ATR72 500 .pdf

Nom original: ATR72-500.pdfAuteur: magic

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Max Operating Altitude: 25 000 ft

Maneuvering Limit Load Factors:

Flaps Retracted - 1.0 to +2.5
Flaps Extended
0 to +2
Gear Down
0 to +2

Cargo Door Operation: Max XWind 45 kt

Max Number of Pax Seats:

74 (Limited by emergency exits configuration)

Design Weight Limitations:
Zero Fuel:

20 800
22 800
22 350
22 970


Center of Gravity Envelope:
The MAC is 2.303 m long
Station 0 is located 2.362 m forward of the fuselage nose
The distance from station 0 to Ref chord leading edge is 13.604 m

A Tail Prop must be installed before passengers boarding or disembarking

A possible tip-up should be taken into account from 7 persons moving near the rear part of
an off load A/C

Pax Sevice Unit
Pax Information Unit
When any Eng is started, the cabin announcement volume increases by 6dB

Max Operating Speed:

VMO: 250 kt

MMO: 0.55

Max Maneuvering Speed:
VA: 175 kt
Full application of roll, yaw and angles of attack near the stall
Max Flaps Operating Speeds:
VFE 15° 185 kt
VFE 30° 150 kt
Max Landing Gear Extended Operating Speeds:
VLO Low 170 kt
VLO Ret 160 kt
VLE 185 kt
Max Rough Air Speed: VRA: 180 kt
Max Wiper Operating Speed: VWO: 160 kt
Max Tire Speed: 165 kt (ground speed)
VMCL: Flaps 15 or 30: 98 kt (CAS)

External dimensions:


Fuselage diameter:
Prop diameter:
Clearance Prop/Fus:

Main door:
Service door:
Cargo door:
Com hatch:




Speed Definition:
VSR: 1g stalling speed for a specified configuration. It is a function of the aircraft weight

VMCG: Minimum control speed on the ground from which a sudden failure of the critical
engine can be controlled by use of primary flight controls only, with the other engine
operating at RTO power

V1: Speed at which the pilot can make a decision following failure of critical engine:
either to continue takeoff or to stop the aircraft

VR: Speed at which rotation is initiated to reach V2 at 35 ft height

V2: Takeoff safety speed reached before 35 ft height with one engine failed and providing
second segment climb gradient not less than the minimum (2.4%)

VMCA: Minimum control speed in flight at which the aircraft can be controlled with 5°
bank, in case of failure of the critical engine with the other engine at RTO power (takeoff
flaps setting and gear up)

VMCL: Minimum flight speed at which aircraft can be controlled with 5° bank in case of
failure of the critical engine, the other being set at GA power (landing flaps setting, gear
down) and which provides rolling capability specified by regulations

VFE: Maximum speed for each flaps configuration

VHF Transceiver Box: automatic stop if internal T° > 160°
automatic stop if a sticking PPT button for more than 2’


a faulty Audio Control Panel (ACP) or
a faulty Remote Control Audio Unit (RCAU)

Take off and Landing:
Max Tail Wind Limit: 10-15 kt
Max XWind on dry R/W: 35 kt
Max Mean R/W Slope: 2%
Minimum R/W Width: 30m
Braking Action



Max XWind (TO & LDG)

1: Dry R/W
2: Wet up to 3mm depth
3: (TO only) Slush or Water from 3 to 6 mm depth
4: (TO only) Slush or Water from 6 to 12.7 mm depth
5: Slush or Water from 3 to 12.7 mm depth
6: Compact Snow
7: Ice

Engines Parameters: Operating Limits with No maintenance action required
Beyond these limits, refer to maintenance manual
Power Setting

Time limit

Hotel Mode
Ground Idle
Reserve Takeoff
Max Continuous








10 min 800

Oil Pr

Oil T°



101.9 101.4 101
103.2 104.2 101
103.2 104.2 101
106.4 106.8 108

-40 to 125
0 to 125
0 to 125
0 to 125



Engine run up must be performed into wind
Engine ground operations with XWind 5-20 kt should not exceed 58%
Use of NP setting below 82% in icing conditions is prohibited

Fuel System JET A1
Freezing Pt -50 Mini Fuel T° Starting -34 Operation -48
Refueling Max Pressure 3.5 BARS (50 PSI)
5T of usable Fuel
Max Fuel Unbalance 730 kg

Max Fuel T° +57

Each Electrical Pump is able to supply one engine in the whole flight envelope
One Electrical Pump and associated Jet Pump are able to supply both engines in the
… etc …

Air & Pressurization
Max differential Pressure 6.35 PSI
Max differential Pressure for landing 0.35 PSI
Max negative differential Pressure -0.5 PSI
Max differential Pressure for Overboard Valve full open selection
Max Altitude for one Bleed Off operation 20 000 ft


Electrical System

Max Load

Time limit

DC Gen

400 A

2 min
8 secs


500 VA

30 min
5 min


20 KVA

5 min
5 secs


60 A
90 A

5 min

Single DC Gen operation in flight if OAT exceeds ISA+25, Max FL must be 200
MFC: Take off with 2 or more failed MFC modules is prohibited

Oxygen System:
Minimum bottle pressure required to cover a cabin depressurization at mid-time of
the flight, an emergency descent from 25000 to 13000 within less than 4 min and a
flight continuation at an altitude below 13000 ft.
A 25% Pax oxygen consumption is assumed
In case of smoke, the system protects the flight crew during 15 min
At dispatch the computed flight time after decompression should be at least ½ of
estimated time to destination or flight time to the longest en route alternate,
whichever is higher

To recover boomset mic function, both oxygen masks box doors must be shut and
the Test/Reset push-button pressed

AFCS Automatic Flight Control System
Min height for Auto Pilot engagement after takeoff: 100 ft
Min height for use of either AP or FD:
Except during takeoff or approach: 1000 ft
All approaches 160 ft

Instrument markings:
Red arc or radial line: Mini and Maxi limits
Yellow arc: Caution area
Green arc: Normal area

Flaps: Holding with flaps extended is prohibited in acing conditions (except for single
engine ops)

Icing Conditions:
All icing detection lights must be operative prior to flight into icing conditions
at night
The ice detector must be operative for flight into icing conditions

TCAS: Prior to perform RA’s climb, MCT must be selected on power MGT

GPS: “Unable RNP” go around unless suitable visual reference is available
Inform ATC and revert to alternate navigation means

Cabin Lighting must be used during not less than 15 min before each flight
Red light:
Amber light:
Green light:
Blue light:
White light:

Requiring immediate action
Not requiring immediate action
Normal operation
Normal transient configuration
Neutralized abnormal configuration

Engines SHP
Fuel Flow at FL250 and ISA:

275 kg/hr/engine = 550 kg/hr/both engines

Exit ceiling and exterior emergency lights are supplied with 6VDC.
Two sources are available:
- DC STBY Bus via a voltage divider or
- 6V integral batteries charged from the DC STBY Bus with a 10’ capacity

Balanced T/O field ISA SL MTOW:
Landing field length ISA SL MLW:
Max cruise speed:
Max range with Max payload:

275kt 510km/hr

Cabin height 1.91m
Cabin width 2.57m

Doors switch test: Tests micro-switches system of cabin & service doors (on ground and
doors open)
Doors opening is inhibited when A/C is pressurized (∆P greater than 6PSI)

HYD LO LVL: Tk compt fluid quantity < 2.5l (X-Feed closes automatically if open)
HYD LO PR: Pump delivered fluid pressure < 1500 PSI
HYD OVHT: Pump case drain line T° > 121°C
A unique Reservoir for Green and Blue systems. It is not pressurized
AUX Pump operates for 30” when HYD AUX Pump is pressed (in Manual Mode)
LO PR Green system is inhibited when the Landing Gear goes down

Fire Protection:
Nacelle overheat on ground only and 30” after touchdown
Alarm at 170°C+ 5 by sensor probe below exhaust pipe
Engine Fire: Loop
Nacelle Overheat: Overheat thermal switch
FWD & AFT Cargo: Photoelectric
Lavatory & Electronics Racks: Ionisation
2 Eng fixed bott, 1 Lavatory fixed bott, 3 Halon portable ext, 1 Water portable ext
Eng fire detection from DC Emer bus
Fire alarm: T° increase: change in resistance & capacitance in loop
Loop Fault: Damage to the loop: change in resistance only
Air extraction through smoke detectors in AFT Cargo & Toilets via 2 Fans (1 Fan
works at a time & stops in case of fire)
FWD Cargo works by convection
Avionics: smoke detector in the air extraction duct
Lavatory: automatic fire extinguisher above the waste bin (T°>77°C)

Icing exists when T°<5° (ground), <7° (flight) and visible moisture exists
Wipers Slow 80 cpm & Fast 130cpm, Max speed 160kt, (above, rain removal is
Windshield T° outside 1.6° & inside 21°

assured by airflow)

Icing conditions when droplets size up to 50 mics in diameter, beyond this: severe
Ice detector: a change in vibrations frequency by ice in thickness at least 0.5mm
When ice is detected the icing probe is heated for 7”
TAT & Horns are heated in flight only (Min Horn T° is 10°C)
AFR Airbleed Fault light when T°>230° or Pressure < 14 PSI for more than 10”
(normally 20.3 PSI)
De-icing Mode Select inflation cycle: Fast 60”, Slow 180”
When on OVRD, it is on Fast
Prop anti-icing is inhibited when Np<63% (to prevent overheating)
Prop Mode Select when on Normal: 10” on per 3 blades then 10” off between cycles
When ON: 20” on and no time off between cycles

Level 1: Permanent Protection (DC)
Windshield and Probes (3 Pitots, 6 Statics, 2 T° Probes, 2 Alpha Probes)
Level 2: Anti-icing Protection (ACW)
Side Windows, Propeller Blades, Ail-Elev-Rud Horns (in flight only, WOW)
Level 3: De-icing Protection (Pneumatic system from Engines HP compressor)
Wing leading edges and Horizontal Stabilizer leading edges
Engines air intakes and gas paths

The AAS (Anti-ice Advisory System) is composed of:
Ice Detector
Ice Evidence Probe
3 lights in the cockpit

The Windshield is protected against ice, fog and impact (by an electrically heated
transparent film incorporated between two layers of glass)
The Side windows are protected against fogging only (by electrically heated small
wires embedded between two layers of glass)

When a Horn anti-icing is pressed, the AOA threshold becomes lower (lit Green)

Prop anti-icing is inhibited when Np<63% (to prevent overheating)
Horn heating is inhibited on ground
Mode Select Auto cycle duration is provided by MFC’s (using ADC’s output)

Each brake is equipped with:

An automatic adjuster
A wear indicator pin
An overheat detector

The wheels are fitted with tubeless tires and fusible plugs designed to release
internal pressure when wheel T° exceeds 177°C.
Anti-skid system is active when the gear is down and locked and A/C speed >10kt
Nose wheel steering 60° either side (during towing 91° with no hydraulic pressure)
A tail bumper contacts the R/W when T/O or landing attitude > 8°
(skid shoe and red indicator)
Touchdown protection: at MLG compression, breaking is inhibited when speed
<35kt (5” max)
Antiskid test: 6” on ground, 3” in flight. The test is inhibited when speed > 17kt
(If the parking brake is OFF, the plane can move)
BRAKE TEMP illuminates when T° > 160°C (will reset at 130°)

Flight Instruments:
DADC output for Alt, VSI, ASI, TAS, T° ind, AP, FD, Trsp, and Flt Rec
AHRS provides A/C Attitude, HDG, Flt dynamics information to EADI, EHSI,
AFCS, Wx Radar, and other A/C systems and instruments
EFIS displays primary flight information (except Air Data) and FD commands
DME is a slant distance of up to 389nm (also computes GS and TTG)
ADF is an airborne automatic radio compass
VOR is a ground based Nav-aid
ATC Mode S is for TCAS Ops (uses ADC data to transmit FLs)
TCAS II is an airborne Traffic alert and collision avoidance system which operates
without support from ATC ground stations

EGPWS is to prevent CFIT (Additional modes are TCF, terrain clearance floor,
TAD, terrain awareness & display, Mode 4 update, Mode 6 update)
To operate EGPWS requires data from ADC1, ILS2, RA, AHRS1, GNSS, Wx
Radar, Flaps position transmitter, and Gear lever position switch
The EGPWS provides SGU’s with terrain data to display on EHSI’s
PRIMUS 660 Weather Radar is for Wx detection and ground mapping
Failure of the 2 ADC’s, the AUTO PRESS does not work
ASCB (Avionics Standard Communication Bus) allows transfer in all directions
between sub-systems in the aircraft
EFIS consists of 2 EADI, 2 EHSI, 2 ECP, 2 IRC, 2 SGU
Altimeters display altitude between -1000 and +60000
TAT window displays T° between -50 and +99
SAT window displays T° between -99 and +60
TAS window displays speed between 068 and 600
STBY Horizon supplied by ESS Bus (28VDC) or by HOT EMER BAT BUS when
ESS Bus < 18V
Each dot of the Full Compass Course Deviation Bar gives:

5° for VOR
1° for ILS Loc
1/3° vertically for GS

X Track value is from 0 and 99.9 nm L or R
Excessive attitude when:

Roll > 65°
Pitch Up
> 40°
Pitch Down > 30°

Clock has an internal battery to function 75 days when the A/C is de-energized
(SSCVR & SSFDR) Solid State Cockpit Voice Recorder & SS Flight Data Recorder
Recorders ON when A/C on its own electrical supply & OFF 10’ after eng shutdown
When on external power, they start when 1 engine is started
Recording system is composed of: FDAU, SSFDR, FDEP, and an Accelerometer

CVR: Int’l regulation requires 30’ of recording (but ATR has got 2 hrs)
FDR: Int’l regulation requires 25hrs of recording (but ATR has got 50hrs)
CVR: All communications & conversations through the Mics, Voice or Audio
Signals, Nav Ident, Cabin Crew & Flight Crew announcements, + Mic in the cockpit
EFIS COMP are caution messages when there’s disagreement:
Disagreement between the 2 AHRS’s (PIT, ROL, ATT, HDG)
PIT> 6°, ROL> 6°, ATT (PIT+ROL> 6°) ….The AP will disconnect
HDG> 6° (but if Bank Angle > 6°, alarm at > 12° ….HDG Hold & GA aren’t
Disagreement between the 2 ILS’s (LOC, GS, ILS)
LOC > 0.6°
GS > 0.2°
The excessive deviation monitor is active during Dual Couple Cat2 App’s
LOC is monitored between 500’ & 0’ agl. Flashes & pointer Amber at 1/3 dot
GS is monitored between 500’ & 100’agl. Flashes & pointer Amber at 3/4 dot
SGU Failure:
2X: A or B Part. Input/output processor fail. DME, ADF, NAV lost & unrecoverable
2Blanks: C Part. Internal failure

GNSS HT1000 (Honeywell & Trimble). A constellation of 24 satellites. In case of
GPS position becomes unavailable, the GNSS reverts to DME-DME mode, if not
possible Dead Reckoning mode (using HDG, TAS, and last computed wind)

TCASII Protected volumes:
CPA (Closest Pt of APP)
OA (Other Advisory)
PA (Proximate Advisory)
TA (Traffic Advisory)
RA (Resolution Advisory)

TCAS at 6nm scale:

+ 2700’
+ 1200’
+ 1200’
+ 400/700’

front 6.5 nm
back 2.5 nm
sides 4 nm
little circle 2 nm ring

12 nm Maxi
6 nm Maxi
35/45 ’’
20/40 ’’

Wx Radar up to 300 nm in a 60° sector each side. Needs 45-90” to warm up.
RCT Mode (Rain Echo Attenuation Compensation Technique) increases receiver
gain to minimize the chance of overlooking severe storms because they are hidden
behind intervening rainfall
TGT Mode (Target) indicates when Level3 weather (red) or greater is present
beyond the currently displayed range (except 300nm) at +7.5° of dead ahead. Can be
selected in Wx and FP modes
Wx Modes… Levels vs Rainfall rates in mm/hr…
Level 4 Magenta
> 50
Level 3 Red
12 - 50
Level 2 Yellow
4 - 12
Level 1 Green
Level 0 Black
GMAP Modes…
Level 3 Magenta
Level 2 Yellow
Level 1 Cyan
Level 0 Black

Strong return
Moderate return
Least reflective return
No return

FSBY (Forced Stby), on the ground WOW (Weight on wheels)
Push STAB 4 times in 3” Wx Radar normal operations
Tilt + 15° with relation to the horizon
Radar Range:


5 – 300 nm
5 – 1000 nm

STAB is for pitch and roll stability
SECT (Sector)

12 looks/min
24 looks/min

120° sector scan or
60° sector scan

RA range: –20’ to +2500’ 10’ >200’ 5’ <200’ 1’ <10’
DH range: 0 – 990’ resolution is 10’
GPWS generates alerts only between 50 and 2500’ agl

LP & HP ducts are joined together. A check valve is fitted on LP ports to prevent
reverse flow towards LP compressor when HP air is used (HP bleed valve opens at
low power engine range)
A check valve is fitted on the left hand duct to prevent reverse flow to the left engine
bleed during Hotel mode
When the engine is started, the HP bleed air valve opens and at NH 45% +30” the
bleed air shut-off valve opens and cross-feed valve opens
In flight the cross-feed valve is inhibited
BLEED push button controls the bleed air shut-off valve and the HP bleed air valve
When PL > 37°, HP valve closes and air supply is from LP bleed port.
When PL < 37° and if LP pressure drops below 25psi, HP valve opens and air
supply is from HP bleed port
Bleed Valve FAULT when valve position disagrees with push button position
Bleed OVHT when a T° >274° is detected downstream of the bleed air valve
Bleed LEAK when a leak is detected from the bleed duct (T° >124°).
In this case the system must not be restored in flight
For overheat detection, 2 thermal sensors are fitted in the duct downstream of the
bleed air shut-off valve
For overpressure detection, a pressure sensor is installed upstream of the bleed air
shut-off valve

Power Plant:
Prop 1200 RPM @ 100%
Prop has a constant speed and variable blade angle
Reduction Gear Box:
PVM (Prop Valve Module) controlled by PEC
HP Pump and Over Speed Governor
Aux feather pump
Prop Brake (RH engine only)
FCOC (Fuel Cooled Fuel Cooler)

Accessory Gear Box:
DC Starter/Generator
HP Fuel Pump
Oil Pumps
When the Fire Handle is pulled, the Prop is feathered
Np must be > 66% to generate ACW electricity
Engine noise is reduced by PEC and the number and shape of the blades
Engine change takes less than one day with four men
EEC optimizes fuel consumption (for eng uptrim)
After engine shutdown, the ecological drain system permits to drain fuel from
engine circuit to a bowl (to avoid fuel pollution on ground). It will be reused for start
In Hotel Mode only HP & LP stages turn, the free turbine & power shaft are stopped
If the Main Battery is weak, Eng start is impossible
Oil is contained in a 14.4l tank. Should be checked within 20’ of shutdown for an
accurate reading as oil from the system returns to the tank
Oil pressure indicator: The integrated red light illuminates when pressure <40 PSI
and CL are not in FSO position
Ignition: in case of NH drop below 60%, exciters A & B are automatically activated,
this action is inhibited if:
NH < 30% or
EEC is deselected or
CL in Feather or FSO position or
on the failed engine (in case of an ATPCS sequence)
MAN IGN is only used when EEC failure
PL angle:

PL to the Wall has got 15% more power than when to the Ramp (RTO)
PL is connected to the HMU and PVM
IDLE GATE: At TO when both LG absorbers are released, it passes to FI
At LDG, as soon as one LG absorber is compressed, it passes to GI

CL’s operate HP Fuel Shutoff Valve and Prop speed Np. When in Auto, they control
Np through PWR MGT Selector
ATPCS enables reduced TO power by 10% (for Engine and Prop life)

On ground: Uptrim + Autofeather
In flight:
Autofeather only

To arm the ATPCS:

ATPCS pushbutton: ON
PL’s > 49°
TQ’s > 46%

Autofeather disarming conditions:

ATPCS pushbutton: OFF
PWR MGT: other than TO
One PL below 49°
Both TQ’s below 46%

To illuminate PROP BRAKE green READY light:
A/C on the ground
Fire Handle Not Pulled
Gust Lock ON
CL set to Feather or FSO
Hydraulic Blue Pressure available
UNLOCK Red light illuminates 5”
If it stays illuminated more than 15” then the red PROP BRAKE alarm goes off
During start, the 2 yellow arrows on the Electrical panel indicate that the Batteries
are disconnected of the charge circuits and discharging
X Start will be performed by the Main Battery from 0 to 45% NH. The Battery will
be assisted by GEN2 from 10 to 45%
NAC OVHT is inhibited when WOW detects A/C airborne
Hot Start:

ITT increases rapidly
NH increases slowly
Exhaust flames maybe reported by ground crew

Air Conditioning:
A cooling turbo-fan is on when A/C on ground or when airspeed<150kt & LG down
Compt Temp Control:
T° control valve.

in Automatic Mode, an electronic T° controller controls the
in Manual Mode, the Compt T° knob directly controls the
T° control valve

Individual air outlets
Normal 22PSI
If a Pack is closed or inop, the other Pack will supply both compt (cockpit & cabin)
through the mixing chamber
Pack valve Fault when: Pack valve disagrees with the selector position or
Overheat downstream of Pack compressor (>204°) (in this
case the Valve will close)
Duct OVHT when duct T° > 92°
RECIR FAN Fault when: Low Fan RPM < 900 or Fan electrical motor OVHT
(No automatic power supply cut-off; the push-button must be set to OFF)

On ground and when Eng 1 not running, air is evacuated through the Overboard
Ventilation Valve. The U/F Ventilation Valve is shut
The Extraction Airflow Lever is to prevent smoke entering the flight deck from the
forward cargo area
Prior to starting in Hotel Mode, with Pax door closed, the Cockpit Com Hatch must
be open in order to equalize pressure change because of air extraction through the
Overboard Ventilation Valve
The Extraction Fan depends on flight deck T°:

T° < 20° mini speed
T° > 52° max speed

When starting any Eng, the Air Extraction Fan is stopped for 2”
Fan Fault when Fan Failure or Overheat
OVBD: Extract Fan off, Overboard Valve partially Open, U/F Valve Closed
(Horn activated on ground)

The system is composed of:
An Automatic Pressure Controller
A Manual Pressure Controller
An Electro-Pneumatic Outflow Valve
A Pneumatic Outflow Valve
A Cabin Pressure Indicator
A Cabin Pressure Mode Selector
A Jet Pump, providing vaccum reference for pressurization
6.35 (by a Manometric Capsule)
-0.5 (by a Non-Return Valve)
In Auto Mode, both Outflow Valves are used.
The Controller receives: LDG elevation from LDG Elevation Selector
TO elevation memorized
Cabin Pressure
A/C Static Pressure (by ADC1 with Capt Alt, or in case of
failure, by ADC2 with 1013mb)
The loss of electrical signal causes the closing of the Valves
In Manual Mode, the Electro-Pneumatic Outflow Valve is closed and the Pneumatic
Outflow Valve controls the outflow (-1500 to +2500 feet/min)
Ditch Mode is available in both modes
Dump Mode is available in Auto only
Up to 3500 feet agl, Cabin altitude remains at TO elevation
Up to FL200 Cabin VSI is 30% of A/C VSI
Above FL200 Cabin VSI is 50% of A/C VSI
To control Pressure, both Outflow Valves incorporate Electric driven torque Motor
To protect against exceeding the max cabin differential pressure, both Outflow
Valves incorporate Manometric Capsules (Aneroids) to hold the Valve open

Landing Proximity Switch inhibit AFCS engagement on the ground
The AFCS computer is Fail Passive (a failure on duplicate sensors does not result in
significant down grading of the flight) and is Fail Safe (a failure on a single sensor
does not affect the flight safety)
Retrim Roll R/L Wing DN: an inhibition logic prevents the crew from trimming the
Aileron in the wrong direction
Vertical Modes: (which are Air Data Modes)
Lateral Modes: HDG, NAV, BC
Common Modes: APP (LOC + GS), GA (Lateral + Vertical)
AP/YD DISENGAGED flashing: it has been disengaged by the AFCS
AHRS or ADC INVALID: if one AHRS or ADC fails
AFCS Basic Modes: ATT HOLD MODE: Max + 15°
HDG HOLD MODE: HDG, Bank angle <6°
BANK ANGLE HOLD MODE: 6°<BA<35° if >35° then 35°

Maintenance Panel: F Codes are given in the Job Instruction Card (JIC) or FCOM
Failure reading is only possible with engines stopped
FFFF indicates the end of the list of failures
Hot EMER Bat Bus

DC Bus1

HOT Main Bat Bus

DC Bus2

Secondary electrical supply when the primary supply falls below 19V

On ground, no GPU, Battery OFF:
HOT EMER BAT Bus & HOT MAIN BAT Bus are supplied by their respective
On ground, Battery ON:
Main Battery supplies ESS Bus, DC STBY Bus, INV1
(INV1 supplies AC STBY Busses)
EMER Battery supplies EMER Bus
GPU supplies DC Bus1 & DC Bus2 (through BTC)
DC Bus1 supplies Service Bus (which supplies the GRD HDLN Bus)
DC Bus1 supplies EMER Bat which supplies DC STBY Bus
In Flight:
DC Bus1 supplies Service Bus & GRD HDLN Bus is inhibited
INV1 supplies AC Buses 1 & AC STBY Busses
INV2 supplies AC Buses 2
TRU is from ACW Bus2
ACW SVCE Bus is supplied by ACW Bus1.
If one ACW Gen is off-line, ACW SVCE Bus is shed
If any door is opened, the Ground Handling bus is supplied by the Main Battery
28 VDC
from Starter/Generators
(28 VDC from GPU)
26 & 115 VAC (400Hz) Single Phase Constant Frequency, from Static Inverters
24 VDC
from Batteries
115-200 VAC 3 Phases Wild Frequency (341-488Hz), from AC Generators
If the Main Battery is weak, the GPU cannot be connected to the electrical system
During start the GPU has priority over the Main Battery and the Starter/Generator
The X Start is inhibited
TRU provides 60Amp for:

INV 1 (Which supplies the 26/115 AC STBY Bus)

Batteries Cadmium Nickel: MAIN 43Ah


BPCU (Bus Power Control Unit) checks the quality of GPU current. AVAIL light
illuminates when no over/under voltage and no over current

DC EMER Bus, DC ESS Bus, DC STBY Bus supply equipment required to fly.
This equipment is always supplied (by DC Gen, or Batteries, or TRU)
UNDV illuminates Amber when DC STBY Bus voltage is lower than 19.5
When OVRD-UNDV is set on OVRD, DC STBY Bus and AC STBY Bus through
INV1 are supplied from HOT EMER Bus

SMK Test on OVHD panel stops the Extract Fan only on ground
Tests all four Smoke Detectors (Elec, FWD, AFT)
Fire Handle when pulled
Squibs armed
Prop feathered
Fuel LP Valve is closed
Air Bleed and HP Valves are closed
De-ice and Shut off Valves are closed
DC and ACW Generators are disconnected
Squib Test: Electrical test of the Squibs
Loop Test: Test the loops fault detection

Flight Controls:
1 Aileron, 1 Spring Tab, 1 Spoiler (Left Aileron: Spring Tab and Trim)
2 Elevators, 2 Balance Tabs and Trims
1 Rudder, 1 Spring Tab and Trim
1 Inboard Flap, 1 Outboard Flap
4 Trims Actuators which are all interchangeable (1 Left Ail, 2 Elev, 1 Rud)
Aileron, Elevators, Rudder are mechanically actuated
Flaps and Spoilers are hydraulically operated (using the Blue hydraulic circuit)
The RCU (Releasable Centering Unit), stabilizes the Rudder position when No pedal
force is applied by the pilot. It is inhibited when the YD is active.
It is centered each time the Trim is used or the YD is engaged.
Before Takeoff Checklist: it’s to center both Pedals and the RCU
Rudder Hydraulic Damper: Limits Rudder travel speed and excessive movement
generated by gusts

Each Control Wheel drives the associated Elevator and through the Pitch
Uncoupling mechanism, the other Elevator and the opposite Control Wheel
In case of one Elevator jamming, a force of 52daN is required to be applied
The Elevator Trim position transmitter is installed on the Left Elevator
The Pitch Trim deflection indicated in the cockpit comes from the Right Elevator.
More than 1” using the Pitch Trim, a Whooler is generated by CCAS
PITCH TRIM ASYM when a Pitch Tabs desynchronisation
Flaps at 30 position: Effective position of 33°
Gust Lock: Pitch (mechanical lock) and Roll (electro-mechanical lock)
AIL LOCK when one of locking actuators is in disagreement with Gust Lock lever
FLAPS UNLCK when Flaps retraction of more than 3°
FLAP ASYM when asymmetry exceeds 6.7°. Then Flaps frozen in current position
FLT FAULT is case of two ADC’s failures
EXT. in Flaps window means that the Flap Valve is extending the Flaps, or if the
Flaps are extended, a hydraulic circuit leak
Spoilers activate when Aileron travel is above 2.5°

2 Main Tanks
2 Feeder Tanks (Always full, 160kg, contains Jet and Electrical Pumps)
2 Vent-Surge Tanks (100liters for overflow due to thermal expansion)
1 Wing Centre Box (Contains Cross-Feed and Refueling lines. Any fuel leakage
from these lines accumulates in the WCB, then vented and drained)
Eng Feed Jet Pump is activated by the HP fuel from the Eng HMU and is controlled
by a Motive Flow Valve.
Tant que le moteur tourne, la HP fuel Pump de la HMU tourne et envoie du fuel,
a travers la Motive Flow Valve, a la Jet Pump
LP S/O Valve (Located between Tank outlet and Engine) is controlled electrically
by the Fire Handle

Electrical Pump (28VDC) supplies fuel during start. Can be removed without
emptying the Feeder Tank (because the Pump is in a canister)
6 Probes in each Tank electrically connected for quantity indication
2 Magnetic Fuel quantity Dipsticks at the bottom of each Tank
1 T° Probe in the LH Feeder Tank
During start, the Electrical Pump is stopped 30” after pressure greater than 8.5PSI
The Electrical Pump starts when:
X-Feed ON
Jet Pump pressure lower than 8.5PSI
Fuel LO LVL (<160kg)
Fuel Feed LO PR Amber when Fuel delivery pressure is lower than 4PSI
The Electric Pump Switch controls the Electric Pump and the Motive Flow Valve
Jet Pump failure is indicated by ’RUN’ Green

CCAS: Centralized Crew Alerting System:
Is composed of:

2 MW and MC lights
1 EMER/AUDIO Cancel Switch
1 TO CONFIG TEST Push button
1 Left MAINT Panel

The following Warning Lights on CAP are directly illuminated by their respective
system, independently of the MFC’s
Fault Alert Levels:
Level 3
Level 2
Level 1
Level 0
TO INHI is cancelled when one LDG leg is not locked down or by pressing RCL
Aural Warnings will be reactivated: at the next A/C energisation
after MFC 1B/2B reset
after pressing RCL
after TO CONFIG Test

Stick Pusher is inhibited:

on ground
10” after Takeoff
RA < 500’

If RA is faulty (reading <500’) and IAS >185kt for more than 2min,
then Stick Pusher Fault (and is inhibited)

Stall Alert and Stick Pusher activation is generated by critical AofA information,
directly processed by CCAS
Stick Pusher/Shaker Test has to be performed daily
one of the locking actuators is in disagreement with the Gust Lock lever

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