ATR Technical Notes

Last updated: 27th Feb 2016

Aircraft General

MFC

CCAS

Electrical

Fuel

Power Plant

Fire Protection

Pneumatic System

Air-conditioning

Pressurization

Hydraulics

Landing Gear

Flight Controls

Ice Protection

Flight Instruments

Navigation

AFCS
 AIRCRAFT GENERAL
Ground handling bus on main BAT with refueling door, cargo door and entry door open.
MFC

CCAS
ELECTRICAL
AC CONSTANT FREQUENCY
AC WILD FREQUENCY
FUEL SYSTEM
Excessive fuel flow from engine means that leakage was from the engine and not between tank and engine, so
you can open x-feed valve to supply fuel from other engine. In case there was no excessive fuel flow from the
engine then the leak is somewhere before (like in tank etc.) so in that case x-feed should be closed.
POWER PLANT
FIRE PROTECTION
 PNEUMATIC SYSTEM

Prop brake ON = Left Bleed Valve Closed + Cross feed Valve Open
Prop brake OFF = Left Bleed Valve Open + Cross feed Valve Closed
AIRCONDITIONING SYSTEM
PRESSURIZATION SYSTEM
HYDRAULICS
LANDING GEARS
 FLIGHT CONTROLS

Roll
Pitch

Pitch Trim
Pitch Trim Indicator

Stick Shaker / Pusher

Yaw

Releasable Centering Unit (rudder cam) is mounted between Rudder and the linkage to the pedals. It enables
rudder stabilization when no action is applied to the pedals. Due to aerodynamic design, some
vibration/flutter occurs at the rudder level (both rudder plane and spring tab). The rudder cam is a box with
a set of springs to reduce or cancel out this flutter. Because you need to trim the aircraft rudder for different
positions, the cam needs to be disengaged momentarily until a new trim position is achieved.
Prior to take off, the pedals must be centered and the rudder cam released by action on the rudder trim switch
to allow the rudder to "stabilize" in the neutral position. When trimming the rudder, you are in effect changing
the position of the rudder so the cam is released to allow the rudder to go to the new position then it re-
engages to stabilize the rudder in the new position.
Flaps

\
Gust Lock
ICE PROTECTION
Engine and Wing Protection
Historically, pilots have been taught to wait until a recommended thickness of ice builds up, typically ,
before activating the deicing boots because early activation of the boots was thought to result in ice bridging.
Ice bridging is when the ice deforms to the shape of the expanded deicing boot without being shed, then
remains in this deformed shape and hardens, rendering the boot ineffective. Also, certain manufacturers have
held that waiting for a certain accretion thickness leads to more effective shedding of ice. More recent tests
have shown that modern deicing boot designs are not susceptible to ice bridging (Advisory Circular (AC) 20-
73, Aircraft Ice Protection). These tests have also shown that activating the boots early and often will not
degrade ice shedding from the boots, and in some conditions will improve ice shedding over the length of the
icing encounter. Ice that remains on the boots after a boot cycle is residual ice that will be shed with further
boot cycles, and not result in ice bridging. Residual ice occurs more often as both airspeed and outside air
temperature decrease.
Propeller Anti Icing
Horns Anti Icing

Window Heat

Wiper Operation: 160 KTS

FLIGHT INSTRUMENTS
Flight Recorders
 NAVIGATION
Markers

DME

EGPWS
AFCS
Modes
Disclaimer: "ATR Technical Notes" are personal notes of the undersigned for training only. These notes do not sanction any pilot to violate
his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations.