exceeds 10 kts (gust included). In this case, propeller must be unfeathered rapidly to take advantage of the air flow created by the propeller rotation and consequently to avoid exhaust gaz return flow in the nacelle. MAIN ELEC PWR - If GPU not used . Scan MAIN ELEC PWR panel: no amber Iight illuminated except DC GEN 1 FAULT Iight - 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. -
ATR 72-500 P1 180 NORMAL PROCEDURES 4-06 JUL 98 COCKPIT PREPARATION

AA
NORMAL PROCEDURES
2.03.07
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 1 CALLS/SELCAL (WHEN INSTALLED) - Check Iight extinguished - Reset as required. 2 FUEL - Select ENG 1 PUMP ON. . check RUN Iight illuminates. . check FEED LO PR Iight extinguishes. . check LP VALVE in line. . check X FEED VALVE X line. - If GPU is used, apply the same procedure for ENG 2. 3 DOORS - Depress Sw TEST pb. . Check CAB OK and SVCE OK lights illuminate, provided associated doors are open. - Check DOORS Iight as required. 4 SPLR - Check both Iights extinguished. 5 LDG GEAR - Check for normal indication - Crosscheck with center instrument panel. 6 MFC - Scan MFC panel: no amber light illuminated.

AA
NORMAL PROCEDURES
2.03.07
17 AIR BLEED/COMPT TEMP - If GPU not used. Check COMPT and DUCT ind. show realistic values with COMPT SEL on FLT COMPT and CABIN. - IF GPU used. Extinguish any white light. COMP TEMP selectors as required. 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 FDEP (If installed) - Check FDAU time base, adjust if necessary. - Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available). TRIMS - Check ROLL and YAW TRIM operation. - Check STBY PITCH TRIM operation, check sw guarded in OFF position. RADIOS - Check transmission and reception. ADF - Select ADF. XPDR - Select STBY.

AA
NORMAL PROCEDURES
2.03.07
IDLE GATE - Check lt extinguished and amber band visible on the lever. EMER AUDIO CANCEL - Check sw guarded and lockwired.
EFIS CONTROL PANELS - Select EADI ON - check composite mode. - Select EHSI ON - check normal display. - Select EADI and EHSI brightness as necessary. - Select BRG's as required. ATC 1 (If TCAS installed) - Select STBY. TCAS (If installed) - STBY/TEST. CTR INSTRUMENT PANEL (CAPT) TAT-SAT / TAS - Select proper ADC : odd days : ADC 1 even days : ADC 2 Cross check TAT value with control tower information. STBY INSTRUMENTS - Check no flags. - Pull knob to erect standby horizon if necessary. PWR MGT - Check rotary selector on 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.

AA
NORMAL PROCEDURES
2.03.07
CAPT LATERAL CONSOLE N/W STEERING - Check N / W STEERING sw guarded on N / W STEERING position. OXYGEN MASK (once a day) without removing the mask. - Set audio control panel INT / RAD selector to INT and adjust volume. Depress and hold the PRESS TO TEST AND RESET pb (hose and mask charged with oxygen). -observe blinker momentarily turns yellow and must turn dark if there is no leak. Hold the PRESS TO TEST AND RESET pb and press the red grips on each side of the hose (oxygen pressure inflates the harness). -observe blinker momentarily turns yellow and must turn dark if there is no leak. Hold the PRESS TO TEST AND RESET pb and select the EMERGENCY knob (Emergency flow is tested). -observe blinker turns yellow during the oxygen flow and must turn dark when the knob is released. Note : In these three cases, check that oxygen flow sounds through loudspeakers. - Check OXY LO PR light not lit - Set N/100 % rocker lever to 100 % MKR - Provided NAV receivers are ON, depress TEST button. Check three white boxes appear on bottom right of EADI's displaying O,M and I markers side by side. AHRS - Check AHRS 1 lt extinguished CAPT SWITCHING - Check ATT / HDG, VOR / ILS and EFIS SG extinguished AUDIO - Check AUDIO 1 SEL lt extinguished GPWS - Check GPWS sw guarded in NORM position and GPWS FAULT lt not illuminated on CAP
ATR 72-500 P9 001 NORMAL PROCEDURES 4-14 SEP 02 COCKPIT PREPARATION

AA
NORMAL PROCEDURES
2.03.07
CM 1 2 2 1-2 1-2
COCKPIT FINAL PREPARATION SIGNS - Select NO SMOKING and SEAT BELTS - Check MEMO panel. LANDING ELEVATION - If QNH is used, set landing field elevation. - If QFE is used, set 0. ATIS - Obtain ATIS information ALTIMETERS - Set baro reference - Check indications BUGS - ASI BUGS : - Set external bugs as follows : S Lower value V1 S Intermediate value FINAL TAKE OFF VmLB0 normal cond or SPEED VmLB15 icing cond and not less than V2 S Higher value Min. ICING SPEED (Flaps 0) : (VmLB 0 ICING COND) - Set internal bug to V2
1 2 R 2
1-2
- TQ BUGS Set manual bugs to TO value Note : As a crosscheck procedure, TO torques should be computed,by using power setting torque tables with a temperature not measured through aircraft systems. TRIMS - Reset ROLL and YAW trims to zero. - Set PITCH trim for take off. COM / NAV - Set COM / NAV frequencies. ENG TEST Note : ACW power lost during the test is normal. Turn ATPCS to ARM - CHECK ATPCS ARM green light illuminates. Turn ATPCS to ENG position. - CHECK associated ENG UPTRIM light illuminates. - 2.15 s later check ATPCS ARM light extinguishes. FUEL QUANTITY - Test FUEL QTY and check LO LVL. - Check both tanks are loaded symetrically and total corresponds to FLIGHT PLAN fuel. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS - Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals (should be performed when rudder is in neutral position).
JUN 97
ATR 72-500 P3 070 NORMAL PROCEDURES 4-17 JUL 98 BEFORE TAXI

CM 1 2 1 2 - Announce "NP" when NP increases. - On passing around 45% NH, monitor START 2 pb ON light extinguishes. - Check engine stabilized parameters at idle value (at ISA, sea lever: ITT about 580C$ 50C, NH about 67%, FF about 110 kg/h/ 243 Ib/h). - Advance CL AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%. - Set ENG START rotary selector to OFF-START ABORT.
NORMAL PROCEDURES
2.03.08
MAIN ELEC PWR - Select DC EXT PWR OFF. - Monitor DC GEN 2 FAULT light extinguishes. - Request ground crew to disconnect external power. 2 2 2 2 1 AC WILD ELEC PWR - Check all lights extinguished except ACW GEN 1 FAULT. HYD PWR - Check all lights extinguished. FLAPS - Set for take off - Check position on flaps position ind. ANTI SKID Perform anti skid test check no F It remain illuminated. GROUND CREW CLEARANCE - Request . chocks removed. . tail prop removed. . interphone disconnected. . hand signal display on the LH side. COM/NAV - Radar on STBY position. ALL BEFORE TAXI CHECK-LIST - Completed.
ATR 72-500 P2 070 NORMAL PROCEDURES 4-19 JUL 00 TAXI

AA
NORMAL PROCEDURES
2.03.09
CM
ENG 1 START - Check PEC FAULT lt extinguished. 2 - Check EEC FAULT lt extinguished. 2 - Set ENG START rotary selector to START. 1 - Check engine and propeller area clear. 1 - Announce START ENGINE 1" and monitor starting. 2 - Depress START 1 pb, ON lt illuminates (starter electrically supplied). 2 - Announce NH" when NH increases. On passing 10 % NH : 2 . Note positive oil pressure. 2 . Advance CL to FTR, start timing. Note : Passing from FUEL SO to FTR is possible between 10 and 19% NH when ITT> 200_C. 2 . Monitor light up within 10 seconds. 840_C < ITT < 950_C, record in log book ITT > 950_C, FUEL SO ITT > 840_C more than 20 s, FUEL SO 2 - Announce NP" when NP increases. 2 - On passing around 45 % NH, monitor START 1 pb ON lt extinguishes. 2 - On passing around 61.5 % NH, monitor GEN 1 FAULT and BTC flow bar lt extinguishes. 2 - Check engine stabilized parameters at idle values ISA, SEA LEVEL. NH : 67% ITT : 580_C 50_C FF : 110 kg/h (243 lb/h) 2 - Advance CL to AUTO. Check low pitch light illuminates. Check Np is stabilized at 70.8 %. 2 - Set ENG START rotary selector to OFF-START ABORT. 2 AIR BLEED - Check all lights extinguished. - COMPT TEMP SELECTOR, as required. 1 2 DOORS - Cockpit communication hatch closed. AC WILD ELEC PWR - Check all lights extinguished.
ALL AFCS - Select . assigned altitude. . HDG Lo BANK with runway heading. . IAS with V2 + 5 kt - Select CPL on PF side.
ATR 72-500 P1 150 NORMAL BEFORE TAKE OFF PROCEDURES 4-21 JUL 00
AA
NORMAL PROCEDURES
2.03.10
CM 1-2 FLIGHT CONTROLS - Release gust lock. - Check full travel and freedom of movement in PITCH, ROLL (check SPOILER lt), YAW. TAKE OFF CLEARANCE - Obtained. AIR BLEED - Select both BLEED VALVES on NORM FLOW. EXT LT - Set STROBE lt (if installed). - Use TAXI and TO and LAND lt to minimize bird strike hazard during TO. CCAS Select TO INHI. XPDR - Set as required. TCAS (If installed) - AUTO mode. COM / NAV - Radar as required. 1 1-2 ENGINES - Check both CL at AUTO position. FLIGHT CONTROLS - Check rudder releasable centering unit is centered (pedals centered, brief action on rudder trim switches). - Runway heading lined up, center lateral FD BAR. BEFORE TAKE OFF CHECK-LIST - Completed
2 2 2
1 2
ALL
ATR 72-500 P1 001 NORMAL PROCEDURES 4-22 JUL 00 TAKE OFF

AA
NORMAL PROCEDURES
2.03.11
CM PF PF ALL PF Announce TAKE OFF". Release the brakes. Start timing. 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 At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO.
PF
LANDING GEAR PNF Announce POSITIVE CLIMB. PF Order GEAR UP. PNF Set L/G lever to UP - Check It extinguish. PNF AFCS - Engage YD.
ATR 72-500 P1 150 NORMAL AFTER TAKE OFF PROCEDURES 4-23 JUL 98
AA
NORMAL PROCEDURES
2.03.12
CM PF
Passing acceleration altitude. ENGINES - Order CLIMB SEQUENCE". AFCS - Increase selected speed with PTW. Note : in case of manual flight, this action will be performed by PNF. ENGINES - Check PLs in the notch - Set PWR MGT to CLB 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). EXT LTS - Set as required. SIGNS - Set NO SMOKING SW to OFF. 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 - Passing VMLB0, order FLAPS 0". - Move flaps control lever to 0, announce FLAPS 0" when position ind. shows 0. AFCS - Set ADU target IAS to the desired climb speed. ALTIMETERS - Passing the transition altitude, set standard pressure (1013.2 HPa/29.92 in Hg) on CM1, CM2 altimeter-Crosscheck settings. AFTER TAKE OFF CHECK-LIST - Completed.
PF PNF
PNF
PNF PNF PNF
PF PNF
PF ALL
ALL
ATR 72-500 P1 510 NORMAL PROCEDURES 4-24 JUL 99 CRUISE

AA
NORMAL PROCEDURES
2.03.13
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 ALL FLIGHT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBSERVED PF
J
If entering icing conditions ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . BUGGED AND OBSERVED ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
PF OPERATION WITH ICE ACCRETION PROP - HORNS - SIDE WINDOWS . . . . confirm . . . . . . . . . . . . . . . . . . . ON MODE SEL . . . . . . . . . . . . . . . . . . . . . . . confirm . . . . . . . . . . . . . . . . . AUTO ENG DE-ICING . . . . . . . . . . . . . . . . . . . . confirm . . . . . . . . . . . . . . . . . . . ON AIRFRAME DE-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON MINIMUM ICING SPEEDS . . . . . . . . . . . confirm . . . . . bugged and observed BE ALERT TO SEVERE ICING DETECTION In case of severe icing, refer to 2.04.05.
If significant vibrations occur : CLs . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OVRD for not less than 5 minutes
ATR 72-500 P1 001 NORMAL PROCEDURES 4-25 JUL 98 DESCENT

AA
NORMAL PROCEDURES
2.03.14
CM ALL PF PF PNF PNF
ALL
FLIGHT CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBSERVED RELEVANT ANTI OR DE ICING, ...UP to landing PERFORMED IF NECESSARY CCAS - Depress RCL pb and check aircraft status. WEATHER AND LANDING INFORMATION - Obtain all required information. LANDING DATA - Determine landing weight, configuration and speeds - Fill in data card - Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used). BUGS - ASI BUGS - Set external bugs as follows : S Lower value S Intermediate value SINGLE ENGINE CLIMB SPEED: VGA VmLB0 normal cond or VmLB15 icing cond, and not less than V2
S Higher value Min. ICING SPEED (Flaps 0) : (VmLB 0 ICING COND) PNF ALL - Set internal bug to VApp - TQ BUGS Set manual bugs to GA torque APPROACH BRIEFING - Main points are : . minimum safe altitude . weather at destination . approach procedures . decision height . go around procedures . alternate and extra fuel time SIGNS - Set SEAT BELTS sw to SEAT BELTS DESCENT CLEARANCE - Obtained. AFCS - Select assigned altitude - Engage IAS or VS mode as required - Use PTW and PL as required for descent. DESCENT CHECK LIST - Completed
PNF PNF PF
JUN 97

R Mod : 3973 or 4371 or 4457
ATR 72-500 P1 001 NORMAL PROCEDURES 4-28 JUL 98 GO AROUND

AA
NORMAL PROCEDURES
2.03.17
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 - Retract FLAPS one notch - Check NP = 100 %, adjust if necessary PF - Follow FD bars and cancel AP Disconnect Alarm - Accelerate to or maintain VGA (see 2-02-01 p. 4)
PNF - When positive rate of climb is achieved, . Announce POSITIVE CLIMB". PF - Command GEAR UP".
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.
ATR 72-500 P1 001 NORMAL PROCEDURES 4-29 JUL 00 LANDING

AA
NORMAL PROCEDURES
2.03.18
CM PNF - Announce 500 feet above minimum", 100 feet above", Minimum, Decide". PF PF - Announce LAND or GO AROUND as appropriate - Press AP disconnect pb twice
PNF - Check flight parameters PNF - Check IDLE GATE automatic retraction at touchdown PF - When touching down, act on the PL triggers to select GI
PNF - Check and announce Both low pitch lights illuminated". PF 1 2 - Use reverse as necessary - Control nose wheel steering - Hold the control wheel as required
ATR 72-500 P1 500 NORMAL AFTER LANDING PROCEDURES 4-30 JUL 99

AA
NORMAL PROCEDURES
2.03.19
CM 1 2 2 2 2 2
FLIGHT CONTROLS - Order FLAPS O". - Select FLAPS O and reset TRIMS. - Engage GUST LOCK and check PITCH and ROLL controls are locked. EXT LT - Set LAND light and STROBE light (when installed) to OFF. IGNITION - Check ENG START selector to OFF-START ABORT. COM/NAV - Switch OFF non required equipment. - Transponder on STBY. - Radar on STBY.; ENG TEST (Last flight of the day) : - Both CLs AUTO. Conditions - 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.
CAUTION : - Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently, both main 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).
ATR 72-500 P2 001 NORMAL AFTER LANDING PROCEDURES 4-31 JUL 00

AA
NORMAL PROCEDURES
2.03.19
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. All AFTER LANDING CHECK LIST - Completed.
ATR 72-500 P1 001 NORMAL PROCEDURES 4-32 DEC 97 PARKING

AA
NORMAL PROCEDURES
2.03.20
1 1 2 ALL
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. 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. 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. 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. 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). FUEL (only if GPU is used) - Set both FUEL pump switches to OFF. SIGNS - Set SEAT BELTS sw to OFF. GROUND CONTACT - As required. PARKING CHECK LIST - Completed. TAIL PROP - As required.
ATR 72-500 NORMAL CHECKLIST 4-34

FINAL COCKPIT PREPARATION
MEMO PANEL . . . . . . . . . . . . . . . . . . . CHECK GEAR PINS & COVERS . . . . . . . ON BOARD FUEL QTY . . . . . . . . . . . . . . . . . . . . . . CHECK TO DATABUGS . . . . . . . . . . . . . . . . . . . . SET TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . SET LANDING ELEVATION . . . . . . . . . . . . . . . SET COM / NAV . . . . . . . . . . . . . . . . . . . . . . . . . SET ENG TEST . . . . . . . . . . . . . . . . . PERFORMED PARKING BRK . . . . . . . . . . . . . . . . . . . . . . SET
DESCENT
FLIGHT CONDITIONS . . . . . . . . OBSERVED RELEVANT ANTI OR DE ICING, UP TO LANDING . . . . . . . . . . . . PERFORMED CCAS (If necessary) . . . . . . . . . . . . . . . . . RCL LANDING DATA . . . . . . . . . . . . . . . . . . . . . SET SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . ON
APPROACH
NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . ON ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . SET CABIN ALTITUDE . . . . . . . . . . . . . . . . CHECK SPEED VERSUS ICING AOA LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BEFORE TAXI
TAIL PROP . . . . . . . . . CONFIRM REMOVED DOORS . . . . . . . . . . . . . . . . . . . . . . . . CLOSED BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PROP BRAKE . . . . . . . . . . . . . . . . . . . . . . OFF CL 2 . . . . . . . . . . . . . . . . . . . . . . . . As required * ANTI ICING . . . . . . . . . . . . . . . . . . . . . AS RQD FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET ANTISKID . . . . . . . . . . . . . . . . . . . . . . . . . TEST
BEFORE LANDING
LDG GEAR . . . . . . . . . . . . . . . . . . . . . 3 GREEN
TLU green light . . CHECK ILLUMINATED

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . SET CLs . . . . . . . . . . . . . . . . . . . . . . . . As required * EXT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AP . . . . . . . . . . . . . . . . . . . . . . . . DISENGAGE
TAXI
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENG 1 START CL 1 . . . . . . . . . . . . . . . . . . . . . . . . As required * COCKPIT COM HATCH . . . . . . . . . . CLOSED AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO CONFIG . . . . . . . . . . . . . . . . . . . . . . . TEST TAKE OFF BRIEFING . . . . . . . . . . . . . . . . SET
AFTER LANDING
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . ....STBY TCAS (If installed) . . . . . . . . . . . . . . . . . . STBY FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 GUST LOCK . . . . . . . . . . . . . . . . . . . . ENGAGE PITCH AND ROLL CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET ENG START . . . . . . . . . OFF / START ABORT ENG COOLING TIME . . . . . 1 MN OBSERVE CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
BEFORE TAKE OFF

GUST LOCK . . . . . . . . . . . . . . . . . . . RELEASE FLIGHT CONTROLS . . . . . . . . . . . . . CHECK BLEED VALVES . . . . . . . . . . . . AS REQUIRED AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . NORM CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . TO INHI EXT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT TCAS (If installed) . . . . . . . . . . . . . . . . . . AUTO CLs . . . . . . . . . . . . . . . . . . . . . . . . ..As required RUDDER CAM . . . . . . . . . . . . . . . . . . CENTER RUNWAY HEADING LINED UP : LATERAL FD BAR . . . . . . . . . . . CENTERED
PARKING
PARKING BRK . . . . . . . . . . . . . . . . . . . . . . SET CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR PROP BRAKE . . . . . . . . . . . . . . ON / LOCKED TAIL PROP . . . . . . . . . . . . . . . . . . . . . . AS RQD
LEAVING THE AIRCRAFT
AFTER TAKE OFF

LANDING GEAR . . . . . . . . . . . . . . . . . . . . . . UP TAXI & T.O. LT . . . . . . . . . . . . . . . . . . . . . . OFF PWR MGT / CL . . . . . . . . . . . . . . . . . . . . . CLB FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . ON ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . SET MEMO PANEL . . . . . . . . . . . . . . . . . . . CHECK OXYGEN MAIN SUPPLY . . . . . . . . . . . . . ICE AND RAIN PROTECTION . . . . . . . . EXT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OFF OFF OFF
CRUISE
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . CRZ SEAT BELT SW . . . . . . . . . . . . . . . . . . AS RQD FLIGHT CONDITIONS . . . . . . . . OBSERVED
COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . OFF EMER EXIT LT . . . . . . . . . . . . . . . . . . . DISARM BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 72-500 P1 OPERATING DATA 5-01 CONVERSIONS
OPERATING DATA
3.01.01 001 JUN 97
OPERATING DATA
3.01.01 001 JUN 97
OPERATING DATA
3.01.01 001 JUN 97
ATR 72-500 P1 OPERATING DATA 5-04 ISA

AA
OPERATING DATA
3.01.02 001 JUN 94
ATR 72-500 P1 OPERATING DATA 5-05 MACH - Z - IAS - TAS - SAT - TAT
AA
OPERATING DATA
3.01.03 001 JUL 98
DATA PRESSURE ALTITUDE . . . . . . 25 000 ft IAS . . . . . . . . . . . . . . . . . . . . . . 205 Kt TOTAL TEMPERATURE . . . . . . . -30C
RESULTS MATCH . . . . . . . . . . . . . . . . . . . . . . . . . 0,5 STATIC AIR TEMPERATURE (SAT) . . . -42C TRUE AIRSPEED (TAS) . . . . . . . . . . . 295 Kt
ATR 72-500 OPERATING DATA 5-06
ATR 72-500 OPERATING DATA 5-07
ATR 72-500 P1 OPERATING DATA 5-08 PRESSURIZATION

AA
OPERATING DATA
3.01.05 001 JUN 97
ATR 72-500 P1 POWERGENERAL SETTING 6-01

AA
POWER SETTING
3.02.01 500 JUL 01
INTRODUCTION The engine power control is achieved by power lever (PL) and condition lever (CL). R These controls act on three main components: - Propeller Electronic Control or PEC - Hydromechanical Unit or HMU - Electronic Control or EEC The main engine power setting parameter is torque. The maximum torque value for a given flight phase is defined by the FDAU and displayed by a bug (FDAU target) on torque indicator. The crew has to set the PWR MGT selector to the position corresponding to the flight phase and to set the power lever in the notch or on the ramp in case of GO AROUND or for TO in uptrim inoperative case : in these conditions, the controlled torque matches the maximum target torque displayed by the FDAU (except for TO position : TO power is delivered but RTO power is displayed by the automatic bug). ENGINE RATINGS Take-off This rating corresponds to the normal, derated take-off thrust. It is normally time limited to 5 minutes. Reserve take-off This rating corresponds to the maximum thrust certified for take-off. It is automatically selected by the ATPCS system in case of engine failure. Time limit is 10 minutes. Maximum continuous The maximum continuous rating corresponds to the maximum thrust certified for continuous use. IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF EMERGENCY, PARTICULARLY ENGINE FAILURE. Maximum climb The maximum climb rating corresponds to the maximum thrust approved for normal climb operation. Maximum cruise The maximum cruise rating corresponds to the maximum thrust approved for normal cruise operation. Go around It is the maximum rating authorized for go-around.
ATR 72-500 P2 POWERGENERAL SETTING 6-02

AA
POWER SETTING
3.02.01 150 JUN 97
POWER SETTING TABLES Maximum power setting tables that are provided : D MUST be used to determine TO torque to be set on the Manual Bugs prior to take off. D MUST be used to determine GA torque to be set on the Manual Bugs prior to final. D Allows crosschecking of MCT / CLB / CRZ maximum torque values normally computed in FDAU as a function of propeller RPM, altitude pressure, Air conditioning status and displayed by the amber FDAU bug.
ATR 72-500 P1 POWER SETTING 6-03 TORQUE TABLES

AA
POWER SETTING
3.02.02 100 JUL 00
PW127F SAT (c)

AIR
COND.
NORMAL
TAKE OFF TORQUE

HIGH AIR
COND.
APPLICABLE FOR 0 Vc 60 kt PROPELLER SPEED 100.0 %

PRESSURE ALTITUDE (FT)
OFF
AIR ON
COND.
ON
-1000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 86.9 85.0 83.1 81.2 79.3 77.5 76.5
0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.9 87.1 85.3 83.5 81.6 79.8 78.0 76.2 74.4 73.5
1000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.9 87.1 85.4 83.6 81.9 80.1 78.4 76.6 74.9 73.2
2000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 87.1 85.4 83.7 82.0 80.3 78.6 76.9 75.3 73.6 71.9
3000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.5 86.9 85.2 83.6 81.9 80.3 78.7 77.1 75.4 73.8 72.2 70.6
4000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.6 88.1 86.5 85.0 83.4 81.8 80.2 78.6 77.0 75.5 73.9 72.4 70.8 69.3
5000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.9 87.5 86.0 84.5 83.0 81.5 80.0 78.5 77.0 75.4 73.9 72.4 70.9 69.4 68.0
6000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.9 88.8 87.7 86.5 85.2 83.9 82.5 81.0 79.6 78.2 76.7 75.3 73.8 72.4 70.9 69.5 68.0 66.6
7000. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.3 88.3 87.2 86.2 85.2 84.1 83.0 81.7 80.5 79.1 77.7 76.3 75.0 73.6 72.2 70.8 69.4 68.0 66.6 65.2
8000. 90.0 90.0 90.0 89.7 88.7 87.7 86.7 85.7 84.7 83.6 82.6 81.7 80.7 79.5 78.4 77.1 75.8 74.5 73.2 71.9 70.5 69.2 67.9 66.5 65.2 63.8
8500. 90.0 89.7 88.7 87.8 86.8 85.8 84.9 83.9 82.9 81.9 80.9 79.9 79.0 77.9 76.7 75.5 74.2 72.9 71.7 70.4 69.1 67.7 65.4 65.1 63.8 62.5
-40. -10. -8. -6. -4. -2. 0. 2. 4. 6. 8. 10. 12. 4. 16. 18. 20. 22. 24. 26. 28. 30. 32. 34. 36. 38. 40. 42. 44. 46. 48. 50. 52. 54. 55.
-63. -27. -24. -22. -19. -17. -14. -12. -10. -7. -5. -2. 0. 3. 5. 8. 10. 13. 15. 18. 20. 23. 25. 28. 30. 33. 36. 38. 41. 43. 46. 48. 51. 53. 54.
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.

AA
POWER SETTING
3.02.02 100 JUN 97

VC = 50. KT
PW127F SAT (c)

AIR
COND.
NORMAL
RESERVE TAKE OFF TORQUE PROPELLER SPEED 100.0 %

PRESSURE ALTITUDE (FT) -1000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.6 94.4 92.3 90.3 88.2 86.1 85.0 0. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8 96.8 94.8 92.7 90.7 88.7 86.7 84.7 82.7 81.7 1000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8 96.8 94.9 92.9 91.0 89.0 87.1 85.2 83.2 81.3 2000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.8 94.9 93.0 91.1 89.2 87.3 85.5 83.6 81.8 79.9 3000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.4 96.6 94.7 92.9 91.1 89.2 87.4 85.6 83.8 82.0 80.2 78.5 4000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6 97.9 96.1 94.4 92.7 90.9 89.1 87.4 85.6 83.9 82.2 80.4 78.7 77.0 5000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 97.2 95.5 93.9 92.2 90.6 88.9 87.2 85.5 83.8 82.1 80.5 78.8 77.2 75.5 6000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9 98.7 97.5 96.1 94.7 93.2 91.6 90.0 88.5 86.9 85.3 83.6 82.0 80.4 78.8 77.2 75.6 74.0
HIGH AIR
COND.
OFF
AIR ON
COND.
ON
7000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 98.1 96.9 95.8 94.6 93.5 92.2 90.8 89.4 87.9 86.4 84.8 83.3 81.8 80.2 78.6 77.1 75.5 74.0 72.5
8000. 100.0 100.0 100.0 99.6 98.5 97.4 96.3 95.2 94.1 92.9 91.8 90.7 89.6 88.4 87.1 85.7 84.3 82.8 81.3 79.9 78.4 76.9 75.4 73.9 72.4 70.9
8500. 100.0 99.7 98.6 97.5 96.5 95.4 94.3 93.2 92.1 91.0 89.9 88.8 87.8 86.5 85.3 83.9 82.5 81.1 79.6 78.2 76.7 75.3 73.8 72.4 70.9 69.5
-40. -10. -8. -6. -4. -2. 0. 2. 4. 6. 8. 10. 12. 14. 16. 18. 20. 22. 24. 26. 28. 30. 32. 34. 36. 38. 40. 42. 44. 46. 48. 50. 52. 54. 55.
-63. -27. -24. -22. -19. -17. -14. -12. -10. -7. -5. -2. 0. 3. 5. 8. 10. 13. 15. 18. 20. 23. 25. 28. 30. 33. 36. 38. 41. 43. 46. 48. 51. 53. 54.
-71. -35. -32. -30. -27. -25. -22. -19. -17. -14. -12. -9. -7. -4. -1. 2. 4. 7. 10. 13. 16. 18. 21. 24. 27. 30. 32. 35. 38. 41. 43. 46. 49. 52. 53.

AA
POWER SETTING
3.02.02 100 JUL 00
PW127F TAT (c)

AIR
COND.
NORMAL
GO AROUND TORQUE
HIGH AIR
COND.
APPLICABLE FOR Vc 125 kt PROPELLER SPEED 100.0 %

OFF
AIR ON
COND.
ON
-1000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 96.9 94.8 92.7 90.6 88.5 86.4 84.4
0. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.2 97.1 95.1 93.1 91.1 89.1 87.1 85.0 83.0 81.0
1000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.2 97.2 95.2 93.3 91.3 89.4 87.5 85.5 83.6 81.7 79.7
2000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 97.1 95.2 93.3 91.4 89.6 87.7 85.8 84.0 82.1 80.3 78.4
3000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.9 95.1 93.2 91.4 89.6 87.8 86.0 84.2 82.4 80.6 78.8 77.0
4000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9 98.2 96.5 94.7 93.0 91.2 89.5 87.7 86.0 84.2 82.5 80.8 79.1 77.4 75.7
5000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 97.5 95.9 94.2 92.6 90.9 89.2 87.5 85.9 84.2 82.5 80.8 79.2 77.5 75.9 74.2
6000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 97.7 96.4 95.0 93.6 92.0 90.4 88.8 87.2 85.6 84.0 82.4 80.7 79.1 77.5 75.9 74.4 72.8
7000. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.5 98.3 97.2 96.0 94.9 93.7 92.5 91.1 89.7 88.2 86.7 85.2 83.6 82.1 80.5 79.0 77.4 75.9 74.3 72.8 71.3
8000. 100.0 100.0 100.0 99.8 98.7 97.6 96.5 95.4 94.3 93.2 92.1 91.0 89.9 88.7 87.4 86.0 84.6 83.1 81.7 80.2 78.7 77.2 75.7 74.3 72.8 71.3 69.8
8500. 100.0 99.9 98.8 97.8 96.7 95.6 94.5 93.4 92.3 91.2 90.1 89.1 88.0 86.8 85.5 84.3 82.8 81.4 79.9 78.5 77.1 75.6 74.2 72.7 71.2 69.8 68.4
-40. -10. -8. -6. -4. -2. 0. 2. 4. 6. 8. 10. 12. 14. 16. 18. 20. 22. 24. 26. 28. 30. 32. 34. 36. 38. 40. 42. 44. 46. 48. 50. 52. 54. 56.
-63. -27. -24. -22. -19. -17. -14. -12. -10. -7. -5. -2. 0. 3. 5. 8. 10. 13. 15. 18. 20. 23. 25. 28. 30. 33. 36. 38. 41. 43. 46. 48. 51. 53. 55.
-71. -35. -32. -30. -27. -25. -22. -19. -17. -14. -12. -9. -7. -4. -1. 2. 4. 7. 10. 13. 16. 18. 21. 24. 27. 30. 32. 35. 38. 41. 43. 46. 49. 52. 54.
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.

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

AIR COND. OFF O NORMAL AIR COND. CO ON HIGH AIR COND. CO ON
MAXIMUM CONTINUOUS TORQUE

PROPELLER SPEED 100.0 %
0. 25000. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000.
VC = 120. KT
20000.
22000. 24000.
-43. -40. -37. -33. -29. -25. -21. -17. -13. -10. -6. -2. 1. 4. 8. 11. 15. 18. 22. 25. 29. 33. 37. 41. 44. 48. 52. 56. 60. 64.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-67. -63. -59. -55. -50. -46. -42. -38. -33. -29. -24. -20. -16. -11. -7. -2. 2. 7. 12. 16. 21. 25. 29. 33. 38. 42. 46. 50. 54. 58.
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.5 86.6 83.7 82.1
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.5 85.8 83.2 80.5 77.8
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.0 84.7 82.2 79.7 77.3 74.8
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.2 84.9 81.6 78.6 76.3 74.0 71.7
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.6 87.9 86.2 84.4 81.6 78.6 75.5 72.7 70.6 68.4
90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.3 88.7 86.9 84.5 82.8 81.2 79.5 77.9 75.3 72.5 69.7 67.1 65.1
90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.7 88.1 86.5 84.9 83.2 81.8 80.1 77.9 76.3 74.8 73.3 71.9 69.5 66.9 64.3 61.9
90.9 90.9 90.9 89.7 88.0 86.1 84.2 82.7 81.2 79.7 78.2 76.7 75.3 73.8 71.8 70.3 68.9 67.6 66.2 64.0 61.6 59.2
86.8 85.4 84.0 82.6 81.0 79.2 77.5 76.1 74.7 73.3 71.9 70.6 69.3 67.9 66.1 64.7 63.4 62.2 60.9 58.9 56.7
79.9 78.6 77.3 76.0 74.6 72.9 71.3 70.0 68.8 67.5 66.2 65.0 63.8 62.5 60.8 59.6 58.4 57.2 56.1 54.2
73.8 72.6 71.4 70.2 68.8 67.3 65.8 64.7 63.5 62.3 61.1 60.0 58.9 57.7 56.1 55.0 53.9 52.8 51.8
67.9 66.8 65.6 64.5 63.3 61.9 60.6 59.5 58.4 57.3 56.2 55.2 54.2 53.1 51.6 50.6 49.6 48.6
62.3 61.3 60.3 59.2 58.1 56.8 55.6 54.6 53.6 52.6 51.6 50.6 49.7 48.7 47.4 46.4 45.5 44.6
59.7 58.7 57.7 56.7 55.6 54.4 53.2 52.3 51.3 50.4 49.4 48.5 47.6 46.7 45.4 44.5 43.6

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

AIR NORMAL HIGH COND. AIR AIR O OFF COND. CO COND. CO ON ON
MAXIMUM CLIMB TORQUE PROPELLER SPEED 82.0 %

0. 25000. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000.
VC = 170. KT
20000.
22000. 24000.
-41. -38. -34. -30. -26. -23. -19. -15. -11. -7. -4. -1. 3. 6. 9. 12. 16. 19. 22. 26. 29. 33. 36. 40. 43. 47. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-64. -60. -56. -51. -47. -43. -39. -35. -31. -26. -22. -18. -14. -10. -5. -1. 3. 8. 12. 17. 21. 25. 29. 33. 38. 42. 46. 50. 54. 58.
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.3 91.7 88.2 84.7 81.3 77.8 75.6
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.5 91.8 88.4 85.0 81.8 78.6 75.4 72.2
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.6 92.1 88.6 85.2 82.1 79.0 75.9 73.0 70.0 67.0
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.9 91.9 88.8 85.6 82.3 79.1 76.2 73.3 70.5 67.8 65.0
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.6 93.9 91.0 88.1 85.3 82.4 79.4 76.4 73.4 70.8 68.1 65.5 62.9
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.0 94.2 92.0 89.7 87.2 84.5 81.9 79.2 76.5 73.8 71.0 68.2 65.7 63.2 60.8
97.2 97.2 97.2 97.2 97.2 97.2 96.8 95.3 93.7 92.0 90.2 88.5 86.4 84.3 81.9 79.4 76.9 74.4 71.9 69.3 66.7 64.1 61.8 59.4
97.2 97.2 97.2 95.9 94.2 92.4 90.8 89.3 87.9 86.2 84.6 83.0 81.0 79.1 76.8 74.5 72.1 69.8 67.4 65.0 62.5 60.1 57.9
94.0 92.5 90.9 89.4 87.8 86.2 84.7 83.3 81.9 80.4 78.9 77.3 75.5 73.7 71.6 69.4 67.2 65.0 62.9 60.6 58.3 56.0
87.0 85.6 84.1 82.7 81.2 79.7 78.3 77.0 75.8 74.4 73.0 71.5 69.9 68.2 66.3 64.2 62.2 60.2 58.2 56.1 53.9
80.3 79.0 77.7 76.4 75.0 73.7 72.3 71.2 70.0 68.7 67.4 66.1 64.6 63.0 61.2 59.3 57.5 55.6 53.7 51.8
74.2 73.0 71.8 70.5 69.3 68.0 66.8 65.7 64.6 63.4 62.2 61.0 59.6 58.1 56.5 54.8 53.1 51.3 49.6 47.8
68.5 67.4 66.2 65.1 63.9 62.8 61.7 60.7 59.7 58.6 57.4 56.3 55.0 53.7 52.2 50.6 49.0 47.4 45.8
65.8 64.7 63.6 62.5 61.4 60.3 59.2 58.3 57.3 56.3 55.2 54.1 52.9 51.6 50.1 48.6 47.1 45.5

AA PW127F
POWER SETTING
3.02.02 500 DEC 97
MAXIMUM CLIMB TORQUE

TAT (c)
VC = 190. KT

0. 25000. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
AIR NOR COND. MAL O OFF AIR COND. ON
HIGH AIR COND. CO ON
-41. -38. -34. -30. -26. -23. -19. -15. -11. -7. -4. -1. 3. 6. 9. 12. 16. 19. 22. 26. 29. 33. 36. 40. 43. 47. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-64. -60. -56. -51. -47. -43. -39. -35. -31. -26. -22. -18. -14. -10. -5. -1. 3. 8. 12. 17. 21. 25. 29. 33. 38. 42. 46. 50. 54. 58.
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.5 89.9 86.4 82.9 79.3 77.1 77.1
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.7 90.3 86.8 83.5 80.3 77.0 73.7 71.7
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.2 90.6 87.1 83.9 80.7 77.6 74.6 71.6 68.5
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.0 90.9 87.6 84.3 81.0 78.0 75.1 72.2 69.4 66.6
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.3 93.3 90.4 87.4 84.5 81.5 78.4 75.3 72.6 69.8 67.1 64.5
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.6 94.4 92.1 89.5 86.7 84.0 81.3 78.5 75.7 72.8 70.0 67.4 64.9 62.4
97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.2 94.4 92.6 90.8 88.7 86.5 84.1 81.5 78.9 76.4 73.8 71.2 68.5 65.8 63.4 61.0
97.2 97.2 97.2 97.2 96.9 95.1 93.4 91.9 90.4 88.7 87.0 85.4 83.4 81.3 79.0 76.6 74.2 71.8 69.4 66.9 64.4 61.8 59.6
97.2 95.7 94.1 92.5 90.8 89.2 87.6 86.2 84.7 83.2 81.6 80.0 78.2 76.2 74.1 71.8 69.6 67.3 65.0 62.7 60.3 58.0 55.9
90.2 88.8 87.3 85.8 84.2 82.7 81.2 79.9 78.6 77.2 75.7 74.2 72.5 70.7 68.7 66.6 64.5 62.4 60.3 58.2 56.0 53.8
83.6 82.3 80.9 79.5 78.1 76.7 75.3 74.1 72.8 71.5 70.1 68.8 67.2 65.5 63.7 61.8 59.8 57.9 55.9 53.9 51.9
77.4 76.2 74.9 73.6 72.3 71.0 69.7 68.6 67.5 66.2 65.0 63.7 62.2 60.7 59.0 57.2 55.4 53.6 51.8 49.9
71.7 70.6 69.4 68.2 67.0 65.8 64.6 63.5 62.5 61.4 60.2 59.0 57.6 56.2 54.6 53.0 51.3 49.6 48.0
69.0 67.9 66.8 65.6 64.5 63.3 62.2 61.2 60.2 59.0 57.9 56.8 55.5 54.1 52.6 51.0 49.4 47.8 46.2

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

MAXIMUM CRUISE TORQUE

PRESSURE ALTITUDE (FT) 0. 5000. 7500. 10000.
VC = 170. KT
12500. 15000. 17500. 20000. 22500. 25000.
-38. -35. -32. -29. -25. -22. -19. -16. -13. -9. -6. -3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-66. -62. -58. -54. -49. -45. -41. -37. -32. -28. -23. -19. -14. -10. -5. -1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.3 90.6 86.9 83.2 79.5 75.9 72.1 69.8
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.8 88.2 84.8 81.5 78.3 75.2 72.2 69.1 66.0 63.0
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.6 89.7 86.8 83.6 80.3 77.2 74.2 71.2 68.5 65.7 62.9 60.1
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.7 90.9 88.8 86.6 84.2 81.6 79.0 76.0 73.0 70.2 67.5 64.8 62.2 59.7 57.2
94.5 94.5 94.5 94.5 93.9 92.2 90.6 89.1 87.6 86.0 84.4 82.7 80.8 78.8 76.6 74.3 71.9 69.1 66.4 63.9 61.4 59.0 56.6 54.3
94.1 92.6 91.1 89.5 87.9 86.3 84.8 83.4 82.0 80.5 79.0 77.4 75.6 73.8 71.7 69.5 67.3 64.7 62.2 59.8 57.5 55.2 53.0
85.6 84.2 82.8 81.4 80.0 78.5 77.1 75.8 74.6 73.2 71.8 70.4 68.8 67.1 65.2 63.2 61.2 58.9 56.5 54.4 52.3
77.7 76.4 75.1 73.8 72.5 71.2 69.9 68.8 67.7 66.4 65.2 63.9 62.4 60.9 59.1 57.3 55.5 53.4 51.3 49.3
70.4 69.3 68.1 67.0 65.8 64.6 63.4 62.4 61.3 60.2 59.1 57.9 56.6 55.2 53.6 52.0 50.3 48.4 46.5
63.8 62.8 61.8 60.7 59.6 58.5 57.5 56.6 55.6 54.6 53.6 52.5 51.3 50.0 48.6 47.1 45.6 43.9

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

MAXIMUM CRUISE TORQUE PROPELLER SPEED 82.0 %

VC = 190. KT
12500. 15000. 17500. 20000. 22500. 25000.
-38. -35. -32. -29. -25. -22. -19. -16. -13. -9. -6. -3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-66. -62. -58. -54. -49. -45. -41. -37. -32. -28. -23. -19. -14. -10. -5. -1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.5 88.7 84.9 81.2 77.4 73.6 71.2 71.2
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.1 90.4 86.9 83.5 80.2 77.1 73.9 70.8 67.7 64.5
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.2 89.2 85.8 82.4 79.2 76.2 73.2 70.3 67.4 64.6 61.7
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.6 91.4 89.2 86.6 84.0 81.3 78.2 75.1 72.2 69.4 66.7 64.1 61.5 58.8
94.5 94.5 94.5 94.5 94.5 94.5 93.3 91.8 90.3 88.6 87.0 85.3 83.3 81.2 78.9 76.5 74.1 71.3 68.4 65.8 63.3 60.8 58.4 56.0
94.5 94.5 93.7 92.1 90.5 88.8 87.2 85.8 84.4 82.9 81.3 79.7 77.9 75.9 73.8 71.5 69.2 66.6 64.0 61.5 59.1 56.8 54.6
88.9 87.5 86.0 84.6 83.1 81.6 80.1 78.8 77.5 76.1 74.6 73.2 71.5 69.7 67.7 65.7 63.6 61.2 58.7 56.5 54.3 52.1
81.0 79.7 78.3 77.0 75.6 74.2 72.9 71.7 70.6 69.3 67.9 66.6 65.1 63.5 61.7 59.8 57.9 55.7 53.5 51.4 49.4
73.7 72.5 71.3 70.1 68.9 67.6 66.4 65.3 64.2 63.1 61.9 60.7 59.3 57.8 56.2 54.4 52.7 50.7 48.7 46.8
67.2 66.1 65.0 63.9 62.7 61.6 60.5 59.5 58.5 57.4 56.4 55.3 54.0 52.6 51.2 49.6 48.0 46.2 44.4

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

AIR NORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

VC = 210. KT
12500. 15000. 17500. 20000. 22500. 25000.
-38. -35. -32. -29. -25. -22. -19. -16. -13. -9. -6. -3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-66. -62. -58. -54. -49. -45. -41. -37. -32. -28. -23. -19. -14. -10. -5. -1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 90.7 86.9 83.0 79.2 75.3 72.9 72.9
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.8 89.3 85.8 82.4 79.2 75.9 72.7 69.5 66.3 63.0
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.8 88.4 84.9 81.6 78.5 75.3 72.4 69.4 66.5 63.5 60.6
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.4 92.1 89.5 86.7 83.9 80.7 77.6 74.6 71.7 68.9 66.2 63.5 60.8 58.1
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.5 91.8 90.0 88.3 86.3 84.1 81.7 79.2 76.7 73.8 70.9 68.1 65.5 62.9 60.4 58.0
94.5 94.5 94.5 94.5 93.4 91.7 90.0 88.6 87.1 85.5 83.9 82.2 80.3 78.3 76.1 73.8 71.4 68.7 66.0 63.5 61.0 58.6 56.3
92.8 91.3 89.7 88.2 86.6 85.0 83.5 82.2 80.8 79.3 77.8 76.3 74.5 72.7 70.6 68.5 66.3 63.8 61.3 58.9 56.6 54.4
84.8 83.4 82.0 80.6 79.2 77.7 76.4 75.1 73.9 72.5 71.1 69.8 68.1 66.4 64.6 62.6 60.6 58.3 56.0 53.8 51.8
77.5 76.3 75.0 73.7 72.4 71.1 69.8 68.7 67.6 66.3 65.1 63.8 62.3 60.8 59.1 57.3 55.4 53.3 51.2 49.2
71.0 69.8 68.7 67.5 66.3 65.1 63.9 62.9 61.8 60.7 59.5 58.4 57.0 55.6 54.1 52.4 50.7 48.8 46.9 45.1
ATR 72-500 P 10 POWER SETTING 6-12 TORQUE TABLES

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)

AIR NORMAL HIGH COND. AIR AIR OFF COND. COND COND. COND ON ON
MAXIMUM CRUISE TORQUE PROPELLER SPEED 82.0 % PRESSURE ALTITUDE (FT)

0. 5000. 7500. 10000.
VC = 230. KT
12500. 15000. 17500. 20000. 22500. 25000.
-38. -35. -32. -29. -25. -22. -19. -16. -13. -9. -6. -3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-66. -62. -58. -54. -49. -45. -41. -37. -32. -28. -23. -19. -14. -10. -5. -1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.0 89.1 85.1 81.2 77.2 74.7 74.7
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.9 88.4 84.9 81.5 78.2 74.9 71.6 68.2 64.9
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.2 87.6 84.2 81.0 77.8 74.7 71.7 68.6 65.6 62.6
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.6 89.8 86.9 83.6 80.3 77.2 74.2 71.3 68.5 65.7 62.9 60.1
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.5 91.7 89.6 87.4 84.9 82.3 79.7 76.6 73.6 70.8 68.1 65.4 62.8 60.2 57.7
94.5 94.5 94.5 94.5 94.5 94.5 93.1 91.6 90.1 88.4 86.8 85.1 83.1 81.1 78.8 76.4 73.9 71.1 68.3 65.7 63.1 60.6 58.2 55.9
94.5 94.5 93.9 92.3 90.6 89.0 87.4 86.0 84.6 83.0 81.4 79.8 78.0 76.1 73.9 71.7 69.3 66.7 64.1 61.6 59.3 56.9 54.7
89.1 87.7 86.2 84.7 83.2 81.7 80.2 78.9 77.6 76.2 74.7 73.3 71.6 69.8 67.9 65.8 63.7 61.3 58.8 56.6 54.4 52.2
81.9 80.5 79.2 77.8 76.4 75.1 73.7 72.5 71.3 70.0 68.7 67.3 65.8 64.2 62.3 60.4 58.5 56.3 54.1 52.0 50.0
75.3 74.1 72.9 71.6 70.3 69.0 67.8 66.7 65.6 64.4 63.2 62.0 60.5 59.0 57.4 55.6 53.8 51.8 49.7 47.8
ATR 72-500 P 11 POWER SETTING 6-13 TORQUE TABLES

AA
POWER SETTING
3.02.02 500 DEC 97
PW127F TAT (c)


VC = 250. KT
12500. 15000. 17500. 20000. 22500. 25000.
-38. -35. -32. -29. -25. -22. -19. -16. -13. -9. -6. -3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.
-56. -52. -48. -44. -40. -36. -32. -28. -24. -20. -16. -12. -8. -4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.
-66. -62. -58. -54. -49. -45. -41. -37. -32. -28. -23. -19. -14. -10. -5. -1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.5 87.4 83.4 79.3 76.7 76.7
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.2 87.6 84.2 80.7 77.3 73.9 70.5 67.0
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.4 90.7 87.2 83.9 80.5 77.4 74.2 71.1 67.9 64.8
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.2 90.2 86.8 83.4 80.2 77.1 74.0 71.1 68.2 65.3 62.4
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.3 91.0 88.5 85.8 83.0 79.9 76.7 73.7 70.9 68.1 65.4 62.7 60.1
94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.4 91.7 90.0 88.2 86.2 84.0 81.7 79.2 76.6 73.7 70.8 68.1 65.5 62.9 60.4 57.9 55.5
94.5 94.5 94.5 94.5 94.5 93.1 91.5 90.0 88.5 86.9 85.2 83.6 81.6 79.6 77.3 75.0 72.6 69.8 67.1 64.5 62.0 59.5 57.2 54.9
94.0 92.4 90.9 89.3 87.7 86.1 84.6 83.2 81.9 80.4 78.8 77.3 75.5 73.6 71.6 69.4 67.1 64.6 62.1 59.7 57.4 55.1 52.9
86.7 85.3 83.9 82.5 81.0 79.5 78.1 76.8 75.6 74.2 72.8 71.4 69.7 68.0 66.1 64.1 62.0 59.6 57.3 55.1 53.0 50.8
80.2 78.9 77.6 76.3 74.9 73.6 72.2 71.1 69.9 68.6 67.3 66.0 64.5 62.9 61.1 59.2 57.3 55.2 53.0 50.9 49.0
ATR 72-500 TAKE-OFF 7-01 GENERAL

AA
TAKE-OFF
3.03.01 P1 001 JUL 99
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.
ATR 72-500 TAKE-OFF 7-02 GENERAL

AA
TAKE-OFF
3.03.01 P2 100 JUN 97
TAKE-OFF SPEEDS The take-off speeds meet the requirements of the applicable regulations : V1q V1 limited by VMCG V2 q 1.13 VSR VRq 1.05 VMCA V2 q 1.1 VMCA V2 upper limit is 1.25 VSR to avoid excessive take-off runs or distances. D NORMAL CONDITIONS
The V2/VSR speed ratio may be optimized between 1.13 and 1.25. D ICING CONDITIONS
Minimum manoeuvre/operating speeds must be increased to keep a sufficient margin with regart to VS1g. The V2/VSR speed ratio must at least be equal to 1,22.
ATR 72-500 TAKE-OFF 7-03 METHODOLOGY

AA
TAKE-OFF
3.03.02 P3 001 SEP 02
DETERMINATION OF THE TOW
MEL Decrement then Contamination Decrement L 3.03.03 p2

AA
TAKE-OFF
3.03.02 P4 550 SEP 02
NORMAL ATMOSPHERIC CONDITIONS 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.+ 20.5C. The lower temperature limit is defined by the point C i.e. - 20C. The runway is NOT LIMITING for temperatures between - 20C and + 20.5C. ICING ATMOSPHERIC CONDITIONS Same assumptions than in the preceding example but wet runway, and pressure altitude = 0 ft and ASDA = TODA = 1890 m. 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 - 15C and + 3.8C.

AA
TAKE-OFF
3.03.02 P5 550 JUL 98
NORMAL CONDITIONS

AA
TAKE-OFF
3.03.02 P6 550 JUL 98
ICING CONDITIONS
ATR 72-500 TAKE-OFF 7-07 CORRECTIONS

AA
TAKE-OFF
3.03.03 P1 500 JUL 00
AIR CONDITIONING Take-off performances are computed with AIR CONDITIONING ON. 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.

AA
TAKE-OFF
3.03.03 P2 500 JUL 99
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. 2) Apply the QNH correction : QNH > 1013.25 HPa or 29.92 in Hg No credit in case of brakes energy limitation, keep the values of the chart. For all other limitations, add 80 kg (175 lb) to the TOW for each 10 HPa (0.29 in Hg) above the standard pressure. For QNH q 1050 Hpa, keep the values of 1050 HPa. QNH < 1013.25 HPa or 29.92 in Hg Substract 240 kg (530 lb) to the TOW for each 10 HPa (0.29 in Hg) below the standard pressure. 3) With the new TOW, enter again the chart to interpolate the take-off speeds.

AA
TAKE-OFF
3.03.03 P3 300 JUN 97
WAT (WEIGHT ALTITUDE TEMPERATURE) Maximum weight to face 2nd segment or final take-off climb requirement. Apply if necessary the weight decrements due to obstacles or abnormal configurations. NORMAL CONDITIONS Temperature (C) 0 10 20 25 30 34 38 40 45 50 Temperature (C) 0 10 20 25 30 35 40 AIRPORT PRESSURE ALTITUDE (ft) 0 1000 2000 24255 kg (53470 lb) 23935 kg (52760 lb) 23615 kg (52055 lb) 23920 kg (52730 lb) 23600 kg (52030lb) 23450 kg (51695 lb) 23305 kg (51380 lb) 23190 kg (51125 lb) 22680 kg (50000 lb) 22330 kg (49225 lb) 21450 kg (47290 lb) 20565 kg (45335 lb) 23605 kg (52040 lb) 23300 kg (51360 lb) 23150 kg (51030 lb) 22990 kg (50685 lb) 22500 kg (49600 lb) 21815 kg (48095 lb) 21475 kg (47345 lb) 20625 kg (45465 lb) 19770 kg (43585 lb) 23295 kg (51360 lb) 22995 kg (50690 lb) 22845 kg (50360 lb) 22300 kg (49155 lb) 21635 kg (47695 lb) 20975 kg (46240 lb) 20645 kg (45510 lb) 19825 kg (43705 lb) 19010 kg (41910 lb)
AIRPORT PRESSURE ALTITUDE (ft) 4000 6000 8000 22995 kg (50695 lb) 22105 kg (48735 lb) 21090 kg (46490 lb) 22680 kg (49995 lb) 22115 kg (48750lb) 21350 kg (47070 lb) 20590 kg (45395 lb) 19835 kg (43720 lb) 19075 kg (42050 lb) 21665 kg (47760 lb) 20405 kg (44985 lb) 19715 kg (43460 lb) 19010 kg (41900 lb) 18305 kg (40350 lb) 17610 kg (38820 lb) 20015 kg (44120 lb) 18830 kg (41505 lb) 18190 kg (40100 lb) 17540 kg (38670 lb) 16890 kg (37235 lb) 16245 kg (35815 lb)
ICING CONDITIONS FLAPS 15

PRESSURE ALTITUDE (ft) at or below 0C at or below 5C 0 24030 kg (52975 lb) 23860 kg (52560 lb) 1000 23710 kg (52275 lb) 23425 kg (51645 lb) 2000 23125 kg (50980 lb) 22820 kg (50310 lb) 4000 21915 kg (48310 lb) 21635 kg (47695 lb) 6000 20900 kg (46070 lb) 20685 kg (45600 lb) 8000 20125 kg (44365 lb) 19955 kg (43995 lb)

AA
TAKE-OFF
3.03.03 P6 500 JUN 97
BRAKES ENERGY LIMITATION NORMAL CONDITIONS USE FOR ANY TAILWIND UP TO 10 KT TAKE OFF WEIGHT (KG) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) 0 1000 2000 22125 6-6 21638 6-6 21160 6-6 110 110 114 108 108 113 107 107 112 21652 6-6 21182 6-6 20742 6-6 108 108 113 107 107 112 106 106 110 21197 6-6 20752 6-6 20331 6-6 107 107 112 106 106 110 105 105 109 20747 6-6 20353 6-6 19989 6-6 106 106 110 105 105 109 104 104 108 20423 6-6 20047 6-6 19672 6-6 105 105 110 105 105 108 104 104 107 20101 6-6 19736 6-6 19009 2-2 105 105 109 104 104 108 102 102 105 TAKE OFF WEIGHT (KG) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) 3000 4000 5000 21168 6-6 20725 6-6 20300 6-6 107 107 112 106 106 110 105 105 109 20716 6-6 20291 6-6 19873 6-6 106 106 110 105 105 109 104 104 108 20518 6-6 20072 6-6 19655 6-6 105 105 110 104 104 109 103 103 107 20319 6-6 19852 6-6 19453 6-6 105 105 109 104 104 108 103 103 107 20120 6-6 19632 6-6 19322 6-6 104 104 109 103 103 107 102 102 106 19921 6-6 19520 6-6 19189 6-6 104 104 108 103 103 107 102 102 106 19776 6-6 19393 6-6 19057 6-6 104 104 108 103 103 107 102 102 106 19612 6-6 19254 6-6 18926 6-6 103 103 107 103 103 106 102 102 105 19458 6-6 19108 6-6 18795 6-6 103 103 107 102 102 106 102 102 105 19312 6-6 18974 6-6 18329 2-2 103 103 106 102 102 105 100 100 103
ZP
FT
0C 10 C 20 C 30 C 40 C 50 C
ZP
FT
10 C 0 C 5 C 10 C 15 C 20 C 25 C 30 C 35 C 40 C

AA
TAKE-OFF
3.03.03 P7 500 JUN 97
BRAKES ENERGY LIMITATION ICING CONDITIONS USE FOR ANY TAILWIND UP TO 10 KT TAKE OFF WEIGHT (KG) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) ZP FT 0 1000 2000 3000 20769 6-6 20343 6-6 19936 6-6 19539 6-6 BELOW 115 115 120 114 114 119 113 113 117 112 112 116 5 C 20567 6-6 20149 6-6 19747 6-6 19354 6-6 BELOW 115 115 119 113 113 118 112 112 117 111 111 115 10 C TAKE OFF WEIGHT (KG) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) ZP FT 4000 5000 6000 8000 19122 6-6 18727 6-6 18372 6-6 17752 6-6 BELOW 110 110 115 109 109 113 108 108 112 107 107 110 5 C 18913 6-6 18533 6-6 18235 6-6 17605 6-6 BELOW 110 110 114 108 108 113 108 108 112 106 106 110 10 C TAKE OFF WEIGHT (LB) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) ZP FT 0 1000 2000 3000 45789 6-6 44849 6-6 43951 6-6 43076 6-6 BELOW 115 115 120 114 114 119 113 113 117 112 112 116 5 C 45343 6-6 44421 6-6 43536 6-6 42668 6-6 BELOW 115 115 119 113 113 118 112 112 117 111 111 115 10 C TAKE OFF WEIGHT (LB) - LIMITATIONS V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT) ZP FT 4000 5000 6000 8000 42156 6-6 41287 6-6 40504 6-6 39136 6-6 BELOW 110 110 115 109 109 113 108 108 112 107 107 110 5 C 41697 6-6 40858 6-6 40202 6-6 38813 6-6 BELOW 110 110 114 108 108 113 108 108 112 106 106 110 10 C
ATR 72-500 TAKE-OFF 7-12 QUICK REFERENCE TABLES

AA
TAKE-OFF
3.03.04 P1 500 JUL 00
The QRT are computed on a dry runway at standard pressure, with air conditioning ON, no wind, no obstacle, and no slope. Entry parameters must be determined as indicated in 3.03.02 P 3. NORMAL CONDITIONS The QRT are computed with V2/VSR = 1,143 and V1/VR = 1. ICING CONDITIONS The QRT are computed with V2/VSR = 1,231 and V1/VR = 1. 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.

AA
TAKE-OFF
3.03.04 P2 500 JUL 98
PRESSURE ALTITUDE ZP=0 FT- FLAPS 15 NORMAL CONDITIONS

T- CORRECTED E - RUNWAY M - LENGTH P(C) - (M)
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1000 m 20304 3-3 3 3 104 104 109 ------------- - - - - -------------------------------------------------1100 m 21382 3-3 3 3 107 107 112 20896 3-3 3 3 106 106 111 20613 3-3 3 3 105 105 110 20333 3-3 3 3 104 104 109 20062 3-3 3 3 104 104 109 19791 3-3 3 3 103 103 108 19529 3-3 3 3 102 102 107 19271 3-3 3 3 101 101 106 19021 3-3 3 3 101 101 105 18595 3-3 3 3 99 99 104 18156 3-3 3 3 98 98 103 17707 3-3 3 3 97 97 102 1200 m 22356 3-3 3 3 110 110 115 21878 3-3 3 3 109 109 114 21598 3-3 3 3 108 108 113 21318 3-3 3 3 107 107 112 21044 3-3 3 3 107 107 111 20771 3-3 3 3 106 106 111 20504 3-3 3 3 105 105 110 20241 3-3 3 3 104 104 109 19984 3-3 3 3 104 104 108 19543 3-3 3 3 103 103 107 19084 3-3 3 3 101 101 106 18616 3-3 3 3 100 100 104 1300 m 23261 3-3 3 3 113 113 117 22779 3-3 3 3 112 112 116 22503 3-3 3 3 111 111 115 22227 3-3 3 3 110 110 114 21954 3-3 3 3 109 109 114 21680 3-3 3 3 109 109 113 21412 3-3 3 3 108 108 112 21145 3 3 3-3 107 107 112 20883 3-3 3 3 106 106 111 20434 3-3 3 3 105 105 110 19961 3-3 3 3 104 104 108 19474 3-3 3 3 103 103 107 21419 3-3 3 3 117 117 122 21015 3-3 3 3 116 116 121 20816 3-3 3 3 115 115 120 20527 3-3 3 3 114 114 119 20244 3-3 3 3 113 113 118
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ICING CONDITIONS 18493 3-3 3 3 19568 3-3 3 3 20538 3-3 3 3 107 107 113 110 110 116 114 114 119 18092 3-3 3 3 19159 3-3 3 3 20128 3-3 3 3 105 105 111 109 109 115 113 113 118 17900 3-3 3 3 18961 3-3 3 3 19931 3-3 3 3 105 105 111 109 109 114 112 112 117 17623 3-3 3 3 18676 3-3 3 3 19641 3-3 3 3 104 104 110 108 108 113 111 111 116 17359 3-3 3 3 18402 3-3 3 3 19360 3-3 3 3 103 103 109 107 107 112 110 110 115

AA
TAKE-OFF
3.03.04 P3 500 JUL 98

TT CORRECTED E - RUNWAY M - LENGTH P(C) - (M)
MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1700 m 1400 m 1500 m 1600 m and+ 24123 3-3 3 3 116 116 119 23596 3-3 3 3 114 114 118 23347 3-3 3 3 114 114 117 23074 3-3 3 3 113 113 117 22801 3-3 3 3 112 112 116 22529 3-3 3 3 111 111 115 22261 3-3 3 3 111 111 115 21993 3-3 3 3 110 110 114 21730 3-3 3 3 109 109 113 21272 3-3 3 3 108 108 112 20790 3-3 3 3 107 107 111 20182 3-3 3 3 105 105 109 24601 2-2 2 2 118 118 121 24231 3-3 3 3 117 117 120 23967 3-3 3 3 116 116 119 23703 3-3 3 3 115 115 118 23452 3-3 3 3 114 114 118 23204 3-3 3 3 114 114 117 22969 3-3 3 3 113 113 116 22750 3-3 3 3 112 112 116 22530 3-3 3 3 112 112 115 22015 3-3 3 3 110 110 114 21450 2-2 2 2 109 109 112 20562 2-2 2 2 106 106 110 24601 2-2 2 2 118 118 121 24252 2-2 2 2 117 117 120 24081 2-2 2 2 116 116 119 23917 2-2 2 2 116 116 119 23754 2-2 2 2 115 115 118 23600 2-2 2 2 115 115 118 23447 2-2 2 2 114 114 118 23287 3-3 3 3 114 114 117 23054 3-3 3 3 113 113 117 22327 2-2 2 2 111 111 115 21450 2-2 2 2 109 109 112 20562 2-2 2 2 106 106 110 24601 2-2 2 2 118 118 121 24252 2-2 2 2 117 117 120 24081 2-2 2 2 116 116 119 23917 2-2 2 2 116 116 119 23754 2-2 2 2 115 115 118 23600 2-2 2 2 115 115 118 23447 2-2 2 2 114 114 118 23304 2-2 2 2 114 114 117 23162 2-2 2 2 114 114 117 22327 2-2 2 2 111 111 115 21450 2-2 2 2 109 109 112 20562 2-2 2 2 106 106 110 24475 3-3 3 3 127 127 130 23997 7-7 7 7 125 125 129 23692 7-7 7 7 124 124 128 23394 7-7 7 7 123 123 127 23109 7-7 7 7 123 123 126
R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P4 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1100 m 20914 3-3 3 3 106 106 111 20333 3-3 3 3 104 104 109 20052 3-3 3 3 104 104 108 19774 3-3 3 3 103 103 108 19503 3-3 3 3 102 102 107 19238 3-3 3 3 101 101 106 18982 3-3 3 3 100 100 105 ------------------------------1200 m 21896 3-3 3 3 109 109 114 21318 3-3 3 3 107 107 112 21034 3-3 3 3 107 107 111 20753 3-3 3 3 106 106 110 20477 3-3 3 3 105 105 110 20207 3-3 3 3 104 104 109 19944 3-3 3 3 104 104 108 19689 3-3 3 3 103 103 107 19343 3-3 3 3 102 102 106 18933 3-3 3 3 101 101 105 18474 3-3 3 3 100 100 104 17974 3-3 3 3 99 99 102 1300 m 22796 3-3 3 3 112 112 116 22226 3-3 3 3 110 110 114 21944 3-3 3 3 109 109 114 21662 3-3 3 3 109 109 113 21385 3-3 3 3 108 108 112 21110 3 3 3-3 107 107 111 20843 3-3 3 3 106 106 111 20582 3-3 3 3 106 106 110 20228 3-3 3 3 105 105 109 19804 3-3 3 3 104 104 108 19327 3-3 3 3 103 103 106 18804 3-3 3 3 101 101 105 1400 m 23614 3-3 3 3 115 115 118 23073 3-3 3 3 113 113 117 22791 3-3 3 3 112 112 116 22511 3 3 3-3 111 111 115 22233 3-3 3 3 111 111 115 21959 3-3 3 3 110 110 114 21689 3-3 3 3 109 109 113 21425 3-3 3 3 108 108 112 21063 3-3 3 3 107 107 111 20628 3-3 3 3 106 106 110 20089 3-3 3 3 105 105 109 19424 3-3 3 3 103 103 107 21962 3-3 3 3 119 119 123 21365 3-3 3 3 117 117 122 21072 3-3 3 3 116 116 121 20784 3-3 3 3 115 115 120 20500 3-3 3 3 114 114 119
R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ICING CONDITIONS 19293 3-3 3 3 20263 3-3 3 3 21149 3 3 3-3 110 110 115 113 113 118 116 116 121 18694 3-3 3 3 19659 3-3 3 3 20545 3-3 3 3 108 108 113 111 111 116 114 114 119 18409 3-3 3 3 19368 3-3 3 3 20252 3-3 3 3 107 107 112 110 110 116 113 113 118 18134 3-3 3 3 19084 3-3 3 3 19966 3-3 3 3 106 106 111 109 109 115 112 112 117 17867 3-3 3 3 18809 3-3 3 3 19684 3-3 3 3 105 105 111 108 108 114 112 112 117

AA
TAKE-OFF
3.03.04 P5 500 JUL 98

-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ICING CONDITIONS 22667 7-7 7 7 23351 7-7 7 7 24043 7-7 7 7 121 121 125 123 123 127 125 125 129 22098 7-7 7 7 22761 7-7 7 7 23414 7-7 7 7 119 119 124 121 121 125 123 123 127 21822 7-7 7 7 22482 7-7 7 7 23118 7 7 7-7 119 119 123 121 121 125 123 123 126 21550 3-3 3 3 22207 7-7 7 7 22836 7-7 7 7 118 118 122 120 120 124 122 122 126 21266 3-3 3 3 21938 7-7 7 7 22563 7-7 7 7 117 117 121 119 119 123 121 121 125

AA
TAKE-OFF
3.03.04 P6 500 JUL 98
PRESSURE ALTITUDE ZP= 2000 FT- FLAPS 15 NORMAL CONDITIONS

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1100 m 20349 3-3 3 3 104 104 109 19771 3-3 3 3 103 103 108 19490 3-3 3 3 102 102 107 19219 3-3 3 3 101 101 106 ------------------------------------------------1200 m 21334 3-3 3 3 107 107 112 20750 3-3 3 3 106 106 110 20465 3-3 3 3 105 105 110 20188 3-3 3 3 104 104 109 19913 3-3 3 3 103 103 108 19647 3-3 3 3 103 103 107 19390 3-3 3 3 102 102 107 19052 3-3 3 3 101 101 106 18656 3-3 3 3 100 100 104 18243 3-3 3 3 99 99 103 17771 3-3 3 3 98 98 102 17278 3-3 3 3 96 96 100 1300 m 22242 3-3 3 3 110 110 115 21660 3-3 3 3 109 109 113 21372 3-3 3 3 108 108 112 21090 3-3 3 3 107 107 111 20811 3 3 3-3 106 106 111 20539 3-3 3 3 106 106 110 20277 3-3 3 3 105 105 109 19927 3-3 3 3 104 104 108 19516 3-3 3 3 103 103 107 19085 3-3 3 3 102 102 106 18591 3-3 3 3 101 101 104 18074 3-3 3 3 99 99 103 1400 m 23089 3-3 3 3 113 113 117 22509 3-3 3 3 111 111 115 22222 3-3 3 3 110 110 114 21939 3-3 3 3 110 110 114 21657 3-3 3 3 109 109 113 21381 3-3 3 3 108 108 112 21112 3 3 3-3 107 107 111 20756 3-3 3 3 106 106 110 20333 3-3 3 3 105 105 109 19887 3-3 3 3 104 104 108 19297 3-3 3 3 103 103 106 18660 3-3 3 3 101 101 104 21402 3-3 3 3 117 117 122 20800 3-3 3 3 115 115 120 20506 3-3 3 3 114 114 119 20219 3-3 3 3 114 114 118 19936 3-3 3 3 113 113 117
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P7 500 JUL 98

-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P8 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1200 m 20187 3-3 3 3 104 104 109 19607 3-3 3 3 103 103 107 19329 3-3 3 3 102 102 106 19058 3-3 3 3 101 101 106 18796 3-3 3 3 100 100 105 18516 3-3 3 3 100 100 104 18163 3-3 3 3 99 99 103 17755 3-3 3 3 98 98 102 17309 3-3 3 3 96 96 100 16857 3-3 3 3 95 95 99 16406 3-3 3 3 94 94 98 15982 3-3 3 3 93 93 97 1300 m 21090 3-3 3 3 107 107 111 20498 3-3 3 3 105 105 110 20214 3-3 3 3 105 105 109 19934 3-3 3 3 104 104 108 19661 3-3 3 3 103 103 107 19370 3-3 3 3 102 102 106 19001 3-3 3 3 101 101 105 18575 3-3 3 3 100 100 104 18107 3-3 3 3 99 99 103 17631 3-3 3 3 98 98 101 17158 3-3 3 3 96 96 100 16714 3-3 3 3 95 95 99 1400 m 21938 3-3 3 3 110 110 114 21339 3-3 3 3 108 108 112 21048 3-3 3 3 107 107 111 20762 3-3 3 3 106 106 111 20483 3-3 3 3 106 106 110 20182 3-3 3 3 105 105 109 19799 3-3 3 3 104 104 108 19356 3-3 3 3 103 103 106 18868 3-3 3 3 102 102 105 18370 3-3 3 3 100 100 104 17787 3-3 3 3 99 99 102 17247 3-3 3 3 97 97 100 1500 m 22721 3-3 3 3 112 112 116 22137 3-3 3 3 110 110 114 21842 3-3 3 3 110 110 113 21551 3-3 3 3 109 109 113 21265 3-3 3 3 108 108 112 20957 3-3 3 3 107 107 111 20564 3-3 3 3 106 106 110 20103 3-3 3 3 105 105 109 19517 3-3 3 3 104 104 107 18893 3-3 3 3 102 102 105 18270 3-3 3 3 100 100 103 17562 2-2 2 2 98 98 101 21026 3-3 3 3 116 116 121 20416 3-3 3 3 114 114 119 20122 3-3 3 3 114 114 118 19833 3-3 3 3 113 113 117 19553 3-3 3 3 112 112 116
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P9 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1900 m 1600 m 1700 m 1800 m and+ 23255 3-3 3 3 114 114 117 22743 3-3 3 3 112 112 116 22499 3-3 3 3 112 112 115 22257 3-3 3 3 111 111 115 22015 3-3 3 3 110 110 114 21701 3-3 3 3 110 110 113 21172 3 3 3-3 108 108 112 20590 2-2 2 2 107 107 110 19831 2-2 2 2 105 105 108 19073 2-2 2 2 103 103 106 18318 2-2 2 2 100 100 103 17562 2-2 2 2 98 98 101 23323 2-2 2 2 114 114 117 22994 2-2 2 2 113 113 116 22834 2-2 2 2 113 113 116 22677 6-6 6 6 112 112 116 22342 6-6 6 6 111 111 115 22112 2 2 2-2 111 111 114 21350 2-2 2 2 109 109 112 20590 2-2 2 2 107 107 110 19831 2-2 2 2 105 105 108 19073 2-2 2 2 103 103 106 18318 2-2 2 2 100 100 103 17562 2-2 2 2 98 98 101 23323 2-2 2 2 114 114 117 22994 2-2 2 2 113 113 116 22834 2-2 2 2 113 113 116 22677 6-6 6 6 112 112 116 22342 6-6 6 6 111 111 115 22112 2 2 2-2 111 111 114 21350 2-2 2 2 109 109 112 20590 2-2 2 2 107 107 110 19831 2-2 2 2 105 105 108 19073 2-2 2 2 103 103 106 18318 2-2 2 2 100 100 103 17562 2-2 2 2 98 98 101 23323 2-2 2 2 114 114 117 22994 2-2 2 2 113 113 116 22834 2-2 2 2 113 113 116 22677 6-6 6 6 112 112 116 22342 6-6 6 6 111 111 115 22112 2 2 2-2 111 111 114 21350 2-2 2 2 109 109 112 20590 2-2 2 2 107 107 110 19831 2-2 2 2 105 105 108 19073 2-2 2 2 103 103 106 18318 2-2 2 2 100 100 103 17562 2-2 2 2 98 98 101 23167 6-6 6 6 123 123 127 22498 6-6 6 6 121 121 125 22198 6-6 6 6 120 120 124 21912 6-6 6 6 119 119 123 21633 6-6 6 6 119 119 122
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ICING CONDITIONS 21724 7-7 7 7 22346 7-7 7 7 22945 7-7 7 7 119 119 123 120 120 124 122 122 126 21132 3 3 3-3 21760 7-7 7 7 22350 7-7 7 7 117 117 121 119 119 123 121 121 124 20833 3-3 3 3 21476 7-7 7 7 22061 7-7 7 7 116 116 120 118 118 122 120 120 124 20540 3-3 3 3 21197 7 7 7-7 21777 7-7 7 7 115 115 119 117 117 121 119 119 123 20256 3-3 3 3 20925 3-3 3 3 21499 7-7 7 7 114 114 118 117 117 120 118 118 122

AA
TAKE-OFF
3.03.04 P 10 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1200 m 19040 3-3 3 3 101 101 106 18489 3-3 3 3 99 99 104 18231 3-3 3 3 99 99 103 17960 3-3 3 3 98 98 102 17636 3-3 3 3 97 97 101 17239 3-3 3 3 96 96 100 16836 3-3 3 3 95 95 99 16417 3-3 3 3 94 94 98 15989 3-3 3 3 92 92 97 15564 3-3 3 3 91 91 95 15162 3-3 3 3 90 90 94 14789 3-3 3 3 89 89 93 1300 m 19915 3-3 3 3 104 104 108 19342 3-3 3 3 102 102 106 19071 3-3 3 3 101 101 106 18789 3-3 3 3 101 101 105 18449 3-3 3 3 100 100 104 18033 3-3 3 3 99 99 103 17609 3-3 3 3 98 98 101 17169 3-3 3 3 96 96 100 16720 3-3 3 3 95 95 99 16278 3-3 3 3 94 94 97 15861 3-3 3 3 93 93 96 15474 3-3 3 3 91 91 95 1400 m 20743 3-3 3 3 106 106 110 20154 3-3 3 3 105 105 109 19872 3-3 3 3 104 104 108 19579 3-3 3 3 103 103 107 19225 3-3 3 3 102 102 106 18790 3-3 3 3 101 101 105 18347 3-3 3 3 100 100 103 17887 3-3 3 3 99 99 102 17416 3-3 3 3 97 97 101 16928 3-3 3 3 96 96 99 16397 3-3 3 3 94 94 98 15938 3-3 3 3 93 93 96 1500 m 21531 3-3 3 3 109 109 113 20928 3-3 3 3 107 107 111 20640 3-3 3 3 106 106 110 20337 3-3 3 3 106 106 109 19970 3-3 3 3 105 105 108 19517 3-3 3 3 104 104 107 19055 3-3 3 3 102 102 106 18574 3-3 3 3 101 101 104 17984 3-3 3 3 99 99 102 17378 3-3 3 3 98 98 101 16827 3-3 3 3 96 96 99 16236 2-2 2 2 94 94 97 19854 3-3 3 3 113 113 117 19262 3-3 3 3 111 111 115 18980 3-3 3 3 110 110 114 18705 3-3 3 3 109 109 113 18442 3-3 3 3 108 108 113
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P 11 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1900 m 1600 m 1700 m 1800 m and+ 22247 3-3 3 3 111 111 115 21671 3-3 3 3 109 109 113 21375 3-3 3 3 109 109 112 21064 3-3 3 3 108 108 111 20653 3-3 3 3 107 107 110 20138 3-3 3 3 105 105 109 19614 3-3 3 3 104 104 107 19006 2-2 2 2 102 102 105 18301 2-2 2 2 100 100 103 17609 2-2 2 2 98 98 101 16922 2-2 2 2 96 96 99 16236 2-2 2 2 94 94 97 22679 2-2 2 2 112 112 116 22105 6-6 6 6 111 111 114 21853 6-6 6 6 110 110 114 21621 3-3 3 3 110 110 113 21079 2-2 2 2 108 108 111 20404 2-2 2 2 106 106 109 19712 2-2 2 2 104 104 108 19006 2-2 2 2 102 102 105 18301 2-2 2 2 100 100 103 17609 2-2 2 2 98 98 101 16922 2-2 2 2 96 96 99 16236 2-2 2 2 94 94 97 22679 2-2 2 2 112 112 116 22105 6-6 6 6 111 111 114 21853 6-6 6 6 110 110 114 21664 6-6 6 6 110 110 113 21079 2-2 2 2 108 108 111 20404 2-2 2 2 106 106 109 19712 2-2 2 2 104 104 108 19006 2-2 2 2 102 102 105 18301 2-2 2 2 100 100 103 17609 2-2 2 2 98 98 101 16922 2-2 2 2 96 96 99 16236 2-2 2 2 94 94 97 22679 2-2 2 2 112 112 116 22105 6-6 6 6 111 111 114 21853 6-6 6 6 110 110 114 21664 6-6 6 6 110 110 113 21079 2-2 2 2 108 108 111 20404 2-2 2 2 106 106 109 19712 2-2 2 2 104 104 108 19006 2-2 2 2 102 102 105 18301 2-2 2 2 100 100 103 17609 2-2 2 2 98 98 101 16922 2-2 2 2 96 96 99 16236 2-2 2 2 94 94 97 21944 6-6 6 6 120 120 123 21405 6-6 6 6 118 118 122 21149 6 6 6-6 117 117 121 20896 6-6 6 6 117 117 120 20682 6-6 6 6 116 116 120
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ICING CONDITIONS 20561 3-3 3 3 21219 7-7 7 7 21800 7-7 7 7 115 115 119 117 117 121 119 119 123 19956 3-3 3 3 20620 3-3 3 3 21212 7-7 7 7 113 113 117 116 116 119 118 118 121 19666 3-3 3 3 20324 3-3 3 3 20929 7-7 7 7 112 112 116 115 115 118 117 117 120 19382 3-3 3 3 20033 3-3 3 3 20653 7-7 7 7 112 112 116 114 114 118 116 116 119 19111 3 3 3-3 19754 3-3 3 3 20374 3-3 3 3 111 111 115 113 113 117 115 115 119

AA
TAKE-OFF
3.03.04 P 12 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1200 m ------------------------------------------------------------------------1300 m 18777 3-3 3 3 101 101 105 18189 3-3 3 3 99 99 103 17812 3-3 3 3 98 98 102 17441 3-3 3 3 97 97 101 17059 3-3 3 3 96 96 100 16667 3-3 3 3 95 95 98 16263 3-3 3 3 93 93 97 15849 3-3 3 3 92 92 96 15429 3-3 3 3 91 91 95 15025 3-3 3 3 90 90 94 14605 3-3 3 3 89 89 93 14190 3-3 3 3 87 87 91 1400 m 19567 3-3 3 3 103 103 107 18952 3-3 3 3 102 102 105 18558 3-3 3 3 100 100 104 18172 3-3 3 3 99 99 103 17771 3-3 3 3 98 98 102 17361 3-3 3 3 97 97 101 16938 3-3 3 3 96 96 99 16506 3-3 3 3 95 95 98 16057 3-3 3 3 93 93 97 15497 3-3 3 3 92 92 95 15018 3-3 3 3 90 90 94 14597 3-3 3 3 89 89 92 1500 m 20324 3-3 3 3 105 105 109 19686 3-3 3 3 104 104 107 19275 3-3 3 3 103 103 106 18871 3-3 3 3 102 102 105 18454 3-3 3 3 101 101 104 18025 3-3 3 3 99 99 103 17584 3-3 3 3 98 98 101 17092 3-3 3 3 97 97 100 16473 3-3 3 3 95 95 98 15895 3-3 3 3 93 93 96 15403 3-3 3 3 91 91 95 14952 2-2 2 2 90 90 94 18720 3-3 3 3 109 109 113 18159 3-3 3 3 107 107 112 17884 3-3 3 3 107 107 111 17589 3-3 3 3 106 106 110 17225 3-3 3 3 105 105 108
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50

AA
TAKE-OFF
3.03.04 P 13 500 JUL 98

MAX TAKE-OFF WEIGHT (KG) - LIMITATIONS V1(IAS-KT)-VR(IAS-KT)-V2(IAS-KT) 1900 m 1600 m 1700 m 1800 m and+ 21051 3-3 3 3 108 108 111 20393 3-3 3 3 106 106 109 19967 3-3 3 3 105 105 108 19548 3-3 3 3 104 104 107 19111 3 3 3-3 103 103 106 18625 3-3 3 3 101 101 104 18104 3-3 3 3 100 100 103 17511 3 3 3-3 98 98 101 16870 3-3 3 3 96 96 99 16244 2-2 2 2 94 94 97 15598 2-2 2 2 92 92 95 14952 2-2 2 2 90 90 94 21616 6-6 6 6 109 109 113 20933 3-3 3 3 108 108 111 20485 3-3 3 3 107 107 110 20012 2-2 2 2 105 105 108 19436 2-2 2 2 104 104 107 18827 2-2 2 2 102 102 105 18189 2-2 2 2 100 100 103 17539 2-2 2 2 98 98 101 16890 2-2 2 2 96 96 99 16244 2-2 2 2 94 94 97 15598 2-2 2 2 92 92 95 14952 2-2 2 2 90 90 94 21616 6-6 6 6 109 109 113 21087 2-2 2 2 108 108 111 20557 2-2 2 2 107 107 110 20012 2-2 2 2 105 105 108 19436 2-2 2 2 104 104 107 18827 2-2 2 2 102 102 105 18189 2-2 2 2 100 100 103 17539 2-2 2 2 98 98 101 16890 2-2 2 2 96 96 99 16244 2-2 2 2 94 94 97 15598 2-2 2 2 92 92 95 14952 2-2 2 2 90 90 94 21616 6-6 6 6 109 109 113 21087 2-2 2 2 108 108 111 20557 2-2 2 2 107 107 110 20012 2-2 2 2 105 105 108 19436 2-2 2 2 104 104 107 18827 2-2 2 2 102 102 105 18189 2-2 2 2 100 100 103 17539 2-2 2 2 98 98 101 16890 2-2 2 2 96 96 99 16244 2-2 2 2 94 94 97 15598 2-2 2 2 92 92 95 14952 2-2 2 2 90 90 94 20927 6-6 6 6 117 117 120 20478 6-6 6 6 116 116 119 20266 7-7 7 7 115 115 118 19829 7-7 7 7 114 114 117 19396 7-7 7 7 112 112 116
-10.0 10 0 0.0 00 5.0 50 10.0 10 0 15.0 15 0 20.0 20 0 25.0 25 0 30.0 30 0 35.0 35 0 40.0 40 0 45.0 45 0 50.0 50 0 -20.0 20 0 -10.0 10 0 -5.0 50 0.0 00 5.0 50
ATR 72-500 TAKE-OFF 7-25 TAKE-OFF SPEEDS VALUES

AA
TAKE-OFF
3.03.05 P2 500 JUL 00
NON LIMITING RUNWAYS TAKE-OFF SPEEDS

When a runway has been determined NL, the following speeds may be used associated to the actual TOW. NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW. NORMAL CONDITIONS WEIGHT kg (LB) 22500 (49600) 22000 (48500) 21500 (47400) 21000 (46300) 20000 (44100) 19000 (41900) and below ICING CONDITIONS WEIGHT kg (LB) 22500 (49600) 22000 (48500) 21500 (47400) 21000 (46300) 20000 (44100) 19000 (41900) 18000 (39690) 17000 (37480) and below SPEEDS (KT IAS) V1 = VR* 121 120 118 117 113 110 106 104 V2 125 123 122 121 118 114 111 110 SPEEDS (KT IAS) V1 = VR* 112 111 109 108 105 104 V2 115 114 113 111 110 110
* 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).
ATR 72-500 USE OF FOS FOSTAKE-OFF EXAMPLE TAKE OFF CHART FOR 7-26
AA ELEVATION = 200.0 (FT) T.O.R.A. = 1400.0 (M) A.S.D.A. = 1500.0 (M) T.O.D.A = 1500.0 (M) SLOPE = 1.00 (%) LARGE WIDTH ASSUMED LIMITATION CODES 0- DRY CHECK 5 - TYRE SPEED 1 - STRUCTURE 6 - BRAKE ENERGY 2 - 2ND SEGMENT 7 - RWY 2 ENGINE 3 - RUNWAY 8 - FINAL T.O 4 - OBSTACLE 9 - VMC-
TAKE-OFF
3.03.06 P1 001 SEP 02
Note : The following take off chart is an example and cannot be used in operations.
ATR72-500 JAR DGAC V2/VS OPTIMIZED V1/VR OPTIMIZED AIR COND. OFF NORMAL CONDITIONS WITHOUT REVERSE
- WIND 0- KT A T (DC) -10.0
TOW (KG) DTOW1 / DTOW2 V1 VR V2 (IAS KT) CODES DV1 DVR DV2/DV1 DVR DV2 -10 22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0 21985 + 14/ -129 109 109 113 3-3 +0 +0 +0/ -1-1-1 21740 + 40/ -143 108 108 112 3-3 +1 +1 +0/ +0 +0 +0 21480 + 142/ -144 107 10 111 3-3 +1 +1 +1/ -0 -0 -0 21225 + 143/ -145 107 107 111 3-3 +0 +0 +0/ -1 -1 -1 20970 + 144/ -145 106 106 110 3-3 +0 +0 +0/ -1 +0 -1 -5 NL
QNH = 1013.25 (HPA) DQNH = +10.000 / -10.000 0 NL
DRY RUNWAY SCREEN HEIGHT 35 FT 10 NL 20 NL
0.0
22000 + 0/ +0 107 109 113 -1-1 +0 +0 +0/ +0 +0 +0 22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0 22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0 21916 + 83/ -132 109 109 112 3-3 +0 +0 +1/ -1 -1 +0 21683 + 131/ -132 108 108 112 3-3 +1 +1 +1/ +0 +0 -1
NL
NL
NL
5.0
NL
NL
NL
10.0
22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0 22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0 22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0
NL
NL
15.0
22000 + 0/ +0 106 109 113 1-1 +0 +0 +0/ +0 +0 +0 22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0
NL
20.0
NL
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 : . Tail wind : 5 kt . ATOW : 20,5 t . Temperature : 15_C . QNH : 1013.25 hpa Check ATOW below 21916 kg, which is the maximum weight possible (Regulatory Take Off Weight because of the runway limitation) The take off speeds associated to the ATOW are : V1 = 109 kt Vr = 109 kt V2 = 112 kt Example 2 : Same conditions as in example 1 but with QNH=1023.25 hpa The RTOW is equal to 21916+83=21 999 kg The take off speeds associated to the ATOW are : Example 3 : . No wind . ATOW : 20.5 t . Temperature: 0_C . QNH : 1003.25 hpa The runway is NL (Non Limiting) Therefore, the RTOW is equal to the maximum structural take off weight of 22 000. Check ATOW below 22000 kg.
V1 = 109 kt Vr = 109 kt V2 = 112 + 1 = 113 kt
ATR 72-500 CLIMB 8-01 INTRODUCTION

AA
CLIMB
3.04.01 P1 500 JUL 98
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. CLIMB IN ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). Climb charts in icing conditions are established for 170 kt at climb Power with Air conditioning in normal mode. Performance are computed taking into account a degradation of aircraft aerodynamic at altitudes where icing conditions may be encountered. That is why tables are given for different temperatures (ISA-20, ISA-10, ISA, ISA + 10, ISA + 20).
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.
ATR 72-500 CLIMB: 170 kt KT 8-02 170

AA
CLIMB
3.04.02 P1 300 JUN 97
TWIN-ENGINE CEILING - NORMAL CONDITIONS
Example : 18500 kg ISA + 10
TWIN-engine ceiling = 22000 ft (300 ft/mn)
CLIMB AT 170 kt : TEMPERATURE CORRECTION To be applied on charts given in the next pages Per 5C above ISA - Add 1.3 mn per 10 000 ft for time - Add 14 kg per 10 000 ft for consumption - Add 6 Nm per 10 000 ft for distance - Add 1 kt per 10 000 ft for mean speed Per 5C below ISA - Substract 1 mn per 10 000 ft for time - Substract 7 kg per 10 000 ft for consumption - Substract 3 Nm per 10 000 ft for distance - Substract 1 kt per 10 000 ft for mean speed.
ATR 72-500 CLIMB: 170KT KT 8-03 170

AA
CLIMB
3.04.02 P2 500 JUN 97
CLIMB 2 ENGINES - NP=82% ISA MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS)
WEIGHT AT START OF CLIMB (1000KG) FL 13

15 189 54 216 14 174 48 213 12 161 43 210 11 149 38 207 10 138 34 204 9 128 31 201 8 110 25 197 6 94 20 193 5 80 16 189 4 66 13 185 3 52 10 182 2 40 7 179 2 27 5 176 1 15 3 173 0 0 0
14
17 209 61 217 15 192 53 213 14 177 47 210 12 164 42 207 11 152 38 204 10 141 34 202 8 121 28 197 7 103 22 193 6 87 18 189 5 72 14 185 4 57 11 182 3 43 8 179 2 30 5 176 1 16 3 173 0 0 0
15
19 231 68 217 17 211 59 214 15 194 52 210 13 179 47 207 12 166 42 205 11 154 37 202 9 132 30 197 8 112 24 193 6 94 20 189 5 78 15 186 4 62 12 182 3 47 9 179 2 32 6 176 1 18 3 174 0 0 0
16
21 256 75 218 18 233 66 214 16 214 58 211 15 197 51 208 13 182 46 205 12 168 41 202 10 144 33 198 8 122 27 193 7 103 21 189 5 84 17 186 4 67 13 183 3 51 9 179 2 35 6 177 1 19 3 174 0 0 0
17
23 285 85 218 20 258 73 215 18 235 64 211 16 216 56 208 15 198 50 205 13 183 45 203 11 156 36 198 9 132 29 193 7 111 23 190 6 91 18 186 5 73 14 183 3 55 10 180 2 37 7 177 1 21 4 174 0 0 0
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM)
FUEL (KG) MEAN SPEED TAS.(KT)
ATR 72-500 CLIMB: 170KT KT 8-03 170

AA
CLIMB
3.04.02 P3 500 DEC 97
CLIMB 2 ENGINES - NP=82% ISA R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS) WEIGHT AT START OF CLIMB (1000KG) 18
23 286 82 215 21 20 259 71 212 1 18 237 62 208 16 217 55 206 14 200 49 203 9 12 170 39 198 10 144 31 194 19 8 120 25 190 2 6 99 20 186 5 78 15 183 1 4 59 11 180 2 40 7 177 1 1 22 4 174 1 0 0 0 22 287 79 212 9 20 261 69 209 18 238 60 206 16 218 54 203 13 185 43 198 3 11 156 34 194 3 19 9 130 27 190 2 7 107 21 186 5 84 16 183 4 64 12 180 3 43 8 177 1 1 24 4 174 1 0 0 0 22 288 76 209 6 19 261 67 206 6 17 239 59 203 9 14 201 46 198 6 11 169 37 194 3 19 9 141 29 190 7 115 23 187 18 6 91 17 183 1 4 68 13 180 3 47 8 177 1 2 26 4 174 1 0 0 0 24 319 85 210 8 21 288 74 207 20 19 262 65 204 6 20 15 219 51 199 1 12 183 40 194 0 19 10 152 32 190 8 124 25 187 2 18 6 98 19 183 4 74 14 180 1 3 50 9 177 1 2 28 5 174 1 0 0 0 22 303 75 204 20 18 250 58 199 8 14 208 46 194 6 19 11 172 36 190 9 139 28 187 18 7 110 21 183 5 82 15 180 1 3 56 10 177 1 2 31 5 175 1 0 0 0
19
20
21
22.5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
ATR 72-500 CLIMB: 190 kt KT 8-04 190

AA
CLIMB
3.04.03 P1 300 JUN 97
TWIN-ENGINE CEILING - NORMAL CONDITIONS
Example : 16000 kg ISA
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 5C 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 5C 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.
ATR 72-500 P2 CLIMB:190KT KT 8-05 190

AA
CLIMB
3.04.03 500 JUN 97
CLIMB 2 ENGINES - NP=82% ISA MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS)
WEIGHT AT START OF CLIMB (1000KG) FL 13 14 15 16 17
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
17 225 69 238 15 200 59 234 13 181 51 230 12 164 45 227 10 137 35 221 8 115 28 216 6 95 22 212 5 78 17 208 4 61 13 204 3 46 9 201 2 31 6 197 1 17 3 194 0 0 0 19 250 77 239 17 221 65 234 15 199 56 231 13 180 49 227 10 150 39 222 8 125 31 217 7 104 24 212 5 85 19 208 4 67 14 204 3 50 10 201 2 34 7 198 1 19 4 195 0 0 0
19 245 73 235 16 219 62 231 14 198 54 228 11 164 42 222 9 137 33 217 7 113 26 212 6 92 20 208 5 72 15 205 3 54 11 201 2 37 7 198 1 20 4 195 0 0 0
21 271 81 235 18 241 69 231 16 217 60 228 12 179 46 222 10 149 36 217 8 123 29 213 6 100 22 208 5 78 17 205 4 58 12 201 2 40 8 198 1 22 4 195 0 0 0
20 265 76 232 17 238 65 228 14 195 50 222 11 161 39 217 9 133 31 213 7 108 24 209 5 85 18 205 4 63 13 201 3 43 9 198 1 24 5 195 0 0 0
ATR 72-500 CLIMB:190KT KT 8-06 190

AA
CLIMB
3.04.03 P3 500 JUL 98
CLIMB 2 ENGINES - NP=82% ISA FL MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS) WEIGHT AT START OF CLIMB (1000KG) 18 19 20 21 22.5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
22 292 84 232 8 19 260 72 229 2 15 212 55 222 12 175 43 217 3 21 9 144 34 213 3 7 116 26 209 6 91 19 205 20 4 68 14 201 1 3 46 9 198 2 26 5 195 19 0 0 0 21 285 79 229 9 16 231 60 223 13 190 46 217 6 21 10 155 36 213 8 125 28 209 6 98 21 205 20 4 73 15 201 1 3 50 10 198 2 27 5 195 19 0 0 0 18 251 65 223 6 14 205 50 218 0 11 168 39 213 9 135 30 209 7 106 23 205 20 5 78 16 202 3 53 11 198 2 29 6 195 19 0 0 0 19 274 71 223 1 15 223 55 218 12 181 42 213 2 9 146 33 209 7 113 24 205 2 20 5 84 17 202 1 3 57 11 198 2 32 6 195 19 0 0 0 22 315 83 224 22 17 253 62 218 13 204 48 213 8 10 163 37 209 3 8 127 27 205 2 20 6 94 19 202 4 64 13 198 2 35 7 195 19 0 0 0
ATR 72-500 P1 500 CLIMB: ICINGCONDITIONS ICING CONDITIONS 8-07 JUN 97

AA
CLIMB
3.04.04
ISA-20(.C) FL 13
CLIMB 2 ENGINES - NP=82% ICING CONDITIONS - 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN WEIGHT AT START OF CLIMB (1000KG) 14
13 181 46 206 6 12 168 41 203 1 11 156 37 200 3 10 146 33 197 19 9 136 30 195 19 9 127 27 193 2 7 110 23 188 6 94 19 185 18 5 80 15 181 1 4 66 12 178 1 8 3 53 10 175 1 2 41 7 172 1 2 2 28 5 170 1 0 1 16 3 167 16 0 0 0
15
15 199 50 206 0 13 184 45 203 12 171 41 200 1 11 159 37 198 3 10 148 33 195 19 9 138 30 193 8 119 25 189 2 7 102 20 185 18 5 87 17 181 1 4 72 13 178 1 8 4 58 10 175 1 3 44 8 172 1 2 2 30 5 170 1 0 1 17 3 167 16 0 0 0
16
16 218 56 206 6 15 202 50 203 0 13 187 44 201 12 174 40 198 0 11 162 36 195 19 10 150 33 193 9 130 27 189 2 7 111 22 185 18 6 94 18 181 5 78 14 178 1 1 8 4 62 11 175 1 3 48 8 173 1 3 2 33 6 170 1 0 1 18 3 168 0 0 0
17
18 241 62 207 20 16 222 55 204 20 15 205 49 201 9 13 190 44 198 12 176 40 196 0 11 164 36 193 9 141 29 189 8 120 24 185 2 18 6 102 19 182 5 84 16 178 1 8 4 68 12 176 1 6 3 51 9 173 1 3 2 36 6 170 1 0 1 20 3 168 0 0 0
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
12 164 41 205 1 20 11 153 37 202 3 10 143 34 200 3 9 133 30 197 19 9 124 28 195 19 8 116 25 192 2 7 100 21 188 6 86 17 184 1 18 5 73 14 181 1 4 61 11 178 1 8 3 49 9 175 1 2 37 7 172 1 2 2 26 4 169 1 14 2 167 16 0 0 0
ATR 72-500 P2 500 CLIMB: ICINGCONDITIONS ICING CONDITIONS 8-08 DEC 97

AA
CLIMB
3.04.04
ISA-20(C) R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 18
22 297 78 208 8 20 270 68 205 20 18 248 60 202 16 228 53 199 3 15 211 47 196 13 195 43 194 3 19 11 166 35 189 3 9 142 28 185 18 8 119 23 182 6 98 18 179 1 9 5 79 14 176 1 1 6 4 60 11 173 1 3 3 41 7 171 1 1 1 23 4 168 0 0 0
20
25 335 88 209 22 302 76 206 6 20 275 67 202 6 18 252 59 199 9 16 231 52 197 2 19 14 213 47 194 19 12 181 38 190 10 154 31 186 8 129 25 182 2 7 107 20 179 1 9 5 85 15 176 1 1 6 4 65 12 173 1 3 3 45 8 171 1 1 2 25 4 168 0 0 0
21
29 383 103 211 25 340 87 206 8 22 306 75 203 20 279 66 200 18 255 58 197 8 19 16 234 52 194 2 19 13 198 41 190 1 11 167 33 186 9 140 27 182 2 7 115 21 179 1 9 6 92 17 176 1 1 6 4 70 12 173 1 3 3 48 8 171 1 1 2 27 5 168 0 0 0
22.5
39 499 138 213 32 421 110 208 27 370 92 204 20 24 331 79 201 9 21 299 69 198 19 272 60 195 19 15 228 48 190 8 12 191 38 186 10 159 31 182 8 131 24 179 2 1 9 6 104 19 176 1 6 5 79 14 174 1 1 3 55 9 171 1 1 2 30 5 168 0 0 0
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
20 267 69 208 18 245 61 204 20 16 225 54 201 15 208 48 199 8 13 193 43 196 3 12 179 39 194 19 10 153 32 189 8 131 26 185 18 7 110 21 182 6 91 17 179 1 1 9 5 73 13 176 1 6 3 56 10 173 1 3 2 38 7 170 1 0 1 21 4 168 0 0 0
ATR 72-500 P3 500 CLIMB: ICING CONDITIONS ICING CONDITIONS 8-09JUN 97

AA
CLIMB
3.04.04
ISA-10(.C)
CLIMB 2 ENGINES - NP=82% ICING CONDITIONS - 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN
WEIGHT AT START OF CLIMB (1000KG) FL 13

14 185 50 211 13 171 44 208 12 158 40 205 11 147 36 202 10 136 32 200 9 126 29 197 7 109 23 193 6 93 19 189 5 79 15 185 4 65 12 181 3 52 10 178 2 40 7 175 2 27 5 173 1 15 3 170 0 0 0
14
16 204 56 212 14 188 49 208 13 174 44 205 12 161 39 203 11 149 35 200 10 138 32 197 8 119 26 193 7 102 21 189 5 86 17 185 4 71 13 182 3 57 10 179 3 43 8 176 2 30 5 173 1 17 3 170 0 0 0
15
17 226 62 212 16 207 54 209 14 191 48 206 13 176 43 203 12 163 39 200 11 151 35 198 9 130 28 193 7 111 23 189 6 93 18 185 5 77 15 182 4 62 11 179 3 47 8 176 2 32 6 173 1 18 3 171 0 0 0
16
19 249 69 213 17 228 60 209 15 209 53 206 14 193 47 203 13 178 42 200 11 165 38 198 10 141 31 193 8 120 25 189 6 101 20 186 5 84 16 182 4 67 12 179 3 51 9 176 2 35 6 173 1 19 3 171 0 0 0
17
22 278 77 213 19 252 67 210 17 231 59 207 15 212 52 204 14 195 46 201 13 180 41 198 10 154 33 194 9 131 27 189 7 110 22 186 6 91 17 182 4 72 13 179 3 55 10 176 2 38 7 174 1 21 4 171 0 0 0
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

AA
CLIMB
3.04.04
ISA-10(C) R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL
25 313 88 214 21 21 281 75 211 19 255 66 207 20 17 234 58 204 8 20 15 215 51 201 1 14 198 46 199 6 11 168 37 194 3 19 9 142 29 190 8 119 24 186 2 6 98 19 182 5 78 14 179 1 1 9 4 59 11 176 1 6 2 41 7 174 1 1 23 4 171 1 1 0 0 0
19
28 356 101 216 24 315 8 211 85 21 284 73 208 3 19 258 64 204 6 20 17 236 56 202 6 15 216 50 199 0 12 183 40 194 0 19 10 155 32 190 8 129 26 186 7 106 20 183 5 85 16 179 1 9 4 64 11 177 1 3 44 8 174 1 1 25 4 171 1 1 0 0 0
20
33 415 121 217 21 28 359 98 212 24 319 83 208 21 287 72 205 2 20 19 261 63 202 17 238 55 199 14 200 44 194 19 11 169 35 190 3 9 141 28 186 7 115 22 183 6 92 17 180 1 4 69 12 177 1 3 48 8 174 1 2 26 5 171 1 1 0 0 0
21
22.5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
33 417 117 21 11 214 27 362 96 209 24 322 81 206 21 290 70 203 0 18 264 62 200 15 220 48 195 8 19 12 184 38 190 10 153 30 186 8 125 24 183 2 6 99 18 180 5 75 13 177 1 3 52 9 174 1 2 29 5 171 1 1 0 0 0 35 461 125 12 212 29 395 102 207 20 25 349 86 204 20 22 312 74 200 17 256 56 195 6 19 14 212 44 190 11 175 35 187 3 18 9 142 27 183 2 7 113 21 180 5 85 15 177 1 1 4 58 10 174 1 2 32 6 172 1 2 0 0 0

AA
CLIMB
3.04.04
ISA FL 13
19 236 70 218 0 17 214 60 214 21 15 195 53 211 3 14 179 47 208 12 165 42 205 2 20 11 152 37 202 3 9 130 30 198 7 110 24 193 2 6 92 19 190 5 76 15 186 1 4 60 11 182 3 45 8 179 1 9 2 30 5 176 1 6 1 16 3 173 1 3 0 0 0
15
22 263 78 219 8 19 237 67 215 6 21 17 216 59 211 9 15 197 52 208 2 13 181 46 205 6 20 12 167 41 203 1 10 142 33 198 8 120 26 194 19 7 100 21 190 5 82 16 186 4 65 12 183 3 48 9 179 1 9 2 33 6 176 1 6 1 18 3 174 1 0 0 0
16
24 294 89 220 21 263 75 215 21 18 238 65 212 6 16 217 57 209 15 199 50 206 0 13 183 45 203 11 155 36 198 9 131 29 194 19 7 109 23 190 6 89 18 186 4 70 13 183 3 52 10 180 2 35 6 177 1 1 19 3 174 1 0 0 0
17
28 335 102 221 24 295 85 216 8 21 265 73 212 3 18 240 64 209 6 16 219 56 206 6 15 201 49 203 9 12 169 39 198 10 143 31 194 19 8 119 25 190 2 6 97 19 186 5 76 15 183 1 3 57 10 180 2 38 7 177 1 1 21 4 174 1 0 0 0
R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
17 212 62 218 15 193 54 214 21 14 177 48 211 8 12 163 42 208 2 11 150 38 205 20 10 139 34 202 3 8 119 27 197 2 19 7 101 22 193 6 84 18 189 4 69 14 186 1 3 55 10 182 3 41 7 179 1 9 2 28 5 176 1 6 1 15 3 173 1 3 0 0 0

AA
CLIMB
3.04.04
ISA R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 18
CLIMB 2 ENGINES - NP=82% ICING CONDITIONS - 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN WEIGHT AT START OF CLIMB (1000KG) 19 20 21 22.5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
33 388 121 222 27 335 98 217 21 23 297 83 213 20 267 71 210 1 18 243 62 207 20 16 221 55 204 20 13 186 43 199 3 11 156 34 194 3 19 9 129 27 190 2 7 105 21 187 18 5 83 16 183 4 61 11 180 2 41 7 177 1 1 22 4 174 1 0 0 0 31 386 115 11 219 26 335 94 214 9 21 23 299 80 210 20 269 69 207 20 18 244 61 204 20 14 203 47 199 12 170 37 194 3 19 9 140 29 190 7 114 23 187 18 6 89 17 183 1 4 66 12 180 3 44 8 177 1 1 24 4 174 1 0 0 0 38 460 140 1 0 220 31 387 110 215 21 26 338 92 211 23 301 78 208 8 20 272 68 205 20 16 224 52 199 2 13 186 41 195 1 19 10 153 32 191 8 124 25 187 2 18 6 97 19 184 18 4 72 13 180 3 48 8 177 1 2 26 4 174 1 0 0 0 37 458 134 21 13 217 30 389 107 10 212 26 341 89 208 22 304 76 205 6 20 17 248 58 200 8 14 204 45 195 19 11 167 35 191 3 9 135 27 187 2 18 7 105 20 184 18 5 77 14 180 1 3 51 9 177 1 2 28 5 174 1 0 0 0 33 427 114 11 210 27 370 94 206 9 21 293 69 200 16 237 53 195 3 19 13 193 41 191 1 10 154 31 187 18 7 119 23 184 18 5 87 16 181 3 57 10 177 1 2 31 5 175 1 0 0 0

AA
CLIMB
3.04.04
ISA+10(C) R R R R R R R R R FL 13
25 289 95 225 9 22 22 255 79 220 9 19 229 68 217 21 17 207 59 213 9 15 189 52 210 2 13 173 46 207 6 20 11 146 36 202 9 122 29 198 7 101 23 194 19 6 82 18 190 4 64 13 186 3 48 9 183 2 33 6 180 1 18 3 177 1 0 0 0
15
29 329 109 226 24 286 90 221 21 255 76 217 6 21 18 230 66 214 21 16 209 57 210 15 191 51 208 1 12 160 40 202 0 10 134 32 198 8 110 25 194 2 19 6 89 19 190 5 69 14 186 1 3 52 10 183 2 35 7 180 1 19 3 177 1 0 0 0
16
34 380 128 227 22 28 323 102 222 24 285 86 218 21 255 73 214 3 21 18 231 6 211 64 16 210 56 208 6 13 175 44 203 11 146 35 198 3 8 120 27 194 2 19 7 97 21 190 5 75 15 186 1 4 56 11 183 2 38 7 180 1 21 4 177 1 0 0 0
17
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
22 256 83 224 22 19 228 70 220 0 17 206 61 216 15 187 53 213 3 13 171 47 210 12 157 42 207 2 20 10 133 33 202 8 111 26 197 19 6 92 21 193 5 75 16 190 4 58 12 186 3 44 9 182 2 30 6 179 1 9 1 16 3 176 1 6 0 0 0
32 373 120 223 27 322 98 219 23 286 83 215 21 20 257 71 211 1 18 232 62 208 14 193 48 203 8 12 160 38 198 9 131 30 194 19 7 105 23 190 5 82 17 187 1 18 4 61 12 183 3 41 8 180 1 23 4 177 1 0 0 0

AA
CLIMB
3.04.04
ISA+10(C) R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 18
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
31 371 114 11 220 26 323 95 216 9 23 288 81 212 20 259 70 209 0 16 212 54 203 13 175 42 199 2 10 143 32 194 19 8 115 25 190 2 6 88 18 187 18 4 66 13 183 3 45 8 180 1 24 4 177 1 0 0 0
37 436 137 13 221 30 370 110 217 21 26 324 92 213 22 289 78 209 8 18 235 59 204 9 20 14 192 46 199 6 11 157 36 195 19 8 125 27 191 2 6 96 20 187 18 5 71 14 183 1 3 48 9 180 2 26 5 178 1 8 0 0 0 36 436 131 218 30 372 106 214 21 26 327 89 210 20 261 66 204 20 15 212 51 199 1 12 171 39 195 19 9 136 29 191 7 103 21 187 18 5 77 15 184 1 18 3 52 10 181 2 28 5 178 1 8 0 0 0 35 437 127 21 12 215 30 375 104 10 211 22 293 75 205 20 17 235 57 199 13 188 43 195 3 19 10 148 32 191 7 112 23 187 18 5 83 16 184 18 4 56 11 181 2 31 6 178 1 8 0 0 0 39 487 138 213 27 357 93 206 20 278 68 200 15 219 50 195 0 19 12 170 37 191 3 8 126 26 187 18 6 94 18 184 18 4 63 12 181 2 34 6 178 1 8 0 0 0

AA
CLIMB
3.04.04
ISA+20(C) FL R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R 13
31 340 119 228 26 291 96 223 22 256 81 219 19 228 69 216 17 205 60 212 13 168 46 206 6 11 138 35 201 3 8 114 28 197 19 7 93 22 193 5 73 16 190 4 55 12 186 2 37 8 183 1 20 4 180 0 0 0 30 332 111 22 224 25 288 92 220 22 255 78 216 8 19 228 67 213 6 15 186 51 207 1 20 12 152 39 202 9 125 30 197 19 7 101 24 193 2 6 80 18 190 4 60 13 186 3 40 8 183 1 22 4 180 0 0 0 35 383 130 225 22 28 326 105 10 221 24 286 88 217 21 21 254 75 213 16 205 56 207 6 20 13 166 43 202 3 10 136 33 197 19 8 111 26 194 19 6 87 19 190 4 65 14 187 1 18 3 44 9 183 2 24 5 180 0 0 0 33 378 123 222 28 325 100 217 21 24 285 84 214 8 21 18 227 62 207 20 14 183 47 202 11 149 37 197 3 19 9 121 28 194 19 7 95 21 190 5 71 15 187 1 18 3 48 10 184 18 2 26 5 181 0 0 0
15
16
17
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
27 296 103 227 22 23 257 84 223 8 20 228 72 219 2 17 205 62 215 21 15 185 54 212 12 152 41 206 1 10 125 32 201 8 104 25 197 2 19 6 85 20 193 5 67 15 189 1 3 50 11 186 2 34 7 183 1 18 4 180 0 0 0
ATR 72-500 P 10 500 CLIMB: ICINGCONDITIONS ICING CONDITIONS 8-16 DEC 97

AA
CLIMB
3.04.04
ISA+20(C) R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 18
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
32 376 118 218 27 324 97 214 9 21 20 253 70 208 0 15 201 52 202 2 12 163 40 198 0 10 132 31 194 19 7 103 23 190 5 77 16 187 18 3 52 11 184 18 2 28 6 181 0 0 0
39 445 142 1 2 220 31 373 113 215 21 23 283 79 208 9 17 222 58 202 8 13 179 44 198 10 144 34 194 3 19 8 113 25 190 2 6 83 18 187 18 4 56 12 184 18 2 30 6 181 0 0 0 38 443 136 217 21 26 321 90 209 19 246 64 203 6 15 196 48 198 8 11 158 37 194 3 19 9 123 28 190 6 91 19 187 18 4 61 13 184 18 2 33 6 181 0 0 0 30 370 105 10 210 21 275 72 203 2 16 216 53 198 3 13 173 41 194 1 19 9 134 30 190 7 99 21 187 18 4 66 14 184 1 18 2 36 7 181 0 0 0 26 330 87 204 8 20 19 251 62 198 14 199 47 194 19 11 153 34 191 3 8 112 24 187 2 18 5 75 15 184 1 18 3 40 8 181 0 0 0
ATR 72-500 P 11 500 CLIMB: ICINGCONDITIONS ICING CONDITIONS 8-17 DEC 97

AA
CLIMB
3.04.04
MAXIMUM OPERATIONAL CEILING (Twin engine) ICING CONDITIONS - FLAPS 0 - VMLBO = 1,40 VSR
Example : 18000 kg ISA + 20
Maximum operational ceiling = 24000 ft
ATR 72-500 CRUISE 9-01 INTRODUCTION

AA
CRUISE
3.05.01 P1 500 DEC 97
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air conditioning in normal mode. To reach cruise figures : - level off - keep climb torque - when cruise IAS is obtained : select CRZ on PWR MGT
NOTE: "FL60" = 6,000' MSL "FL250" = 25,000' MSL
When using air conditioning in high mode increase fuel consumption by 3%, and subtract 4 kt on True Airspeed. All charts are established with a center of gravity location corresponding to 25 %. Max Cruise tables are given with NP = 82 %. CRUISE IN ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals). Tables are established only for the altitudes where icing conditions may be encountered and for different temperatures (ISA - 20, ISA -10, ISA, ISA + 10, ISA + 20). When using air conditioning in high mode, increase fuel consumption by 1.5% and subtract 10 kt on True Airspeed. Note : All performance data given for ICING CONDITIONS derive from flight tests measurements performed with ICE SHAPES representative of the worst icing cases considered by certification and applicable losses of propeller efficiency. Because of the variability of REAL ICING, cruise performance published for icing conditions MUST BE regarded as operational information only.
ATR 72-500 P1 CRUISE: MAX CRUISE 9-02 MAX CRUISE

AA
CRUISE
3.05.02 500 JUL 98
13 T
FLIGHT LEVEL -10 91.9 456 252 267 94.2 457 252 275 94.5 452 250 281 94.2 448 248 287 90.1 430 241 288 85.6 409 235 289 80.6 386 227 289 75.1 361 219 287 69.7 336 211 286 64.6 312 203 284 62.1 300 199 283
CRUISE 2 ENGINES
DELTA ISA +10 88.3 451 245 269 84.8 430 239 270 81.4 409 233 272 78.5 391 228 274 76.1 376 223 277 73.2 359 218 279 69.5 340 212 280 65.5 319 205 279 61.3 298 197 278 57.1 278 189 276 54.9 268 184 274
MINIMUM TIME
+15 83.4 433 239 265 80.2 413 233 267 76.9 393 227 268 74.2 376 222 270 72.1 362 218 273 69.8 347 213 276 66.3 327 207 276 62.6 308 200 276 58.9 289 193 275 55.0 270 185 273 53.0 260 181 271 +20 78.8 417 233 261 75.7 397 228 262 72.7 378 222 264 70.2 362 217 266 68.1 347 212 269 66.0 333 208 271 63.0 316 202 272 59.7 298 195 272 56.2 279 188 271 52.8 262 180 269 51.0 253 176 268
60 80 100 120 140 160 180 200 220 240 250
TQ % NP=82 % KG/H/ENG IAS TAS
0 94.0 469 252 272 94.5 463 250 279 90.8 442 245 280 86.7 420 238 281 83.5 403 233 284 79.9 384 227 285 75.5 363 220 285 70.5 340 212 284 65.6 317 204 283 60.9 295 196 281 58.6 284 192 279

AA
CRUISE
3.05.02 500 JUL 98
14 T
FLIGHT LEVEL -10 92.2 457 252 267 94.5 458 252 275 94.5 452 250 281 94.1 447 247 286 90.1 429 241 288 85.6 409 234 288 80.5 386 227 288 75.0 361 219 287 69.6 335 210 285 64.4 311 202 282 62.0 300 197 281
CRUISE 2 ENGINES
DELTA ISA +10 88.3 451 244 269 84.7 429 238 270 81.3 409 233 272 78.5 391 227 274 76.1 376 223 277 73.2 359 217 278 69.4 339 211 279 65.4 319 204 278 61.1 298 196 277 56.9 278 187 274 54.7 267 183 272
MINIMUM TIME
+15 83.4 433 238 265 80.2 413 233 266 76.8 393 227 267 74.2 376 222 269 72.0 361 217 272 69.7 346 212 275 66.3 327 206 275 62.5 308 199 275 58.7 289 191 273 54.8 269 183 270 52.9 260 179 269 +20 78.8 417 233 261 75.7 397 227 262 72.7 378 222 263 70.2 362 217 265 68.1 347 212 268 66.0 333 207 270 63.0 316 201 271 59.6 297 194 270 56.1 279 187 269 52.6 261 179 267 50.8 252 175 265
60 80 100 120 140 160 180 200 220 240 250
0 94.3 470 252 272 94.5 463 250 278 90.8 442 244 280 86.6 420 238 281 83.5 403 233 283 79.8 384 226 284 75.4 363 220 285 70.4 340 212 283 65.5 317 203 281 60.8 294 195 279 58.4 283 190 277

AA
CRUISE
3.05.02 500 JUL 98
15 T
FLIGHT LEVEL -10 92.5 458 252 267 94.5 458 252 275 94.5 453 250 281 94.1 447 247 286 90.0 429 241 287 85.5 409 234 288 80.5 386 226 287 74.9 360 218 286 69.5 335 209 283 64.3 310 201 281 61.8 299 196 279
CRUISE 2 ENGINES
DELTA ISA +10 88.3 451 244 268 84.7 429 238 270 81.3 409 232 271 78.4 391 227 273 76.1 375 222 276 73.1 358 217 278 69.4 339 210 278 65.2 319 203 277 61.0 297 194 275 56.7 277 186 271 54.5 267 181 269
MINIMUM TIME
+15 83.4 433 238 264 80.1 413 232 266 76.8 393 227 267 74.1 376 221 269 72.0 361 217 271 69.7 346 212 274 66.2 327 205 274 62.4 308 198 273 58.6 289 190 271 54.6 269 181 268 52.7 259 177 266 +20 78.8 417 232 260 75.7 397 227 261 72.6 378 221 263 70.1 362 216 265 68.0 347 211 267 65.9 333 206 269 62.9 316 200 269 59.5 297 193 269 56.0 278 185 267 52.5 261 177 264 50.6 252 173 262
60 80 100 120 140 160 180 200 220 240 250
0 94.6 471 252 272 94.5 463 250 278 90.7 441 244 279 86.6 419 238 281 83.4 402 232 283 79.8 383 226 284 75.3 363 219 284 70.3 339 211 282 65.4 316 202 280 60.6 294 193 277 58.2 282 189 275

AA
CRUISE
3.05.02 500 JUL 98
16 T
FLIGHT LEVEL -10 92.8 460 252 267 94.5 458 251 275 94.5 453 249 280 94.1 447 247 285 90.0 429 240 287 85.5 409 233 287 80.3 385 226 286 74.8 360 217 285 69.3 334 208 282 64.1 310 199 279 61.6 298 195 277
CRUISE 2 ENGINES
DELTA ISA +10 88.2 451 244 268 84.7 429 238 269 81.3 409 232 271 78.4 391 226 272 76.0 375 221 275 73.1 358 216 276 69.3 339 209 276 65.1 318 201 275 60.8 297 193 273 56.5 276 184 269 54.3 266 179 267
MINIMUM TIME
+15 83.3 433 238 264 80.1 413 232 265 76.8 393 226 266 74.1 376 221 268 72.0 361 216 270 69.6 346 211 272 66.1 327 204 272 62.3 307 196 271 58.4 288 188 269 54.5 268 180 265 52.5 259 175 263 +20 78.8 417 232 260 75.6 397 226 261 72.6 378 220 262 70.1 362 215 264 68.0 347 210 266 65.9 333 205 268 62.8 315 198 268 59.4 297 191 266 55.9 278 183 264 52.3 260 175 261 50.4 251 170 259
60 80 100 120 140 160 180 200 220 240 250
0 94.5 471 252 272 94.5 463 249 278 90.7 441 243 279 86.6 419 237 280 83.4 402 232 282 79.7 383 225 283 75.2 363 218 283 70.2 339 210 281 65.2 316 201 278 60.4 293 192 274 58.0 282 187 272

AA
CRUISE
3.05.02 500 JUL 98
17 T
FLIGHT LEVEL -10 93.1 461 252 267 94.5 458 251 274 94.5 453 249 280 94.0 447 246 285 89.9 429 240 286 85.4 408 233 286 80.2 385 225 285 74.6 359 216 283 69.1 333 207 280 63.8 309 197 277 61.3 297 193 275
CRUISE 2 ENGINES
DELTA ISA +10 88.2 451 243 267 84.6 429 237 269 81.2 409 231 270 78.3 391 226 272 75.9 375 221 274 73.0 358 215 275 69.1 338 208 275 64.9 318 200 273 60.7 296 191 270 56.3 275 182 266 54.1 265 177 263
MINIMUM TIME
+15 83.3 433 237 263 80.0 413 231 264 76.7 393 225 265 74.0 376 220 267 71.9 361 215 269 69.5 346 210 271 65.9 326 203 271 62.1 307 195 269 58.3 288 187 266 54.2 268 177 262 52.2 258 172 259 +20 78.7 417 231 259 75.6 397 225 260 72.5 378 220 261 70.0 362 214 262 67.9 347 209 264 65.8 333 204 266 62.7 315 197 266 59.2 296 190 264 55.7 278 181 262 52.1 260 172 257 50.1 250 167 254
60 80 100 120 140 160 180 200 220 240 250
0 94.5 471 251 272 94.5 463 249 277 90.7 441 243 279 86.5 419 237 279 83.3 402 231 281 79.6 383 224 282 75.1 362 217 281 70.0 338 208 279 65.0 315 199 276 60.2 292 190 272 57.7 281 185 269

AA
CRUISE
3.05.02 500 JUL 98
18 T
FLIGHT LEVEL -10 93.5 462 252 267 94.5 458 251 274 94.5 453 249 279 93.9 447 246 284 89.8 429 239 285 85.3 408 232 285 80.1 384 224 284 74.4 358 215 282 68.9 333 205 278 63.6 308 196 274 61.1 296 191 272
CRUISE 2 ENGINES
DELTA ISA +10 88.2 451 243 267 84.6 429 236 268 81.2 409 230 269 78.3 391 225 271 75.8 375 220 273 72.9 358 214 274 69.0 338 206 273 64.8 317 198 271 60.5 296 189 268 56.0 275 179 262 53.8 264 174 259
MINIMUM TIME
+15 83.2 433 237 262 80.0 413 231 264 76.6 393 224 264 74.0 376 219 266 71.8 361 214 268 69.4 346 208 269 65.8 326 201 269 62.0 307 193 267 58.1 287 184 263 54.0 267 174 258 51.9 257 169 254 +20 78.7 417 231 258 75.5 397 225 259 72.5 378 219 260 70.0 361 213 261 67.8 347 208 263 65.7 333 203 264 62.6 315 196 264 59.1 296 188 262 55.5 277 179 258 51.8 259 169 252 49.8 249 163 248
60 80 100 120 140 160 180 200 220 240 250
0 94.5 471 251 271 94.5 463 249 277 90.6 441 243 278 86.5 419 236 279 83.2 402 230 280 79.5 383 224 281 74.9 362 216 280 69.8 338 207 277 64.8 314 198 274 59.9 291 188 269 57.4 280 183 266

AA
CRUISE
3.05.02 500 JUL 98
19 T
FLIGHT LEVEL -10 93.9 464 252 267 94.5 458 250 273 94.5 453 248 279 93.9 447 245 284 89.7 428 238 284 85.1 408 231 284 79.9 384 223 283 74.2 358 213 280 68.7 332 204 276 63.3 307 194 271 60.8 295 189 269
CRUISE 2 ENGINES
DELTA ISA +10 88.1 450 242 266 84.5 429 236 267 81.1 409 230 268 78.2 391 224 269 75.8 375 219 271 72.8 357 212 272 68.8 338 205 271 64.6 317 196 269 60.2 295 187 265 55.7 273 176 258 53.4 263 170 253
MINIMUM TIME
+15 83.2 433 236 262 79.9 413 230 263 76.6 393 224 263 73.9 376 218 265 71.7 361 213 266 69.4 346 207 268 65.7 326 200 267 61.8 306 191 264 57.8 286 182 260 53.6 266 171 253 51.5 256 164 248 +20 78.6 416 230 257 75.5 397 224 258 72.4 377 218 259 69.9 361 212 260 67.8 347 207 261 65.6 333 201 263 62.4 315 194 262 58.9 296 185 259 55.2 276 176 254 51.4 258 165 246 49.4 248 158 240
60 80 100 120 140 160 180 200 220 240 250
0 94.5 471 251 271 94.5 464 248 276 90.5 441 242 277 86.4 419 235 278 83.1 402 229 279 79.4 382 223 279 74.8 361 214 278 69.6 337 205 275 64.6 313 196 271 59.6 290 186 266 57.1 279 180 262

AA
CRUISE
3.05.02 500 JUL 98
20 T
FLIGHT LEVEL
CRUISE 2 ENGINES MINIMUM TIME -10 94.4 466 252 267 94.5 459 250 273 94.5 453 247 278 93.8 446 244 283 89.6 428 237 283 85.0 407 230 283 79.7 383 221 281 74.0 357 212 278 68.4 331 202 274 63.0 306 191 268 60.4 294 186 265 0 94.5 471 250 270 94.5 464 248 276 90.4 441 241 276 86.3 419 234 277 83.0 401 228 278 79.2 382 221 278 74.6 361 213 276 69.4 336 204 273 64.3 313 194 268 59.3 289 183 262 56.7 277 176 257 DELTA ISA +10 88.1 450 241 265 84.4 429 235 266 81.0 409 229 267 78.1 390 223 268 75.7 374 217 270 72.6 357 211 270 68.7 337 203 269 64.4 316 194 266 60.0 294 185 261 55.3 272 172 252 52.9 261 165 246 +15 83.1 433 235 261 79.9 412 229 262 76.5 392 222 262 73.9 376 217 263 71.7 361 211 265 69.3 345 206 266 65.5 325 198 264 61.6 305 189 261 57.5 285 179 256 53.2 265 166 246 50.9 254 158 238 +20 78.6 416 229 256 75.4 396 223 257 72.3 377 216 257 69.8 361 211 258 67.7 347 205 260 65.5 332 199 261 62.3 314 192 259 58.7 295 183 255 54.9 276 172 249 50.9 256 159 238 48.7 246 149 227
60 80 100 120 140 160 180 200 220 240 250

KG/H/ENG IAS TAS
TQ % NP=82 %

AA
CRUISE
3.05.02 500 JUL 98
21 T
FLIGHT LEVEL -10 94.5 467 252 267 94.5 459 249 272 94.5 453 247 277 93.7 446 243 282 89.5 428 237 282 84.8 407 229 282 79.5 382 220 279 73.8 356 210 276 68.1 330 200 271 62.6 304 189 265 60.0 292 182 260
CRUISE 2 ENGINES
DELTA ISA +10 88.0 450 241 265 84.4 429 234 265 80.9 408 228 266 78.1 390 222 267 75.5 374 216 268 72.5 357 210 269 68.5 337 202 267 64.1 315 192 263 59.6 293 181 256 54.8 270 167 245 52.1 258 157 234
MINIMUM TIME
+15 83.1 432 234 260 79.8 412 228 260 76.4 392 221 261 73.8 376 215 262 71.6 361 210 263 69.2 345 204 264 65.3 325 196 262 61.4 305 186 257 57.2 284 175 250 52.6 263 159 236 49.8 251 145 219 +20 78.5 416 228 255 75.3 396 222 255 72.2 377 215 256 69.8 361 209 257 67.6 347 204 258 65.4 332 198 258 62.1 314 190 256 58.4 294 180 251 54.6 275 167 242 50.1 254 148 222
60 80 100 120 140 160 180 200 220 240 250
0 94.5 472 249 269 94.5 464 247 275 90.3 440 240 275 86.2 418 233 276 82.9 401 227 277 79.1 381 220 276 74.4 360 212 274 69.1 336 202 270 64.0 312 191 265 58.8 288 179 257 56.1 275 172 250
ATR 72-500 P 10 CRUISE: MAX CRUISE 9-11 MAX CRUISE

AA
CRUISE
3.05.02 500 JUL 98
22 T
FLIGHT LEVEL -10 94.5 467 251 266 94.5 459 248 271 94.5 453 246 277 93.6 446 243 281 89.3 427 235 281 84.7 406 228 280 79.3 381 219 278 73.5 355 208 273 67.8 328 197 268 62.2 303 185 260 59.5 290 178 254
CRUISE 2 ENGINES
DELTA ISA +10 87.9 450 240 264 84.3 429 233 264 80.9 408 226 264 78.0 390 220 265 75.4 374 215 267 72.4 357 208 267 68.3 336 200 264 63.9 314 189 259 59.2 292 177 251 53.9 268 158 232
MINIMUM TIME
+15 83.0 432 233 259 79.7 412 227 259 76.3 392 220 259 73.7 375 214 260 71.5 360 208 261 69.0 345 202 262 65.1 324 193 259 61.1 304 183 253 56.7 283 170 243 51.1 258 141 209 +20 78.4 416 227 254 75.3 396 220 254 72.2 377 214 254 69.7 361 208 255 67.5 346 202 255 65.2 332 195 255 61.9 313 187 252 58.1 293 175 245 54.0 273 160 231
60 80 100 120 140 160 180 200 220 240 250
0 94.5 472 249 269 94.5 464 246 274 90.2 440 239 274 86.1 418 232 274 82.8 401 226 275 78.9 381 219 275 74.2 359 210 272 68.9 335 200 268 63.6 310 188 261 58.3 286 174 250 55.3 272 164 240
ATR 72-500 P 11 CRUISE: MAX CRUISE 9-12 MAX CRUISE

AA
CRUISE
3.05.02 500 JUL 98
22.5 T
FLIGHT LEVEL -10 94.5 467 251 266 94.5 459 248 271 94.5 453 246 276 93.5 446 242 280 89.2 427 235 280 84.6 406 227 279 79.2 381 218 277 73.4 354 207 272 67.6 328 196 266 61.9 302 183 257 59.2 289 176 251
CRUISE 2 ENGINES
DELTA ISA +10 87.9 450 239 263 84.2 428 233 263 80.8 408 226 264 77.9 390 220 265 75.4 374 214 266 72.3 356 207 265 68.2 336 198 263 63.7 314 188 257 59.0 291 174 247 53.1 265 149 219
MINIMUM TIME
+15 83.0 432 233 258 79.7 412 226 258 76.3 392 219 258 73.7 375 213 259 71.4 360 208 260 68.9 345 201 260 65.0 324 192 257 60.9 304 181 250 56.4 282 166 237 +20 78.4 416 226 253 75.2 396 220 253 72.1 377 213 253 69.6 361 207 254 67.5 346 201 254 65.1 331 194 254 61.8 313 185 250 57.9 293 173 241 53.6 272 154 223
60 80 100 120 140 160 180 200 220 240 250
0 94.5 472 248 268 94.5 464 246 274 90.2 440 239 274 86.0 418 232 273 82.7 401 225 274 78.8 381 218 274 74.1 359 209 271 68.7 334 199 266 63.4 310 186 258 57.9 284 171 246 54.7 270 158 232
ATR 72-500 P1 500 CRUISE: ICING CONDITIONS 9-13 97 ICING CONDITIONS JUN
AA
CRUISE
3.05.03
CRUISE 2 ENGINES - NP=82% ISA-20 (C)

WEIGHT (1000KG)
13 14 15 16 17 18 19 20 21 22
TQ % KG/H/ENG NM/100KG
60 94.5 462 251 28.3 261 94.5 462 251 28.2 261 94.5 462 250 28.2 260 94.5 462 250 28.1 260 94.5 462 250 28.1 260 94.5 462 249 28.1 259 94.5 462 249 28.0 259 94.5 462 248 27.9 258 94.5 462 247 27.8 257 94.5 462 247 27.7 257
80 94.5 454 249 29.3 266 94.5 454 248 29.3 266 94.5 454 248 29.3 266 94.5 454 248 29.2 265 94.5 454 247 29.2 265 94.5 454 247 29.1 264 94.5 454 246 29.1 264 94.5 454 246 29.0 263 94.5 454 245 28.9 262 94.5 454 244 28.8 261
ICING CONDITIONS - MINI TIME FLIGHT LEVEL 100 120 140 160 94.5 94.5 94.5 90.0 448 246 447 244 450 242 430 235 30.3 272 31.0 277 31.4 283 33.0 284 94.5 94.5 94.5 89.9 449 246 447 244 450 242 430 235 30.2 271 31.0 277 31.4 282 32.9 283 94.5 94.5 94.5 89.8 449 246 447 244 450 241 430 235 30.2 271 30.9 276 31.3 282 32.9 283 94.5 94.5 94.5 89.7 449 245 447 243 450 241 429 234 30.1 270 30.8 276 31.3 282 32.8 282 94.5 94.5 94.5 89.6 449 245 447 243 450 240 429 233 30.1 270 30.8 276 31.2 281 32.8 281 94.5 94.5 94.5 89.5 449 244 448 242 451 240 429 232 30.0 269 30.7 275 31.1 280 32.7 280 94.5 94.5 94.4 89.4 449 244 448 242 450 239 428 231 29.9 269 30.6 274 31.0 279 32.6 279 94.5 94.5 94.3 89.2 449 243 448 241 450 238 428 230 29.8 268 30.5 273 30.9 278 32.5 278 94.5 94.5 94.1 89.0 449 242 448 240 449 237 427 229 29.7 267 30.4 272 30.8 277 32.4 276 94.5 94.5 94.0 88.9 449 242 449 239 449 236 426 228 29.6 266 30.3 271 30.7 276 32.2 275 IAS TAS
AA
CRUISE
3.05.03
CRUISE 2 ENGINES - NP=82%

WEIGHT (1000KG)
ISA-20 (C) 160 90.0 430 235 33.0 284 89.9 430 235 32.9 283 89.8 430 235 32.9 283 89.7 429 234 32.8 282 89.6 429 233 32.8 281 89.5 429 232 32.7 280 89.4 428 231 32.6 279 89.2 428 230 32.5 278 89.0 427 229 32.4 276 88.9 426 228 32.2 275 180 84.4 405 228 34.9 283 84.4 405 227 34.9 283 84.3 405 227 34.8 282 84.1 404 226 34.8 281 84.0 404 225 34.7 280 83.8 403 224 34.6 278 83.6 402 223 34.4 277 83.4 401 222 34.3 276 83.2 401 220 34.2 274 83.0 400 219 34.1 273
13 14 15 16 17 18 19 20 21 22
AA
CRUISE
3.05.03

WEIGHT (1000KG)
ISA-10 (C) 60 94.5 467 249 28.2 264 94.5 467 248 28.2 264 94.5 467 248 28.2 263 94.5 467 248 28.1 263 94.5 467 247 28.1 262 94.5 467 247 28.0 262 94.5 467 246 28.0 261 94.5 468 246 27.9 261 94.5 468 245 27.8 260 94.5 468 244 27.7 259 80 94.5 459 246 29.3 269 94.5 459 246 29.3 269 94.5 459 246 29.2 268 94.5 459 245 29.2 268 94.5 459 245 29.1 268 94.5 459 245 29.1 267 94.5 459 244 29.0 266 94.5 460 243 28.9 266 94.5 460 243 28.8 265 94.5 460 242 28.7 264
13 14 15 16 17 18 19 20 21 22
AA
CRUISE
3.05.03
CRUISE 2 ENGINES - NP=82% ISA-10 (C)

WEIGHT (1000KG)
13 14 15 16 17 18 19 20 21 22
160 84.8 407 228 34.6 281 84.7 406 228 34.5 280 84.6 406 227 34.5 280 84.5 406 227 34.4 279 84.4 405 226 34.3 278 84.3 405 225 34.2 277 84.2 405 224 34.0 275 84.0 404 223 33.9 274 83.9 404 221 33.8 273 83.7 403 220 33.6 271
180 79.6 383 221 36.7 281 79.5 382 220 36.6 280 79.4 382 220 36.5 279 79.3 381 219 36.4 278 79.1 381 218 36.3 276 79.0 380 216 36.2 275 78.8 380 215 36.0 273 78.6 379 214 35.9 272 78.4 378 213 35.7 270 78.2 378 211 35.5 268
ICING CONDITIONS - MINI TIME FLIGHT LEVEL 200 220 240 250 74.2 68.8 63.7 61.3 357 213 332 205 308 196 297 192 39.1 279 41.7 277 44.6 275 46.1 274 74.0 68.7 63.5 61.1 357 212 332 204 307 195 296 191 39.0 278 41.6 276 44.4 273 45.9 272 73.9 68.5 63.3 60.9 356 211 331 202 307 194 295 189 38.9 277 41.4 274 44.3 271 45.7 270 73.7 68.3 63.1 60.7 356 210 330 201 306 192 295 188 38.7 275 41.3 273 44.0 270 45.4 268 73.6 68.1 62.9 60.5 355 209 330 200 305 191 294 186 38.6 274 41.1 271 43.8 268 45.2 265 73.4 67.9 62.7 60.2 354 208 329 198 304 189 293 184 38.4 272 40.9 269 43.5 265 44.8 262 73.2 67.7 62.4 59.8 354 206 328 197 303 187 291 181 38.2 271 40.7 267 43.2 262 44.4 258 73.0 67.4 62.0 59.3 353 205 327 195 302 184 289 177 38.1 269 40.4 264 42.7 257 43.6 252 72.7 67.1 61.4 58.4 352 203 326 193 300 179 286 169 37.8 267 40.1 261 41.9 251 42.3 242 72.5 66.6 60.4 351 201 324 189 296 170 37.6 264 39.5 256 40.4 239 IAS TAS
ATR 72-500 P5 500 ICING CONDITIONS JUN CRUISE: ICING CONDITIONS 9-17 97
AA
CRUISE
3.05.03
CRUISE 2 ENGINES - NP=82% ISA

WEIGHT (1000KG)
13 14 15 16 17 18 19 20 21 22
60 94.5 472 247 28.2 267 94.5 472 246 28.2 266 94.5 472 246 28.2 266 94.5 472 246 28.1 266 94.5 472 245 28.1 265 94.5 472 245 28.0 265 94.5 472 244 27.9 264 94.5 473 244 27.9 263 94.5 473 243 27.8 262 94.5 473 242 27.7 262
80 94.4 464 244 29.3 272 94.4 464 244 29.3 271 94.3 464 244 29.2 271 94.3 463 243 29.2 271 94.3 463 243 29.1 270 94.2 463 242 29.1 269 94.1 463 241 29.0 269 94.1 463 241 28.9 268 94.0 463 240 28.8 267 93.9 463 239 28.7 266
AA
CRUISE
3.05.03
CRUISE 2 ENGINES - NP=82% ISA

WEIGHT (1000KG)
13 14 15 16 17 18 19 20 21 22
160 79.2 382 221 36.3 277 79.1 382 220 36.3 277 79.0 381 219 36.1 276 78.9 381 219 36.0 275 78.8 381 218 35.9 273 78.7 380 217 35.8 272 78.6 380 215 35.6 271 78.5 380 214 35.4 269 78.3 379 213 35.3 268 78.2 379 212 35.1 266
180 74.7 361 214 38.4 277 74.6 361 213 38.3 276 74.5 360 212 38.2 275 74.3 360 211 38.0 274 74.2 359 210 37.9 272 74.1 359 209 37.7 271 73.9 358 208 37.6 269 73.7 358 206 37.4 268 73.5 357 205 37.2 265 73.3 356 203 36.9 263
ICING CONDITIONS - MINI TIME FLIGHT LEVEL 200 220 240 250 69.7 64.8 60.1 57.8 337 206 314 198 292 190 281 185 40.9 276 43.6 274 46.5 271 48.0 270 69.6 64.7 59.9 57.6 337 205 314 197 291 188 280 184 40.8 275 43.4 272 46.3 270 47.8 268 69.4 64.5 59.8 57.4 336 204 313 196 291 187 280 182 40.6 273 43.2 271 46.0 268 47.5 266 69.3 64.3 59.6 57.2 336 203 313 194 290 185 279 181 40.4 272 43.0 269 45.8 266 47.2 263 69.1 64.2 59.4 56.9 335 201 312 193 289 184 278 178 40.2 270 42.8 267 45.4 263 46.8 260 68.9 64.0 59.1 56.6 335 200 311 191 288 181 277 175 40.1 268 42.5 265 45.0 260 46.2 256 68.8 63.7 58.7 56.0 334 199 311 189 287 178 275 171 39.8 266 42.2 262 44.4 255 45.3 249 68.5 63.4 58.1 55.1 333 197 310 187 285 172 271 162 39.6 264 41.8 259 43.4 247 43.5 236 68.3 62.9 333 195 308 182 39.3 261 41.1 253 67.9 62.2 331 192 306 176 38.8 257 40.0 245 IAS TAS
AA
CRUISE
3.05.03

WEIGHT (1000KG)
ISA+10 (C) 60 88.3 451 245 29.8 269 88.3 451 244 29.8 269 88.3 451 244 29.8 268 88.2 451 244 29.7 268 88.2 451 243 29.7 267 88.2 451 243 29.6 267 88.1 450 242 29.6 266 88.1 450 241 29.5 265 88.0 450 241 29.4 265 87.9 450 240 29.3 264 80 84.8 430 239 31.5 270 84.7 429 238 31.4 270 84.7 429 238 31.4 270 84.7 429 238 31.4 269 84.6 429 237 31.3 269 84.6 429 236 31.2 268 84.5 429 236 31.1 267 84.4 429 235 31.0 266 84.4 429 234 30.9 265 84.3 429 233 30.8 264
13 14 15 16 17 18 19 20 21 22
AA
CRUISE
3.05.03

WEIGHT (1000KG)
ISA+10 (C) 160 72.7 357 212 38.0 272 72.7 357 211 37.9 271 72.6 357 210 37.7 269 72.5 357 209 37.6 268 72.4 357 208 37.4 267 72.3 356 207 37.3 266 72.2 356 206 37.1 264 72.1 356 205 36.9 262 72.0 356 203 36.6 260 71.8 355 201 36.3 258 180 68.9 338 205 40.2 272 68.8 338 205 40.1 271 68.7 337 203 39.9 269 68.6 337 202 39.7 268 68.5 337 201 39.6 266 68.4 336 200 39.4 265 68.2 336 199 39.1 263 68.1 336 197 38.8 261 67.9 335 195 38.5 258 67.6 334 192 38.0 254
13 14 15 16 17 18 19 20 21 22
ICING CONDITIONS - MINI TIME FLIGHT LEVEL 200 220 240 250 64.8 60.6 56.4 54.2 317 198 296 191 276 182 266 178 42.7 271 45.5 269 48.4 267 49.9 265 64.7 60.5 56.2 54.1 317 197 296 189 275 181 265 177 42.5 269 45.2 268 48.1 265 49.6 263 64.5 60.3 56.1 53.9 316 196 295 188 275 180 265 175 42.4 268 45.0 266 47.8 263 49.3 261 64.4 60.2 55.9 53.7 316 195 295 187 274 178 264 173 42.1 266 44.7 264 47.5 260 48.8 257 64.3 60.0 55.6 53.3 316 193 294 185 273 175 263 169 41.9 265 44.4 262 47.0 257 48.1 252 64.1 59.8 55.2 52.8 315 192 294 183 272 171 261 164 41.6 262 44.0 259 46.2 251 47.0 245 63.9 59.5 54.6 51.8 315 190 293 180 270 166 258 154 41.3 260 43.4 254 45.0 243 44.6 230 63.7 59.1 314 188 292 175 40.9 257 42.6 248 63.3 58.4 313 184 290 169 40.2 252 41.2 239 62.8 311 179 39.3 245 IAS TAS
AA
CRUISE
3.05.03

WEIGHT (1000KG)
ISA+20 (C) 160 65.7 333 202 39.6 264 65.6 333 201 39.5 263 65.5 332 200 39.3 261 65.5 332 199 39.1 260 65.4 332 198 38.9 258 65.3 332 197 38.7 257 65.2 332 195 38.4 255 65.1 331 193 38.1 252 64.9 331 191 37.7 249 64.7 330 187 37.1 245 180 62.6 315 196 42.0 264 62.5 315 195 41.8 263 62.4 315 194 41.6 261 62.3 314 193 41.3 260 62.2 314 191 41.1 258 62.1 314 190 40.8 256 62.0 313 188 40.4 253 61.8 313 185 39.9 249 61.5 312 181 39.2 244 61.1 311 176 38.1 237
13 14 15 16 17 18 19 20 21 22
ICING CONDITIONS - MINI TIME FLIGHT LEVEL 200 220 240 250 59.2 55.7 52.3 50.5 296 189 278 182 260 175 251 171 44.5 264 47.3 263 50.1 261 51.6 259 59.1 55.6 52.1 50.3 296 188 277 181 260 173 251 169 44.3 262 47.0 261 49.7 258 51.2 257 59.0 55.5 52.0 50.1 296 187 277 179 259 171 250 167 44.0 260 46.7 259 49.3 256 50.7 253 58.9 55.4 51.7 49.8 296 185 277 177 259 169 249 163 43.7 258 46.2 256 48.7 252 49.8 248 58.7 55.2 51.4 49.4 295 183 276 175 258 164 248 158 43.4 256 45.7 253 47.7 246 48.5 240 58.6 54.9 50.9 295 181 275 171 256 158 42.9 253 44.9 247 46.2 237 58.3 54.5 294 178 274 166 42.3 249 43.8 240 58.0 293 174 41.4 243 57.5 292 167 40.1 234
IAS TAS
ATR 72-500 HOLDING 10-01 INTRODUCTION

AA
HOLDING
3.06.01 P1 500 JUL 98
Holding charts are established : - in clean configuration - with air conditioning in normal mode. - with NP = 82 % propeller speed - at VmHBO of icing conditions. This minimum manoeuvring speed covers the whole flight envelope in normal conditions and in icing conditions without appreciable increasing of consumption. When using air conditioning in high mode, fuel consumption is increased by 2%. All charts are established with a center of gravity location corresponding to 25 %. The temperature effect is negligible. ICING CONDITIONS Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
HOLDING ATR 72-500
3.06.02 P1 500
HOLDING: NORMAL CONDITIONS 10-02 98 NORMAL CONDITIONS JUL

AA
HOLDING 2 ENGINES
WEIGHT (1000KG) 15 21.8 218 131 23.8 226 136 25.8 234 141 27.8 241 146 29.9 248 150 32.1 256 155 34.3 264 159 36.6 272 163 38.9 282 167 41.3 292 171 50 FLIGHT LEVEL 100 150 24.6 174 132 26.9 185 137 29.3 195 142 32.0 206 146 34.7 214 151 37.3 223 155 40.1 232 159 43.0 243 164 46.2 255 168 49.5 267 172 200 26.1 167 132 28.8 176 137 31.4 185 142 34.3 195 146 37.3 206 151 40.4 218 155 43.6 230 160 46.8 242 164 50.1 255 168 53.4 268 172 22.5 23.4 205 186 131 132 24.5 25.6 212 194 136 137 26.5 27.8 219 203 141 141 28.7 30.1 227 213 146 146 30.9 32.4 234 223 151 151 33.1 34.9 243 234 155 155 35.4 37.6 253 246 159 159 37.8 40.2 264 255 163 163 40.3 42.9 275 264 167 167 43.0 45.6 286 272 171 171 TQ % NP=82 % KG/H/ENG IAS
13 14 15 16 17 18 19 20 21 22
ATR 72-500
AA
HOLDING
3.06.03 P1 500
HOLDING: ICING CONDITIONS 10-03 97 ICING CONDITIONS DEC

HOLDING 2 ENGINES VMHB0
WEIGHT (1000KG) 15 21.8 218 131 23.8 226 136 25.8 234 141 27.8 241 146 29.9 248 150 32.1 256 155 34.3 264 159 36.6 272 163 38.9 282 167 41.3 292 171 50 22.5 205 131 24.5 212 136 26.5 219 141 28.7 227 146 30.9 234 151 33.1 243 155 35.4 253 159 37.8 264 163 40.3 275 167 43.0 286 171
ICING CONDITIONS
FLIGHT LEVEL 100 25.1 193 132 27.5 201 137 29.9 211 141 32.4 222 146 35.0 234 151 37.8 246 155 40.7 256 159 43.6 266 163 46.5 275 167 49.6 286 171 TQ% KG/H/ENG IAS 150 26.4 181 132 29.0 193 137 31.7 204 142 34.6 214 146 37.5 223 151 40.5 234 155 43.6 246 159 46.9 258 164 50.3 271 168 53.8 284 172 200 28.2 174 132 31.1 184 137 34.1 195 142 37.3 206 146 40.6 219 151 44.0 232 155 47.4 245 160 50.9 259 164 54.6 273 168 58.3 289 172 NP = 82%
13 14 15 16 17 18 19 20 21 22
ATR 72-500 DESCENT 11-01 INTRODUCTION

AA
DESCENT
3.07.01 P1 500 JUL 98
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 Two kinds of descent are proposed : D at given rate from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in FAST mode) 1) set 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 Increase the fuel consumption by : + 4 % at 1500 ft/mn of rate of descent + 5 % at 2000 ft/mn of rate of descent + 2 % at 3 descent gradient + 3 % at 4 descent gradient + 4 % at 5 descent gradient for a 1000 kg (2200 lb) weight decrease. D No correction for weight increase. D No influence on time and distance.
ATR 72-500
DESCENT
3.07.02 P1 500
DESCENT: NORMAL CONDITIONS 11-02 97 NORMAL CONDITIONS JUN

15000KG
200 KT IAS FL
DESCENT 2 ENGINES NP=82% NORMAL CONDITIONS

220 KT IAS 240 KT IAS 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
19 63 18 60 17 57 17 54 16 51 15 48 14 42 13 36 11 31 10 25 9 20 7 15 6 10 5 6 3 0
119 115 112 108 105 101 94 87 79 72 65 57 49 41 30
15 47 14 45 14 43 13 40 13 38 12 36 11 31 10 27 9 23 8 19 7 15 6 11 5 8 4 4 3 0
81 79 77 75 73 71 67 63 59 54 50 45 40 36 30
19 70 18 66 17 63 17 59 16 56 15 53 14 46 13 40 11 34 10 28 9 22 7 17 6 11 5 6 3 0
145 140 136 131 126 121 112 102 92 83 73 63 53 43 30
15 52 14 49 14 47 13 44 13 42 12 39 11 35 10 30 9 25 8 21 7 17 6 13 5 9 4 5 3 0
102 99 96 93 90 87 81 75 69 63 58 52 45 39 30
19 76 18 72 17 68 17 65 16 61 15 57 14 50 13 44 11 37 10 31 9 24 7 18 6 13 5 7 3 0
180 174 167 160 154 147 135 122 110 97 85 72 59 46 30
15 57 14 54 14 51 13 48 13 46 12 43 11 38 10 33 9 28 8 23 7 18 6 14 5 9 4 5 3 0
126 122 118 114 110 105 97 89 81 73 65 57 49 40 30
FROM START OF DESCENT TIME (MN) FROM START OF DESCENT DIST (NM)
FUEL (KG)
DESCENT ATR 72-500
3.07.02 P2 500
DESCENT: NORMAL CONDITIONS 11-03 97 NORMAL CONDITIONS JUN

15000KG
200 KT IAS FL 3 4 5 3
DESCENT 2 ENGINES NP=82% NORMAL CONDITIONS

220 KT IAS 4 5 3 240 KT IAS 4 5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
21 74 21 71 20 68 19 64 19 61 18 58 17 52 15 46 14 39 12 33 10 27 9 20 7 14 5 8 3 0
146 17 55 143 16 53 139 16 51 136 15 48 132 15 46 128 14 44 120 13 39 111 12 34 102 11 29 92 10 25 82 9 20 71 7 15 59 6 11 47 5 6 30 3 0
103 14 44 101 14 42 99 13 40 97 13 39 95 12 37 93 12 35 88 11 31 83 10 27 77 9 24 72 8 20 65 7 16 58 6 12 50 5 8 41 4 5 30 3 0
77 75 74 73 71 70 67 64 61 57 52 48 43 37 30
20 74 19 71 19 68 18 64 17 61 17 58 15 52 14 46 13 39 11 33 10 27 8 20 7 14 5 8 3 0
159 16 55 155 15 53 151 15 51 147 14 48 142 14 46 138 13 44 129 12 39 119 11 34 109 10 29 98 9 25 86 8 20 74 7 15 61 6 11 48 5 6 30 3 0
111 108 106 103 101 98 92 86 80 73 66 58 50 42 30
13 44 13 42 12 40 12 39 12 37 11 35 10 31 10 27 9 24 8 20 7 16 6 12 5 8 4 5 3 0
84 83 81 80 78 76 73 69 65 61 56 51 45 39 30
18 74 18 71 17 68 17 64 16 61 16 58 14 52 13 46 12 39 11 33 9 27 8 20 6 14 5 8 3 0
177 15 55 172 14 53 166 14 51 161 13 48 156 13 46 151 12 44 140 12 39 129 11 34 117 10 29 105 9 25 92 8 20 79 7 15 65 6 11 50 4 6 30 3 0
124 12 44 121 12 42 118 12 40 115 11 39 112 11 37 108 11 35 102 10 31 95 9 27 87 8 24 79 8 20 71 7 16 62 6 12 53 5 8 43 4 5 30 3 0
92 90 88 86 84 82 78 73 68 63 57 52 45 39 30
FUEL (KG)
DESCENT ATR 72-500
3.07.03 P1 500
DESCENT: ICING CONDITIONS 11-04DEC 97 ICING CONDITIONS

15000KG 200 KT IAS R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 19 122 63 18 119 60 17 115 57 17 111 54 16 107 51 1 15 104 48 8 14 96 42 2 13 88 36 11 81 31 10 73 2 25 9 65 20 7 57 1 15 6 49 10 5 41 6 3 30 0 15 83 47 14 81 45 14 79 43 3 13 77 40 0 13 75 38 12 73 36 11 69 31 10 64 2 27 9 60 23 8 55 19 7 50 1 15 6 45 11 5 41 8 4 36 4 3 30 0 DESCENT 2 ENGINES NP=82% 220 KT IAS 19 151 70 0 18 145 66 17 140 63 17 135 59 9 16 130 56 6 15 125 53 3 14 115 46 6 13 105 40 0 11 95 3 34 10 84 28 9 74 22 7 64 1 17 6 53 11 5 43 6 3 30 0 15 105 52 2 14 102 49 9 14 99 47 13 96 44 13 92 42 2 12 89 39 11 83 3 35 10 77 30 9 70 2 25 8 64 21 7 58 1 17 6 52 13 5 45 9 4 39 5 3 30 0 ICING CONDITIONS 240 KT IAS 19 186 75 18 179 71 1 17 173 68 17 166 6 65 16 159 61 15 152 57 14 139 50 0 13 126 44 11 112 3 37 10 99 31 9 86 2 24 7 73 18 6 60 13 5 46 7 3 30 0 FUEL (KG) 15 131 57 14 127 54 14 122 51 1 13 118 48 8 13 113 46 6 12 109 43 3 11 100 38 10 92 33 9 83 28 8 75 23 7 66 18 6 57 1 14 5 49 9 4 40 5 3 30 0
1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
ATR 72-500
DESCENT
3.07.03 P2 500
DESCENT: ICING CONDITIONS 11-05 97 ICING CONDITIONS DEC

15000KG 200 KT IAS R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R R FL 3 4 5 3 DESCENT 2 ENGINES NP=82% 220 KT IAS 4 5 3 ICING CONDITIONS 240 KT IAS 4 5
250 240 230 220 210 200 180 160 140 120 100 80 60 40 15
21 151 17 105 14 78 20 164 16 114 13 85 18 183 15 129 12 95 74 55 44 74 55 44 74 55 44 21 147 16 103 14 77 19 160 15 112 13 84 18 178 14 125 12 93 71 1 53 3 42 2 71 1 53 3 42 2 71 1 53 3 42 2 20 143 16 101 13 76 19 156 15 109 12 82 17 172 14 122 12 91 68 51 1 40 0 68 51 1 40 0 68 51 1 40 0 19 140 15 99 13 75 18 151 14 107 12 81 17 167 13 118 11 88 6 64 48 8 39 6 64 48 8 39 6 64 48 8 39 19 136 15 96 12 73 17 147 14 104 12 79 16 161 13 115 11 86 61 46 6 3 37 61 46 6 3 37 61 46 6 3 37 18 132 14 94 12 72 17 142 13 101 11 77 16 156 12 112 11 84 58 8 44 3 35 58 8 44 3 35 58 8 44 3 35 17 123 13 89 11 69 15 132 12 95 10 74 14 144 12 104 10 80 52 2 39 31 52 2 39 31 52 2 39 31 15 114 12 84 10 65 14 122 11 89 10 70 13 132 11 97 9 75 46 6 3 34 2 27 46 6 3 34 2 27 46 6 3 34 2 27 14 104 11 78 9 62 13 111 10 82 9 66 12 120 10 89 8 70 39 29 2 24 39 29 2 24 39 29 2 24 12 94 10 72 8 57 11 100 9 75 8 61 11 107 9 81 8 64 33 2 25 20 33 2 25 20 33 2 25 20 10 83 9 65 7 53 10 88 8 67 7 56 9 94 8 72 7 58 2 27 20 16 2 27 20 16 2 27 20 16 9 72 7 58 6 48 8 75 7 59 6 51 8 80 7 63 6 52 20 1 15 12 20 1 15 12 20 1 15 12 7 60 6 50 1 14 11 5 47 8 3 30 0 5 41 6 3 30 0 5 43 7 62 6 51 8 1 14 11 4 37 5 3 30 0 5 48 8 3 30 0 5 42 6 3 30 0 5 45 6 65 6 53 8 1 14 11 4 39 5 3 30 0 5 50 8 3 30 0 4 43 6 3 30 0 FUEL (KG) 5 46 8 4 39 5 3 30 0
ATR 72-500 P1 500 APPROACH & LANDING 12-01 JUL 98 FINAL APPROACH SPEEDS
FINAL APPROACH SPEED VAPP = VmHB + WIND FACTOR 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 Weight (1000 kg) 13 14 15 16 17 18 19 20 21 22 22.5 Weight (1000 lb) 29 31 33 35 37 39 41 43 45 47 49 49.5 VmHB IAS limited by VMCL Normal conditions Icing conditions 95 95 95 95 95 97 95 100 96 104 99 107 102 110 105 114 108 117 111 120 113 122 VmHB IAS limited by VMCL Normal conditions Icing conditions 95 95 95 95 95 97 95 100 95 104 98 106 101 109 103 112 106 115 109 118 112 121 113 122
APPROACH-LANDING
3.08.02
ATR 72-500 P1 200 LANDING DISTANCES 12-02 JUN 97 LANDING DISTANCES

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) R U N W A C Y O N T C A O M N I D N I A T T I E O D N B Y DRY WET WATER OR SLUSH 1/2 in
APPROACH-LANDING
3.08.03
13 530 690
14 530 690
15 530 690
16 530 690
17 540 700
18 550 730
19 570 760
20 590 790
21 610 810
22 640 840
22.5 650 860
645
680
715
750
790
830
860
900
940
980
1000
COMPACT SNOW
690
730
760
800
830
870
900
940
970
1000 1020
ICE
1020 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530
ATR 72-500 P2 200 LANDING DISTANCES 12-03 JUL 00 LANDING DISTANCES

ACTUAL LANDING DISTANCE (M) ICING CONDITIONS - FLAPS 30
WEIGHT (x 1000 kg) 13 14 15 16 17 18 19 20 21 22 22.5
APPROACH-LANDING
3.08.03
DRY 570 570 570 570 580 600 620 650 670 700 710 R U WET 760 760 770 770 770 810 840 870 900 940 960 N W A C Y O WATER N OR 690 730 760 800 840 890 930 970 1020 1060 1090 C T SLUSH A (<1/2 in) O M N I D N I A COMPACT 750 790 830 870 910 950 1000 1040 1080 1110 1130 T T SNOW E I 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 dry or wet runway add 3 % per 1000 ft above sea level
Airport elevation
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.
ATR 72-500 LANDING DISTANCES 12-04
ATROF FOS 72-500 P1 001 USE APPROACH & LANDING 12-05 SEP 02 FOS LANDING CHART EXAMPLE
Note : The following landing chart is an example and cannot be used in operations. R
LDG CHART ELEVATION = 200.0 (FT) L.D.A . = 1000.0 (M) SLOPE = 1.00 (%) CODES LIMITATIONS 0 - WET CHECK 3 - APPROACH CLIMB 1 - STRUCTURE 4 - LANDING CLIMB 2 - RUNWAY ATR72-500 JAR DGAC
APPROACH-LANDING
3.08.04
WIND (KT) 0 A T (DC) 10.0 0.0 5.0 10.0 15.0 20.0 -
F35 APPROACH F25 CAT I DRY RUNWAY -10 20301 2 20301 2 20301 2 20301 2 20301 2 20301 2 5 21850 1 21850 1 21850 2 21850 1 21850 1 21850 1 0 21850 1 21850 1 21850 1 21850 1 21850 1 21850 1 10 18300 1 21850 1 21850 1 21850 1 21850 1 21850 1
QNH = 1013.25 (HPA) LANDING WEIGHT (KG) CODE 20 21850 1 21850 1 21850 1 21850 1 21850 1 21850 1 10 5 18483 2 18483 2 18483 2 18483 2 18483 2 18483 2 0 20838 2 20838 2 20838 2 20838 2 20838 2 20838 2
F35 APPROACH F25 CAT I WET RUNWAY 10 21850 2 21850 1 21850 1 21850 1 21850 1 21850 1 20 21850 2 21850 1 21850 1 21850 1 21850 1 21850 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.
ATR 72-500 P1 FLIGHT PLANNING 13-01 FUEL POLICY

RECOMMENDED FUEL REQUIREMENTS
FLIGHT PLANNING
3.10.01 500 JUL 99
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) 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) C. EN ROUTE" RESERVE 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 or arrival at the alternate or the destination aerodrome, when no alternate is required. FLIGHT PLAN When no FOS precalculated flight plan is available, flight planning can be determined by using the graph given in 3.10.02 with a good approximation. Computations include the average quantities for taxi in and out, take-off initial climb, approach and landing. 5 % of trip fuel is included in the computation.
ATR 72-500 FUEL POLICY 13-02
ATR 72-500 P1 300 FUELFUEL TO DESTINATION CALCULATION 12-03 JUN 97 TO DESTINATION
FLIGHT PLANNING
3.10.02
AA
ATR 72-500 P2 300 TIMETIME TO DESTINATION CALCULATION 12-04 JUN 97 TO DESTINATION

AA
FLIGHT PLANNING
3.10.02
ATR 72-500 P1 500 ALTERNATE CALCULATION 12-05 98 ALTERNATE CALCULATION JUL
FLIGHT PLANNING
3.10.03
AA
R R
FLIGHT PLANNING 3.10.04 300 JUN 97
ATR 72-500 P1 FERRY FLIGHTS 12-06 FERRY FLIGHTS
AA
FLIGHT PLANNING 3.10.04 300

AA
JUN 97
FLIGHT PLANNING 3.10.04 300 JUN 97
AA
FLIGHT PLANNING 3.10.04 300

AA
JUN 97
ATR 72-500
Tutorial
Tutorial Flight No. 1 TFFR to TFFF
2
Introduction
Tutorial Flight 1 TFFR - TFFF
ATR 72-500
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: 1. Preliminary cockpit preparation 2. System Preparation 3. Final Cockpit Preparation 4. Before Taxi 5. Taxiing 6. Before Take Off 7. After Take Off 8. Cruise 9. Descent 10.Approach 11.Before Landing 12.After Landing 13.Parking 14.Leaving the aircraft 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
For Flight Simulation Use Only !
3
Flight Planning
ATR 72-500
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: Departure airport Le Raizet airport, TFFR: winds: 310 @ 08 gusts up to 7 clouds: OVC @ 1,300', SCT (4/8) @ 10,600' precipitation: light rain visibility: 16,000m altimeter: 30.12 / 1020 mbar temperature: 29C dew point: 24C active runway 29 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 BKN (5/8) @ 4,400' SCT (2/8) @ 8,900' 30.12 / 1020 mbar
clouds: altimeter:
Arrival airport Le Lamentin airport, TFFF: winds: 310 @ 08 gusts up to 7 clouds: SCT (2/8) @ 8,900' precipitation: none visibility: 16,000m altimeter: 30.12 / 1020 mbar temperature: 29C dew point: 24C active runway 27 A quick but very important note on using weather themes: Ensure the the aircraft is positioned correctly before (!!!) loading the weather theme. Weather themes are not directly dependant of locations they just create preset weather conditions around the place where the aircraft is located when the theme is loaded. Sounds more complicated than it actually is: When your aircraft is still located in Seattle and you load the tutorial weather theme then the weather will be set according the above parameters around Seattle. In case you switch to Point-a-Pitre afterwards the preset weather conditions are lost as weather themes only influence weather in little areas ... So: 1.) Set the correct location (Le Raizet airport) 2.) Load the weather theme !
ATR 72-500
Route Planning and Weight & Balance

The routing is rather simple: Depart from runway 29, follow DOM 3W SID out of TFFR, then follow DOM3G STAR into TFFF and then follow the approach to runway 27 (which is a VOR approach). As an alternate airport St. Lucia's Hewanorra airport, TLPL is included in the flight planning. The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and Heinz Oetiker: AIRCRAFT TYPE F1ATR72-500 F-OIJH STD 15.35Z STA 16.40Z 136 ATD ..... T/D ..... ABN ..... ATA .....
ROUTE INFORMATION: DIST 143 TRACK INDEX ESAD 143 COMPONENT H000 CRSM NCR CLIMB NCL WEIGHT/FUEL BREAK DOWN: Zero Fuel Weight (ZFW) Maximum Zero Fuel Weight Takeoff Fuel (TOF) Maximum Takeoff Fuel Takeoff Weight (TOW) Maximum Takeoff Weight Total Inflight Fuel (TIF) Landing Weight (LW) Maximum Landing Weight Remaining Fuel (REM) FUEL CALCULATION TAXI fuel Trip fuel to TFFF and ETE Route Reserve (20 minutes) RR20 Fuel to alternate (TLPL), Time & Cruise Level Final Reserve (FR) Company Fuel (CF) Holding Fuel (HF) Minimum Fuel and Flight Time (MIN) Addituional Fuel and Tme (ADD) Actual Fuel (ACT)
CREW INFORMATION: DISP: Jane Doe /.................. PIC: Jane Doe /..................
42,489 lbs 45,195 lbs 2,247 lbs 11,023 lbs 44,736 lbs 48,502 lbs 1,054 lbs 43,682 lbs 49,273 lbs 1,193 lbs 31 lbs 1,054 lbs 0 lbs 510 lbs 441 lbs 240 lbs 0 lbs 2,275 lbs 0 lbs 2,275 lbs
19,273 kg 20,500 kg 1,019 kg 5,000 kg 20,292 kg 22,000 kg 478 kg 19,814 kg 22,350 kg 541 kg 14 kg 478 kg 0 kg 231 kg 200 kg 109 kg 0 kg 1,032 kg 0 kg 1,032 kg
see additional comments in next section
00.32 00.20 00,29 00.20
hours hours hours @ FL080 hours
01,41
hours
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.
5
The Flightplan looks as follows: AWY TFFR *TOC *TOD DOM3G DOM3G DOM3G D27 TFFF The shortcuts: AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU DOM D-025 273.0 F130 DOM3W DOM FOF D087T GADIL CF27 POS FREQ FL

MT DIST TME 0 148 150 58 205 251 45,2 59,8 20 6,5 7,3 0,12 0,13 0,04 0,01 0,02 0 airway Position Frequency Flight Level Magnetic Track Distance in nm Time Actual Time Over the selected Navaid Estimated Time Over the next Navaid Estimated Time of Arrival Accumulated Flight Time from takeoff to landing Fuel used from takeoff Fuel on Board at the waypoint Remaining Fuel according to the calculation ATO ETO ETA EET 0 00.12 00.25 00.29 00.30 00.32 00.32 FUEL 0 137 282 342 368 400 479 FOB RFU 910 773 628 568 542 510 431
ATR 72-500
FOF D-000 113.30 F130 F069 F048 F021
WAYPOINTS AND WINDS : ENROUTE ICAO Airports TFFR TFFF Waypoints DOM FOF D087T GADIL CF27 273.0 1533,1N 1441,5N 1436,5N 1435,9N 06117,7W 06101,4W 06041,7W 06045,9W 06053,5W -14,4 -14,5 -14,7 -14,5 -13,1 Melville Hall FORT DE FRANCE 113.30 1435,4N 1615,8N 1435,5N 06131,5W 06059,8W -14,3 -14,4 POINTE A PITRE FT DE FRANCE FREQ LATITUDE LONGITUDE MAG WD KTS TMP WC NAME
!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!
ATR 72-500
Starting up the simulator
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 !
Beware !
1. Open the ATR Configuration Manager 2. Go to the Weight and Balance Load Manager Screen and select the following 68 passengers: 37 Men, 22 Women, 5 Children and 4 Crew members equals a payload of 10,693 lbs / 4,850 kg 1,214 lbs / 551 kg of cargo in the forward cargo compartment 820 lbs / 372 kg of cargo in the aft cargo compartment Thus the Zero Fuel Weight should read 42,489 lbs / 19,273 kg Press SAVE ! 3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startup with cold and dark cockpit. Press SAVE ! 4. Exit the ATR Configuration manager 5. Start up flight simulator 6. In case you start with the create flight menu: Select the following items: Aircraft: Cessna 172 Standard aircraft Airport: Le Raizet, Point a Pitre, TFFR position Gate N3 or any other parking position of your choice Weather: 'Fair Weather' weather theme we'll change the weather theme later on Time: Select 14:20 local time Start up the simulator 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. So let's start up the aircraft ...
7
The Tutorial Flight
ATR 72-500
As mentioned before the tutorial follows the structuring of the normal procedures ... therefore you'll get the most from this tutorial when you print out the normal procedures checklists as the tutorial covers all the steps but offers explanations for some items. There won't be an explanation for every single item. Especially the cockpit preparation follows standard scan sequences for which screenshots will be provided. 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.
ATR 72-500
Preliminary cockpit preparation

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 Set BAT toggle switch 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 indicator arrows illuminated Check UNDV light extinguished 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

Check BRAKE ACCU pressure Use HYD AUX PUMP if necessary Set handle to PARKING (Ctrl + .)
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

Both Power Levers, PL on GI (Ground Idle) Both Condition Levers, CL on FUEL SO (Fuel Shutoff) Both EEC selected ON Bothe PEC selected ON
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

Check GUST LOCK engaged The lever should be at the lower end Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on the center panel so proceed ...)
Back to the center panel ... and check the 5. LANDING GEAR
Check control lever DOWN
ATR 72-500
The wipers switch can be found on the overhead panel 6. WIPERS
Check both WIPER rotary selectors at OFF position
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. 7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)

Check ENG 2 fire handle IN and latched Extinguish any white light Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate Select TEST switch on FIRE and check: ENG FIRE red light illuminates into associated fire handle CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP) A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action. See the CCAS & MFC chapter for more information FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO Select TEST switch on FAULT and check: both LOOP A and LOOP B FAULT lights illuminate
The right engine needs fuel to run in hotel mode :-) Fuel controls are to be found on the overhead panel. 8. FUEL (ONLY WITHOUT USE OF GPU)
Select ENG 2 PUMP ON Check RUN light illuminates Check FEED LO PR light extinguishes Check LP VALVE in line
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. 9. AUX PUMP PEDESTAL SWITCH

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
10
ATR 72-500
Now the propeller brake can be activated. Proceed to the overhead panel and move the propeller brake switch to ON. 10. PROPELLER BRAKE (HOTEL MODE ONLY)

UNLK light illuminates while brake is in transit Check ON light illuminated, UNLK light extinguished Check PROP BRK light illuminated on memo panel
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
Cockpit communication hatch opened (as required)
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
Set BEACON switch to 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) 14. ENG 2 START (ONLY WITHOUT USE OF GPU)

Check EEC FAULT light extinguished EEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view Check PEC FAULT light extinguished PEC fault light is located on the main panel
Now open the overhead panel

Set ENG START rotary selector to START A & B ENGT START rotary selector is located on the overhead panel Check engine and propeller area clear Check outside views Depress START 2 pushbutton, ON light illuminates (starter electrically supplied) START pushbuttons are located on the overhead panel
Close the overhead panel, open the center panel and the engine control panel ! Monitor engine rotation (NH) Center panel On passing 10% NH
11
ATR 72-500
Advance CL to FTR Engine control panel Start Timing Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C Monitor light up within 10 seconds: 840C < ITT < 950C record in log book ITT > 950 FUEL SO ITT > 840 more than 20 seconds FUEL SO Close the center and the engine control panel and open the overhead panel On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes Check on overhead panel On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes Check on overhead panel, then close overhead panel and open center panel Check engine stabilized at idle values: NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h) Note: TQ indications are unreliable when CL in FTR position Check on center panel, close the center panel then and open the overhead panel again Set ENG START rotary selector to OFF START ABORT Check on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT Adjust PL as required Note: If Z 5,000 ft and SAT ISA + 25C, advance PL up to GUST LOCK position

CAUTION:
DO NOT USE ENG 2 in HOTEL MODE: without a qualified persion (flight crew or maintenance) in the cockpit when tail wind component exceeds 10 kts (gust included). In this case propeller must be unfeathered rapidly to take advantage of the air flow created by the propeller rotation and consequently to avoid exhaust gaz return flow in nacelle
Now check that electrical power supply is established proceed to the overhead panel to do so. 15. MAIN ELEC POWER
If GPU not used Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light 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
The fuel quantity gauges are located on the main panel. 16. FUEL
Check FUEL QTY indicator operative. Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normal indications when the TEST button is released. Reset Fuel used The Fuel used counters are located on the center panel at the bottom of the engines instruments.
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.
12
ATR 72-500
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 Now check bleed air supply Pneumatic controls are located on the left hand side of the overhead panel. 18. AIR BLEED / COMPT TEMP

Scan AIR BLEED / COMPT TEMP 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. 19. AVIONICS VENT

Check OVBD VALVE CTL switch guarded in AUTO position Check no amber or white light
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
Check three on board and stowed
Now let's move to the overhead panel:
13

Overhead Panel
ATR 72-500
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
Check light extinguished reset as required
Now check the fuel pump for engine 1 2. FUEL
Select ENG 1 PUMP ON Check RUN light illuminates Check FEED LO PR light extinguishes Check LP VALVE in line Check X FEED VALVE X line If GPU is used, apply the same procedure for ENG 2
14
Check the status of the doors 3. DOORS

ATR 72-500
Depress Sw TEST pushbutton Check CAB O and SVCE OK lights illuminate, provided associated doors are open Check DOORS light as required
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
Check both lights extinguished
Check that the landing gear is down and locked :-) 5. LANDING GEAR
Check for normal indication Crosscheck with center instrument panel
The MFCs are explained in the CCAS & MFC chapter in the manual. 6. MFC
Scan MFC panel: no amber light illuminated
Now enter the SELCAL code for this aircraft. 7. SELCAL CODE SELECTION PANEL
Set as required set to OIJH
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. 8. ENG 1 FIRE PROTECTION

Check ENG 1 fire handle IN and latched Extinguish any white light Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate Select TEST switch on FIRE and check: ENG FIRE red light illuminates into associated fire handle CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP) FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO Select TEST switch on FAULT and check: both LOOP A and LOOP B FAULT lights illuminate CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON) If GPU is used, apply the same procedure for ENG 2 In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.
15
Column No. 2 starts here:
ATR 72-500
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. 11. COCKPIT VOICE RECORDER
depress TEST pushbutton: pointer moves to a location between graduations 8 and 10
Column 3 starts here:

As the right engine is running in hotel mode and there is no GPU available, the Emergency Exit Lights must be armed. 12. SIGNS (ONLY WITHOUT USE OF GPU)
Arm EMER EXIT LT
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. 13. ANTI-ICING / DE-ICING
Check all lights extinguished
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. 14. PROBES HEATING / WINDSHIELD HEATING
Extinguish any white light
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. 15. AC WILD ELEC POWER
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power. 14. HYDRAULIC POWER

Extinguish any white lights Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished
16
ATR 72-500
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 15. EMER LOC XMTR
Check switch to AUTO, guarded and lockwired

Now check that air bleed supply is established and the compartment temperature is regulated as required. 16. AIR BLEED / COMPT TEMP

If GPU not used Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN If GPU used Extinguish any white light COMPT TEMP selectors 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

Check oxygen high pressure indication Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the scheduled flight Select MAIN SUPPLY ON: check pushbutton light extinguished Check PAX SUPPLY OFF That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates
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. 19. COMPT SMK
depress SMK TEST pushbutton to check smoke detectors Note: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
17

Pedestal
ATR 72-500
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

Check FDAU time base, adjust if necessary Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available) Flight Number is 6509
Now check the trims. 2. TRIMS

Check ROLL and YAW TRIM operation Check STBY PITCH TRIM operation, check switch guarded in OFF position
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
Check transmissions and receptions
18
ATR 72-500
Time to switch on the rest of the instruments :-) ADF 1 and 2 at first 4. ADF
Select ADF
Then activate the Transponder 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
Check light extinguished and amber band visible on the lever
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded and lockwired. 7. EMER AUDIO CANCEL
Check switch 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:
19

EFIS Control Panel
ATR 72-500
The radar is actually not working but in the real plane you would set it to standby now. 1. RADAR
Select STBY mode
Now fire up the main EFIS displays ... 2. EFIS CONTROL PANELS

Select EADI ON check somposite mode Select EHSI ON check normal display Select EADI and EHSI brightness as necessary Select BRG's as required
Phew you did it so far. Only a few more items to jog through ... Ready ? Let's continue with the Center Instrument Panel / Main Panel
20

Center Instrument Panel
ATR 72-500
The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have to switch betweem the main panel and the center panel)
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC 1. TAT-SAT / TAS
Select proper ADC: odd days: ADC 1 even days: ADC 2 Cross check TAT value with control tower information
Now scan the standby instruments and check for proper indications 2. STBY INSTRUMENTS

Check no flags Pull knob to erect standby horizon if necessary
21
Arrow 2 starts here:
ATR 72-500
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
Check rotary selector on TO
Arrow 3 starts here

(in case you don't use the condensed view switch to the center panel now): Now it is time to check the engine instruments. Start with engine 1 4. ENG 1 INSTRUMENTS
Check Oil Press Oil Temp Fuel Temp Fuel Flow (FF) Fuel Used (FU) NH ITT NP TQ target bug
0 realistic indications realistic indications 0 0 0 realistic indications 0 0 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
extinguish any white light
Now proceed to the center panel to check the pressurization of the cabin 6. PRESSURIZATION

Check all lights extinguished Check MAN RATE knob: NORM Check cabin pressure indicator: DIFF 0 RATE 0 ALT pressure altitude
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. 7. STICK PUSHER / SHAKER
Check FAULT light extinguished
22
8. ANTI SKID
ATR 72-500
The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished
Captain or F/O Instrument Panel

Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left): To check the Radio Magnetic Indicator and the EHSI 1. RMI / EHSI
Crosscheck heading information
Check the vertical speed indicator, VSI 2. VSI
Check no flag and pointer indicates zero

Check the clock for correct time 3. CLOCK
Check time, adjust if necessary
Now check the Airspeed Indicator, ASI 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
23
ATR 72-500
Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press to initiate test sequence. 6. GPWS
Test if desired (Refer to Manual, Navigation Chapter)
To finalize cockpit preparation so far check the altimeter 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 ...
Final Cockpit Preparation

Proceed to the Overhead Panel to switch the signs on. The Memo panel is located on the center panel. 1. SIGNS
Select NO SMOKING and SEAT BELTS Check Memo panel
Check the Landing field elevation for the pressurization system (center panel) 2. LANDING ELEVATION

If QNH is used, set landing field elevation If QFE is used, set 0 ft
24
ATR 72-500
As Le Raizet does not offer an ATIS skip this item but switch back to the main panel though. 3. ATIS
Obtain ATIS information
Barometric pressure is 30,12 in Hg / 1020 mbar 4. ALTIMETERS

Set baro reference Check indicators
V-Speeds always depend on weight, runway length, weather conditions. 5. BUGS
Set ASI Speed Bugs External Bugs Lower value (green bug) Internal bug (yellow bug) Intermediate value (white bug) Higher value (red bug)
V1 V2 Final takeoff speed Min. Icing Speed
104 kts 110 kts 129 kts 153 kts 115 kts
Speed bug V2 + 5 Set TQ bugs Set manual bugs to TO value (TQ = 88.9%)
6. TRIMS

Reset ROLL and YAW trims to zero Set PITCH trim for takeoff
7. COM / NAV
Set COM / NAV frequencies COM 1: 122.90 MHz (Le Raizet Traffic) COM 2: 127.85 MHz (Fort de France ATIS) NAV 1: 112.90 MHz (Point a Pitre VOR) NAV 2: 113.30 MHz (Fort de France VOR) ADF 1: 329.0 MHz (Fort er France NDB) ADF 2: 273.0 MHz (Melville Hall NDB)
Now perform the engine test 8. ENG TEST

Turn ATPCS to ARM Check ATPCS ARM green lights illuminates Turn ATPCS to ENG position Check associated ENG UPTRIM light illuminates 2.15 seconds later check ATPCS ARM light extinguishes
25
9. FUEL QUANTITY

ATR 72-500
Test FUEL QTY and check LO LVL Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel 2,037 lbs / 924 kg
10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS
Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
Not needed for this tutorial ;-) 1. LOAD SHEET
Check the load sheet
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM 2. TAKE OFF DATA
Prepare take off data card
3. PARKING BRAKE
Check handle to PARKING
Request start up clearance 4. START UP CLEARANCE

Obtain ground crew clearance Obtain ATC start up clearance
Close the door by pressing Shift+E. The door control panel is loacted on the Overhead Panel. 5. DOORS
Check all doors are closed
The Beacon indicates that the engines are going to be started soon. It should be on but check it again 6. BEACON
Set (or confirm) BEACON switch to BEACON
Now prepare to release the brake of engine No. 2's propeller. 7. ENGINES
In HOTEL MODE Push the AUX HYD PUMP pushbutton (Overhead Panel) Check READY light illuminates Check engine 2 and propeller area clear
26

ATR 72-500
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 > 200C Monitor light up within 10 seconds: 840C < ITT < 950C 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 50C 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
8. MAIN ELECTRICAL POWER

Select DC EXT PWR OFF Monitor DC GEN 2 FAULT light extinguishes Request ground crew to disconnect external power Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake is released.
Open the overhead panel and check AC Wild Power 9. AC WILD ELEC POWER
Check all lights extinguished except ACW GEN 1 FAULT
10. HYDRAULIC POWER
27
ATR 72-500
Close the overhead panel and continue on the center panel to check the flaps. 11. FLAPS
Set for take off Check position on flaps position indicator Select flaps 15
12. ANTI SKID
Perform anti skid test check no F light remains illuminated
Actually there is no ground crew but that's what the crew would have to do on the real thing 13. GROUND CREW CLEARANCE
Request: chocks tail prop interphone hand signal
removed removed disconnected display on the LH side
14. COM / NAV
Radar on STBY position
15. BEFORE TAXI CHECK-LIST
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

Parking brake released Check braking
28
4. TAKE OFF DATA

ATR 72-500
Recheck take off conditions Crosscheck V bugs settings
5. ATC CLEARANCE
Obtained
6. FLIGHT INSTRUMENTS

Scan instrument panels, check no unnecessary flag on instruments Check in turn horizons heading and bearing ball
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 Check EEC FAULT light extinguished (center panel) Check PEC FAULT light extinguished (center panel) Set ENG START rotary selector to START A & B (overhead panel) Check engine and propeller area clear Announce 'START ENGINE 1' and monitor starting Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel) Announce 'NH' when NH increases (center panel) On passing 10% NH Note positive oil pressure Advance CL to FTR (engine control panel) Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C Monitor light up within 10 seconds: 840C < ITT < 950C 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 1 pushbutton ON light extinguishes On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes Check engine stabilized at idle values (center panel): NH 67% 2% ITT 580 50C 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% (engine control panel and center panel) Set ENG START rotary selector to OFF START ABORT (overhead panel do not close it yet)

8. AIR BLEED

Check all lights extinguished COMPT TEMP SELECTOR as required
29
9. DOORS
ATR 72-500
Now you can close the overhead panel and check the pedestal if the cockpit door is closed.
Cockpit communication hatch closed
Once again the overhead panel ... 10. AC WILD ELEC POWER
Open the Autopilot panel (Shift+8) 11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS
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
Revise procedures to follow taking off from Le Raizet Runway 29: The chart for Le Raizet airport tells us that we have to climb out Le Raizet following the runway heading until we reach 1,000 ft or are 5 miles out PPR VOR/DME. Then we shall turn right to intercept radial PPR R-347 flying heading 167 to PPR VOR/DME. Then we shall intercept radial PPR R-175 to DOM NDB. Keep in mind that there is mountainous terrain south-west of the airport thus the right turn is needed. 12. TAKE OFF BRIEFING

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
13. CABIN REPORT
Obtain cabin report from cabin attendant
To config test button is located on the engine control panel 14. TO CONFIG TEST
Depress TO CONFIG TEST and check no alert
15. TAXI CHECK LIST
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.
30
Before Take Off
ATR 72-500
Just a few items before we leave ... Releasing the gust lock is very important ... 1. FLIGHT CONTROLS

Release gust lock Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW
Check flightsim's ATC for takeoff clearance 2. TAKE OFF CLEARANCE
Obtained
Check the overhead panel for lighting and bleed air supply. 3. AIR BLEED
Select both BLEED VALVES on NORM FLOW
4. EXTERNAL LIGHTS

Set STROBE light Use TAXI and TO and LAND light to minimize bird strike hazard during TO
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more information. 5. CCAS
Select TO INHI
Check the pedestal ... 6. TRANSPONDER
Set as required it is not required yet ...
7. TCAS
AUTO mode, set range to 6nm and to AboVe mode
8. COM / NAV
Radar as required
Proceed to the engine control panel 8. ENGINES
Check both CL at AUTO positon
31
9. FLIGHT CONTROLS
ATR 72-500
Runway heading lined up, center lateral FD BAR
10. BEFORE TAKE OFF CHECK-LIST
completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
1. ANNOUNCE 'TAKE OFF' 2. RELEASE THE BRAKES 3. START TIMING 4. ADVANCE BOTH PL TO POWER LEVER NOTCH Right mouse button click on power levers on engine control panel 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

Announce 'Positive Climb' Done by VFO Order 'Gear Up' Set L/G lever to up check lights extinguish
32
9. AFCS
ATR 72-500
Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
After Take Off

Passing Acceleration altitude (1,500 ft) perform the following steps. Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Then read what you need to do and unpause the simulation. 1. ENGINES
Order 'Climb Sequence'
2. AFCS

Select NAV mode to follow the FMC-programmed route Slowly increase selected speed and follow the flight directors bars (say 150 kts)
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

Check Pls in the notch Set PWR MGT to CLB
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
Check that actual TQ matches climb TQ, adjust if necessary.
8. FLAPS

Passing VMLB0 (153 kts), order 'Flaps 0' Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.
33
9. AFCS
ATR 72-500
Set ADU target IAS to the desired climb speed 170 kts
Passing transition altitude (during this tutorial we won't climb above FL-130 thus there won't be a change to standard pressure). 10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)
Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg
11. AFTER TAKE OFF CHECK LIST
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
Set SEAT BELTS switch as required
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 MODE SEL MINIMUM ICING SPEEDS ICE ACCRETION
PERFORMED AUTO BUGGED AND OBSERVED MONITOR confirm ON confirm AUTO confirm ON ON confirm bugged and observed
Operation with ice accretion PROP HORNS SIDE WINDOWS MODE SEL ENG DE-ICING AIRFRAME DE-ICING MINIMUM ICING SPEEDS
34

100 ORVD for not less than 5 minutes
ATR 72-500
If significant vibrations occur Cls
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
35
2. CCAS
ATR 72-500
Now check the CCAS for any warnings
Depress RCL pushbutton and check aircraft status
Listened to the ATIS ? 3. WEATHER AND LANDING INFORMATION
Obtain all required information
Check the FMC, VNAV page for current weights, weight should be something around 19,970 kg / 44,020 lbs. 4. LANDING DATA

Determine landing weight, configuration and speeds Fill in data card Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)
Now it is time to set the speed bugs to prepare for landing. 5. BUGS
ASI bugs External Bugs Lower value (yellow bug) Intermediate value (red bug)
VGA VmLB0 normal cond. or VmLB15 icing cond.
113 kts 132 kts 118 kts 112 kts
Higher value (white bug) Min. Icing Speed Internal bug (green bug) VApp Set TQ bugs Set manual bugs to GA torque (TQ = 100%)
Now take the charts for Fort-de-France and read them thoroughly so you know the approach procedure 'by heart' ;-) 6. APPROACH BRIEFING

minimum safe altitude weather at destination approach procedures decision height go around procedures alternate and extra fuel time
Time for the passengers to get back to their seats. 7. SIGNS
set SEAT BELTS switch to SEAT BELTS
36
8. DESCENT CLEARANCE
ATR 72-500
Obtained
9. AFCS

Select assigned altitude Engage IAS or VS mode as required Use PTW and PL as required for descent
10. DECENT CHECKLISTS
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
Set NO SMKG switch to NO SMOKING
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
Proceed to the center panel and check cabin pressure ... 3. PRESSURIZATION
Check cabin altitude Caution: Max P authorized at landing: 0.35 PSI
4. SPEED VERSUS ICING AOA
Check and set
5. EXTERNAL LIGHTS
Select TAXI and TO and LAND lights to ON
:-) 6. CABIN REPORT
37
7. APPROACH CHECK LIST
ATR 72-500
Completed
Before Landing
Now prepare for the final approach. 1. PASSING DECELERATION ALTITUDE

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. 2. PASSING 180 KTS

Order 'Flaps 15' Select Flaps 15
3. PASSING 170 KTS

Order 'Gear Down' Select gear down PWR MGT TO Note: NP remains unchanged As soon as three green lights are illuminated announce 'Flaps 15 Landing Gear Down' Check TLU OK LO SPD light is lit
4. PASSING 150 KTS

Order 'Flaps 30' Select Flaps 30 announce 'Flaps 30' when indicated Adjust PL to maintain Vapp and not less than VMCL
5. BEFORE LANDING CHECK LIST
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'
38

ATR 72-500
Use reverser as necessary Control nose wheel steering
Go Around
You hopefully won't need this ...

Announce 'Go Around' Depress GO AROUND pushbuttons on Pls Advance Pls to ramp Call 'Flaps one notch', rotate to GO AROUND pitch attitude Retract flaps one notch Check NP = 100%, adjust if necessary Follow FD bars and cancel AP Disconnect Alarm Accelerate to or maintain GVA When positive rate of climb is archieved Announce 'POSITIVE CLIMB' Command 'GEAR UP' As soon as climb is established, select L/G lever to UP and select HDG/IAS Announce 'Flaps X' when indicated (Flaps X is one notch less than final approach FLAPS setting) Announce 'GEAR UP' when indicated 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

Order 'Flaps 0' Select Flaps 0 and reset TRIMS Engage GUST LOCK and check PITCH and ROLL controls are locked Well it is not possible within flight simulator to lock the flight controls
2. EXTERNAL LIGHTS
Set LAND light and STROBE light to OFF
39
3. IGNITION
ATR 72-500
Check ENG START selector to OFF-START ABORT
You won't need the NAV and ADFs anymore, so flip them off. 4. COM / NAV

Switch OFF non required equipment Transponder on STBY Radar on STBY
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter. 5. ENG TEST (LAST FLIGHT OF THE DAY) Conditions:

Both Cls AUTO Both Pls at GI ATPCS pushbutton depressed. OFF extinguished PWR MGT on TO position ARM light illuminates green Torque indications increase NP and NH indications decrease
ARM positions

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) Switch the TCAS off 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
40
ATR 72-500
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
8. AFTER LANDING CHECK LIST
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
Set parking brake and check brake pressure Note: If propeller brake is used, be sure that propeller area is clear and protected
2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)

Release gust lock Push control column in nose down position Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual) Engage gust lock and check PITCH and ROLL controls are locked
3. MAIN ELEC POWER (ONLY IF GPU IS USED)

Check ground crew connect external power unit Only available when parking brake is set Check DC EXT PWR AVAIL light illuminates Select DC EXT PWR ON
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
Set both FUEL pump switches to OFF
41
6. SIGNS
ATR 72-500
Set SEAT BELTS switch to OFF
7. GROUND CONTACT
As required
8. PARKING CHECK LIST
Completed
9. TAIL PROPELLER
As required
Leaving the aircraft

OXYGEN MAIN SUPPLY OFF PROBES HTG / WINDSHIELD HTG OFF ANTI ICING / DE ICING (ALL DEVICES) OFF EXTERNAL LIGHTS OFF EFIS CONTROLS OFF RADAR OFF COM OFF IF GPU NOT USED ENG 2 CL 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) FUEL PUMPS OFF EMER EXIT LIGHTS DISARM BATTERIES OFF IF GPU USED EMER EXIT LIGHTS DISARM DC EXT PWR OFF Caution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished BATTERIES OFF
ATR 72-500
Tutorial
Tutorial Flight No. 2 EDDM to LIPE
2
Introduction
Tutorial Flight 2 EDDM - LIPE
ATR 72-500
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: 1. Preliminary cockpit preparation 2. System Preparation 3. Final Cockpit Preparation 4. Before Taxi 5. Taxiing 6. Before Take Off 7. After Take Off 8. Cruise 9. Descent 10.Approach 11.Before Landing 12.After Landing 13.Parking 14.Leaving the aircraft 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
3
Flight Planning
ATR 72-500
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) ?
ATR 72-500
Route Planning and Weight & Balance

The routing in short is: KPT5E-KPT / UL607-ALGOI / UM738-ADOSA / UP131-FER / DCT-BOA / ADOLO Arrival / RWY 12 BOA 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: AIRCRAFT TYPE F1ATR72-500 I-ADLM STD 15.05Z STA 16.20Z 138 H000 ATD ..... T/D ..... ABN ..... ATA .....
ROUTE INFORMATION: DIST 318 TRACK INDEX ESAD 318 COMPONENT WEIGHT/FUEL BREAK DOWN: Zero Fuel Weight (ZFW) Maximum Zero Fuel Weight Takeoff Fuel (TOF) Maximum Takeoff Fuel Takeoff Weight (TOW) Maximum Takeoff Weight Total Inflight Fuel (TIF) Landing Weight (LW) Maximum Landing Weight Remaining Fuel (REM) FUEL CALCULATION TAXI fuel Trip fuel to TFFF and ETE Route Reserve (20 minutes) RR20 Fuel to alternate (LIRQ), Time & Cruise Level Final Reserve (FR) Company Fuel (CF) Holding Fuel (HF) Minimum Fuel and Flight Time (MIN) Addituional Fuel and Tme (ADD) Actual Fuel (ACT)
CREW INFORMATION: DISP: Jane Doe /.................. PIC: Jane Doe /..................
43,503 lbs 45,195 lbs 3,029 lbs 11,023 lbs 46,533 lbs 48,502 lbs 1,839 lbs 44,694 lbs 49,273 lbs 1,190 lbs 31 lbs 1,839 lbs 0 lbs 510 lbs 441 lbs 240 lbs 0 lbs 3,060 lbs 0 lbs 3,060 lbs
19,733 kg 20,500 kg 1,374 kg 5,000 kg 21,107 kg 22,000 kg 834 kg 20,273 kg 22,350 kg 540 kg 14 kg 834 kg 0 kg 231 kg 200 kg 109 kg 0 kg 1,388 kg 0 kg 1,388 kg
see additional comments in next section
01.15 00.20 00,29 00.20 00.24 02,48
hours hours hours @ FL080 hours hours hours
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.
5
The Flightplan looks as follows: AWY KPT5E KPT5E KPT5E KPT5E KPT5E *TOC UL607 UM738 UM738 UM738 *TOD UP131 DCT POS EDDM DM081 DM082 MUN DM075 KPT ALGOI PITAR RENTA ADOSA FER D-034 FER BOA 0427.0 F147 112.20 F080 F040 F023 F023 F020 ALGOI D-004 F250 F250 F250 F250 F021 F026 112.30 F060 F084 109.60 F237 FREQ FL

MT 89 153 223 183 255 163 163 170 171 154 221 317 166 123 DIST 7,4 2,6 11,2 9,5 61 18,8 26,3 44,1 40,3 55,8 21,7 12 5,1 1,5 TME 00,00 00,02 00,01 00,03 00,02 00,16 00,04 00,06 00,10 00,10 00,12 00,05 00,03 00,01 00,00 00,00 00,00 airway Position Frequency Flight Level Magnetic Track Distance in nm Time Actual Time Over the selected Navaid Estimated Time Over the next Navaid Estimated Time of Arrival Accumulated Flight Time from takeoff to landing Fuel used from takeoff Fuel on Board at the waypoint Remaining Fuel according to the calculation ATO ETO ETA EET 00,00 00,02 00,03 00,06 00,08 00,24 00,28 00,34 00,44 00,54 01,06 01,11 01,14 01,15 01,15 01,15 01,15 FUEL 0 23 30 68 98 294 331 359 407 451 586 710 740 751 753 755 834 FOB RFU 1374 1351 1344 1306 1276 1080 1043 1015 967 923 788 664 634 623 621 619 540
ATR 72-500
ADOLO D316L ADOLO ADOLO I12 I12 *Proc CI12 LIPE The shortcuts: AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFU
!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!
ATR 72-500
Starting up the simulator
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 !
Beware !
1. Open the ATR Configuration Manager 2. Go to the Weight and Balance Load Manager Screen and select the following 72 passengers: 37 Men, 27 Women, 4 Children and 4 Crew members equals a payload of 11,366 lbs / 5,136 kg 1,350 lbs / 612 kg of cargo in the forward cargo compartment 1,025 lbs / 465 kg of cargo in the aft cargo compartment Thus the Zero Fuel Weight should read 43,503 lbs / 19,733 kg Press SAVE ! 3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startup with cold and dark cockpit. Press SAVE ! 4. Exit the ATR Configuration manager 5. Start up flight simulator 6. In case you start with the create flight menu: Select the following items: Aircraft: Cessna 172 Standard aircraft Airport: Franz-Josef-Strauss airport, Munich, EDDM - any parking position of your choice Weather: as you like Time: Select 14:20 local time Start up the simulator 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. So let's start up the aircraft ...
ATR 72-500
The Second Tutorial Flight

Similar to the first tutorial this tutorial follows normal procedures but has some more information included. Actually it will look very familiar to you after you've flown the first tutorial ... Thus we'll skip the outside check and jump right into the aircraft.
Preliminary cockpit preparation

Proceed to the overhead panel to switch on the batteries to supply electrical power to the aircraft. 1. BATTERIES Set BAT toggle switch 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 indicator arrows illuminated Check UNDV light extinguished 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

Check BRAKE ACCU pressure Use HYD AUX PUMP if necessary Set handle to PARKING (Ctrl + .)
Now move to the engine control panel (Shift + 6) to check the throttle controls. 3. ENGINE

Both Power Levers, PL on GI (Ground Idle) Both Condition Levers, CL on FUEL SO (Fuel Shutoff) Both EEC selected ON Bothe PEC selected ON
The gust lock is controlled by a click spot on the engine control panel. 4. FLIGHT CONTROLS

Check GUST LOCK engaged The lever should be at the lower end Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on the center panel so proceed ...)
Back to the center panel ... and check the 5. LANDING GEAR
Check control lever DOWN
8
6. WIPERS
ATR 72-500
The wipers switch can be found on the overhead panel
Check both WIPER rotary selectors at OFF position
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. 7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)

Check ENG 2 fire handle IN and latched Extinguish any white light Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate Select TEST switch on FIRE and check: ENG FIRE red light illuminates into associated fire handle CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP) A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action. See the CCAS & MFC chapter for more information FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO Select TEST switch on FAULT and check: both LOOP A and LOOP B FAULT lights illuminate
Still on the overhead panel proceed to the fuel controls and fire up the fuel pump 2. 8. FUEL (ONLY WITHOUT USE OF GPU)
Select ENG 2 PUMP ON Check RUN light illuminates Check FEED LO PR light extinguishes Check LP VALVE in line
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. 9. AUX PUMP PEDESTAL SWITCH

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
10. PROPELLER BRAKE (HOTEL MODE ONLY)

UNLK light illuminates while brake is in transit Check ON light illuminated, UNLK light extinguished Check PROP BRK light illuminated on memo panel
11. COM
Set VHF 1 to ON
9
12. DOORS
ATR 72-500
Cockpit communication hatch opened (as required)
13. BEACON
Set BEACON switch to 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) 14. ENG 2 START (ONLY WITHOUT USE OF GPU)

Check EEC FAULT light extinguished EEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view Check PEC FAULT light extinguished PEC fault light is located on the main panel
Now open the overhead panel

Set ENG START rotary selector to START A & B ENGT START rotary selector is located on the overhead panel Check engine and propeller area clear Check outside views Depress START 2 pushbutton, ON light illuminates (starter electrically supplied) START pushbuttons are located on the overhead panel
Close the overhead panel, open the center panel and the engine control panel ! Monitor engine rotation (NH) Center panel On passing 10% NH Advance CL to FTR Engine control panel Start Timing Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C Monitor light up within 10 seconds: 840C < ITT < 950C record in log book ITT > 950 FUEL SO ITT > 840 more than 20 seconds FUEL SO Close the center and the engine control panel and open the overhead panel On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes Check on overhead panel On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes Check on overhead panel, then close overhead panel and open center panel Check engine stabilized at idle values: NH 67% 2% ITT 580 50C FF 110 kg/h (243 lb/h) Note: TQ indications are unreliable when CL in FTR position Check on center panel, close the center panel then and open the overhead panel again Set ENG START rotary selector to OFF START ABORT Check on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT Adjust PL as required
10
CAUTION:

DO NOT USE ENG 2 in HOTEL MODE: without a qualified persion (flight crew or maintenance) in the cockpit when tail wind component exceeds 10 kts (gust included). In this case propeller must be unfeathered rapidly to take advantage of the air flow created by the propeller rotation and consequently to avoid exhaust gaz return flow in nacelle
ATR 72-500
Note: If Z 5,000 ft and SAT ISA + 25C, advance PL up to GUST LOCK position

Now check that electrical power supply is established proceed to the overhead panel to do so. 15. MAIN ELEC POWER
If GPU not used Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light 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
The fuel quantity gauges are located on the main panel. 16. FUEL
Check FUEL QTY indicator operative. Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normal indications when the TEST button is released. Reset Fuel used The Fuel used counters are located on the center panel at the bottom of the engines instruments.
The Annunciator Light Switch is located on the overhead panel. 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
18. AIR BLEED / COMPT TEMP

Scan AIR BLEED / COMPT TEMP 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
11
ATR 72-500
The avionics vent is located above the pneumatic controls on the overhead panel. 19. AVIONICS VENT

Check OVBD VALVE CTL switch guarded in AUTO position Check no amber or white light
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
Check three on board and stowed
Now let's move to the overhead panel:
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.
12
ATR 72-500
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
Check light extinguished reset as required
Activate the remaining fuel pump. 2. FUEL
Select ENG 1 PUMP ON Check RUN light illuminates Check FEED LO PR light extinguishes Check LP VALVE in line Check X FEED VALVE X line If GPU is used, apply the same procedure for ENG 2
Check the status of the doors 3. DOORS

Depress Sw TEST pushbutton Check CAB O and SVCE OK lights illuminate, provided associated doors are open Check DOORS light as required
4. SPOILER
Check both lights extinguished
5. LANDING GEAR
Check for normal indication Crosscheck with center instrument panel
6. MFC
Scan MFC panel: no amber light illuminated
7. SELCAL CODE SELECTION PANEL
Set as required set to ADLM as the aircrafts registration is I-ADLM.
13
ATR 72-500
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. 8. ENG 1 FIRE PROTECTION

Check ENG 1 fire handle IN and latched Extinguish any white light Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate Select TEST switch on FIRE and check: ENG FIRE red light illuminates into associated fire handle CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP) FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO Select TEST switch on FAULT and check: both LOOP A and LOOP B FAULT lights illuminate CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON) If GPU is used, apply the same procedure for ENG 2 In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.

Switch on the LOGO and NAV lights if you want to. Do not switch on the STROBE lights yet. They are switched on shortly before taking off. 9. EXTERNAL LIGHTING
set as required
11. COCKPIT VOICE RECORDER
depress TEST pushbutton: pointer moves to a location between graduations 8 and 10
Column 3 starts here:

12. SIGNS (ONLY WITHOUT USE OF GPU)
Arm EMER EXIT LT
13. ANTI-ICING / DE-ICING
14. PROBES HEATING / WINDSHIELD HEATING
14
ATR 72-500
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. 15. AC WILD ELEC POWER
Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power. 14. HYDRAULIC POWER

Extinguish any white lights Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished
15. EMER LOC XMTR
Check switch to AUTO, guarded and lockwired

16. AIR BLEED / COMPT TEMP

If GPU not used Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN If GPU used Extinguish any white light COMPT TEMP selectors as required
18. OXYGEN

Check oxygen high pressure indication Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the scheduled flight Select MAIN SUPPLY ON: check pushbutton light extinguished Check PAX SUPPLY OFF That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates
19. COMPT SMK
depress SMK TEST pushbutton to check smoke detectors Note: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan
The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.
15

Pedestal
ATR 72-500
The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding to the upper end.
1. FDEP

Check FDAU time base, adjust if necessary Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available) Flight Number is 3984
Now check the trims. 2. TRIMS

Check ROLL and YAW TRIM operation Check STBY PITCH TRIM operation, check switch guarded in OFF position
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
Check transmissions and receptions
16
ATR 72-500
Time to switch on the rest of the instruments :-) 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
Check light extinguished and amber band visible on the lever
The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guarded and lockwired. 7. EMER AUDIO CANCEL
Check switch 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:
17

EFIS Control Panel
ATR 72-500
The radar is actually not working but in the real plane you would set it to standby now. 1. RADAR
Select STBY mode
Now fire up the main EFIS displays ... 2. EFIS CONTROL PANELS

Select EADI ON check somposite mode Select EHSI ON check normal display Select EADI and EHSI brightness as necessary Select BRG's as required
Pedestal panel scan completed.
18

Center Instrument Panel
ATR 72-500
The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have to switch betweem the main panel and the center panel)
Arrow 1:
Check the indicated TAT-SAT and TAS and select the proper ADC 1. TAT-SAT / TAS
Select proper ADC: odd days: ADC 1 even days: ADC 2 Cross check TAT value with control tower information
Now scan the standby instruments and check for proper indications 2. STBY INSTRUMENTS

Check no flags Pull knob to erect standby horizon if necessary
19
ATR 72-500
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
Check rotary selector on TO
Arrow 3 starts here

(in case you don't use the condensed view switch to the center panel now): Now it is time to check the engine instruments. Start with engine 1 4. ENG 1 INSTRUMENTS
Check Oil Press Oil Temp Fuel Temp Fuel Flow (FF) Fuel Used (FU) NH ITT NP TQ target bug
0 realistic indications realistic indications 0 0 0 realistic indications 0 0 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
extinguish any white light
Now proceed to the center panel to check the pressurization of the cabin 6. PRESSURIZATION

Check all lights extinguished Check MAN RATE knob: NORM Check cabin pressure indicator: DIFF 0 RATE 0 ALT pressure altitude
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. 7. STICK PUSHER / SHAKER
Check FAULT light extinguished
20
8. ANTI SKID
ATR 72-500
The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished
Captain or F/O Instrument Panel

Arrow 4
(in case you use the first officers view, you'll proceed from the right to the left): To check the Radio Magnetic Indicator and the EHSI 1. RMI / EHSI
Crosscheck heading information
Check the vertical speed indicator, VSI 2. VSI
Check no flag and pointer indicates zero

Check the clock for correct time 3. CLOCK
Check time, adjust if necessary
Now check the Airspeed Indicator, ASI 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
21
ATR 72-500
Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press to initiate test sequence. 6. GPWS
Test if desired (Refer to Manual, Navigation Chapter)
To finalize cockpit preparation so far check the altimeter 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.
Final Cockpit Preparation

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
Select NO SMOKING and SEAT BELTS Check Memo panel
22
2. LANDING ELEVATION

ATR 72-500
Check the Landing field elevation for the pressurization system (center panel)
If QNH is used, set landing field elevation If QFE is used, set 0 ft
Check Munich ATIS on 123.125 MHz (well you probably already heared it when you set up the radios) 3. ATIS
Obtain ATIS information
Set barometric altitude according ATIS 4. ALTIMETERS

Set baro reference Check indicators
V-Speeds always depend on weight, runway length, weather conditions. Check the manual for the values. 5. BUGS
Set ASI Speed Bugs External Bugs Lower value (green bug) Internal bug (yellow bug) Intermediate value (white bug) Higher value (red bug)
V1 V2 Final takeoff speed Min. Icing Speed V2 + 5
_______ kts _______ kts _______ kts _______ kts _______ kts _______ %
Speed bug Set TQ bugs Set manual bugs to TO value
6. TRIMS

Reset ROLL and YAW trims to zero Set PITCH trim for takeoff
_______ units
7. COM / NAV
Set COM / NAV frequencies COM 1: 121.825 MHz (Munich Ground) COM 2: 120.80 MHz (Bologna Tower no ATIS available) NAV 1: 112.30 MHz (Munich, MUC, VOR) NAV 2: 109.60 MHz (Kempten, KPT, VOR) ADF 1: 427.0 MHz (Ferrara, FER, NDB)
23
Now perform the engine test 8. ENG TEST

ATR 72-500
Turn ATPCS to ARM Check ATPCS ARM green lights illuminates Turn ATPCS to ENG position Check associated ENG UPTRIM light illuminates 2.15 seconds later check ATPCS ARM light extinguishes
9. FUEL QUANTITY

Test FUEL QTY and check LO LVL Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel 3,060 lbs / 1,388 kg
10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS
Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.
Before Taxi
Not needed for this tutorial ;-) 1. LOAD SHEET
Check the load sheet
A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM 2. TAKE OFF DATA
Prepare take off data card
3. PARKING BRAKE
Check handle to PARKING
Request start up clearance 4. START UP CLEARANCE

Obtain ground crew clearance Obtain ATC start up clearance
Close any open doors ... 5. DOORS
Check all doors are closed
6. BEACON
Set (or confirm) BEACON switch to BEACON
24
ATR 72-500
Now prepare to release the brake of engine No. 2's propeller. 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 > 200C Monitor light up within 10 seconds: 840C < ITT < 950C 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 50C 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
8. MAIN ELECTRICAL POWER

Select DC EXT PWR OFF Monitor DC GEN 2 FAULT light extinguishes Request ground crew to disconnect external power Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake is released.
25
9. AC WILD ELEC POWER
ATR 72-500
Open the overhead panel and check AC Wild Power
Check all lights extinguished except ACW GEN 1 FAULT
10. HYDRAULIC POWER
Close the overhead panel and continue on the center panel to check the flaps. 11. FLAPS
Set for take off Check position on flaps position indicator Select flaps 15
12. ANTI SKID
Perform anti skid test check no F light remains illuminated
Actually there is no ground crew but that's what the crew would have to do on the real thing 13. GROUND CREW CLEARANCE
Request: chocks tail prop interphone hand signal
removed removed disconnected display on the LH side
14. COM / NAV
Radar on STBY position
15. BEFORE TAXI CHECK-LIST
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
26
2. EXTERNAL LIGHTS
ATR 72-500
Set as required
3. BRAKES

Parking brake released Check braking
4. TAKE OFF DATA

Recheck take off conditions Crosscheck V bugs settings
5. ATC CLEARANCE
Obtained
6. FLIGHT INSTRUMENTS

Scan instrument panels, check no unnecessary flag on instruments Check in turn horizons heading and bearing ball
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 Check EEC FAULT light extinguished (center panel) Check PEC FAULT light extinguished (center panel) Set ENG START rotary selector to START A & B (overhead panel) Check engine and propeller area clear Announce 'START ENGINE 1' and monitor starting Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel) Announce 'NH' when NH increases (center panel) On passing 10% NH Note positive oil pressure Advance CL to FTR (engine control panel) Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200C Monitor light up within 10 seconds: 840C < ITT < 950C 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 1 pushbutton ON light extinguishes On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes Check engine stabilized at idle values (center panel): NH 67% 2% ITT 580 50C 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% (engine control panel and center panel) Set ENG START rotary selector to OFF START ABORT (overhead panel do not close it yet)

27
8. AIR BLEED

ATR 72-500
Check all lights extinguished COMPT TEMP SELECTOR as required
Now you can close the overhead panel and check the pedestal if the cockpit door is closed. 9. DOORS
Cockpit communication hatch closed
Once again the overhead panel ... 10. AC WILD ELEC POWER
Open the Autopilot panel (Shift+8) 11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS
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
Revise procedures to follow departing Munich. 12. TAKE OFF BRIEFING

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
13. CABIN REPORT
To config test button is located on the engine control panel 14. TO CONFIG TEST
Depress TO CONFIG TEST and check no alert
15. TAXI CHECK LIST
completed
28
Before Take Off
ATR 72-500
Okay, now the ATR is ready to 'rumble' ...
Just a few items before we leave ... Releasing the gust lock is very important ... 1. FLIGHT CONTROLS

Release gust lock Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW
Check flightsim's ATC for takeoff clearance 2. TAKE OFF CLEARANCE
Obtained
Check the overhead panel for lighting and bleed air supply. 3. AIR BLEED
Select both BLEED VALVES on NORM FLOW
When you have reached the runway ... 4. EXTERNAL LIGHTS

Set STROBE light Use TAXI and TO and LAND light to minimize bird strike hazard during TO
Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for more information. 5. CCAS
Select TO INHI
Check the pedestal ... 6. TRANSPONDER
Set as required it is not required yet ...
7. TCAS
AUTO mode, set range to 6nm and to AboVe mode
8. COM / NAV
Radar as required
8. ENGINES
Check both CL at AUTO positon
29
9. FLIGHT CONTROLS
ATR 72-500
Runway heading lined up, center lateral FD BAR
10. BEFORE TAKE OFF CHECK-LIST
completed
Now the ATR is ready to go. Take a deep breathe and then off we go.
Take Off
1. ANNOUNCE 'TAKE OFF' 2. RELEASE THE BRAKES 3. START TIMING 4. ADVANCE BOTH PL TO POWER LEVER NOTCH Right mouse button click on power levers on engine control panel 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

Announce 'Positive Climb' Done by VFO Order 'Gear Up' Set L/G lever to up check lights extinguish
30
9. AFCS
ATR 72-500
Engage YD
After liftoff follow the flight director bars and prepare for the After Take Off checklist.
After Take Off

Passing Acceleration altitude (1,500 ft) perform the following steps. Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Then read what you need to do and unpause the simulation. 1. ENGINES
Order 'Climb Sequence'
2. AFCS

Select NAV mode to follow the FMC-programmed route Slowly increase selected speed and follow the flight directors bars (say 150 kts)
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

Check Pls in the notch Set PWR MGT to CLB
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
Check that actual TQ matches climb TQ, adjust if necessary.
8. FLAPS

Passing VMLB0, order 'Flaps 0' Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.
31
9. AFCS
ATR 72-500
Set ADU target IAS to the desired climb speed 170 kts
Passing transition altitude 18,000ft 10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)
Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg
11. AFTER TAKE OFF CHECK LIST
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. Be sure to check and adjust power as necessary.
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
Set SEAT BELTS switch as required
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 MODE SEL MINIMUM ICING SPEEDS ICE ACCRETION
PERFORMED AUTO BUGGED AND OBSERVED MONITOR confirm ON confirm AUTO
Operation with ice accretion PROP HORNS SIDE WINDOWS MODE SEL
32
ENG DE-ICING AIRFRAME DE-ICING MINIMUM ICING SPEEDS

confirm ON ON confirm bugged and observed
ATR 72-500
If significant vibrations occur Cls
100 ORVD for not less than 5 minutes
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
Depress RCL pushbutton and check aircraft status
Unfortuneately no ATIS is available ... anyway landings are allowed on runway 12 only ... 3. WEATHER AND LANDING INFORMATION
Obtain all required information
Check the FMC, VNAV page for current weights, weight should be something around 20,360 kg / 44,890 lbs. 4. LANDING DATA

Determine landing weight, configuration and speeds Fill in data card Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)
Now it is time to set the speed bugs to prepare for landing. 5. BUGS
ASI bugs External Bugs Lower value (yellow bug) Intermediate value (red bug)
VGA VmLB0 normal cond. or VmLB15 icing cond.
_____ kts _____ kts
Higher value (white bug) Min. Icing Speed _____ kts Internal bug (green bug) VApp _____ kts Set TQ bugs Set manual bugs to GA torque _____ % Now take the charts for Bologna and read them thoroughly so you know the approach procedure 'by heart' ;-)
33
6. APPROACH BRIEFING

ATR 72-500
minimum safe altitude weather at destination approach procedures decision height go around procedures alternate and extra fuel time
Time for the passengers to get back to their seats. 7. SIGNS
set SEAT BELTS switch to SEAT BELTS
8. DESCENT CLEARANCE
Obtained
9. AFCS

Select assigned altitude Engage IAS or VS mode as required Use PTW and PL as required for descent
10. DECENT CHECKLISTS
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
Set NO SMKG switch to NO SMOKING
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
Proceed to the center panel and check cabin pressure ... 3. PRESSURIZATION
Check cabin altitude Caution: Max P authorized at landing: 0.35 PSI
34
4. SPEED VERSUS ICING AOA
ATR 72-500
Check and set
5. EXTERNAL LIGHTS
Select TAXI and TO and LAND lights to ON
6. CABIN REPORT
7. APPROACH CHECK LIST
Completed
Before Landing
Now prepare for the final approach. 1. PASSING DECELERATION ALTITUDE

Crosscheck altitude Retard both PL down to FI and reduce airspeed
2. PASSING 180 KTS

Order 'Flaps 15' Select Flaps 15
3. PASSING 170 KTS

Order 'Gear Down' Select gear down PWR MGT TO Note: NP remains unchanged As soon as three green lights are illuminated announce 'Flaps 15 Landing Gear Down' Check TLU OK LO SPD light is lit
4. PASSING 150 KTS

Order 'Flaps 30' Select Flaps 30 announce 'Flaps 30' when indicated Adjust PL to maintain Vapp and not less than VMCL
5. BEFORE LANDING CHECK LIST
Completed
35
Landing
ATR 72-500
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' Use reverser as necessary Control nose wheel steering
Go Around
You hopefully won't need this ...

Announce 'Go Around' Depress GO AROUND pushbuttons on Pls Advance Pls to ramp Call 'Flaps one notch', rotate to GO AROUND pitch attitude Retract flaps one notch Check NP = 100%, adjust if necessary Follow FD bars and cancel AP Disconnect Alarm Accelerate to or maintain GVA When positive rate of climb is archieved Announce 'POSITIVE CLIMB' Command 'GEAR UP' As soon as climb is established, select L/G lever to UP and select HDG/IAS Announce 'Flaps X' when indicated (Flaps X is one notch less than final approach FLAPS setting) Announce 'GEAR UP' when indicated Monitor pitch attitude bank attitude speed flight path engine parameters
36
After Landing
ATR 72-500
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

Order 'Flaps 0' Select Flaps 0 and reset TRIMS Engage GUST LOCK and check PITCH and ROLL controls are locked Well it is not possible within flight simulator to lock the flight controls
2. EXTERNAL LIGHTS
Set LAND light and STROBE light to OFF
3. IGNITION
Check ENG START selector to OFF-START ABORT
You won't need the NAV and ADFs anymore, so flip them off. 4. COM / NAV

Switch OFF non required equipment Transponder on STBY Radar on STBY
The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter. 5. ENG TEST (LAST FLIGHT OF THE DAY) Conditions:

Both Cls AUTO Both Pls at GI ATPCS pushbutton depressed. OFF extinguished PWR MGT on TO position ARM light illuminates green Torque indications increase NP and NH indications decrease
ARM positions

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
37

ATR 72-500
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) Switch the TCAS off 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
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
8. AFTER LANDING CHECK LIST
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
Set parking brake and check brake pressure Note: If propeller brake is used, be sure that propeller area is clear and protected
2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)

Release gust lock Push control column in nose down position Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual) Engage gust lock and check PITCH and ROLL controls are locked
3. MAIN ELEC POWER (ONLY IF GPU IS USED)

Check ground crew connect external power unit Only available when parking brake is set Check DC EXT PWR AVAIL light illuminates Select DC EXT PWR ON
38
4. ENGINES
ATR 72-500
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
Set both FUEL pump switches to OFF
6. SIGNS
Set SEAT BELTS switch to OFF
7. GROUND CONTACT
As required
8. PARKING CHECK LIST
Completed
9. TAIL PROPELLER
As required
Leaving the aircraft

OXYGEN MAIN SUPPLY OFF PROBES HTG / WINDSHIELD HTG OFF ANTI ICING / DE ICING (ALL DEVICES) OFF EXTERNAL LIGHTS OFF EFIS CONTROLS OFF RADAR OFF COM OFF IF GPU NOT USED ENG 2 CL 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) FUEL PUMPS OFF EMER EXIT LIGHTS DISARM BATTERIES OFF IF GPU USED EMER EXIT LIGHTS DISARM
39

ATR 72-500
DC EXT PWR OFF Caution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished BATTERIES OFF

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Orientation Manual For Flight Simulation Use Only!

For Flight Simulation use only

IMPORTANT / CRITICAL INFORMATION

For Flight Simulation use only

Product Support Before you do anything else:

If you still require help:

For Flight Simulation use only

About this manual

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The Incredible ATR!

A very warm thank you!

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Computer Performance (Frame rates)

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For Flight Simulation use only

Joystick / Control Yoke Settings

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For Flight Simulation use only

Move to next section.

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2D Panels, Panel Windows & Interior Views

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2D Panels, Panel Windows & Interior Views

Expanded View Panel

Condensed View Panel

Continued on next page

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2D Panels, Panel Windows & Interior Views

Continued on next page

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2D Panels, Panel Windows & Interior Views

Left Landing Panel View

Right Landing Panel View

Left Main Panel View

Center Main Panel View

Right Main Panel View

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2D Panels, Panel Windows & Interior Views

To Rear Left View

Rear Left Cockpit View

Left Cockpit View

Forward Left Cockpit View

To Main Panel View

To Forward Right View

To Rear Right View

Forward Right Cockpit View

Right Cockpit View

Rear Right Cockpit View

To Rear Right View

To Rear Left View

Rear Cockpit View

Hold LEFT click and drag to operate shade

Hold LEFT click and drag to operate shade

Table of Contents 3Table of Contents

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For Flight Simulation use only

For Flight Simulation use only

For Flight Simulation use only

For Flight Simulation use only

For Flight Simulation use only

CCAS & MFC 4CCAS & MFC

CCAS Centralized Crew Alerting System