Ramp & Transit ATR 72

RAMP & TRANSIT
ATR 72-100/200
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ATR72-100/200
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Aircraft General
For Training Purpose Only
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Introduction:
The ATR 72 is a twin turboprop high wing and short-haul pressurized regional aircraft built by the French-Italian aircraft manufacturer
ATR, designed to carry 64 to 74 passengers. It is built in cooperation by EADS(France) and Alenia (Italy).
It was developed from the ATR 42 in order to increase the seating capacity from 48 to 74 by stretching the fuselage by 4.5 m (14 ft 9 in ),
increasing the wingspan, adding more powerful engines and increasing fuel capacity by approximately 10 percent.
The ATR 72 was announced in 1986, and made its maiden flight on October 27, 1988.
Exactly one year after that, on October 27,1989 Finnair became the first company to put the airplane into service.
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Dimensions
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Cabin Layout
Several version are available to combine passenger transportation with freight.
The cabin layout may range form 64 to 74 passengers.
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Cross Section
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Cockpit
The cockpit can accommodate two pilots and one observer.
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Pilots Seats
The two pilots seats are stowed by sliding laterally against the flight deck side . In flight position, these seats have to move to the center
line of the flight deck and then forward. They are also reclined.
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Performance
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Doors
The aircraft passengers door and service door are located at the rear side of the fuselage. The main cargo door is located at left forward
side of the fuselage.
Passengers door left rear side
Main Cargo Door -Left forward side
Service door right rear side
A door located on after LH side of passengers compartment is provided for access to aircraft.
The entry door is an outward opening, non plug type door with a net of 72cm (28.5) wide without hand-rail and
1.75m (68.8) high. The mechanism is essentially composed of two handles, a lifting cam and locking shoot bolts
placed on the rear part of the door.
Attached to the integrated stair structure is a folding hand-rail which, by means of a link to the fuselage structure
automatically erects when the door is opened.
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Passenger Door
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Cargo Door
The cargo door is an outward opening, non plug type door hinged at its upper edge giving a net clear opening of 1.30 m (51) wide by
1.57 m (62) high.
The door is actuated by an electrical actuator. A hold-open strut maintains the cargo in the open position. It also protects the door from
wind gusts. The door is opened through the cargo door control panel which is located at the bottom right side of the cargo door. There is
also an inside control panel which allow the door to be operated from inside compartment.
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Service Door
The service door is an outward opening, non plug type door with a net opening 69cm (27) wide and 1.27 m(50) high. Opened position is
forward . Door operation can be performed manually from inside or outside of the airplane.
Door opening from outside:
The door can be opened from outside by rotating the outer handle 90 degrees clockwise from horizontal to vertical position. The door has
then to be rotated on hinges by pulling on outer handle assisting it until the handle is next to hold open hook.
Pull the terminal located on the door hinges side push the door and release the terminal so that the handle engages the hold-open hook
which holds the door locked in fully open position against the fuselage outer surface.
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Emergency Exit Door

The two emergency exit doors type lll of passenger compartment are hinged on the bottom by (two spigot type hinge) and opens inwards
rotating on hinges and falling down.
Five stops are installed on door panel structure, two per side (fwd and aft) and one upper side while a simple locking mechanism serves to
protude or retract a shoot bolt upper side of the door lock and unlock the door in the fuselage opening.
The locking mechanism may be operated either from aircraft inside or outside. The outer handle has also the rule of vent door to prevent
the cabin pressurization to an unsafe level if the door outer skin periphery is depressed by the fuselage skin surrounding the door cutout
when the door is closed. A window is provided in the center section of the door to allow the passengers to look outside.
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Instruments
General Description
The indicating and recording system is divides in two main parts: Indicating and Recording.
The indicating system provides:
Systems monitoring through the CCAS (Centralized Crew Alerting System).
Indication and control of the system by means of different panels.
and time display with electrical clocks.
The recording system enables various aircraft parameters, as well as voices in the cockpit, to be recorded.
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Recording System Description

The recording system is composed of :
A Flight Data acquisition Unit (FDAU).

A Digital Flight Data Recorder (DFDR).
A Flight Data Entry Panel (FDEP).
And an Accelerometer.
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Instruments and Control Panel

The instruments and controls panel, are grouped into 5 main groups:
Instrument panels in front of the pilots;

Centre pedestal between the two pilots;
Consoles on the left and right hand sides of the cockpit;
Overhead panel above the pilots;
And miscellaneous panels which do not belong to the groups mentioned above.
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Clock
Time is indicated by two quartz clocks.
The captain's clock is located on the 3 VU panel and the F/O's clock on the 5 VU panel.
Both clocks are identical.
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MFC Multi-Function Computer

Many functions are controlled by the Multi-Functional Computers (MFC's).
Each MFC is composed of two modules A and B.
Their main purposes are:
To control and authorize operation of aircraft systems1
To monitor aircraft systems
To manage systems failures and flight envelope anomalies and to command triggering of associated warnings.
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Centralized Crew Alerting System CCAS

A centralized crew alerting system (CCAS) continuously monitors all aircraft systems in order to provide the followings
functions:
Alert the crew of the existence of system malfunction or aircraft hazardous configuration with a clear indication of the
urgency of the situation.
Identify the malfunction or the situation without ambiguity.
Direct the appropriate corrective action without confusion.
Logic functions are performed by the MFC's B modules which aquire and process system failures and flight envelope
protection signals and generate aural and visual warnings.
Two kinds of logic are possible.
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CCAS LOGIC
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CCAS Description
The CCAS is composed of:
Two Multi-Functional Computers (MFCs)

A Crew Alerting Panel (CAP).
Two Master Warning and Master Caution Lights
An EMER/AUDIO CANCEL switch
A T.O CONFIG. TEST pushbutton
A Left Maintenance Panel
The CCAS receives all Warning & Caution signals from various aircraft systems.
The MFCs send an audio warning to the Captain's and F/O's loudspeakers and activate the centralized alarms on the CAP.
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Status and Indication

Status and indications are integrated in the push-buttons (PB). Push-buttons positions and illuminated indications are based on general
concept with the light out condition for normal continuous operation according to the basic rule.
With few exceptions the, the light illuminates to indicate a failure or an abnormal condition. Whenever possible, the failure alert is
integrated in the push-button which has to be operated for corrective action.
Some push-buttons such as (ACW) are painted in amber to help crew to find them in case of smoke.
(Fluorescent Painting).
PUSH-BUTTON
IN - Depressed
OUT - Released
BASIC FUNCTION
ON AUTO NORMAL
OFF- MAN- ALTN - SHUT
COLOR
INDICATION
No light illuminated except flow bar
Normal Basic Operation
BLUE
Temporarily required system in normal operation
GREEN
Back up or alternate system selected
WHITE
Selection other than normal basic operation
AMBER
Caution Indivation
RED
Warning Indication
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MFC Overhead Panel Description

The MFC panel is shown in light test.
During normal operation, when selected OFF, the fault light extinguishes.
Four illuminated push-buttons are installed on the overhead panel.
Each of them is dedicated to one module and:
enables module power supply (push-button pressed)
indicates if the module is not supplied (OFF legend on)
indicates if the module is faulty (FAULT legend on)
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MFC Overhead Panel Location
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MFC Maintenance Panel Description

The right side maintenance panel includes a readout display for failures of systems linked to the MFC system. Recording of these failures is
performed by the MDC module 1A.
Bite loaded magnetic indicator:
It indicates that at least one failure has been recorded by the MFCs.
System Selector Switch:
It is normally placed in NORM-FLT position (in all other positions, the MAINT PANEL indicator light shows amber on the CAP.
During MFC maintenance memory reading, this selector switch enable various systems to be selected, in order to consult the failures which
have affected the system involved. The bite advisory display indicates through illuminated F lights, the binary code of the failure recorded.
The combination of illumination of these four lights enable up to 14 failures per system coded: The code/failure definitions are given in the
concerned Job Instruction Card (JIC) or in the Flight Crew Operating Manual (FCOM). Note that failure code reading is only possible with
engines shutdown.
PTA/ERS push-button: When a system is selected, PTA push-button (Push to Advance) enables recorded failures to be run on the failure
display. An FFFF code indicates the end of list of failures. When ERS position is selected, this push-button serves to erase the system
memory, if it is depressed for more than 5 seconds. An F F code is then displayed during erasing. But if this push-button is depressed for
less then 2 seconds , an ARINC test is performed (Cross Tallk Test). An F F code is the when successful.
Magnetic indicator test push-button serves to check operation of the bite loaded magnetic indicator, when pressed for more than 3 seconds
the magnetic indicator is activated. De-activation requires system selector on ERS position and PTA /ERS push-button pressed for more than
5 seconds. Connector outlet enables the optional MTS (Maintenance Test Set) system to be connected. The maintenance team can extract
detailed maintenance data for the nine last flights with the TMT(Transportable Memory Terminal) system.
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ATR Structure
The ATR structure is composed of:
Fuselage
Wings
Stabilizers
Nacelles
The structure is also composed of :
Windows
Doors
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Fuselage
The fuselage of ATR 72 is a semi-monocoque type, designed according to fail safe/damage tolerant criteria.
For structural and productions reasons, it is manufactured in structural sections as follows:
Section 11 : Fuselage nose section
Section 13 : Fuselage and FWD center section
Section 15 : Fuselage center section
Section 16 : Fuselage Rear Center Section
Section 18 : Fuselage Tail Section
Structure Details:
Semi-monocoque structure consist of frames and panels. The fuselage frame are built in 7075-T6 bent or rolled sheet
with a z-profile (except in flight compartment). The frames are shear tired to the skin for load introduction and
damage tolerance of the panels (in the lower and side part of the fuselage).
Stringers are tied to the frames by stringer clips. The floor panels capability are:
On cargo compartment, cabin entrance and corridor 400kg/m sq (88lb/ft sq).
On cabin under seats 200 kg/m sq (44 lb/ft sq).
On entry passenger compartment, galley,lavatories and after cargo 400kg/m sq (44lb/ft sq).
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Composite Materials
Here's shown composite structural components of the ATR 72.
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Wings
The ATR is equipped with a high wing composed of three main elements:
Rectangular center wing box, two trapezoidal outer wing box with a dihedral of 2.5 and a central wing box.
The surface area of the wing is 61m (656.4 sq. ft) and its span is 27m (88 ft 7 inches).
The following secondary structures are attached to the main elements:
Wing tips
Leading edges
Trailing edges
Ailerons
Spoilers
Fairings
Center wing box:
The center wing box structure is made of light alloy and includes:
Front spar
Rear spar
13 sheet metal ribs
14 machined ribs
single- piece lower skin
Four element upper skin
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Stabilizers:
The aircraft is provided with T type stabilizers bolted to the fuselage tail section.
The T type design has been chosen because of its good performance specially when used in conjunction
with turbo-prop engines. The main components are:
horizontal stabilizer
elevator
vertical estabilizar
rudder
horizontal to vertical stabilizer fairings
Elevator horns and rudder horn accommodate part of anti-ice system.
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Electrical Systems
The electrical systems consists of three separate subsystems:
DC (Direct Current)
AC ( Alternating Current), constant frequency
ACW ( Alternating Current Wild) variable frequency
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Electrical
The electrical power generation is provided by the following sources:
Main and emergency batteries

Two engine-driven DC starter / generators
Two AC wild frequency generators
Two external power units AC / DC.
In addition two static inverters supplied by DC system provides constant frequency AC power.
The ACW electrical system can also supply DC electrical system through a transformer rectifier unit (TRU).
The electrical distribuition is ensured by busses which feed equipments.
Two separed networks (left and right) run individually and can be connected in case of generation failure due
to the (BTC) Bus Tie Contactor.
With the battery switch off and no GPU connected, these buses are powered:
HOT EMER
BAT BUS
HOT MAIN
BAT BUS
Hot Emergency
Battery
Hot Main
Battery
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Generation
Electrical power necessary aboard the aircraft is given by two engine-driven DC starter generators and two AC wild frequency (ACW)
three-phase generators driven by the reduction gearbox of the engine-propeller.
In addition two static inverters, supplied by DC main buses, give AC constant frequency (AC) power and two batteries, give power in
flight, to the critical load, when all main DC sources are lost. Main battery is also used for engine starting.
The aircraft has two external power receptacles to allow an electrical supply, on ground, using DC and AC ground power units. The
aircraft electrical network comprises:
28 VDC from starter generators

115/200 VAC WF (341-488 Hz) three-phase from ACW generators;
115 VAC CF (400 Hz) single-phase from static inverters;
26 VAC CF (400 Hz ) single-phase from static inverters;
24 VDC from batteries.
Each DC starter generator and ACW generator is associated with a Generator Control Unit (GCU), connecting it to its related channel
and providing protection and fault detection. Two Bus Power Control Units (BPCU), one connected to DC GCU's and the other one
connected to the ACW GCU's control main buses-tie, load shedding and external power.
The AC distribution is given by the following buses:
115 and 26 VAC inverter buses 1 and 2 - 400 Hz
115 and 26 VAC standby (STBY) buses - 400 Hz
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AC / DC Feeders
DC and ACW generation are provided by engine driven generators.
AC and DC feeders run in the wing leading edge and under the ceiling roof to the electrical racks.
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Static Inverter
Constant frequency is provided by two inverters which convert DC into AC.
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Inverters Location
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Electrical Racks
The electrical components are located in the electrical racks, except for batteries which are located on the floor of avionics racks.
AC and DC electrical controls are located on the overhead panel.
Circuit breakers are located on the overhead panel and behind the first officer.
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Control Panels
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Interfaces
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Electrical Subsystems
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Hotel Mode
In Hotel mode, only DC and AC constant frequency power supply is available. ACW power supply is not available since ACW.
Generator is linked to the propeller Reduction Gearbox. The hotel mode allows the aircraft to be free from a Ground Power Unit.
The main electrical network is supplied by DC GEN 2.
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DC Hotel Mode Operation
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DC Cooper Cables
DC copper cables are divided into two aluminum-alloy cables to save weight.
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Weak Battery
If the main battery is weak, the ground power unit cannot be connected to the A/C electrical network, thus no external power will be available.
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DC Distribution
The aircraft DC distribution consists of:
Two main busses ( DC Bus 1 and DC Bus 2 )

a Hot Main Bat Bus
a Hot Emer Bat Bus
a DC Emer Bus
a DC Ess Bus
a DC STBY BUS
2 Utility Buses (Utilily Bus 1 and Utilily Bus 2)
Additionally:
A DC SVCE BUS provides supply for aircraft services

A GND-HDLG BUS provides supply for ground handling operations
DC EMER BUS , DC ESS BUS and DC STBY BUS provides supply equipment required to fly. This equipment remains supplied
even after dual DC generator loss, by batteries.
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Safety and Precautions
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Batteries
The emergency battery avoids power transient on critical equipment during engine start and supplies emergency power after
main battery has been discharged.
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Multi Function Computer

Multi Function Computer (MFC) 1 and 2 provide controls for battery's own operation and transfer contactors controls.
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When any of the following doors are opened, the Ground Handling Bus is energized through the Battery Transfer Relay:
Cargo Door Access Panel

Refueling Panel
Main Cabin Door
Auxiliary Hydraulic Pump
HOT EMER
BAT BUS
HOT MAIN
BAT BUS
Hot Emergency
Battery
Hot Main
Battery
GND HDLG
BUS
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DC Service Bus
If DC service Bus push-button is depressed on the flight attendant panel, then the DC Service Bus is powered through the Service Bus
Transfer Relay.
EMER
LT
CALLS
PASS
LAV
SMOKE
CAPT
LAV
CARGO
GND SVCE BUS

DC
GALLEY LAV
DIM
UPR
PASS
AFT
READ
ENTR CARGO
LT
HOT MAIN
BAT BUS
AC
ON
LAT
PASS
HOT EMER
BAT BUS
VENT
Hot Emergency
Battery
Hot Main
Battery
EGHR
EXTER NAL
POWER
GND HDLG
BUS
BTR
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DC Electrical Generation System Indicating

The DC measuring system gives voltage and current indication by a voltmeter and an ammeter, under a control selector.
The two DC instruments and the selector are installed on LH maintenance panel 101 VU.
The selector controls the voltage and current if it is set to each single DC generating source as follows:
Current indications are given, by two hall effect current sensors through a separate output.
Another hall effect current sensor ( for the external power channel) gives current indications relevant to the DC external power.
Voltage indications, for each channel, are given by the related POR installed at the load end of each generator feeder.
In addition an ammeter, with a center zero, is installed on MAIN ELEC PWR panel. It shows the charge / discharge current, in true
amperes of battery selected by BAT SEL switch on the same panel. This measurement occurs through the related charge/ discharge shunt 22
PA (MAIN BAT) and 39 PA (EMER BAT).
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DC Electrical System Indicating Panel
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Batteries Voltage
Batteries voltage is measured at HOT MAIN BAT BUS and HOT EMER BAT BUS level respectively for main and emergency batteries.
Voltage is displayed on the DCV indicator located on the LH maintenance panel. Load is measured from shunts, and indicated on the
DC AMP indicator located on the main electrical panel power control panel. When selected on the proper position, the ELEC IND
selector allows the relevant parameters to be displayed. Selecting the BAT SEL switch allows the batteries load to be checked
( charged or discharge).
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GPU Connect
To connect the GPU to the network, external power must be available.
This is indicated by the AVAIL light on the overhead panel and by the DC CNTD and DC PWR NOT USED white lights located
on the external power control panel.
When all the conditions are met, the BAT switch and the EXT PWR push-button have to be selected ON. Then the 11 PG contactor
closes, supplying DC BUS 1 and DC BUS 2 through the BTC 16 PU.
As the contactor closes, the DC PWR NOT USED light extinguishes on the external power control panel.
DC PWR NOT USED also extinguishes when the SERVICE BUS and the GROUND HANDLING BUS are directly supplied by
external power.
One of the conditions to connect external power is aircraft on ground. So, when the aircraft is on jacks, this condition is lost.
To restore this condition, the WEIGHT ON WHEELS switch, located on the RH maintenance panel has to be selected to FLT.
to connect the GPU to the network, external power must be available.
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DC / AC GROUND CONNECTING
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DC External Power Receptacle Location
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Lights
This chapter deals with normal and emergency aircraft lighting for the cockpit and the cabin, as well as exterior lights and ground service
lighting.
For aircraft lighting, different system are installed:
controlled from the cockpit

cockpit lighting
cabin signs lighting
emergency lighting
exterior lighting
controlled from the cabin attendant panel

cabin lighting
emergency lighting
rear cargo compartment lighting
controlled from the exterior panel lights

Fwd cargo compartment
Main and nose landing gear wheels
Fwd and Aft avionics compartment
refueling panel
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Cabin and Cargo Lighting

Normal cabin lights consists of two rows of fluorescent lights . In addition, separate lighting is installed in the rear cargo compartment.
These lights are operated from the cabin attendant panel. The forward cargo bay is lit from a switch located outside, on the cargo door
operating panel. A switch located RH of the entrance door, provides 2 min illumination of two emergency lights and the cockpit entrance
light. Another switch located at the cockpit entrance panel (40 VU) provides the same functions .
As soon as passenger door is open, Ground Handling Bus is available (entrance light power supply).
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Exterior Lighting
Exterior Light include:
A: Navigations lights
B: Taxi / take off lights
C: Landing lights
D: Wing scan lights
E: Beacon anti collision lights
F: Strobe lights
G: Logo lights
H: Emergency lights
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Light Panels Location
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Compartment Lights
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Instrument Light Panel
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Exterior Lights Panel Description

The position of the aircraft is indicated by navigation lights installed on the wing tips and tail cone and controlled by a switch.
The system consists of:
A red navigation light on the LH wing tip

A green navigation light on the RH wing tip
A white rear navigation light on the tail cone
One NAV/EXT /LT switch installed on the overhead panel EXT LT section 27 VU in the flight compartment.
Each navigation light is equipped with one 28 VDC 50W lamp . The lights are supplied by 28 VDC SVCE bus or by 28 VDC bus 1.
Note: Ice evidence probe light illuminates when navigation light switch is set to NAV position.
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Exterior Lights Panel
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Navigation Lights and Ice Evidence Probe Light
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Location
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The emergency lighting system is independent from the main lighting system. It consists of:
Exterior Lighting
3 flood lights, located on the fuselage for ground lighting.

1 stair integrated ground floodlight.
Interior Lighting
4 dome lights located in the ceiling in the passenger compartment axis.

2 EXIT signs located at each end of the passenger compartment and showing the location of emergency exits.
4 EXIT signs located above or next to the emergency exit.
4 EXIT signs located next to the emergency exits in the vicinity of the floor.
1 EXIT path located at the floor level , on the left side , below the armrests enabling aisle lighting.
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Communications
The communications systems comprises:
Radio communications between aircraft and ground stations.

Passenger address system (PA).
Audio integrating system, which manages all audio signals.
Cockpit voice recorder which records all messages to and from the cockpit
The communication system also provides:
An emergency locator transmitter (ELT)

Navigation source identifiers reception
Aural alerts generated by the CCAS, GPWS, and TCAS through the cockpit loudspeakers only.
Note that sound level for CCAS, GPWS, and TCAS alerts is preset and is not adjustable.
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The passenger address system is used to broadcast announcements and audio signals (chime) via the cabin and galley loudspeakers.
The announcements can be made from the cockpit or from the cabin attendant station.
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RCAU Remote Audio Control Unit

The heart of all electronic cockpit communications is the Remote Control Audio Unit (RCAU).
The RCAU contains an electronic processor for each cockpit crew member.
Each processor integrates audio controls as selected on the respective Audio Control Panel at each cockpit crew member position.
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CVR Cockpit Voice Recorder

The Cockpit Voice Recorder (CVR) enables recording of conversations received and transmitted by the crew members, announcements
made to passengers as well as aural warnings. Recording is made in a tape with a recording capacity of 30 minutes.
The CVR panel provides test and erase facilities.
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Cockpit location
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Interfaces
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Audio Control Panel

The audio integrating system manages all the audio signals between aircraft and ground communications and navigation stations.
It allows intercommunication between crew members(pilots and cabin attendant) and with ground mechanics. It also enables selection
transmissions channels and provides adjustment audio level reception.
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RCAU Failure
In case of RCAU failure, two AUDIO SEL push-buttons are provided on both sides of the front panel to directly connect a VHF channel
to the respective pilot. By pressing its AUDIO SEL push-button, the captain will be connected to VHF1 and the first officer to VHF 2.
On the affected side, passenger address, interphone and other VHF (or HF if installed ) can not be use any longer.
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CVR Recording After Engine Shutdown

Once the aircraft is on ground, the cockpit voice recorder continues to record for ten minutes after both engine shutdown if the battery
selector is set to on and the external power is not available. This delay is controlled by the MFC internal logic.
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CVR Erase
The CVR erase procedure can only be performed when the aircraft is on ground and the parking brake is set to the parking position.
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Safety and Precautions
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VHF System Description

Here is the VHF system block diagram . Two systems, VHF 1 and VHF 2 , are provided. Each system has its own transceiver to provide
communications om 720 channels (or 760 depending on version) from 118.00 to 136.975 MHz with 25 KHz spacing.
Each system is controlled on the pedestal by a VHF control unit with dual frequency selection.
Two antennas are installed on the fuselage, one for each VHF system. Each VHF system is connected to the audio integrating and to the
FDAU, and via the Audio Integrating to the Cockpit Voice Recorder .
In case if audio control panel loss , two AUDIO SEL push-buttons select one VHF to each side.
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VHF Operation
When the VHF1 control unit is ON, it displays the active and preset frequencies stored in memory when the equipment was last turned off.
The inner knob of the frequency selector is used to change the 2 right digits by 50 Khz increments or by 25 Khz increments for the first
two increments when the direction of rotation is reversed .When a transmission is performed, the TX amber annunciator appears on the
VHF 1 control unit.
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Transceiver
The VHF 1 and VHF 2 transceivers are located in the electronics rack (82 VU and 83 VU).
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VHF Control Unit

Both control units are located on the centre pedestal, one on the left side, the other on the right side.
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VHF Antenna
Two VHF antenna are mounted above of the aircraft fuselage.
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Static Discharges
The aircraft is equipped with a total of 25 static dischargers:
Four on each aileron and one on each aileron horn

Four on the rudder and one on the top of the vertical stabilizer
Three on each elevator and one on each elevator horn
Two on the tail cone.
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ELT Emergency Locator Transmitter

An automatic Emergency Locator Transmitter (ELT), must be attached to the aircraft in such a manner that, in the event of crash, the
probability of the ELT transmitting a detectable signal is maximized.
The ELT system comprises:
a transmitter in the pressurized ceiling, close to the toilet door.
An antenna in the fairing ahead of the stabilizer fin.
A Remote Control Unit in the flight compartment
The ELT is able to transmit a distress signal on 121.5 MHz and 243.0 MHz frequencies and a geographical position sign on 406.026 MHz
frequency. The system includes its own battery.
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ELT Auto Test

An auto test of the Emergency Locator Transmitter can be performed through the Remote Control Unit in the flight compartment.
This test must not be performed in manual mode. So check that the MAN/AUTO selector is in AUTO position and guarded.
The AUTO TST RST switch is used of undue alert (reset) or test the emergency beacon . Press Auto TST RST switch.
The X MIT ALERT caution light illuminates amber for 2 seconds and then extinguishes.
By setting VHF 1 frequency to 121.5 MHz , check that no distress signal is heard in the headset.
In case of test failure, the X MIT ALERT caution light will flash amber.
When aircraft is on ground (and electrically supplied) , if the emergency beacon is triggered after 30 seconds, note that the mechanical
horn will be triggered too.
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Center Pedestal
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Navigation System Description

The aircraft navigation system provide the crew with information required for a flight in compliance with safety requirements.
This data can be divided in 8 groups:
Flight environment data

Attitude and direction
Electronic flight information system
Navigation
Air traffic
Aircraft internal aids
Landing
Flight management computer
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EGPWS
The purpose of the Enhanced Ground Proximity Warning System (EGPWS) is to prevent CFIT (Controlled Flight Into Terrain) accidents.
The following additional modes are incorporated:
Terrain Clearance Floor (TCF)

Terrain Awareness and Display (TAD)
Mode 6 update: Altitude and call-outs
Mode 4 update: Envelope and Aural Alerts To operate, EGPWS system requires data supplied from ADC1, ILS2, Radio Altimeter, AHRS1 ,
GNSS, WX Radar, flaps position transmitter and gear lever position switch. The system provides SGU1 and 2 with terrain data to display
on EHSI.
The Ground Proximity Warning System (GPWS) provides alerts in case of dangerous flight path conditions which would result in inadvertent
ground contact if maintained. To achieve this function the GPWS generates visual (warning or caution light) or aural (synthetic voice)
warnings or cautions by processing signals supplied by other aircraft systems (air data system, radio altimeter, flaps, landing gear).
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Air Data System

The Digital Air Data Computer provides outputs suitable for driving baro altitude indicator, vertical speed indicator, airspeed indicator, TAS,
temperature indicator, transponder, flight recorder, flight director and autopilot, as well as other elements of the flight control system, and
other aircraft systems. The aircraft navigation systems provide the crew with information required for a flight in compliance with safety
requirements. This data can be divided into several groups. One of this groups is called "flight environment data" which comprises
normal and standby A.D.S.
Air data is supplied by two primary Air Data Systems (ADS) and by conventional standby pitot and static instruments .
The system comprises:
2 Air Data Computers (ADC)
2 Altimeters (ALTM)
2 Air Speed Indicators (ASI)
2 TCAS Vertical Speed Indicators (VSI)
1 True AirSpeed / Temperature indicator (TAS/TAT)
A servo within each instrument moves the instrument pointers and counters. There is no direct connection between pressure / static
sources and primary instruments. Failure of the respective ADC or electrical failure to the servomotors will render the instruments
inoperative and cause the indicators to freeze.
A switch, located on main instrument panel 3VU, enables the two EEC's, the FDAU, the H.T.1000 and the TAS/ TEMP indicator to be
switched either on ADC1 or ADC2. A warning indicates any switching anomalies.
The standby air data instruments are :
1 Standby Air Speed Indicator (STBY ASI)
1 Standby Altimeter (STBY ALTM).
These instruments provide backup for primary systems and are fully functional without any electrical source. Each circuit also has a
pitot probe. The pitot probes are located between frame 1 and 2 on the left hand side for captain and standby circuits, and between
the same frames on the right hand side for the first officer circuit.Total Air Temperature sensors are located on the RH and LH side of
the karman.
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AHRS
The AHZ- 600 Strapdown AHRS is an all attitude inertial sensor system that provides aircraft attitude, heading, and flight dynamics
information to the EADI and EHSI displays, Automatic Flight Control System (AFCS), weather radar and other aircraft systems and
instruments.
The flux valves detect the magnitude and direction of the earth's magnetic field which is sent to the dual remote compensator.
The dual remote compensator compensates the flux valves by inserting small DC voltages to cancel the errors caused by magnetic
disturbances.The AHRU's provide heading and attitude information on the ASCB (private bus and ASCB bus) to SGU1 and SGU2 to
display the heading on the EHSI's and attitude on the EADI's respectively.
Note: information is also sent to the AFCS (Automatic Flight Control System).
In addition, roll and pitch informations are sent to the weather radar to stabilize the antenna.
Heading is sent from each AHRU to its opposite RMI.
Should an AHRU overheat occur, the "BITE LOADED" magnetic indicator will turn on.
This could lead to a possible "ATT FAIL" message on the EADI and "HDG FAIL" message on the EHSI.
When the TAS data from the ADC is lost, the "A/ERECT FAIL" light illuminates amber.
The AHRU will continue to operate without auto-erect capability.
Note: if the aircraft is stabilized (unaccelerated level flight), a gyro fast erection may be performed by depressing the associated
push-button for 15 seconds. When released, the pushbutton remains illuminated as long as the TAS signal is lost.
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EFIS
The Electronic Flight Instrument System (EFIS) displays primary flight information (except for air data) and flight director commands through
four Cathode Ray Tubes (CRTs) located on the front instrument panel. The system is also used to transmit to the AFCS computer navigation
sensors information through an ASCB bus.
The EFIS is an electronic system which processes data supplied by different sources (AHRS, ADC, AFCS, NAV and ADF) and displays it on
two Cathode Ray Tubes (CRT) in front of each pilot.
The EFIS displays pitch roll attitude, heading course orientation, flightpath commands, weather radar data, optional terrain data and flight
director mode and source annunciators. Aircraft equipped with GNSS can also display GPS waypoint navigation information and advisory
Vertical Navigation (VNAV).
The EFIS integrates essential display information from sensors, automatic flight control, navigation, performance and caution-warning
systems into the pilot's prime viewing area .
Each symbol generator can drive all four display units so that if a symbol generator fails, the remaining symbol generator drives the displays
on both sides of the cockpit. If a display unit fails, a composite attitude/heading format can be displayed on the remaining operational display
unit on that side of the cockpit.
The crew manually selects different attitude, air data and navigation sources for display using the EFIS Control Panel or remote switches.
Desired course and heading are selected using the instrument remote controller.
Critical display information is monitored within the EFIS by comparison monitors.
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DME
The Distance Measuring Equipment is a medium range navigational aid operating within the range of 0 to 389 NM (0 to 720 Km). It indicates
the slant distance of the aircraft from a selected DME station on EHSI. It also computes Ground Speed (GSPD) and Time To GO (TTG)
information. It is also used distance of the aircraft from a selected DME station on EHSI. It also computes Ground Speed (GSPD) and Time
To GO (TTG) information. It is also used as a back up for the GNSS in case of satellite loss.
Distance Measuring Equipment is a dependant position determining system which processes data for different components (S.G.U, A.F.C.S
computer, G.N.S.S) and displays information on E.H.S.I in front of each pilot.
The Distance Measuring Equipment is a medium range navigational aid operating in the 1,025 to 1,150 MHz frequency range with 1 MHz
spacing. It indicates the slant distance of the aircraft from a selected DME station on EHSI.
It also computes:
Ground Speed (GSPD),
Time-To-Go (TTG) information.
Which are selectable through the GSPD / TTG push-button on the EFIS control panel.
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ADF
The aircraft is provided with an Automatic Direction Finder (ADF) system which is an airborne automatic radio compass and provides relative
bearing indication to selected Non Directional Beacons (NDB) or broadcast stations. The system also provides an aural signal for NDB
identification. ADF bearing information can be displayed on the RMI's and / or on the EHSI's.
The ADF system is composed of:
Two ADF receivers
Two ADF antennae
Two RMI's
Two ADF control units
Two ADF adapters
The ADF system is composed of two subsystems. ADF1 system corresponds to the Captain's side while ADF2 system corresponds to the
First Officer's side. The ADF information is sent to both RMI's by the ADF receivers.
It can also be displayed on the EHSI's through the SGU's, depending on the selection on the EFIS Control Panels.
Frequency used ranges between 190 and 1749.5 KHz.
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The ADF information is displayed on the RMI. The single yellow needle shows the ADF 1 bearing when the left switch is set to ADF position.
The double green needle shows the ADF 2 bearing when the right switch is set to ADF position.
By switching n1 and n2 bearing selectors on the EFIS Control Panel, the ADF 1 and / or ADF 2 information can be displayed on the
associated EHSI, in full display mode as well as in arc display mode.
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VOR
The VHF Omnidirectional Range (VOR) is a ground-based navigation aid. It determines the direction in which the aircraft must be headed to
reach the selected station in a no wind configuration. Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the
Electronic Horizontal Situation Indicators (EHSI).
Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the Electronic Horizontal Situation Indicators (EHSI).
The system provides an aural signal to allow VOR station identification. The frequency used for the VOR system ranges between 108 and
117.95 Mhz giving 200 channels in VOR/LOC mode (50 Khz spacing).
The VOR information is also displayed on the EHSI's, depending on the selection on the EFIS control panel.
On the EHSI, it also gives the lateral deviation between the aircraft heading radial and the radial selected by the pilot via the course selector
of the instrument remote controller.
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VOR Receivers
The 2 VOR receivers are independent but use a common antenna (top of vertical stabilizer).
Each receiver is controlled by the associated NAV control box on the glareshield panel. Audio signals are transmitted to the remote control
audio unit (RCAU).
The normal operating status is :
NAV system 1 sends data to SGU1(Captain) which in turn provides EHSI1 with information. It also sends bearings to both RMI1 and
RMI2.
NAV system 2 sends data to SGU2 (first officer) which in turn provides EHSI2 with information. It also sends bearings to both RMI 1 and
RMI 2.
The NAV information transfer CAPT " F/O can be performed through the ASCB multidirectionnal bus. NAV information transfer is achieved
by means of Captain (or F/O) VOR/ILS switching.
Please select F/O switching.
Both captain HSI and F/O EHSI are supplied by the same NAV source (1).
Both Captain EHSI and F/O EHSI are supplied by the same NAV source (2). Note : Priority is given to the captain in switching actions :
When the Captain uses SYST2, the First officer cannot use SYST1 for the same information.
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GNSS Global Navigation System

The HT 1000 Global Navigation Satellite System (GNSS) is a lightweight, state-of-the-art navigation system that receives and processes
Global Positioning System (GPS) signals to provide world-wide navigation capability.
Using information provided by a constellation of 24 satellites (the HT1000 is able to track up to 12 satellites at a time), GNSS is an automatic
tridimensional (latitude, longitude, altitude) location and navigation means. Three different zones of databases are available.
GPS can give three dimensional position measurements accurate to within 50 ft (15m).
A Differential Global Positioning System (DGPS), not yet fitted to ATR aircraft, can give navigation accuracy to within 1.5 meters vertically and
1 meter horizontally.
The HT1000 GNSS provides full flight navigation system that performs navigation and route planning.
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GNSS Interfaces
The HT1000 GNSS interfaces with several navigation components.
A Navigation Processor Unit (NPU)
A Multifunction Control Display Unit (MCDU)
A GPS antenna
A configuration module,
An optional Data Loader.
The omnidirectional GPS antenna is installed on the top of the aircraft's fuselage. It receives, amplifies and conditions signals from all GPS
satellites in view. The antenna transmits these signals to the GPS receiver in the NPU.
The Navigation Processor Unit (NPU) is the processing unit of the HT1000 system. It contains the GPS receiver, computers, navigation
database and the required external system interfaces.
The NPU receives the GNS/ FMS signal data from the GPS antenna and other aircraft systems, for example the ADC, to compute position
and course information. It then processes and codes the information for output to the MCDU and to equipment such as the autopilot and the
EHSI's.
A nonvolatile navigation database is stored in the NPU which includes the information the pilot would normally determine by reference to
navigational charts and maps. This information is displayed on the MCDU.
The navigation database has to be updated every 28 days on the ground using a specific Data Loader. The effective date periods are
displayed on the MCDU ident page.
The Multifunction Control Display Unit (MCDU) is the interface between the pilot and the HT1000 system. It is used to enter, monitor and
revise routes, to display information, and to select operational modes.
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ATC
The Air Traffic Control system (ATC) is dedicated to provide air traffic controllers with information required to identify and track an aircraft.
The aircraft is equipped with ATC mode S for TCAS operation and uses ADC data to transmit Flight Levels.
The Air Traffic Control system (A.T.C.) is a dependent position determining system which processes data for air traffic controllers with altitude
information provided through Air Data Computers. The Air Traffic Control system (ATC) is dedicated to provide air traffic controllers with
information required to identify and track an aircraft.
The ground control station sends an interrogation signal and the transponder of the aircraft replies by transmitting and encoded signal
enabling aircraft identification and altitude to be known.
The transponder is also equipped with Mode "S" capability which allows air to air data exchange between TCAS equipped aircraft.
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ATC System
ATC system is composed of:
Four ATC antennas
Two ATC transponders
One ATC control unit.
ATC system is connected to ADC 1 or 2 which provides encoded altitude data.

On the ATC control unit, a "1/2" switch allows the crew to operate either system 1 or system 2.
ATC system is connected to DME system by a coaxial suppressor to avoid simultaneous operation of ATC and DME systems.
ATC 1 system is power supplied by the DC EMER BUS bar (28 VDC).
ATC 2 system is power supplied by the DC BUS 2 bar (28 VDC).
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TCAS
TCAS II is an airborne Traffic Alert and Collision Avoidance System which operates without support from ATC ground stations. The system
interrogates aircraft transponders in the surrounding airspace and determines their threat potential. The system provides Resolution
Advisories in order to avoid collision.
TCAS II provides Traffic Advisories and Resolution Advisories (recommended escape maneuver) in a vertical direction, to avoid conflicting
traffic. Airline aircraft, and larger commuter and business aircraft will use TCAS II equipment.
TCAS II Version 7 has been available from the beginning of 1999 and is acceptable by most regulatory authorities. Version 7.0 improves
TCAS compatibility with air traffic control systems. The most significant enhancements are the introduction of a horizontal miss distance filter
and 25 ft vertical tracking, compatibility with RVSM ( Reduced Vertical Separation Minimal) operations and the reduction of electromagnetic
interferences.
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TCAS Operation System

Own aircraft TCAS II system interrogates the surrounding airspace at a rate of 360 degrees per second.
Intruder is out of detection limit so, nothing is displayed on the TA / RA VSI's.
The interrogation - answer cycle begins as soon as the intruder reaches the detection limit.
Intruder now reaches the PA limit. TCAS II interrogates the intruder transponder.
Intruder transponder responds with a mode C or a mode S code.
Own aircraft TCAS II processes bearing, distance and relative altitude of the intruder.
TCAS II displays the intruder symbol on the TA / RA VSI's.
During all subsequent interrogations, TCAS II calculates range, bearing and altitude again and processes intruder flight path.
This process is called Tracking.
As soon as the intruder reaches TA limit, TCAS II continues tracking. The symbol representing the intruder on the TA / RA VSI's changes in
shape and colour.
An aural warning also announces this Traffic advisory.
As soon as the intruder reaches RA limit, TCAS II models the instrument path on the CPA volume. It computes the vertical separation for
climbing and descending.
Then it selects the direction providing the greater separation, choosing also the least disruptive vertical rate maneuver that achieves safe
separation.
Choosen maneuver is shown on the VSI's and announced to the pilots.
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Wheather Radar
The PRIMUS 800 weather radar system is designed for weather detection and ground mapping. The system gives the pilot a visual color
indication of rainfall intensity or ground detection. The purpose of the system is to detect storms along the flightpath and give the pilot a visual
color indication of rainfall intensity. After proper evaluation, the pilot can chart a course to avoid storm areas.
The PRIMUS 800 Weather Radar System consists of the following components:
The weather radar receiver / transmitter
The weather radar antenna pedestal
The weather radar controller.
The AHRU 1 stabilizes the weather radar antenna in roll and pitch axis.
Weather radar information is displayed on EHSI's through the SGU's.
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The weather radar system detects and displays different rainfall levels for ranges up to 300 NM in a 60 sector on each side of the
aircraft's path.
Weather radar information is displayed on the EHSI in the partial compass ARC or MAP mode.
Weather radar can also be used in ground mapping mode to display ground obstacles.
Warning: The system performs the functions of weather detection or ground mapping. It should not be used nor relied upon for proximity
warning or anticollision protection.
In weather detection mode, storm intensity levels (from level 0 to level 3) are displayed in three bright colors contrasted against a dark
background.
Areas of heaviest rainfall appear in red, rainfall of medium intensity appear in yellow and areas of weakest rainfall appear in green.
In GMAP mode, selected on the weather radar controller, prominent landmarks are displayed that enable the pilot to identify coastline,
hilly and mountainous regions, as well as cities or even large structures.
Video levels (from level 0 to level 3) of increasing reflectivity are displayed as black, cyan, yellow and magenta.
A Rain Echo Attenuation Compensation Technique (RCT) mode automatically increases receiver gain as a function of attenuation due to
intervening rainfall. At the point the receiver gain has reached its maximum available value, a cyan field is displayed indicating an out-ofcalibration region. This minimizes the chance of overlooking severe storms because they are "hidden" behind intervening rainfall.
Target Alert (TGT) mode, selected on the weather radar controller, indicates when level 3 (red) or greater weather is present in a sector
beyond the currently displayed range.
Range rings and distance read out are displayed in contrasting colors to help to evaluate storm cells.
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Radio Altimeter
The radio altimeter gives accurate height information when flying below 2500 feet and is required for CAT2 approaches. The radio
altimeter information and the decision height (DH) are displayed on the EADI's.
The radio altimeter system determines the height of the aircraft above the ground irrespective of atmospheric pressure.
Then the system computes the distance from the aircraft to the ground.
One of the main characteristics of the radio altimeter system is that it locks onto the leading edge of the reflected wave which enables it to
measure the distance between the aircraft and the nearest obstacle. It can therefore operate over non-flat ground surfaces.
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Radio Altimeter Components

The radio altimeter system comprises the following components:
One transmission antenna and one reception antenna
One transceiver.
Altitude information is transmitted to the EADI's through the SGU's.

The radio altimeter information is displayed on the bottom right corner of the EADI's by a 4 blue digits followed by the white RA label.
The range of the display is from - 20 to + 2500 feet.
Radio altitude is not displayed above 2500 feet.
The decision height is displayed on the bottom left corner of the EADI's by 3 blue digits followed by the white DH label.
The range of the display is from 0 to + 990 feet and the resolution is 10 feet.
Decision height selection is made by means of the DH/ TEST inner knob on the EFIS Control Panel (ECP).
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AFCS Auto Flight Control System

The aircraft is equipped with an Automatic Flight Control System (AFCS) which ensures three functions:
Autopilot (AP)
Flight Director (FD)
Yaw Damper / Turn Coordination (YD)
Autopilot (AP)
The Autopilot system controls the pitch, roll and yaw actuator as well as the elevator trim actuator (auto trim)
It stabilizes the aircraft around its center of gravity while holding pitch attitude and heading (basic mode).
It also flies any Flight Director active mode (AP / FD function) except Go-Around which must be flown manually.
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FD Flight Director
The Flight Director provides command bars on the EADIs for manual flying.
When autopilot is engaged it follows the FD bars commands automatically.
Yaw Damper / turn coordination (YD).
The Yaw Damper ensure yaw damping and turn coordination through the rudder control linkage.
Autopilot engagement automatically engages the Yaw Damper.
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Main components are:

One computer (Auto Flight Control System Computer).
One control panel.
One Advisory Display Unit (ADU).
Three servo-actuators (one for each axis).
The computer exchanges data with:
Two Air Data Computers (ADC).

Two Attitudes and Heading Reference Systems (AHRS).
Two Symbol Generator Units (SGU)
And one Advisory Display Unit (ADU), through the ASCB.
This means that communications between the components are digital, continuous and multidirectional.
Both SGUs receive analog signals coming from their associated NAV sensors (VOR, ILS, MKR). This data is then transferred to the AFCS
computer through the ASCB.
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Auto Pilot and Flight Director Function

The functions performed by the AP/ FD are follows:
Stabilizing the aircraft around the its center of gravity while holding pitch attitude and heading (basic mode, available in AP function only).
Flying the aircraft on an acquired flight path (upper and hold modes). These functions are available in AP and FD as well.
Automatic pitch trim function (auto trim).
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AP Actuators
The Autopilot system controls the pitch, roll and yaw actuators, as well as the elevator trim actuators.
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When a FD mode is active, the AP automatically follows the guidance given by all FD active modes, except the GO AROUND mode.
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AP engagement activates:
Pitch and roll actuator

Yaw actuator if not previously engaged
Auto trim function on the pitch axis
The AP push-button engages the AP and YD functions simultaneously.

The YD push-button engages the YD only.
AP engagement is indicated by:
Illumination of the arrows on both sides of the AP and YD push-buttons on the AFCS control panel.
Display of the green AP ENG message on EADIs.
When AP is engaged the autopilot operates in Basic Mode, if no FD mode has been previously selected.
Pitch attitude is held and the aircraft holds the bank angle or heading, depending on initial angle bank.
If a FD mode is active before AP engagement, the autopilot progressively maneuvers the aircraft to satisfy the selected mode.
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Manual AP Disengagement
Manual AP disengagement is achieved by:
Pressing AP or YD on the AFCS control panel,

Using the normal pitch trim on either control wheels,
Pressing quick disconnect push-button on either control wheels,
Pressing GA push-button on either Power Levers,
Using the standby pitch trim,
Applying a force greater 30 DaN (66 lbs) on the rudder pedals,
Applying a force greater than 10 DaN (22 lbs) on control column pitch axis,
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Automatic disengagement occurs when:

One of the engagement conditions of the AP and / or YD is no longer met.
Stall warning threshold is reached,
There is a disagreement between the two AHRSs or between the two ADCs,
There is a mismatch between the two pitch trims
AP disengagement is indicated by:
Display of the amber steady AP/YD disengaged message on the ADU. (A flashing message means that the autopilot has been
disengaged by
the AFCS.
The reset push-button illuminates amber,
Arrows on both sides of the AP and YD arrows are no longer illuminated.
The AP OFF warning lights comes on, the glare-shield
A cavalry charge aural signal is broadcast.
Pressing the quick disconnect push-button one more time turns off aural and visual alert. Pushing the reset push-button has the same effect.
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AP/FD Computer
AP / FD Computer
The AFCS is built around a unique AFCS computer which includes arithmetic, application and monitoring units.
It ensures three functions:
Autopilot (AP)
Yaw Damper / Turn Coordination (YD)
The AFCS Computer is:
Fail passive which means that in case of a failure occurring on duplicated sensors, this does not results in a significant down grading of
flight.
Fail safe which means that in case of a failure occurring on a single sensor, this results in limited down grading which does not affect the
flight safety.
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AP Computer
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Roll Trim Inhibition

Roll Trim Inhibition
When the AP is engaged:
The Roll Trim is inhibited except when an out of trim is detected.

When a trim control is required, RETRIM ROLL L (R) WING DN is provided on the ADU.
An inhibition logic prevents the crew form trimming the aileron in the wrong direction.
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Pitch Auto trim

Auto trim function is available on the pitch axis. In normal conditions, if the autopilot is engaged, it controls the elevators trim actuators,
therefore the normal trim control is inhibited.
Using the normal or standby pitch trim control switch disengages the autopilot enabling manual control.
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TCS Touch Control Steering

The touch control steering function (TCS) allows temporary manual control of the aircraft, by overriding the AP/FD function.
This function is achieved by depressing and holding the TCS pushbutton located on the control wheel.
Depending on modes previously engaged it enables the pilot to change aircraft attitude, altitude, and or vertical speed without disengaging
the autopilot.
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Yaw Damper
The Yaw Damper (YD) ensures yaw damping and turn coordination through the rudder control linkage by means of the yaw damper actuator.
The AP Yaw actuator is installed in parallel on the flight controls. Therefore when the YD is disengaged, the rudder pedals follow the YD
commands.
YD engagement controls the clutch of the yaw servo actuator and disengages the Releasable Centering Unit.
The YD can be engaged using the YD push-button on the AFCS control panel.
The YD is also automatically engaged by pressing the AP push-button. YD is then the third AP axis.
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Water and Waste System

The water & waste system consits of the following systems:
Potable water system
Toilet system
Waste water drain system
The potable water system uses the water tank. It is located in the pressurized section, attached to the back of the toilet unit.
The potable water service panel is located on the LH side of the fuselage, after of the entry door.
The toilet system operates using the water in the toilet tank. The toilet service panel is located under the fuselage.
The waste water drain system is used for toilet tank and wash basin.
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Water and Waste Panel Location
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Potable Water Service Panel
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Potable Water Service Draining

Draining:
On potable water service panel, remove blanking plug from union, place handle in open position, drain water tank into service vehicle.
During draining, keep pushing the faucet lever.
Note: In the event of freezing, perform draining after the last flight.
Replenishing:
On potable water service panel, with valve handle in open position, connect service vehicle and replenishing water tank with 15 liters
(4 US gallons) approx.
Place valve handle in closed position.
Note: Filling pressure must not exceed 1 bar (14 psi). In the event of topping up operation, stop replenishing when water flows through
overflow port, in the event of freezing, perform filling just before flight.
Caution: In order to avoid blocking of plugs and valves by ice, through wipe dry threads, potable water service panel and access door.
From JIC 12-15-38.
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Waste Panel and System Components
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Pneumatic System
The pneumatic system supplies aircraft systems which use pressurized air.
These systems are:
Air conditioning
Ventilation
Pressurization
De-icing.
Compressed air is bled from the engine compressors at the LP or HP stages.

Look at the following picture to find the LP and HP ports on the engine.
Bleed air protection systems are:
OVERHEAT, two thermal sensors are fitted on pneumatic ducts, downstream of the bleed air shut-off valve.
OVERPRESSURE, a pressure sensor is installed upstream of the bleed air shut-off valve.
AIR LEAK, sensing elements are fitted beside the bleed air ducts.
The LP and HP ducts join together to form a single duct.

Pressure and temperature switches monitor the bleed air, which flows through the bleed air shut-off valve, which regulates air pressure.
Check valves are fitted on the LP ports. They prevent reverse flow towards the LP compressor, when HP pressure is used (HP bleed valve
opens at low power engine range). Both bleed air shut-off valve and HP valve are controlled by engine bleed push button on overhead panel.
A check valve is fitted on the LH duct. It prevents reverse flow to the left engine bleed, during Hotel Mode.
A cross-feed valve permits the interconnection of subsystems bleed ducts to supply both air conditioning packs. Opens only on ground.
De-ice system is supplied with bleed air from the HP port.
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Bleed Air Shutoff Valve

The bleed air shut-off valve is fitted in the bleed air duct immediately after the fire wall in the fairing between the engine nacelle and the
wing.
It is a spring-loaded, normally closed shut-off valve, which is pneumatically actuated and electrically controlled.
With the solenoid energized the valve is ready to open. When air is available, the valve opens.
When the solenoid is de-energized the valve closes.
Note:This valve is closed during engine start until NH 45% + 30s (for ATR 72-200 only). This valve is closed during UPTRIM (ATPCS) for
ATR 72-210 only.
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Crossfeed
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MFC Bite Loaded Memory
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Bicycle Pump
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Engine Bleed Air System Description

The pneumatic system consists of two separate bleed duct subsystems, left and right.
Each bleed duct subsystem is fed by the corresponding LP and HP engine compressors.
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Bleed Ducts
The ducts coming from the LP and HP ports join inside the engine nacelle to form a single duct.
Several valves and pneumatic components are fitted on this duct.
The duct passes from the engine nacelle through the centre wing leading edge, the interspace between the fuselage external skin and
internal lining to the front undercarriage area.
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Bleed Ducts Overview

Air is usually bled from the Low Pressure (LP) compressor stage.
Two flow limiting venturis are installed inside the LP and HP bleed ducts immediately after the compressor outlets.
They provide protection against excess bleed overflow into the engine nacelle, in case of downstream duct failure.
A LP Check valve, installed in the LP bleed duct at the engine bleed port, prevents reverse flow towards the LP compressor, when the HP
bleed valve is opened.
When pressure from the LP stage is < 25 psi, the bleed air source is automatically switched to the High Pressure (HP) compressor stage.
HP bleed valve opens at low power engine ranges and regulates air pressure at 25 psi in flight and 38 psi on ground.
A thermal sensor fitted on the engine HP stage monitors HP temperature. Monitoring of the HP temperature is inhibited in flight.
A Bleed Air Shut-Off valve is fitted immediately downstream the engine fire-wall in the fairing between the engine nacelle and the wing. It
controls bleed airflow for the air conditioning.
A pressure switch is installed upstream the bleed air shut-off valve, to avoid overpressure on the ducts.
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Thermal Switches
Two thermal switches are installed downstream the bleed air shut-off valve, to avoid over-temperature on the ducts. In case of an air
overheat, an OVHT associated light illuminates on the Air Bleed panel.
Bleed Air check valve avoids airflow towards left engine compressor, in Hotel mode. This valve is installed only on LH side.
A Crossfeed valve is installed in the pressurized underfloor area. The X valve open light, on the air bleed panel, illuminates when the
cross-feed valve is open (only on ground). The Engine Bleed push button electrically supplies the HP Bleed Valve and Bleed Air shut-off
valve, which are pneumatically actuated. They automatically close when OVHT, Leak, Fire handle pulled or prop brake on (left valve only)
and during engine start. A Fault light indicates that the Bleed Air shut-off valve position disagrees with the push button selection, or in
case of OVHT, Leak, or valve failure.
A leak detection system is installed downstream the Bleed Air shut-off valve. The system monitors duct air leaks up to the air conditioning
pack valve. In case of air leak detection, an associated Leak light illuminates on the Air Bleed Panel.
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HP Bleed Air Description

HP valve is normally closed. It is a shut-off valve with a dual differential pressure regulator which regulates HP bleed air pressure supply in
low power conditions and during ground operation.
With both solenoids de-energized the valve is closed.
HP valve is energized with corresponding PL angle between 13 and 35.5 (between 13 and 37 for ATR 72-210).
With only the shut-off solenoid energized, the valve is ready to open and uses low reference pressure as required to maintain bleed air duct
pressure.
HP valve low pressure reference is: 25 psi.
With both solenoids energized, the valve operates at high reference pressure only on ground.
HP valve high pressure reference is: 38 psi.
Valve position is monitored by micro-switches.
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Leak Detection System

The air leak detection system is a continuous monitoring system. The system is installed in order to detect duct leakages by thermal wire
sensing element.
Air leak detection system consists of two subsystems, one for each bleed system.
This system is installed in the following areas:
Wing leading edge and wing to fuselage fairing
Upper and lower fuselage floor
Air conditioning pack area.
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The air leak detection system consists of two single loops, one for each engine, a control unit and an indicating system.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major part of the high temperature ducts to collect and direct
leaking air to the sensing elements.
Each loop consists of six sensing elements located along the engine bleed air ducts.
The air leak detection system protects LH and RH bleed air shut-off valves and the crossfeed valve ducts.
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Leak Control Unit

The control unit is installed on shelf 92VU in the electronic rack.
It is an electronic device with two monitoring circuits.
The level circuit initiates an alarm when the impedance of the continuous element reaches a predetermined low level.
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Air Bleeed Panel

Look at the Air Bleed Panel.
1- X VALVE OPEN light.
Amber light illuminates when the crossfeed valve is open.
Open on ground only.
Inhibited in flight.
Auto open when only one engine is running (Hotel Mode or Taxiing).
2- OVHT light.
Amber light illuminates when bleed duct temperature exceeds 274 C (525 F).
Auto closes bleed valves (shut-off and HP).
Associated engine bleed push button may be reseted after cooling .
3- LEAK light
Amber light illuminates when loop temperature exceeds 124 C.
Auto closure of shut-off and HP bleed valves (one second delay) and crossfeed valve if used on ground.
4- Engine 2 (1) Bleed Push button. Controls both bleed air shut-off and HP bleed valves. Inhibited during engine start.
FAULT: amber light illuminates in case of bleed valve position disagreement with the relevant push button (Lack of bleed air or electrical
supply, overpressure, OVHT, Leak and Fire handle pulled).
OFF: white light illuminates with push button released. HP and bleed valves are closed.
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Safety Precautions
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Air Conditioning
The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and
cleanliness for the comfort of the passengers and crew, both on ground and in flight.
This air also ventilates: w Components located in the avionics compartment, w The lavatory.
The conditioning air is bled from:
The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight), or by the ground cart.
The temperature and pressure of the air is controlled and distributed to the pressurized compartment. It is then discharged overboard;
the air flows continuously through the cabin.
The air pressure variations are automatically kept within limits compatible with passenger comfort.
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Control Panel
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Interfaces
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Hotel Mode
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Cross Feed Valve
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Air Conditioning System Description

The conditioned air ventilates the cabin and the flight compartment then the air is evacuated and channeled to the outflow valves;
part is then discharged overboard the rest recycled to the cabin and flight compartment through a recirculation fan.
The air bleed from engine compressors is pressure controlled by a pack valve, before entering the air conditioning unit. It is then pre-cooled
by an air heat exchanger and routed to the air conditioning pack.
The temperature control system controls air temperature at the conditioning pack outlet and inside the pressurized compartments.
The conditioning air temperature is obtained by mixing air from:
A hot air source upstream of the conditioning pack (air bleed from engines).
A cold air source from the conditioning heat exchangers.
Temperature control is regulated independently for the flight deck and the passenger compartment (cabin).
Independent packs are located on each side of landing gear fairing.
The air conditioning is divided into four parts.
The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack.
It supplies the pressurized zones of the aircraft with cool and conditioned air.
The air cooling system consists of two identical air conditioning packs, each comprising airflow regulation, a refrigeration unit and a water
separator.
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Compression System Description

The pneumatic air for the air conditioning system is bled from either low or high bleed port of each engine.
It is ducted to two identical independent air cooling units (packs) installed respectively in the left and right landing gear fairings .
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Compression System Description

Each engine feeds the pack on its respective side through a pressure regulating and shut-off valve (pack-valve) and through a service
pressure regulator which transmits a pressure to the temperature control valve.
Hot air from the engine is admitted through pack valves and conditioned (cooled, dried, compressed) in the packs.
The pack valve is pneumatically operated and electrically controlled. It has two functions:
Pack shut-off
Pressure control and hence flow control. Normal and high flow are available. The selection of high flow mode increases the pack entrance
pressure resulting in conditioning performance improvement.
Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply.
The ducts connecting the engines to the respective air cooling pack are interconnected by a crossfeed valve (ground operation only).
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Pack Valve Description

This valve is located on the forward landing gear fairing and regulates, or shuts off the flow of the engine bleed air to the pack.
The solenoid-controlled shut-off valve is a pneumatically-actuated, butterfly type, with a variable pressure regulator.
Two pack valves, one in each pack, pneumatically operated and electrically controlled, regulate the air flow and pressure.
These valves also work as shut-off valves.
The valve consists of a:
1) High reference regulator (30 PSI),
2) Low reference regulator (22 PSI),
3) Shut-off solenoid valve assembly,
4) High differential solenoid valve assembly,
5) Actuator assy
6) Flow section
7) A position indicator switch assembly
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Cooling System Description

The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack in order to
supply the
pressurized zones of the aircraft with cool air.
A cooling turbo-fan provides cooling air on ground or in flight when the aircraft speed is lower than 130 KTS and landing gear is down
(150KTS for ATR 72-210)._
In other cases, cooling air is provided by ram-air.
The temperature of air supplying the pressurized zones of the aircraft with conditioned air is regulated by the temperature control system.
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The air cooling system consists of two identical air conditioning packs, each one comprising an air flow regulation, a refrigeration unit and a
water separator.
These packs enable airflow temperature and humidity to be controlled.
Air is supplied by the right engine for the passenger compartment and by the left engine for the flight compartment and 32 % of the
passenger compartment.
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The cooling air generation assembly consists of :
a cooling inlet (ram air)
a ground cooling turbo-fan which circulates the air in the heat exchangers .
The ground cooling turbo-fan is energized by bleed air, which is controlled through the turbo-fan shut-off valve.
Two check valves are installed in the cooling air duct.
There is also a nozzle spraying water in front of the heat exchangers.
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In the cooling system, there are also :
an air cycle machine comprising a compressor and a turbine
a condenser
a water extractor
a turbine temperature inlet control valve
an additional de-icing pressure switch
a pack over temperature switch.
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Dual Heat Exchanger
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The dual heat exchanger is located in the forward landing gear fairing.
The dual heat exchanger is an air-to-air, plate-fin unit. In reality, it is two heat exchangers contained in a single housing.
There is a primary and a secondary section.
Each section consists of a rectangular plate- fin core with an inlet and outlet pans welded on opposite ends.
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Air Cycle Machine
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The air cycle machine is located in the forward landing gear fairing.
The air cycle machine consists of :
a compressor
an expansion turbine
The compressor and turbine, forming the rotating assembly, are mounted on the same shaft support by air bearings.
Air is ducted from the primary section of the dual heat exchanger to the compressor section of the air cycle machine, where flow
temperature and pressure increase.
The compression heat is partially removed in the secondary section of the dual heat exchanger.
Air is then ducted to the cooling turbine where it expands and gets cold.
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Air Temperature Control System

The temperature control system manually, or automatically controls the flight compartment and cabin temperature.
The air conditioning temperature is obtained by mixing air from :
a hot air source upstream of the conditioning pack (engine bleed air)
a cold air source at the conditioning pack outlet.
The right pack regulates cabin temperature and the left regulates flight compartment temperature.
Temperature regulation is achieved by :
the temperature control valve
the hot bypass valve.
The temperature control valve operates by a constant pressure from service pressure regulator.
The temperature control valve operates the hot bypass valve.
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The system is designed to regulate and limit the temperature of the air delivered by the packs to supply the different zones :
flight compartment by the left pack
cabin compartment by the right pack and 32% of the left pack.
In automatic mode, each pack delivery temperature is controlled by an electronic temperature controller.
In manual mode, each pack temperature control valve is controlled directly by the zone temperature demand selector.
A gauge indicates the selected duct and compartment temperatures.
A compartment selector allows the cabin or the flight compartment selection.
Flight compartment and cabin temperature auto control uses different temperature sensors located in the flight compartment and in the
cabin.
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Flight Compartment Air Distrbution

Conditioned air from each pack ventilates the cabin and the flight compartment by means of the air distribution system.
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Conditioned air enters the cabin below stowage compartment.

Air is evacuated on the lower side wall panel.
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Air is evacuated to underfloor areas through openings on the lower side wall panel.
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The air distribution system is composed of :
2 recirculation fans,
2 mixing chambers,
a ground cart connection,
the cabin air distribution ducts,
the flight compartment air distribution ducts.
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Ventilation System Description

Ambient air is drawn around the instruments and goes through ducts to the extraction fan. Shown here are the extraction inlets for central
panels, the glareshield, the pedestal, the windshield temperature controller and the radar transceiver.
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Extraction is also provided for the overhead panel, the two electronic racks, the AHRS and the cockpit ambient temperature sensor box.
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Behind the extraction fan, a tapping brings in air to ventilate the batteries.
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On ground and when engine 1 is not running, air is evacuated overboard through the overboard ventilation valve. The underfloor ventilation
valve is shut to avoid recirculation in underfloor areas.
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In flight or on ground with engine 1 running, the overboard ventilation valve is closed and the underfloor ventilation valve is open. One part of
extracted air is recycled and evacuated underfloor.
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The remaining extracted air is evacuated in the forward cargo hold at the floor level.
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In case of smoke in the forward cargo compartment, flight deck air extraction duct can be closed with a lever located by the RH side
maintenance panel in order to prevent smoke entering the flight compartment from the forward cargo area.
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Air Extract Fan Description

The air extraction fan is located on the lower part of the fuselage.
The air extraction fan extracts air from the flight compartment and electronic racks to ventilate electrical and electronic components.
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The fan is equipped with two main security devices:
a thermal switch, which detects overtemperature
a low speed sensor which detects fan failure or loss of power supply.
The fan is supplied with 28 VDC unit. It comprises a rotation speed control system connected to an ambient temperature sensor.
When an underspeed and / or overheat (T > 110 C) occurs, FAULT illuminates on the exhaust mode pushbutton and "AIR" illuminates on the
crew alerting panel (CAP).
The air extraction fan stops in case of smoke detection in the aft cargo and lavatory compartments.
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Pressurization Description
The cabin and flight compartments must be pressurized to ensure comfort and safety for passengers and crew.
Compressed air is delivered by the packs. Pressure and its rate of change are controlled by the amount of cabin air discharged outboard.
The fuselage is pressurized from the front bulkhead to the rear bulkhead, except for the main and nose landing gear wheel wells.
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The whole system is composed of :
an automatic pressure controller
a jet pump, providing vacuum reference for pressurization system
an electro-pneumatic outflow valve
a pneumatic outflow valve
a manual controller
a cabin pressure indicator
a cabin pressure mode selector.
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Cabin Pressure Control

The cabin pressure is controlled by means of two independent control systems:
a digital electro-pneumatic system (or AUTO mode)
a pneumatic system (or MAN mode)
The manual system is principally used when the automatic system has failed or for ground pressurization tests.
a pneumatic outflow valve
a manual controller
a cabin pressure indicator
a cabin pressure mode selector.
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Electro Pneumatic Outflow Valve
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This valve is installed below the cabin floor, close the cabin attendant seat.
The electro-pneumatic outflow valve functions are:
to regulate cabin air evacuation
to limit cabin normal differential pressure
to provide negative pressure safety.
The valve is directly controlled by the digital controller when the system operates in AUTO mode. In this case, the valve also controls opening
of the pneumatic
outflow valve.
The valve incorporates an electrical ditching device which on command, closes the valve prior to ditching.
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Ice and Rain Protection

The Ice and Rain Protection system permits aircraft operation in icing conditions or heavy rain.
Aircraft ice protection is provided by a pneumatic and an electrical system adapted for the critical areas.
An ice detector provided below the left wing leading edge and connected to the CCAS, monitors ice accretion.
A visual indicator, or Ice Evidence Probe (IEP) located on the lower frame of the left side window provides information of ice accretion and is
shaped to retain ice when all others parts of aircraft airframe are free of ice.
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Three levels of icing protection are provided and presented on the ice protection panel in flight compartment:
the permanent protection or level 1 protection
the anti-icing protection or level 2 protection
the de-icing protection or level 3 protection
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The permanent ice protection, or level 1 protection, is ensured by an electrical heating of the windshields and the different probes provided
on the aircraft.
The probes electrically heated are:
the 3 pitot probes
the 6 static ports
the 2 temperature probes
the 2 temperature probes
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The anti-icing protection, or level 2 protection, consists of an electrical heating of several specific aircraft zones.
The zones heated by electrical power, for anti-icing protection, are: the aileron, elevator and rudder horns, the propeller blades,
the side windows.
The AC wild current primarily supplies the anti-icing system.
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The de-icing protection, or level 3 protection, is a pneumatic system supplied by air bled from the engine HP compressor and which operates
on areas of
the airframe.
The zones de-iced pneumatically are: the outer wing leading edges, the median wing leading edges, the inner wing leading edges, the
horizontal stabilizer leading edges, the engine air intakes and gas paths.
This drawing gives a summary of anti-icing and de-icing utilization conditions.
Atmospheric icing conditions exist when:
OAT on ground or for take-off is 5C or less,
Or TAT in flight is 7C or less,
And visible moisture in the air is present in any form. The visibility is then lower than 1 mile.
Ice accretion means that ice is building up on the airframe. ICING amber light illuminates in this case.
Residual ice means that some ice is remaining on the airframe. It may be in or out of icing conditions.
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A rain removal system consisting of two windshield wipers, protects the Captain and First Officer windshield panels and maintain clear vision
through the windshield during flight.
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Anti Icing and De Icing Panels
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Interfaces
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Standby Controller
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De Icing Description
A De-Icing system on exposed critical areas uses pneumatically inflated boots to shed ice accumulation. Areas de-iced in this manner are:
wings and horizontal tailplane leading edges
engine air intakes and engine gas paths
The HP bleed air is used for de-icing.
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Two types of boots are used:
transversal boots which inflate alternate chambers (A & B) along the length of the boot for leading edges and engine gas paths.
annular boots for engine air intake.
When deflated, the boots are held to the structure thanks to a venturi supplied by bleed air.
With this type of boot, there is no need to wait for ice accumulation before selecting the system ON.
The system must be used as soon as ice accretion starts.
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Median and external boots have been extended on the upper surface. This minimizes the chances of ridge ice accretion and so reduces
potential degradation in performances.
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Wing and Horizontal Stabilizer De-Icing Description

Wing and horizontal stabilizer de-icing is ensured by pneumatic de-icers consisting of boots A and B, alternately inflated by air bled from the
High Pressure compressors of engine 1 and 2.
The system is protected against over temperature by two overheat thermal switches located on the supply ducts. When temperature is above
230C upstream of de-ice valve, with Airframe Air bleed pushbutton selected OFF, the FAULT legend illuminates on the Engine De-Ice
pushbuttons with CCAS single chime triggered.
With Airframe Air bleed pushbutton selected ON, the FAULT legend illuminates on the Airframe Air bleed pushbutton to indicate this
over temperature.
The high pressure is regulated through two pressure & regulator shut-off valves, also called de-ice valves. The valves regulate the pressure
of the air bleed from the engine to the same pressure value supplying the de-icers. The air bleed pressure is 20.3 PSI (1.4 bar).
Two shut-off valves, also called isolation valves, are used to isolate the engine from the airframe de-icing systems in case of engine fire or
leaks. One engine is able to supply the whole system, except icing protection of the inoperative engine which is lost.
A pressure switch installed on the crossfeed duct of the icing protection system, monitors the pressure of the air in the airframe supply duct
and signals any pressure drop in the circuit.
The airframe de-icing system utilizes five automatic water drains. They are used to collect liquid from condensation in the ducts. Water is
evacuated by gravity when the circuit is no longer pressurized.
Five dual distributor valves provide, alternately, inflation and deflation of the wing and horizontal stabilizer de-icers boots.
Switches located on the De-Icing panel, together with the MFCs, ensure the control and monitoring of the wing de-icing system.
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Bleed Port Description

The HP bleed port is located at the HP compressor level.
High pressure stage of each engine is used to supply the de-icing system.
Air pressure comes directly from the engine bleed ducts.
High pressure is available for the de-icing system as soon as an engine is running even if the high pressure bleed valve is closed as the air
tapping is upstream the valve.
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Dual Distribution Valves Description

The airframe de-icing system comprises five dual distributor valves:
The airframe de-icing system comprises five dual distributor valves:
two are located in the LH and RH wing leading edge at RIB22,
one is located on the bottom of the vertical stabilizer.
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De-Icing Control Description

The MFCs are located in the electronic rack (90VU).
The engine and airframe pneumatic de-icing is controlled and monitored by the MFCs. The computers include an electrical time base which
controls the dual distributor valves.
When operating, MFC 1 and 2 transmit current pulses to the dual distributor valve solenoids following two cycles, normal or slow.
Correct operation of the system is permanently monitored by the MFCs.
Controls and monitoring of dual distributor valves is duplicated:
MFC 1 module A: controls boots A monitors boots A and B
MFC 1 module B: controls boots A
MFC 2 module A: controls boots B monitors boots A and B
MFC 2 module A: controls boots B monitors boots A and B
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The MFCs process the selected cycle duration in normal mode.

The fast and slow cycles are manually selected by the pilots, as follows:
if SAT is greater than -20C, the airframe and engines de-icing high speed cycle is automatically selected.
The de-icing cycle duration is then 60 seconds.
if SAT is lower than -20C, the airframe and engines de-icing low speed cycle has to be selected.
The pilot must depress the MODE SEL FAST pushbutton so that the SLOW blue legend illuminates.
The de-icing cycle duration is then 180 seconds.
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Pneumatics De-Icers
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Pneumatics De-Icers Description

The engine pneumatic de-icers are made of elastomer with average thickness of 2.5 mm as for the airframe pneumatic de-icers.
Engine ice protection is composed of the following de-icers:
air intake leading edge de-icer
gas path floor de-icer
upper gas path throat de-icers
cooler upper de-icers.
Each pneumatic de-icer is composed of 2 series of deformable boots A and B, air supplied independently one from the other.
In icing conditions, when the system is selected, air is bled from the engine compressors.
This air is then distributed to the engine de-icers by means of the dual distributor valves.
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AntI-Icing System Description

The Anti-Icing system is provided on the aircraft and consists of electrical heating of:
the probes (permanently heated)
the front windshields (permanently heated)
the side windows (heated for defogging only, not for ice protection)
the propellers
the flight controls horns.
The power is supplied primarily by AC Wild frequency current.
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Propeller Anti-icing Description

The propeller blade leading edge ice protection system is normally selected only when icing conditions are encountered. It is designed to
minimize loss of propeller performance and possible damage which could result from operation in icing conditions.
Blade anti-icing is ensured by a heating element consisting of electrical resistors embedded in an insulation material and supplied with 115
VACW. The electrical connection between the fixed part and the rotating part is provided by one brush block per engine.
The heating elements are electrically supplied in cycles. The MFCs serve to control the heating element cycles, following two operating
modes.
Propeller heating is controlled by the respective MFC and is individually selected by the associated PROP 1 or 2 pushbutton.
The automatic mode selector (MODE SEL AUTO) automatically controls heating sequence between low or high power cycle according to
SAT value.
In case of auto mode failure, a manual mode is available. The MODE SEL AUTO pushbutton must be depressed for anti-icing MODE SEL
pushbutton to be operative.
The MAN white legend then illuminates. ON is selected when the SAT is lower than -10C.
Propellers anti-icing is inhibited when Np is below 63 % to prevent overheating. A minimum of 82 % Np is required at all times whilst in icing
conditions to ensure sufficient centrifugal force is developped to remove loose ice.
If significant vibrations occur because of ice accretion on the blades, the Condition Levers must be set to 100 % OVRD position for not less
than 5 minutes.
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The propeller blade leading edge ice protection system is normally selected only when icing conditions are encountered. It is designed to
minimize loss of propeller performance and possible damage which could result from operation in icing conditions.
Blade anti-icing is ensured by a heating element consisting of electrical resistors embedded in an insulation material and supplied with 115
VACW. The electrical connection between the fixed part and the rotating part is provided by one brush block per engine.
The heating elements are electrically supplied in cycles. The MFCs control the heating element cycles, following two operating modes.
Propeller heating is controlled by the respective MFC and is individually selected by the associated PROP 1 or 2 pushbutton.
A manual mode is available to control heating sequence between low or high power cycle according to SAT value. ON is selected when the
SAT is lower than - 10 C.
In case of auto mode failure, a manual mode is available. The MODE SEL AUTO pushbutton must be depressed for anti-icing MODE SEL
pushbutton to be operative. The MAN white legend then illuminates. ON is selected when the SAT is lower than -10C.
Propellers anti-icing is inhibited when Np is below 63 % to prevent overheating. A minimum of 82 % Np is required at all times whilst in icing
conditions to ensure sufficient centrifugal force is developped to remove loose ice.
If significant vibrations occur because of ice accretion on the blades, the Condition Levers must be set to 100 % OVRD position for not less
than 5 minutes.
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Look at the propeller anti-icing and windshield heating PTT pushbutton. (For Maintenance purposes only).
1- This pushbutton enables ground testing of the propeller anti-icing system with engines running.
2- This pushbutton enables the entire system of windshield heating to be tested.
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Controls and Indicator panel

Look at the ice detector and the memo panels.
1- The ICING AOA light illuminates green as soon as one horns anti-icing pushbutton is selected ON, reminding the crew of stall alarm
threshold being lower in icing conditions.
ICING AOA light can only be manually extinguished by depressing it, provided both horns anti-icing are selected OFF. In this case, stall alarm
threshold recovers the values defined for flight in normal condition.
2- The Ice Detector PTT pushbutton is used to check the ice detector correct operation.
3- The ICING light illuminates steady amber when ice accretion is detected provided both horns anti-icing and wing de-icing are selected ON.
ICING light flashes amber when ice accretion is detected and horns anti-icing and / or wing de-icing are not selected ON.
FAULT amber light illuminates when a system failure is detected ( a detector fault or a loss of power supply).
4- The DE-ICING blue light illuminates when airframe de-icing system is ON. It flashes when airframe de-icing system is still selected ON
five minutes after last ice accretion detection.
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Look at the Capt and F/O wiper rotary selectors.

1- The Captain and First Officer wiper rotary selector controls their respective windshield wiper. When selected to FAST, wiper operates at
130 cycles per minute.
When selected to SLOW, wiper operates at 80 cycles per minute. When selected to OFF, wiper operation stops at the end-of-travel to
parking position.
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Oxigen System Description

ATR is a pressurized aircraft certified at Flight Level 250.
According to European and American airworthiness regulation, it is equipped with oxygen supply in case of cabin pressure loss, noxious gas
or smoke emission.
The oxygen system of the ATR has been designed to supply cockpit crew members and observer, the cabin crew and 10 % of passengers
during 30 min :
4 minutes to descend from 25000ft to 14000ft,
Continuation of flight between 14000ft and 10000ft for 26 minutes.
Oxygen system is provided to crew members and passengers by means of several systems :
a fixed oxygen installation composed of :
Oxygen storage and supply system, located in the cockpit
Crew oxygen distribution system
Passengers oxygen distribution system
Portable systems which include :
Portable oxygen units for the cabin attendants
Cabin attendants breathing equipments
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3 oxygen masks used in case of :
Pressure drop > oxygen is provided during 120 mn
Smoke or noxious gas emission > oxygen is provided during 15 mn.
Smoke goggles located on each side of the cockpit near oxygen crew masks.
The main system provides passenger protection through a pax valve. It controls flow to quick-disconnect outlets installed under
the overhead bins.
Diluted oxygen masks stored in front and rear storages compartments may be connected to these outlets.
Portable oxygen bottles are stored under cabin attendant seats. They permit a continuous diluted flow to both cabin attendants at 13000ft for duration of
30 mn.
Each of this bottles is equipped with a diluted oxygen mask.

Protective breathing equipments are located in the luggage box of the cabin. It is used only in case of smoke or noxious gas emission.
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Renewal of the oxygen source can be done by changing the oxygen bottle. It also possible to fill the oxygen cylinder in workshop.
Oxygen system is designed to supply 10 % of passengers.
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Safety Precautions
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Oxygen Crew and Passenger Description

The oxygen system is used by the flight crew members and passengers to sustain a brutal loss of cabin pressure.
Crew members can also use their oxygen masks in case of smoke.
The crew and passenger oxygen systems are composed of 3 subsystems:
the oxygen storage and supply,
the crew oxygen distribution (pilots and observer),
the passengers oxygen distribution.
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Oxygen Storage and Supply System

The main component of the oxygen storage and supply is a high pressure gaseous oxygen cylindric bottle.
The oxygen cylinder is the common reservoir for :
crew oxygen distribution
passenger oxygen distribution
The valves and switches are fitted on the oxygen storage / supply system to allow oxygen flow control and monitoring.
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Oxygen Cylinder Location
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Oxygen Cylinder Description

The main characteristics of the cylinder, which supplies oxygen to the crew and passenger distribution system are :
Capacity: 1870 l in standard conditions (normal temperature = 21 C and pressure = 1013 mbar)
Nominal charge: Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the oxygen distribution system.
A discharge port is provided for over pressures.

This high pressure oxygen cylinder is located vertically, inside the flight compartment in front of the left electronic rack (80 VU).
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Oxygen Crew Distribution System

A rigid duct connects the supply maniflod to the masks assy via flexible hoses.
They are fitted with self sealing coupling for easy disconnect.
The crew oxygen mask consists of:
an inflatable harness
a regulator knob
a microphone
an airtight face piece equipped with: a manual valve which supplies oxygen through a flexible hose and permits demisting of the anti
smoke goggles.
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Passenger Masks Description

The supply line is a PVC type, 2,5m long (8,2 ft).
It is comprised of a flow indicator and linked to the passenger fixed distribution.
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Hydraulic System General Description

The aircraft has a main hydraulic system, made up of two independent sub-systems identified as the blue and the green systems.
The common hydraulic reservoir is located in the hydraulic bay (LH landing gear fairing).
Each of the blue and green systems are pressurized by an electric pump, supplied by ACW power.
The auxiliary hydraulic system contains a crossfeed valve and an auxiliary pump supplied by DC power. This pump is controlled in automatic
or manual mode, through a pushbutton.
Each system contains a power accumulator installed in the hydraulic bay.
A triple indicator displays the blue, the green and the brake accumulator pressures. The normal pressure value is 3000 psi. There are also
three pressure gauges, located in the hydraulic bay, which display each accumulator pressure.
The blue system supplies:
nose wheel steering
wing flaps extension / retraction,
the propeller brake for the RH engine,
the emergency and parking brakes, using a specific brake accumulator.
The green system supplies:
landing gear extension / retraction,
normal braking.
Both blue and green systems have a hydraulic fluid low quantity warning, "LO LVL": Low level.
The three pumps are monitored by two caution lights:
"LO PR": Low pressure,
"OVHT": Over temperature.
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Cockpit Hydraulic Panel
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Features
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Reservoir
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For safety reasons, the lines of each system are separated in the exposed zone.
The pipes are identified by labels:
a hydraulic pipe (black dots), its function (case drain) and the direction of flow (arrow)
a coloured band for the systems (green or blue).
A maximum of components are installed in the LH pod to ensure longer life for pipes and fittings which are not handled when components are
removed and to facilitate maintenance tasks.
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A common reservoir divided in two equal compartments by a diaphragm, contains fluid which is drawn by one ACW (Alternative Wild Current)
electrical pump.
The reservoir has two low level switches which trigger the "LO LVL" caution light when there is less than 2.5 liters in one compartment.
The ACW green electric pump pressurizes the system at 3000 PSI. Downstream the pump, an acoustic filter reduces the hoses noise. High
pressure is delivered, via a high pressure filter, for normal braking and landing gear operation. The high pressure filter has a red indicator
which pops out when the filter is clogged (p > 100 PSI).
On the pressure line, a line accumulator damps pump delivery pulsation and any pressure surges and compensates for pump response time
when there is a high output demand.
A valve is fitted on the case drain to provide pressure relief in case of pump regulating system failure.
A pressure line transmitter sends a signal to the pressure indicator located in the cockpit.
A return line from the users drives the fluid via a return pressure filter to the reservoir. If the return filter clogs, its by-pass opens.
A case drain will send leaks from the pump to the reservoir, via a filter . When the case drain filter clogs, an indicator appears and its by-pass
opens.
An overheat sensor illuminates "OVHT" light when temperature reaches 121 C.
A check valve is installed between the filter and the reservoir.
A low pressure switch illuminates the green system "LO PR" light when the green system pressure is below 1500 PSI.
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The blue hydraulic system has two main power lines. The first line is identical to the green system. Components operation are identical.
The first line supplies the spoilers, the nose wheel steering, the flaps and the right propeller brake.
Note: The propeller brake return line is directly connected to the reservoir.
The second line supplies the parking and emergency brake as well as the brake accumulator.
The parking brake accumulator is provided with a pressure release valve enabling the blue system pressure lines to be connected to return.
The valve is unusable only on ground.
The blue system is also fitted with an auxiliary DC motor driven pump operating automatically when the following conditions are met:
push button "AUX PUMP" in pressed position ("OFF" legend extinguished)
at least one engine running,
propeller brake disengaged,
landing gear lever in "DOWN" position,
ACW blue pump low pressure.
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Reservoir Description
Hydraulic Bay
The reservoir is located in the rear area of the left main gear well, in the hydraulic bay.
It is an unpressurized type, divided in two equal compartments by a diaphragm opened in the upper part.
It is equipped with:
a cap vented to atmosphere
a strainer filter for refiling
an overflow port and two low level switches (level less than 2.5 liters in each compartment),
a direct reading quantity gauge
baffles to prevent fluid sloshing during side slip maneuvers and minimize fluid emulsion in case of high return fluid flow
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Low Level Switch Description

The low level switches are located in the hydraulic bay, on the reservoir.
Each low level switch sends a signal to the low level caution light ("LO LVL").
The fluid quantity threshold is 2.5 liters.
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Green and Blue Accumulators

The green and the blue accumulators are installed in the left main gear well, on the RH of the hydraulic bay.
The green and the blue pressure gauges are located in the hydraulic bay, above the green and the blue accumulators.
Two nitrogen-charged accumulators are installed in the blue and the green systems, to absorb pump pulsations and surges caused by high
fluid demands.
They compensate for pump response time in the event of high output demand.
Each accumulator incorporates a floating piston to separate the hydraulic fluid from the nitrogen pre charge.
The pre charge pressure is 1500 4% PSI at 20 C.
A gas pressure gauge is installed on each accumulator to indicate accumulator pressure.
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Landing Gear
ATR landing gear is a retractable tricycle, fuselage mounted type. It is electrically controlled and hydraulically actuated.
Main Landing Gear (MLG) is of lever type inboard retracting, partially below the passenger compartment floor and partially in a specific
fairing. Each main gear assembly is equipped with two wheels and an oleo-pneumatic shock absorber.
Nose Landing Gear (NLG) is forward retracting. It is housed in a wheel well aircraft nose. The two wheel nose gear assembly includes an
oleo-pneumatic shock absorber.
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Landing gear extension and retraction

Landing gear extension and retraction is controlled by a control lever located on the centre instrument panel.
The landing gear is actuated by the hydraulic system. In the event of a hydraulic power supply failure, an emergency extension system is
provided.
Emergency system
In case of hydraulic or electrical supply failure, the landing gear can be extended by gravity and aerodynamic force. MLG extend and lock
down with its
free fall assister help.
In the flight compartment, a push/pull handle permits landing gear mechanical unlocking.
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Wheels and brakes

The four main gear wheels are equipped with multidisc carbon brakes, each operated by one set of five hydraulic pistons.
Two modes are available:
normal braking mode: it is controlled by pilot's brake pedals and supplied by the green system.
emergency and parking braking mode: it is controlled by the emergency and parking brake handle and supplied by the blue system.
Each brake is equipped with an automatic adjuster, a wear indicator pin, and an overheat detector.
The wheels are fitted with tubeless tires. The main gear wheels are braked automatically as soon as the pilot selects the landing gear up.
The main gear wheels are fitted with fusible plugs which protects against tire and wheels burst in case of an overheat.
These fusible plugs are designed to release internal pressure when wheel temperature exceeds 177C / 350F.
The antiskid system is activated as soon as the gear is down and locked, and as long as the aircraft speed exceeds 10 knots.
Each wheel and each pair of external or internal wheels are monitored.
The aim of the system is to provide the maximum stopping performance by controlling brake pressure in order to minimize wheel slip, brake
and tire wear, depending on runway conditions. Touchdown protection is ensured (spin up, locked wheel).
The system consists of:
4 wheel speed transducers (one per main gear wheel),
1 control box,
1 anti-skid module.
A reference velocity signal is generated. The anti-skid applies a deceleration law continuously adapting the actual wheel speed to the
reference speed.
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Steering
The hydraulically actuated nose wheel steering system is controlled by mechanical linkage from a steering tiller handle on the captain's side
panel.
Nose wheel steering is manually controlled, hydraulically actuated and electrically disabled. The nose gear has a range of 60 degrees to
either side of centre.
In addition, nose wheel deflection of 91 is possible during towing with no pressure in the system.
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Position and warnings

The landing gear position detection and indication consist of two independent systems.
The primary system is managed by MFC module 1A. The associated gear position is displayed on the main instrument panel.
The secondary system is managed by MFC module 2A. The associated gear position is displayed on the overhead panel.
Each system uses its own detector and indications:
down lock and air/ground signals from proximity sensors,
up lock signal from mechanical limit switches.
Each system commands gear extension and retraction, gear anti-retraction system and the warning associated to "LDG NOT DOWN".
Note: Gear must be considered down when one system indicates three green lights. Each system has its own WOW circuit: WOW 1 into
MFC module 1B and WOW 2 into MFC module 2B. The WOW signals are used by the MFC to have the system using WOW information
switched to the appropriate air/ground configuration.
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A non-retractable type tail bumper is installed on the rear section of the A/C fuselage in order to avoid fuselage contact with the runway
when the take-off or the landing attitude has an angle of 8 degrees or greater.
The equipment includes a skid lever attached to the fuselage and a shock damper which is connected to the fuselage by a ball joint hinge.
The tail prop must be installed before passengers boarding/disembarking. A possible tip up may occur if 7 persons are at the rear of an
otherwise empty aircraft.
Note: When not used, the tail prop can be stored in the rear unpressurized area of the aircraft (behind the AFT bulkhead). Normally, it is
stored in the cabin by the cabin crew.
At each walk around, inspect skid shoe. If signs of ground contacts are observed on skid shoe, check the red indicator:
if this red indicator does not show evidence of wear, aircraft can be flown,
if this red indicator shows evidence of wear, maintenance action is required.
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Main Gear Door Description

The main landing gear supports a three section door to restore fairing contour when L/G is locked up.
The main gear trunnion leg actuates, by a rod, the multiple section door which is composed of:
a main L/G door,
two folding doors.
These doors allow to close gear wells in flight conditions.
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Each Main Landing Gear (MLG) consists of:
a trunnion leg,
a trailling arm,
a shock absorber,
a side brace which comprises the locking and unlocking system for the gear in down position,
2 wheels and brakes.
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The two-position (UP-DOWN) control lever is located on the upper centre instrument panel 4VU and controls the landing gear position.
The lever protrudes from a switching box that houses a solenoid operated lever latch.
The box also contains six micro switches, three of which are utilized by the landing gear control indicating and warning system.
A cam in the switching box prevents the accidental lever actuation.
Two warning lamps, housed within the grip, provide a L/G not down locked warning to the crew.
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MLG Free Fall Assister

The MLG free fall assister lever is a pneumatic spring (nitrogen/oil accumulator).
The assister uses a filling port and an inflating valve to refill and inflate the oil and the nitrogen at a precharging pressure value of 119 bar
(1725.5 psi) at 15C.
During extension the assister acts to fully extend MLG.
It is connected to the fuselage and to the MLG leg, and is also provided with a low pressure indicator, which shows red when the pressure
drops below 90 bar (1305 psi).
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Normal Breaking Description

The four main gear wheels are equipped with multidisc carbon brakes.
Each brake is operated by one set of five hydraulically powered pistons.
Normal braking mode is controlled by pilot's brake pedals and supplied by green system.
Normal braking is provided with an anti-skid (A/S) system which controls the pressure metered from the green system to the brake: four
sensors transmit the wheel speed signals to an electronic box, which controls an electro- hydraulic anti-skid module for maximum braking
efficiency.
Each brake is equipped with an automatic adjuster (to compensate brake wear), a wear indicator pin, and an overheat detector. The main
gear wheels are braked automatically as soon as the pilot selects up on the landing gear control lever.
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Leak sensitive valves (hydraulic fuses) are installed to prevent hydraulic fluid loss in the braking system, should an abnormal leakage occur.
The two normal and emergency braking systems are completely independent up to downstream of the anti-skid module.
The same components and line routes of the emergency system are used to park the aircraft.
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Reservoir Location
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The unpressurized reservoir is installed at STA 2962 and is divided into two compartments.
The fluid used in the reservoir is of the same type used for the hydraulic systems: phosphate ester type IV.
Each compartment supplies oil to a dual master cylinder (pilot and copilot side), by gravity. The reservoir is equipped with a drain port and a
cap for the
refilling of both compartments. The reservoir capacity is:
minimum level 2 x 37 cm3 (2 x 2.26 cubic inches),
maximum level 2 x 65 cm3 (2 x 4 cubic inches).
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Brakes Description
Each main gear wheel is fitted with a carbon brake. The four brake units are interchangeable for either right or left hand installation.
The brakes have two rotating disks and five pistons.
They are hydraulically operated at a pressure of 3000 PSI and are fully released by five return springs.
Each brake assembly is mainly composed of:
a housing,
a backplate,
torque tube,
a thrust ring assembly,
two rotating disks,
a stationary disk (double stator),
five hydraulic actuating pistons, with an incorporated self- adjusting mechanism.
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The brake housing is bolted together with an integral torque tube/back plate to contain a pressure plate, two rotating and one stationary disk.
The stationary disk and the pressure plate are keyed to the torque tube to prevent their rotation.
The rotating disks are equipped with eight key slots on the outer diameter to engage the drive keys in the wheel and to transmit the brake
force to the The brake housing is provided with two pressure ports and two bleed ports for R or L installation with respect to the trailing arm.
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Flight Controls Description

Control of the aircraft is achieved on the three axes by primary flight controls and secondary flight controls.
Roll, pitch and yaw control are the primary flight controls:
Roll control is performed on each wing by one aileron, with a balance tab, and one spoiler,
Pitch control is performed by two elevators with their balance tabs,
Yaw control is performed by the rudder and its spring tab,
Flaps are provided on each wing. They are the secondary flight controls.
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The ailerons, elevators and rudder are mechanically actuated.

The spoilers and flaps are hydraulically operated, using the blue hydraulic circuit.
A gust lock system protects roll and pitch controls on the ground.
Auto pilot inputs drive ailerons, elevators and rudder. They can be overridden by the pilot.
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Roll Control: Aileron & Tab Description

Roll control is performed by two ailerons, each equipped with a balance tab, and two roll spoilers.
The control wheels mechanically drive both ailerons.
The balance tab on each aileron automatically reduces aerodynamic forces as the aileron is deflected.
The left aileron tab is also used for aileron trim.
The roll spoilers are installed on the upper surface of the wing. The control wheels operate the roll spoilers through the hydraulic valve blocks .
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Mechanical Control Description

Both control wheels are connected by a torque tube (interconnection tube) and linked to a cable tension regulator located below the cockpit
floor. This is called the primary loop.
By means of cables, a secondary loop links the cable tension regulator to the aft quadrant located in the wing.
The aft quadrant is linked to ailerons by means of several push-pull rods.
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Control Wheel & Cable Tension Regulator

The control wheels are located in the cockpit.
The cable tension regulator is located under the cockpit floor.
One control wheel is provided to the captain and is identical to the first officer's. Both are linked by the torque tube located underfloor.
Control wheel travel is limited by two stops adjusted at 85 with respect to its vertical axis on both sides. The rotation of the wheel is limited
by two bump stop screws installed in the column.
The movements of the two control wheels are transmitted through the torque tube, to the tension regulator quadrant.
Its function is to transmit the movement to the aft quadrant. It also maintains the cable tension between 20 and 25 daN for all temperatures
encountered during flight or on the ground.
To check that the regulator is correctly compensating for ambient temperature, a pointer is attached to one quadrant and a calibrated scale
on the other quadrant.
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AP Quadrant & AP Actuator

The aft quadrant lower part is located in the wing, in the pressurized area.
The AP actuator is connected to the aft quadrant upper part.
The aft quadrant is fixed in the pressurized area. It receives movement of the cables from the control wheels.
The aft quadrant upper part is connected to the RH crank (unpressurized area).
The AP roll actuator is connected to the quadrant by means of a cable.
The AP roll actuator is a permanent magnet type DC actuator composed of three sections:
a tachometer generator block,
a solenoid-operated electric clutch block. Supplied with 28 VDC, this clutch block connects motor and cable drum.
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Aileron Trim & Tab Indicating Description

The control wheels mechanically drive both ailerons and tabs.
An electrical trim actuator is installed on the left aileron and actuates the tab.
A position transmitter is installed on the aft left crank.
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Spoilers Description
The roll spoilers, one on each upper surface wing, improve roll control. They are actuated by the blue hydraulic system.
The roll spoilers begin to deflect as the associated aileron up - deflection exceeds 2.5. Their deployment is regulated by their associated
hydraulic Spoiler Block Valve (SBV).
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After the junction bellcranks, the system components are:
a rod,
an input detent lever on the valve block,
a Spoiler Block Valve (SBV),
a hydraulic actuator supplied from the SBV by hydraulic pipes,
a spoiler position feedback linkage connecting the spoiler to the valve block.
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Spoiler Block Valve Description

Each Spoiler Block Valve (SBV) is installed close to its associated spoiler actuator, underneath the spoiler surface.
Each is linked to the push-pull rods of the roll mechanical control.
The Spoiler Block Valves (SBV's) are identical. They comprise an input lever following the aileron position and a position feedback shaft
linked to the spoiler. The input levers can be fitted on either end of each axle, so that the right and left SBV are identical and interchangeable.
In case of spoiler jamming, the detent input lever provides an automatic disconnection. The base of the detent input lever has four notches
which bear on four hub lugs by means of a spring.
The position feedback lever ensures slaving of the spoiler position according to input lever position.
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Yaw Control & Rudder Tab Description

Yaw control is performed by a rudder which includes a spring trim tab.
The pedals mechanically drive the rudder.
A Travel Limitation Unit (TLU) installed on the rear quadrant area reduces rudder deflection at high speed.
A releasable centering unit installed on the rudder input shaft stabilizes the rudder when no force is applied on the pedals.
The RCU is centered each time trim is used or yaw damper is engaged. One of the final checks before take-off is to center both pedals and
the RCU.
The trim function is performed by offsetting the spring tab zero position. The rudder trim tab deflection value is indicated in the flight
compartment.
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Rudder Mechanical Control Description

Rudder control is performed by the captain's and first officer's pedals. They are linked by rods located under flight compartment. The neutral
position of each pedal assembly is adjustable by means of a handle.
The pedals are linked to a force detector rod which produces movement to the forward quadrant.
A cable loop runs through the fuselage to the tail cone and connects the forward and aft quadrants. The tension of the cable is not regulated
but adjusted by turnbuckles. The aft quadrant is connected to the rudder control rod.
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The rudder control mechanism is provided with:

a Releasable Centering Unit (RCU) which transmits to the linkage a constant centering movement toward the controlled trimmed position,
a Travel Limiter Unit (TLU) which limits rudder travel at high speed,
and a rudder damper which limits rudder travel speed and excessive movement generated by gusts on ground.
A trim actuator and a spring tab are mounted inside the rudder.
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Releasable Center Unit

The Releasable Centering Unit (RCU) stabilizes the rudder position when no action is applied on the pedals.
This device is automatically centered on the linkage position every time a trim control command is applied, and is inhibited when the yaw
damper is active.
It comprises:
an input lever mechanically linked to the rudder,
a set of springs which return the input lever to its central position,
and an electromagnetic brake which, when energized, releases the springs support.
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Rudder trim & YD Function and Indicating

An electrical trim actuator is installed in the bottom part of the rudder. It modifies the neutral position of the spring tab. Rudder trim tab
deflection is indicated in the flight compartment.
The Yaw Damper (YD) provides yaw damping and turn coordination. To achieve these functions, an AP yaw actuator is connected to the rear
quadrant.
Movement of the yaw trim control upper lever to the left or the lower lever to the right energizes the clutch of the Releasable Centering Unit
(RCU). Trim setting is then allowed and causes the mechanism to center on the new position linkage. An AP yaw command also disengage
the RCU.
A position transmitter is installed in the fin and connected to the rudder.
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TLU and Indicating Description

The Travel Limitation Unit (TLU) limits pedals travel in order to prevent any damage to rudder structure when flying at high speed.
The TLU is a mechanical device.
The TLU has two states:
"full authority position" which allows non limited rudder deflection,
and "reduced authority position" which limits rudder deflection.
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The Travel Limitation Unit (TLU) comprises:
a variable stop mechanism activated by an electrical actuator,
an automatic normal control circuit using air speed discrete signals delivered by the two ADCs (information VTLU),
The TLU automatic control is performed when reaching 185 Kts during an acceleration and when reaching 180 Kts during deceleration,
a normal control monitoring circuit performed by modules 1A and 2A of the Multi Function Computers (MFCs),
a manual stand-by control circuit from a 3-position protected switch, on panel 25VU, which enables manual setting of the TLU (high speed or
low speed) in case of ADC failure.
a FAULT indicator light on panel 25VU, and a "LO SPD" indicator light on panel 404VU which, when illuminated, indicates that the TLU is in
low speed configuration.
The TLU is designed with dual load transfer channels so that failure of a component does not entail the loss of travel limitation at high speed.
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Pitch Control: Elevator & Tab Description

Pitch control is performed by two elevators each equipped with a tab.
Each control column mechanically drives the associated elevator and, through the pitch uncoupling mechanism, the other elevator and the
opposite control column.
Pitch trim is performed by off-setting both tabs neutral position. Each trim is activated by its dedicated actuator. The two actuators are
synchronized by a flexible shaft.
The deflection value commanded by the pitch trim is indicated in the flight compartment.
A stall warning system including a stick pusher and two stick shakers is provided.
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Mechanical Control Description

Both control columns are connected, by means of rods, to a cable tension regulator, located below the cockpit floor.
Two force detector rods are connected on the pitch control lines. They disconnect the Auto Pilot when the effort applied on the control column
is greater than 10 daN.
Each cable tension regulator maintains cable tension between 20 and 25 daN.
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The two elevators are linked by a pitch uncoupling mechanism.

In case of jamming, pitch control will be recovered by applying a differential force on both control columns, disengaging the pitch uncoupling
system. A "PITCH DISCONNECT" red alert is then triggered.
The non affected channel allows the aircraft to be operated safely. System recoupling has to be performed on ground.
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Flap Actuator Description

The actuators are of the sliding type. They are connected to the wing structure and the flap by means of self-lubricated spherical bearings.
The spherical bearings must be lubricated at regular intervals.
Two self-sealing hydraulic couplings allow bleeding of the hydraulic circuit.
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Gust Lock Description

A gust lock system is provided to protect the roll and pitch controls on ground.
This system includes:
an elevator mechanical locking device,
and an aileron mechanical locking device.
To enable gust lock system engagement, the ailerons must be centered and the control column positioned slightly forward.
A hydraulic damper installed between the rudder and the vertical stabilizer protects the rudder in the same way.
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When the gust lock lever is set to the ON position, the Power Levers travel is slightly limited below FI (Flight Idle).
This system provides protection against take-off when gust lock engaged, or too high power setting when in hotel mode.
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The two gust locking units are located underneath the flight compartment.
The gust lock lever operates two push-pull cables, toward the two underfloor locking units.
The captain's locking unit locks the captain's elevator channel.
The first officer's locking unit locks the first officer's elevator channel and the aileron channel.
The locking device includes a spring, which disengages the lock in the absence of a control order on the plunger.
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1- The STICK PUSHER light comes on in green when the stick pusher actuator is supplied.
2- The flaps position indicator shows the current flaps position. A EXT flag appears to indicate that the flap valve is hydraulically commanding
flap extension. When the flaps are extended, an EXT flag means that a hydraulic circuit leak exists.
3- The FLAP ASYM light illuminates amber when flaps asymmetry exceeds 6.7. Flaps are then frozen in the current position. CCAS is
activated.
4- The PITCH TRIM ASYM light illuminates amber to indicate a pitch tabs desynchronisation. CCAS is activated.
5- The roll trim position indicator shows the left hand aileron trim controlled tab travel.
6- The pitch trim tab position indicator shows right trim actuator controlled tab travel. If the indication is not in the green arc at take-off, a
CONFIG warning is triggered on the CAP. CCAS is activated.
7- The yaw trim position indicator shows units of trim motor displacement.
8- The TLU LO SPD indicator light comes on in accordance with airspeed limitations. It illuminates green below 180 kts; The TLU is released
to allow full rudder deflection. Above 185 kts, the TLU is in the reduced authority position. Full rudder deflection is not allowed. In case of TLU
automatic control failure, with airspeed below 180 kts and LO SPD position not manually selected, the maximum cross wind is 15 kts. The
TLU LO SPD light is not illuminated.
9- The stick pusher and shaker pushbutton enables the two sytems and aural warnings to be switched off. In this case, the OFF light
illuminates white. It also indicates a failure if stick pusher or shaker system in case of FAULT amber illumination.
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Fire Protection System

The ATR fire protection system provides detection, warning, and extinguishing for each engine, nacelle and cabin.
Engines and nacelles fire protection:
Each engine is equipped with a continuous loop system monitoring overheat or fire. The engine nacelles are protected with fire extinguishers
activated by controls from the cockpit. Right nacelle is equipped with an overheat detector.
Engine fire extinguishing system includes two extinguisher bottles which may be used for engine N1 or engine N2. They are located on
each side of the fuselage. Dual squibs are installed in the discharge heads on each bottle.
For fire extinguishing, the squibs are ignited by depressing the corresponding illuminated AGENT pushbutton on the ENG FIRE panel. The
extinguishing agent (Freon or Halon) is pressurized by nitrogen.
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Cabin smoke and fire protection

The cargo compartments, the lavatory, and the electrical panels in the cockpit are protected by smoke detectors. These warning systems
reduce the risk of fire, through early detection of smoke.
The lavatory is equipped with an automatic fire extinguisher.
The other areas require a crew member to extinguish any fire with the use of portable hand-held fire extinguishers.
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Location of fire protection main components.

Fire detection
Engine Fire (loop),
Nacelle Overheat (Overheat Thermal switch),
Smoke detectors (photoelectric type):
FWD Cargo,
AFT Cargo.
Smoke detectors (ionisation type):
Lavatory,
Electronics Racks.
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Location of fire protection main components.

Fire extinguishing
2 Engine fixed bottles,
1 Lavatory fixed bottle,
3 Halon portable extinguishers (cabin and cockpit),
1 Water portable extinguisher in the cabin.
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Fire Protection Cockpit Panel
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The engine fire detection system is composed of two continuous loops A+B, installed in parallel and connected to an electronic control unit.
The whole engine fire detection system is supplied from DC Emergency bus bar. Each detection loop may be tested individually using the
corresponding test switch.
Note: The system is identical for each engine.
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Fire Sensing Element

The fire sensing element is a flexible coaxial cable. The electrical characteristics of the fire sensing element vary with temperature.
The cable consists in an outer stainless steel sheath of 1.8 mm (4.6 in.). It contains a glass base material, sensitive to temperature, and a
centre wire.
At each end of the sensing element a sealed connector brazed on the element enables connection to the electrical harness for aircraft circuit
junction.
Grooved foolproof devices at electrical harness-to-element junctions prevent any cross connection between the loops.
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Fire Sensing Element
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Engine Fire Loops Operation
Each engine is equipped with 10 fire sensing elements. Detection element from two loops are connected to the FDCU (Fire Detection
Control Unit).
The fire sensing element is a flexible coaxial cable; its operation is based on the variation in resistance and capacitance.
Resistance reduces and capacitance increases when a fire is detected.
Resistance reduces and capacitance does not increase when a fault is detected.
In case of breaking of a sensing element, fire detection is still possible; there is no FAULT signal following on single break. However, this
break will be indicated to the crew at the first pre-flight test following the fault.
In case of breakage of the sensing element, each end of the element connected to the aircraft electrical harness is still capable of fire
detection.
The fault will be indicated during the pre-flight test.
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A fire extinguishing system is provided for each engine.

Two fixed fire extinguishing bottles are installed in the wing to fuselage junction fillet, on either side of the fuselage.
Dual squibs are installed in the discharge heads on each bottle. The squibs are ignited by depressing the corresponding illuminated AGENT
pushbutton on the ENG FIRE panel.
They enable the extinguishing agent to be directed toward the engine concerned by means of two way valves. Four water drains are installed
on the lower points of the lines.
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On the lowest points of the lines four water drains are installed:
two water drains at the two-way valves,
two water drains directly on the lines.
The left water drain support is slightly shifted. This is a mechanical fool proofing preventing any fire extinguishing line inversion.
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Engine Fire Handle
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There is a control and indicating panel corresponding to each engine. The panels are located on the overhead panel.
Each panel consists of:
2 pushbutton switches: AGENT 1 and AGENT 2. Each pushbutton switch has two legends:
1 SQUIB white legend,
1 DISCH amber legend.
1 SQUIB TEST switch, enabling electrical continuity of the percussion resistances to be checked.
2 pushbutton switches: LOOP A and LOOP B.
In case of engine fire detection the following procedure must be applied:

Place the Power Lever in Idle position (Flight or ground).
Place the Condition Lever in FUEL S/O position (FUEL S/O red light on Condition Lever goes off).
Pull Fire Handle. This has for effect to:
closing the LP fuel shut off valve,
closing the air bleed valve,
closing pressure regulating and shut off de-icing valves,
feathering the propeller,
disconnecting AC and DC generators,
enabling percussion of the fire extinguisher bottles (the corresponding SQUIB legends come on).
Squib the first bottle, by pressing AGENT 1 pushbutton switch (discharge of the bottme is indicated by the illumination of amber DISCH
legend).
If the FIRE warning does not disappear within the 30 following seconds, the second bottle must be squibbed.
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The overheat detection system monitors RH nacelle temperature on ground, with engine running (with propeller brake engaged or
disengaged).
Overheat sensor is located only in the nacelle below the exhaust pipes.
Nacelle overheat detection signal is sent to the Nacelle Overheat Detection Control Unit. This system is inhibited in flight.
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Fuel System
The ATR Fuel system is composed of the following systems :
a storage system : 2 tanks, one in each wing, with its associated ventilation system,
a distribution system with 2 engine feed systems and a refuel/defuel system,
an indicating system (fuel quantity indicating and fuel tank temperature).
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Each wing is composed of :
a feeder tank,
a main tank,
a vent-surge tank,
a venting system.
The fuel is stored in two tanks, one in each wing, formed as an integral part of the wing structure. The maximum fuel capacity per tank is
3185 liters (2500 kg / 5512 lbs for a fuel density of 0,785). The total volume is 6370 liters (5000 kg / 11025 lbs).
Each tank has its own venting system which connects it to a vent-surge tank in all flight configurations.
The wing centre box structure, located above the fuselage, contains the fuel cross-feed and tank refuelling lines.
Any fuel leakage from these lines accumulates in the wing centre box, to prevent this, the wing centre box is vented and drained.
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In normal conditions, each engine is supplied from its associated wing tank.
The outboard 100 liters vent-surge tank is not a fuel storage tank but is an integral part of the fuel ventilation system. The vent-surge tank
serves as a reservoir for main tank overflow due to fuel thermal expansion.
The main tank stores the remaining fuel and supplies the feeder tank through the feeder pump action or gravity flow.
The inboard 160 kg (353 Lbs) feeder tank normally supplies the respective engine and contains most of the pumps and control valves. The
feeder tank is always full and protects the engine feed system against negative or lateral load factors.
An electrical pump and an engine feed jet pump are installed. The engine feed jet pump is activated by HP fuel from the engine H.M.U. and is
controlled by a motive flow valve.
The LP S/O valve is located between the tank outlet and the corresponding engine. It's controlled by its associated fire handle.
A cross feed valve controlled by the "X FEED" pb, located on the cockpit fuel panel, allows both engines to be fed by one fuel tank, or one
engine to be fed by both tanks.
When the cross feed valve is opened, a blue "FUEL X FEED" light illuminates on MEMO panel. The valve position is indicated by a green
horizontal flow bar on the cockpit fuel control panel and the electrical pumps are automatically activated.
Each system is equipped with a pressure drop protection.
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Fuel Indicating System

Six probes are installed in each tank and electrically connected to the cockpit fuel quantity indicator.
Fuel indicating system also comprises :
a fuel tank temperature probe located in the LH feeder tank which sends information to the cockpit fuel tank temperature indicator,
four magnetic fuel quantity indicators (dipsticks).
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Fuel is stored in two integral wing tanks formed by the wing spar box between ribs 4 and 23. The centre section spar box located above the
fuselage does not store fuel. Each tank has a capacity of 2,500 kg (5,510 Lbs), for a kerosene density of 0.785, taking into account the
thermal expansion volume.
Each ATR fuel tanks are composed of :
a feeder tank : capacity = 160 kg (353 Lbs),
a main wing tank which stores the remaining fuel,
a vent-surge tank : capacity = 100 liters (does not store fuel).
The wing upper surface panel is comprised of two sections for each half wing from rib 0 to rib 13 and from rib 13 to rib 24. It can be
removed for inspection
and internal repair. Rib 13, located at the wing break, constitutes an anti-surge baffle.
Both tanks are vented in all flight configurations :
by a vent line routed from rib 5 to rib 23 and provided with a rubber drain,
by a float valve located in the outer wing section.
These two outlets are connected to a vent-surge tank located outboard of the fuel tank between ribs 23 and 24.
MPD Scheduled Check: Particular attention to the Detailed Inspection of the fuel tank (JIC 28-10-00 DVI 10005/10010) for general condition
and installation of all the components within the fuel tanks. That inspection must be conducted by specially trained personnel and dedicated
tools.
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The wing lower surface panel is designed so that any water collects beneath the fuel in the lowest parts of the tanks. This water is then
drained away through manually operated water drains. Three self-closing water drains per tanks are installed.
They ensure drainage of water from tanks at any aircraft attitude between 3. A water drain is installed at the lowest point of the vent surge
tank in order to evacuate water which could freeze up to siphon level in icing condition and thus prevents tank venting failure.
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CDCCL Item: Bonding of pipes within the fuel tanks is part of the design protection against electrostatic discharge. More than one bonding
lead missing, damage or untightened on each pipe inside the fuel tanks can introduce unsafe condition.
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Both tanks are vented in all flight configuration and on ground by a vent line and a float valve connected to a vent surge tank.
The vent line is vented through a NACA intake installed on the wing lower surface. The vent surge tank can contain 5 times vent line volume.
It has a capacity of approximately 100 liters.
The vent surge tank recovers fuel from the vent line, caused by thermal expansion of the fuel. Fuel is recovered by siphoning.
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The wing centre box has its own venting system. This system serves to evacuate any vapor and fuel due to leaks in the lines routed through
the centre compartment.
Air ventilation is supplied from the left side of the fuselage to wing fairings through a scoop. It is ducted into the wing centre box at front spar
level.
Two air vent ports are located at the lowest points of the wing centre box exhaust outside of the karmans, on either side of the fuselage. They
also serve for draining.
The system is designed to renew the volume of air in the wing centre box every three minutes.
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The NACA intake enables a slight overpressure of 0,3 PSI (20 mb), to be applied in the tank during the flight.
The rubber drain allows fuel and water trapped in the vent line to drain back into the tank.
A water drain installed in the lower point of the surge tank allows to avoid the accumulation of water wich in icing condition could freeze up to
the vent line syphon level and prevent the tank to be vented.
The float valve allows direct tank ventilation through the vent surge tank. It closes during roll back, or fuel tank full, to prevent fuel entering the
vent surge tank.
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Fuel is fed to each engine from a corresponding tank by means of a system installed in a feeder tank between ribs 4 and 5.
The feeder tank has a capacity of approximately 160 kg (353 lbs). System controls and indicators are displayed on the fuel panel located on
the overhead panel in the flight compartment.
The fuel system is composed of :
an electrical pump,
a feeder jet pump,
an engine feed jet pump,
a motive flow valve,
two relief valves,
a low pressure shut-off valve,
a cross feed valve,
a low pressure switch,
an electrical auto control pressure switch.
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The aircraft is energized and both engines are not running. FEED LO PR ambert light are illuminated because fuel feed pressure, detected
by LP pressure switch, is < 5 PSI (<4 PSI for ATR 72-210). Both fuel engine electric pumps push buttons are pressed IN and green RUN
lights illuminate. The 28 VDC electric pumps are energized and begin to supply fuel to engines. At the same time, the feeder jet pump is
activated by the electric pump output pressure. Feeder tank pump is designed to maintain feeder tank full by collecting fuel from main tank
with feeder jump suction pipe.
At this step, the engine feed jet pump is not supplied, the motive flow valve and X-feed valve are closed. The LP shut off valve is open. The
fuel flow rate delivered at engine starting in 450 l/h for a pressure of 5,5 PSI (380 mb). FEED LO PR extinguishes.
After engine starting, driving flow for the engine feed jet pump is supplied through a return line from HMU. In presence of return pressure, the
motive flow valve installed on the fuel engine HP return line, opens in order to supply the engine feed jet pump. The engine feed jet pump
begins to operate by driving fuel from the feeder tank. At the same time, it supplies the feeder jet pump.
When pressure supplied by the engine feed jet pump reaches 8.5 PSI, the pressure switch 17 (18) QA installed on the engine jet pump outlet
de- energizes the electric pump (after 30s time delay for ATR 72-210). The fuel flow supplied by the feeder jet pump is suficient to maintain
the feeder tank full in all configurations. If the feeder jet pump fails, the feeder tank is connected to the main tank through flap valves
(installed at the bottom of rib 5) which allows fuel to flow from the tank to the feeder tank. (monitoring of the feeder tank fuel level is provided
by a dedicated probe).
In the event of engine feed jet pump failure, the pressure switch 17 (18) QT provides electric pump running control which ensures fuel supply
to the engine. The electric pump delivers the necessary flow rate for engine consumption. In case of engine Fire, when corresponding engine
fire handle is pulled, it closes associated LP shut off valve. Cross feed valve could be used to supply an engine from the opposite tank. With
the X feed valve push button pressed IN, the valve opens, green flow bar is horizontal. Both electrical pump are energized.
By selecting OFF the corresponding PUMP push button, the electric pump is de- energized and the motive flow valve is supplied to close.
The engine is fed through the opposite tank.
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Emergency Exit Door

Recording System Description

A Flight Data acquisition Unit (FDAU).

Instruments and Control Panel

Instrument panels in front of the pilots;

MFC Multi-Function Computer

Centralized Crew Alerting System CCAS

Two Multi-Functional Computers (MFCs)

Status and Indication

No light illuminated except flow bar

Normal Basic Operation

Temporarily required system in normal operation

Back up or alternate system selected

Selection other than normal basic operation

MFC Overhead Panel Description

enables module power supply (push-button pressed)

indicates if the module is not supplied (OFF legend on)

indicates if the module is faulty (FAULT legend on)

MFC Overhead Panel Location

MFC Maintenance Panel Description

The structure is also composed of :

Main and emergency batteries

28 VDC from starter generators

DC Hotel Mode Operation

Two main busses ( DC Bus 1 and DC Bus 2 )

A DC SVCE BUS provides supply for aircraft services

Safety and Precautions

Multi Function Computer

Cargo Door Access Panel

GND SVCE BUS

DC Electrical Generation System Indicating

DC Electrical System Indicating Panel

DC External Power Receptacle Location

controlled from the cockpit

controlled from the cabin attendant panel

controlled from the exterior panel lights

Cabin and Cargo Lighting

Light Panels Location

Instrument Light Panel

Exterior Lights Panel Description

A red navigation light on the LH wing tip

Exterior Lights Panel

Navigation Lights and Ice Evidence Probe Light

3 flood lights, located on the fuselage for ground lighting.

4 dome lights located in the ceiling in the passenger compartment axis.

Radio communications between aircraft and ground stations.

The communication system also provides:

An emergency locator transmitter (ELT)

RCAU Remote Audio Control Unit

CVR Cockpit Voice Recorder

Audio Control Panel

CVR Recording After Engine Shutdown

Safety and Precautions

VHF System Description

VHF Control Unit

Four on each aileron and one on each aileron horn

ELT Emergency Locator Transmitter

ELT Auto Test

Navigation System Description

Flight environment data

Terrain Clearance Floor (TCF)

Air Data System

Ground Speed (GSPD),

Ramp & Transit ATR 72

Ramp & Transit ATR 72