PROCEDURES & TECHNIQUES

ATR uses as a reference the ONE G STALL SPEED VSR which is 6% greater than VSmin

VmLB: absolute min maneuver speed. It is used:

 For T/O & initial climb

 Must be used en route for obstacle limited situation
 In flaps 0 config to obtain the best climb gradient

In all this cases, bank angle must be restricted to 15°.

VmHB: min speed used for approach, also provides the best 2 engine ROC. Bank angle must
be restricted to 30°.

VAPP = VmHB + wind factor

VGA = VAPP + 5, or 1,1VMCA whichever is higher.

AIR:

When the OVBD valve CTL sw is in auto mode, extract fan runs continuously & OVBD valve
is:

 Open as long as engine 1 is not running (oil low pressure signal)

 Closed as long as engine 1 is running.

When door is closed after boarding, (eng 1 not running), the extract fan suction will create
a very noticeable pressurization change (especially with GPU), the cockpit communication
hatch has to be open. It will be closed after engine 1 start.

Before closing, the temperature selector must be set to full cold position in order to limit
packs air flow thus avoiding pressure chock.

If a failure occurs after T/O & crew decides before reaching 3500’ above airfield elevation
to return to same airport, the system memorizes the T/O altitude & no crew action will be
needed.

Before landing, to avoid pressure bump when touching down, the cabin altitude is auto set
at airfield elevation minus 300’.

After touchdown (oleo compressed), a depressurization is controlled at +550’.min up to full

opening of outflow valve.

When temperature exceeds 22°C & that A/C is exposed in direct sun, must cool down cabin.

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ELECTRICAL SYSTEM:

A DC GPU for ATR must deliver a current under 28 volts for correct functioning of all
equipment at startup.

If the GPU current is below 26 volts after load shedding, must be considered as unusable.

FLIGHT CONTROLS:

Both elevators are connected through a pitch uncoupling device. Activation of this device:

 Requires heavy forces to be applied to the control columns, which minimizes the
risk of untimely disconnection.
 Red warning pitch disconnect

When pitch disconnect takes place without real jamming, speed has to be limited to 180
KNT & bank to 30° until flaps extension to avoid overstressing the stabilizer.

The 2 stick must be held once the A/C is landed.

FUEL SYSTEM:

Fuel cross feed allows feeding of 1 or 2 engines from either side tank, for fuel balancing.

Each electrical pump is able to supply 1 engine during the whole flight envelope.

When Xfeed is selected, both electrical pump are forced to run.

Fuel quantity indication:

 In flight: A/C leveled without sideslip & pitch attitude close to 0°.
 On ground: A/C static & fuel pumps running for more than 4min.

ICING:

OAT on grd & T/O is at or below 5°C or when TAT in flight is at or below 7°C & visible
moisture in the air in any form is present (clouds, fog with vis < 1nm, rain…)

All anti icing procedures and speed limitations must be complied with as soon as & as long
as icing conditions are met & even before ice accretion actually takes place.

When switching horns anti icing ON lower the stall threshold and illuminates the icing
AOA

If obstacle limitation exists whenever min icing speed are imposed single engine critical
phases (final T/O climb, en route, drift down) must be performed with flaps 15.

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The minimum icing speed is always close to the best climb gradient speed.

If significant vibration occurs on propeller, select CL 100% OVRD for not less than 5min.

If ice accretion is seen by detector with anti-icing still off, the icing light will flash until
horns anti-icing is ON.

Engine de-icing must be selected ON prior to airframe de-icing. If not engine de-icing will
be effective 60s or 240s later depending on mode selection.

DE ICING will blink if de-icing are still on more than 5min after ice detector has stopped to
signal ice accretion (ICING light off).

T/O in grd icing but without atmospheric icing:

 Before T/O: prop anti ice ON

 After T/O: cycle landing gear if possible to avoid brake freezing, prop anti ice as
required.

Horns anti icing must not be selected ON to avoid lowering the AOA of stall warning
threshold.

Freezing rain are found typically at low altitudes with a SAT ≈ -4°C (3000’) & with T°
inversion, or up to 15 000’ with a SAT ≈ -18°C.

DETECTION OF SEVERE ICING:

Ice covering all or a part of unheated portion of either side window (30s)

Unexpected decrease in speed or rate of climb

Unusual roll response

Avoid immobilization of A/C with prop brake

Set 18% TQ on each engine & keep taxi speed during 30s using normal brakes with min use
of nose wheel steering to ensure symmetrical warming up of brakes.

To prevent tire damage at touchdown, after gear is selected down, select antiskid off, then
pump the brakes at least 5 times & then reselect antiskid ON.

LANDING GEAR/BRAKES:

If blue hydraulic circuit is pressurized, nose wheel steering has to be switched off for
towing by a grd vehicle.

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When taxiing with both EEC off, avoid pushing both PL above GI to avoid transient loss of
ACW & main hydraulic pumps.

Use of emer brake beyond the emer brake notch above 60 KNT must be avoided to prevent
wheels lock up & damages to wheels & tires.

A deflated tire is not easily noticeable from the cockpit: no T/O should be started after
emer brake has been used at speeds in excess of max taxiing speed of 20 KNT without prior
visual inspection of the main landing gear tires.

POWER PLANT:

Prior to initiating start sequence, EEC fault light must be extinguished, if EEC fault light is
lit, try to reset, if unsuccessful, deselect EEC.

Passing from fuel shut off to feather is possible between 10 & 19% NH if ITT > 200°C.

ENG LO OIL PR CCAS alarm is 30s time delayed to avoid untimely ENG OIL LO PR during
engine start in cold weather operations. However, an ENG OIL LO PR alarm can be activated
for 2 or 3s, this is acceptable by PWC. This alert is inhibited when affected CL is in fuel shut
off position.

UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT:

Engine parameters fluctuations:

TQ NH ITT NP

±2% ±0,25% ±10°C ±2,5%

In case of engine parameters fluctuation, it can be helpful to select the corresponding EEC
off before shutting the engine off.

If 1 or both EEC have been deselected, use of man ignition is required when A/C enters
precipitations or turbulence.

NP is auto set to 100% provided PWR MGT is on T/O position.

PROPELLER BRAKE USE:

 RH CL FTHR or fuel shut off

 Gust lock engaged
 Blue hydraulic pressure… check above 2900PSI

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The DC AUX PUMP runs auto ASA:

 Blue hydraulic pressure below 1500PSI, &

 Gear handle is down
 Engine one is running

And stop 15s after the end of prop braking sequence.

A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for 30s. Selecting
propeller brake off within this 30s temporization allow to keep the DC AUX PUMP running
overriding the 30s temporization.

If EEC is selected from OFF to ON, an important power variation may result. That is why the
throttle has to be reduced within the green sector (below 52°).

Landing with EEC OFF will lead to a big propeller speed decay as the speed decrease, ACW
power may be lost at the end of the landing run.

FLIGHT CHARACTERISTICS:

Excessive aileron deflection should be avoided as they affect directional control.

Below 30 KNT, gust lock may be engaged.

Aileron input to stabilize hdg with 2° of bank toward the operating engine is highly
recommended.

The ATPCS functioning is different from T/O & approach.

Even if T/O position is selected:

 Uptrim function is never available

 Auto feather function may be available depending on PL position

If the auto feather has not operated, the drag depends on engine failed PL:

 In approach, do not reduce affected PL below 45° before manually feathering the
engine
 If go around is performed, advance both PL to the ramp. When appropriate,
manually feather the failed engine.

NP 82%: deceleration height → (IAS X 10)’ → VAPP at 500’ on a 3° glide slope. If

deceleration rate on approach appears insufficient, it is always possible to increase it by
setting NPs on 100% OVRD.

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If thrust dissymmetry or 1 LO PITCH is not illuminated, the use of any reverse is not
allowed.

The tail bumper effectively protects the tail in case of excessive attitude provided the rate
of sink doesn’t exceed 5’.s.

FLIGHT INSTRUMENT:

AHRS alignment takes place as soon as the battery is switched on, & it takes nominally
3min during which the A/C must not be moved.

To know the time remaining for AHRS alignment, depress AHRS fast erect P/B. if
90→1min30s

The beginning of the 3min alignment period may be observed as it is associated with a brief
display of horizon tilted 30° to the right without flag.

GPS:

Directly powered by the DC BUS 1 or DC STBY BUS if TRU is installed

POWER SETTING:

Max TQ is defined by FDAU.

Engine rating for T/O is normally limited to 5min.

Reserved T/O is max thrust certified for T/O & is time limited to 10min.

T/O is prohibited when frost, snow or ice is adhering to wings, control surfaces or prop.

RNW conditions:

 Dry
 Wet (<3mm of water)
 Contaminated (3mm & 12,7 mm of water)
 Damp: not perfectly dry, but when water doesn’t give it a shiny appearance → don’t
consider any performance limitation.

T/O speeds meet the following requirements:

 V1 ≥ V1 limited by VMCG V2 ≥ 1,13 VSR

 VR ≥ 1,05 VMCA V2 ≥ 1,1 VMCA

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 1,2%
2,4%

T/O FLIGHT PATH

For wet or contaminated rnw, the default program assumption is 15’ instead of 35’ for dry
rnw. It is why sometimes the wet rnw may be less restrictive than the dry rnw. You must
consider the dry rnw weights associated to the wet rnw speeds.

To take into account the effect of air con off, increase rnw length by 3%.

Decrease the rnw length by 400m for 1% uphill slope.

Decrease the rnw length by 400m for 10 knt of tail wind.

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In normal condition: when using air con in high flow, increase fuel consumption by 3% &
decrease IAS & TAS by 4 KNT.

In icing condition: increase fuel consumption by 1,5% & subtract 10 KNT on TAS & IAS.

When using air con in high flow during the climb, increase fuel consumption by 10%.

Operational ceiling: max alt which can be reached with a min ROC of 300’.min.

We cruise at max cruising speed & min time. For fuel saving, cruise at long range cruise
speed.

From 1500’ to final landing:

 3min for time

 30kg for consumption

APPROACH CLIMB: SINGLE ENGINE

 Gear up, flaps 15°

 Affected prop feathered
 Remaining engine power set to go around
 Air con off

GRADIENT: 2,1%

LANDING CLIMB: TWIN ENGINE

 Gear down, flaps 30°

GRADIENT: 3,2%

The deceleration mean is the normal braking system, antiskid operative & PL on GI (no
reverse).

Flight preparation: net performance are used (1,1% penalty)

In flight: gross weight (real performance)

It is recommended to balance the tanks using fuel Xfeed when the dissymmetry reaches
100kg.

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LRC speed:

 FL100: 189 KNT

 FL150: 175 KNT
 FL200: 170 KNT

No combination of dispatch is allowed

Extended overwater (over 50nm) flights with gear down is not allowed

Flight in icing condition is prohibited with gear down.

A quick engine shut off or prop brake application after the prop FTHR may induce an undue
PEC fault warning. If the engine is shut off or the prop brake applied too early after prop
FTHR, the subsequent oil pressure loss doesn’t allow the prop blades to reach the correct
FTHR pitch angle → PEC fault warning.

In the PEC off condition, if NP becomes inferior to 77% at idle power, the engine will not
spool up when advancing power lever.

WEIGHT AND BALANCE:

Crew member + hand baggage: 85kg

Cabin crew: 75kg

Stretcher can be installed in rear last 3 rows on left hand side: 17kg & need not be trimmed.

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Passenger weight + cabin baggage:

 Male: 88kg
 Female: 70kg
 Child: 35kg (2-12 ans)
 Infant: 0kg

A standard weight of 84kg per adult may be used only in cases where M/F distinction can’t
be obtained.

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