Flight1 ATR Manual

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Orientation Manual For Flight Simulation Use Only!

ntended for Flight Simulation use only, and may not be used in any real pplications. The authors are not responsible for any errors or omissions. y be printed out by the user or at the user’s request by a commercial authorization is provided by both the publisher of this product, andf the aircraft that is represented in this manual.

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ATR 72-500 Table of Contents

0. Introduction 0-1: Important Information

0-2: Product Support 0-3: About this manual 0-4: The Incredible ATR 1. Getting Started

1-1: Click Spot Implementation and Computer Performance 1-2: Computer Performance (cont’d) 1-3: Joy Stick / Control Yoke Settings 1-4: Loading the ATR72-500 1-5: Loading the ATR72-500 (cont’d) 2. 2D Panels, Panel Windows & Interior Views

2-1: General panel window layout 2-2: Panel Window access 2-3: Panel Window Controller 2-4: 2D Instrument Panel Views 2-5: 2D Cockpit & Cabin Interior Views 3 - 17. Gauges and Systems: Description and Operation A separate Table of Contents appears for these sections 18. Aircraft Model & Virtual Cockpit / Cabin

18-1: Important Information 18-2: General Description, Door operation & Sounds

18-3: Moving about the Virtual Cockpit & its features 18-4: Moving about the Virtual Cockpit & its features 18-5: Moving about the Virtual Cabin & its features Aircraft Flight Manual (AFM) A Flight Simulation approved version of the ATR AFM, which includes many system and operation descriptions, aircraft performance charts and checklists. Operation Tutorials Two separate tutorials which document operations on flights between TFFR and TFFF and EDDM and LIPE.

For Flight Simulation use only

ATR 72-500 Introduction 0 - 1

IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight Simulator !

Failure to follow this advice will almost certainly

ensure operating difficulties with this product.

The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing into Flight Simulator, and in most cases will ensure proper operation of the product.

The below instructions are provided by the developers of the ATR72-500, who have years of experience programming in the FS environment, and know what is best in order to operate within the structure of Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but instead tell you how you should properly load new aircraft and save flights within the FS environment in order to avoid operational problems. With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the Cessna at Seattle - Tacoma (KSEA) airport. NEVER load the ATR over some other saved flight, especially one containing another complex add-on aircraft. If your default start flight is not the default start flight described above, please do the following :

1. Start Flight Simulator (FS). 2. Select the default start flight from the menu. 3. Save this flight and check the box to make it your default start flight (you can always change it later). 4. Exit Flight Simulator. 5. Start Flight Simulator again. 6. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it

into FS. 7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a

different airport, changing weather settings, etc. 8. You may now save this flight with your ATR. 9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot

view, tower view, virtual cockpit view, or any view except the 2D cockpit view.

Always save your flight from the 2D cockpit view, and NEVER from any other view. This will ensure proper loading of gauges and

initialization of the aircraft.


ATR 72-500 Introduction

0 - 2

Product Support

Before you do anything else:

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

by reading the manual first.

If you still require help:

Product support is available through our web forum system.

Please visit http://atr.flight1.net for the support forum link.

You can also visit the support pages at www.flight1.com for other customer service issues. Support at this forum may be provided by any one of the following individuals: 1. Members of the Development / Publishing Team. 2. Flight1 Certified Support Professionals. 3. Members of the product’s beta testing team. 4. Knowledgeable users of the product who know the correct answer.

While anyone may read this support forum, you will need to register in order to post a question or reply

with an answer.

Thank you.


http://atr.flight1.net/

www.flight1.com


About this manual This manual is intended for flight simulation purposes only, and shall not be used for any real world aviation application or reference. This manual is intentionally written using “gray scale” colored text in many areas, and much of the print is intentionally this medium gray color. This has been done to conserve ink while printing. In some cases “black” type has been used for emphasis. Photographs used in this manual have also been reduced to black and white, and also in contrast in order to conserve ink. Please be sure to double-check your printer’s settings prior to printing in order to achieve the best results. We have tested, and experienced no issues printing this manual on laser printers. If you are experiencing a problem using a laser printer, you should check the printer’s quality settings. By reading this manual you should become well acquainted with the simulated ATR 72-500, and should be able to obtain the information necessary to “fly” the ATR within Flight Simulator. It is also suggested that you have taken the lessons provided in Flight Simulator, and have at least passed the Commercial Pilot or ATP flight exam that is provided in Flight Simulator. Please take the time to read this manual completely; so that you can become properly acquainted with the ATR 72-500, its operation and systems, doing so will help avoid unnecessary support questions, and will allow you to enjoy the ATR 72-500 to its fullest.



The Incredible ATR! With more than 600 aircraft in operation and over 100 operators worldwide, ATR is the world’s most successful large turboprop aircraft family. Built on the best attributes of the earlier series, the 500 Generation, and in the case of this simulation, the ATR72-500, offer even higher standards of passenger comfort with the widest cabin in its class. The ATR72-500 series provide airlines with efficient and reliable service at unbeatable operating costs. While assembled in Toulouse, France, in a historic facility that once manufactured the famed “Caravelle” jet airliner, the ATR is truly a multi-national product. Just some examples: The fuselage is built in Italy. The wings are manufactured for ATR by Airbus, who is located nearby. Engines, propellers and most of the avionics come from the United States. ATR is a part of the EADS family of companies and employs 570 people world wide. If you wish to learn more about ATR feel free to visit their web site:

http://www.atraircraft.com/home.htm

A very warm thank you!

Flight One Software and the developers of this ATR 72-500 product for Microsoft Flight Simulator wish to extend their heartfelt thanks to the numerous members of staff and management at ATR. Without the kind cooperation of these individuals a product of this level of detail would not have been possible. Also, our sincere thanks to you for purchasing the ATR72-500, as we hope you enjoy many hours flying this wonderful aircraft.


http://www.atraircraft.com/home.htm

ATR 72-500 Getting Started 1 - 1

IMPORTANT WARNINGS!

Click Spots All of the ATR 72-500’s gauges and controls utilize a relatively unique implementation of click spots. In general they work as follows:

1. As you pass your mouse cursor over the panel, passing over a click spot will cause it to turn from an arrow cursor into a “hand” cursor. There are no + or - click spots as you might see on other panels. The hand cursor will be empty. 2. In general a single click spot is used, and depending upon the function of that click spot, a left click will accomplish the same task as a right click. Or, in other cases, a left click will accomplish one task, while a right click will accomplish another.

EXAMPLE: To turn on the Landing Light switch, locate its click spot, then left click to toggle it on/off, or right click to toggle it on/off. You could also left click to turn it on and right click to turn it off, or the reverse!

3. In some instances the click spot will not function as stated above, and instead will feature separate functions for the left and right clicks. EXAMPLE: For a toggle switch with 3 positions, left clicks will move the switch in one direction, while right clicks in the opposite direction.

4. Certain click spots will work with left and right clicks, and the mouse wheel, if you have such on your mouse. This type of click spot is used on gauges that require adjustment, such as the radio knobs, etc. In this case the left click turns the item ”left” and a right click turns it “right”. Forward / back scrolling on your house wheel will also do the same.

EXAMPLE: To adjust the Barometric pressure on the altimeter, you would locate the click spot over the “Baro” knob. Then, left clicks would turn the knob to the left, and right clicks would turn it to the right. If you have a wheel, scrolling forward / back on the wheel would accomplish the same thing. Thus, in the case of changing a setting, the left click does one thing, and the right does another.

Computer Performance (Frame rates)

The ATR 72-500 is a VERY complex aircraft and panel product. With a highly detailed aircraft model, virtual cockpit and cabin, a complete 2D interior, and highly detailed gauges and systems. It will place a greater performance strain on your system than other similar aircraft. To date, no aircraft yet released for Flight Simulator has been as complex as the ATR 72-500.

With the latest versions of FS, many users are under the somewhat false impression that products such as the ATR 72-500 should run faster (frames per second) than they might have in previous versions; this is only partially correct.

The newest versions of FS are more complex from a scenery standpoint than previous versions. From its textures, to AI aircraft, to “Auto Gen” scenery, enhanced clouds and weather generation, all of these features tax your system to a greater degree than previous versions of FS did. For example: A “medium” scenery density setting in the current version of FS is still MORE than a “medium” density setting was in previous versions.

For those with slower computer systems especially, it will still be necessary to keep your scenery density at minimum levels, and this may even require decreasing Auto Gen density, and reducing the number of AI aircraft. Remember, some earlier versions of FS had none of these features, and these features do degrade performance, often to a great degree. If you find the ATR 72-500 running slower than you would like, then you will need to reduce your scenery density settings further. Continued on next page.



FS Performance Notes Make no mistake about it: The current version FS is a far more complex simulator than its predecessor. It is not just a “minor upgrade”.

These notes do not just apply to the ATR 72-500 product, but to FS in general. Aside from the advice provided on the previous page, we wish to strongly caution you concerning the various scenery density, options, and hardware display settings available in FS. You will need to spend some time “experimenting” with these settings, in order to see what works best with your system, and which settings provide the best performance. These various settings can be found off of the FS menu bar, under: Options / Settings – then look for “Display” and “Traffic”, and make changes as required under each of these headings. Unless you have the very fastest computer available, with the most system and video memory, you will need to be prepared to turn down some of these display settings and options. Do not expect to simply push all the sliders to their maximum settings, enable all options, and then fly away with fast, smooth performance. You may be lucky, and your computer can handle this. Then again, if you have an older computer, such settings may prove un-wise. In some cases updating your video card’s drivers may help. If you are using a particularly old video card, you may wish to consider upgrading it. In some cases increasing your system’s memory (RAM) may help. We consider the bare minimum of system RAM for FS to be 256mb, and this is a MINIMUM, 512mb would be preferable. Some users even install a gigabyte or more of memory, but in most cases this is not necessary. As to video memory, we would prefer to see no less than 64mb. Locking Frame Rates: Flight Simulator allows you to “lock” the maximum frame rates you will get, and we strongly suggest doing this. Lock your frame rates at no more than 30, or as low as 18; you need no more than this for smooth operation. AI Traffic: Do not assume that this has no impact, as on the ground, and at very busy airports it can. If you find yourself running slow at a particular airport, turn down the volume of AI traffic. Weather: It’s a whole new world of weather in FS, and such realism, as always, comes at a price. Be sure you examine the various settings available for weather (this is under the “Display” menu) and experiment with various adjustments to see their effect on performance. Continued on next page.



Joystick / Control Yoke Settings While it is impossible for us to suggest custom settings for the myriad types of flight controls, controller cards, and system configurations that exist, here are some general suggestions for settings for your flight controls that will assist in making your flying experience of the ATR72-500 as realistic as possible: These settings are based on tests conducted with the popular CH Yoke and Rudder Pedals, and Microsoft Sidewinder Joystick. It is not required that you have a registered version of FSUIPC, however, please take note of the suggestions concerning it’s use for those of you who have FSUIPC. Control sensitivity: If you have FSUIPC setup to control inputs, switch them all off first. In the FS user interface for sensitivity make sure you have all axis sliders on maximum for sensitivity and the null zones as small as possible. With these settings FS gets the full range of input to work with. To check the minimum null zones, go in to slew mode and make sure that your aircraft is stable in position and moves controllable with input on all 3 axis. If you have a registered FSUIPC version you may then go on the joystick tab and adjust zero zones further to eliminate any noise (running numbers or off center positions). You then need to set maximum value inputs to FS to +/-16384. This is the maximum value for FS needed to use the full range. It gives true maximum and minimum inputs. Control levers: Do the same for all levers. Maximum/minimum is vital as otherwise you will get incorrect ground prop blade angles resulting in excessive taxi speed, lack of de-acceleration on approach and no additional prop brake force on 100% override. Trim speed: The FS user interface gives 3 options on repeat for trim buttons: No repeat, slow repeat and high repeat. Please make sure that you use SLOW repeat. Only this one will give you the right time for the trim to run through its range as it does on the real aircraft. For those with FSUIPC, check the box for "fix control acceleration" on the technical tab in FSUIPC. If you do not have this you may need to set repeat to 0 to avoid fast running of trim. Brake power: Again, put the repeat slider into the middle position in the assignment. That will give you a softer brake power at short button or key press and increase brake power when you hold the button/key for more than a second. Continued on next page.



As you no doubt learned installing the ATR 72-500 was easy; a simple click on the executable that you downloaded, or installing from the CD-ROM, and then following of the installer’s instructions. Now that the ATR 72-500 is installed in to FS, it is time to go find it and become familiar with it. This is where this manual will be very handy once printed out and at your side. While you may wish to skip to read the ATR Configuration Manager Manual, and how it may be used to modify numerous options concerning your ATR, we suggest familiarizing yourself with the ATR by using the default configuration it is installed with. Then, once you are familiar with the aircraft, and have read other sections of this manual, in order to learn about it various systems, gauges, etc. you can then proceed to modifying various options on the ATR using the Configuration Manager. Let’s begin! Start FS and proceed to the aircraft menu. The ATR 72-500 can be found under the manufacturer “Flight One Software”; it will NOT be found under “ATR”. With the ATR 72-500 now located you will see that it appears with one of the several airline liveries it is provided with. In time, using the included Text-o-Matic utility (described later in the manual) you will be able to create additional ATR 72-500s with other liveries / paint schemes. For now, let’s fly the ATR 72-500! Select the ATR 72-500 version that you wish to fly and load it into FS. Be sure you load it over the default FS start flight, the one that features the Cessna at Seattle / KSEA. NOTE: As it is a highly complex aircraft you will note that the ATR takes longer to load than other aircraft you have, and this time will depend upon your system resources. Tests have shown an average load time of approximately 30 seconds, with a minimum of about 20 and a maximum of over one minute, but this higher figure is quite rare. The main, 2D instrument panel will now appear before you, and it does not get more real than this! From the gauges programmed using actual photos of the real ATR 72-500’s gauges, to the panel itself, there is little compromise in design here, and you are looking at almost exactly what a real pilot sees when he flies the ATR 72-500. Before moving on to the next section of this manual, let’s take a moment to talk about how to navigate through the various 3D views. By default, changing your 3D view is accomplished using the “S” key on your keyboard to move forward through these views, and Shift-S to move backward through them. These 3D views are:

1. 3D outside view with 2D main instrument panel 2. 3D Virtual Cockpit (VC) and panel, and the Virtual Cabin 3. 3D Tower View 4. 3D Spot plane view

From the 2D Main Panel, hitting the S key will take you to the virtual cockpit (VC). Hitting the S key again will take you to the Tower View, and so on. For example, if you are on the Tower View, hitting S will take you to the Spot Plane view, and hitting Shift-S will take you back to the Tower view.

Continued on next page.



Take a moment to cycle through your 3D views, and then return to the 2D main panel. Yes, the VC is nice to look at, and you might be spending much of your time flying behind it, however it is the 2D main panel that has the easiest access to all the gauges and various features you will need to operate the aircraft with and that is where we will start. With your tour of the 3D world complete, go back to the main 2D instrument panel, and turn to the next section of this manual. There you will find described all of the various instrument panels (there are as many as 5 instrument panels) and the panel windows. You will also learn about the complete, photo real 2D interior that is also included with the ATR 72-500 (yes, you get your choice of using 3D virtual cockpit and cabin, or 2D interior!). This section will also describe how to access these instrument panels, panel windows, and 2D interior views, using either keyboard, click spots, or in some case both. Move to next section.


ATR 72-500 2D Panels, Panel Windows & Interior Views 2 - 1

The ATR 72-500 contains both a complete virtual cockpit / cabin, and complete 2D instrument panels, panel windows, and interior views. This section will describe the 2D instrument panels, panel windows and interior views, and the keystrokes and click spots necessary to access them. There are two, 2D panel arrangements available for the ATR. These can be selected, along with various other options for them using the ATR Configuration Utility (described later in this manual). These panel arrangements are: 1. Expanded View Panel (“EVP”): This is installed and configured by default. 2. Condensed View Panel (“CVP”): This must be selected using the ATR configuration utility. Both panel arrangements are similar, with the Condensed View Panel lacking some of the instrument panels available on the Expanded View Panel. These are noted below.

Tpv LLLCRR

The CONDENSED View Panel arrangementprovides the following instrument panel views: Left Condensed View Panel Left Condensed Landing View Panel Left Taxi View Panel

TheMailate

FS LooLooLooLooLooLooLooLooLooLooLoo * Thdefa

Con

he EXPANDED View Panel arrangementrovides the following instrument panel iews:

eft Main Panel eft Landing View Panel eft Taxi View Panel enter Main Panel ight Main Panel ight Landing View Panel

Expanded View Panel allows for starting from either the Left Main Panel (Captain’s seat) or the Right n Panel (First Officer’s seat). This can be configured using the ATR Configuration Utility, described r in this manual. The cockpit’s internal 2D views will then correspond to the seat you have selected.

Click spots for accessing the above instrument panel windows will be described later in this section.

The 2D cockpit & cabin / interior view windows provided for BOTH panel arrangements are:

View Name* View Description

k ahead/right Forward right side of cockpit k right Right side of cockpit k back/right Rear right side of cockpit k back Rear of cockpit k back/left Rear left side of cockpit k left Left side of cockpit k ahead/left Forward left side of cockpit k up Up (Taxi View Panel) k back/up Cabin View k back left/up Left Window / Wing View k back right/up Right Window / Wing View

ese views can be accessed either via the provided click spots (described later in this section) or by using the ult key strokes of these same names as provided for in FS.

tinued on next page



In addition to the 2D Instrument Panel Windows and interior View Windows, the ATR 72-500 is equipped with the following Panel Windows that display other systems and gauges in the cockpit. In some cases these windows display enlarged versions of gauges already on the panel; note “(zoom)” after the description. These panel windows can be accessed via click spot, keyboard (for certain windows only), or via the Panel Window Controller (PWC), which is described on the next page.

Expanded View Panel FS Name Panel Window Description Default Keyboard Access Window01 Center Stand Shift 2 Window02 MCDU (FMC) Shift 3 Window03 Overhead Panel Shift 4 Window04 Gear Panel Shift 5 Window05 Throttle Quadrant Shift 6 Window06 Engine Gauges (zoom) Shift 7 Window07 Auto Pilot (zoom) Shift 8 Window08 Reserved For 3rd Party Add-on Shift 9 Window09 CCAS Annunciator (zoom) Click spot or PWC access only Window10 Captain's EFIS Control Panel Click spot or PWC access only Window11 First Officer's EFIS Control Panel Click spot or PWC access only Window12 Captain's Panel Window Controller Click spot or PWC access only Window13 First Officer's Panel Window Controller Click spot or PWC access only These windows may be accessed either via keyboard (Shift 1 through Shift 9) or via click spot separate click spot, or via the Panel Window Control unit.

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



Panel Window Controller – “PWC”

By default, the PWC appears below the into view by clicking on the hidden click Use the PWC to conveniently open / clo Description of buttons on the PWC: 1.Center Stand 2 MCDU (FMC) 3.Overhead Panel 4. Gear & Engine Gauge Panel 5. Throttle Quadrant 6. Engine Gauges (zoom) NOTE: When a window has been openesame button on the PWC or, in the evenlocate click spots on the corners of that p In addition to the PWC, hidden click spoalso allow access to these windows. By when your mouse cursor is placed over unit. On the autopilot display there is a c

Turn on FS “Tool Tips” tov

Continued on next page

For

Rs

s

t

tttl

1 2 3 4 5 6 7 8 9 10 11
MI. It may be closed from view by clicking on the [X] and brought back
pot beneath the RMI.

e all of the Panel Windows described on the previous page.

7. Autopilot (zoom) 8. CCAS (zoom) 9. Captain’s EFIS Control Panel 10. First Officer’s EFIS Control Panel (EVP only) 11. Close PWC

d using the PWC in most cases you can close that window using the the window covers over the PWC (such as the overhead panel) you can anel window to close it.

s have been placed in intuitive spots on the main instrument panels that urning on FS “Tool Tips” you will see descriptions of these clicks spots hem. Examples: Below the EHSI there is a click spot for the EFIS control ick spot to access the autopilot panel window.

help locate all click spots used to operate the arious Panel Windows.

Flight Simulation use only


Navigating the Instrument Panels & 2D interior Views

Intuitive placement of click spots makes it easy to move between instrument panel and interior views. With Tool Tips turned on, move your mouse cursor to the appropriate side of the screen, or spot on the instrument panel, and click to move to the next view. 1. The black boxes describe the general location of click spots, and their associated BLACK arrows the direction of movement to the adjacent instrument panel view when clicking on that spot. 2. The black boxes describe the general location of click spots, and their associated WHITE arrows the direction of movement to the adjacent 2D interior view when clicking on that spot.

EVP Panel Shown. CVP Panel follows same concept, but with less available

views.

Le

Left

Le

Turn

Continue

ft Taxi Panel View

Landing Panel View Right Landing Panel View

ft Main Panel View Center Main Panel View Right M

on FS “Tool Tips” to help locate all click spots usevarious Panel Windows.

d on next page


ain Panel View

d to operate the


Navigating the Instrument Panels & 2D interior Views

From the main instrument panels you can now navigate your way around the cockpit and into the cabin using the click spots shown below. The black squares indicate the size and position of the click spot, which in most cases is one-half the size of the screen. The Arrow indicates the direction of travel when clicking on that spot. NOTE: The click spots are only operative over aircraft structure / interior. That area of a click spot which overlays the outside view (window area) will not operate. Be sure to click over aircraft structure, not outside view.

Rear Left Cockpit View Left Cockpit View Forward Left Cockpit View

Forward Right Cockpit View Right Cockpit View Rear Right Cockpit View

To Rear Right View

To Rear Left View

Rear Cockpit View

Left Window View Cabin View Right Window View

To Rear

View

To Left View

To Rear Left View

To Forward Left View

To Left View

To Main Panel View

To Main Panel View

To Right View

To Forward

Right View

To RearRight View

To Right View

To Rear View

Hold LEFT click and drag to operate shade



ATR 72-500Table of Contents

3 - Table of Contents

Table of Contents3 - Table of Contents.................................................................................................................................................14 - CCAS & MFC.......................................................................................................................................................7

4.1CCAS – Centralized Crew Alerting System.....................................................................................................74.1.1Controls...................................................................................................................................................9

4.1.1.1Crew alerting panel, CAP................................................................................................................94.1.1.2Master Warning (MW) / Master Caution (MC) Lights...................................................................104.1.1.3Control Panel................................................................................................................................10

4.2MFC – Multi Function Computer...................................................................................................................104.2.1Controls.................................................................................................................................................11

5 - Fuel System.......................................................................................................................................................125.1Fuel Control Panel.........................................................................................................................................125.2Fuel quantity Indicator...................................................................................................................................135.3Fuel Flow / Fuel used Indicator.....................................................................................................................135.4X-Feed Advisory Light...................................................................................................................................145.5Fuel temperature indicator............................................................................................................................14

6 - Powerplant..........................................................................................................................................................156.1Fuel system...................................................................................................................................................166.2Lubrication system........................................................................................................................................186.3Ignition system...............................................................................................................................................196.4Propeller / Power Controls............................................................................................................................19

6.4.1Hydromechanical Unit (HMU)...............................................................................................................206.4.2Engine Electronic Control (EEC)...........................................................................................................216.4.3Propeller Valve Modulator (PVM)..........................................................................................................216.4.4Power Controls......................................................................................................................................21

6.4.4.1Power Levers................................................................................................................................226.4.4.2Idle Gate........................................................................................................................................226.4.4.3TOGA / Go Around Button............................................................................................................236.4.4.4Power Management......................................................................................................................236.4.4.5Condition Levers...........................................................................................................................24

6.4.5Hotel Mode............................................................................................................................................246.4.6ATPCS..................................................................................................................................................24

6.5Fire Protection...............................................................................................................................................256.6Controls and Indicators.................................................................................................................................26

6.6.1Torque indicator (TQ)............................................................................................................................266.6.2Propeller speed indicator (NP)..............................................................................................................276.6.3InterTurbineTemperature indicator (ITT)..............................................................................................276.6.4High pressure Turbine speed indicator (NH)........................................................................................286.6.5Oil Indicator...........................................................................................................................................286.6.6Engine 1&2 control panel......................................................................................................................296.6.7Engine start panel.................................................................................................................................306.6.8X-Start Fault Light.................................................................................................................................316.6.9IGN / Prop Brake Light..........................................................................................................................316.6.10Eng Test Panel....................................................................................................................................316.6.11ADC Switch.........................................................................................................................................326.6.12Engine Fire Panel................................................................................................................................32


3 - 1


7 - Electrical System................................................................................................................................................347.1DC power.......................................................................................................................................................34

7.1.1Generators............................................................................................................................................357.1.1.1Batteries........................................................................................................................................357.1.1.2The starters/generators.................................................................................................................36

7.1.2Distributors............................................................................................................................................367.1.3Controls.................................................................................................................................................37

7.1.3.1Generators....................................................................................................................................377.1.3.2Distribution....................................................................................................................................38

7.2AC constant frequency Power.......................................................................................................................407.2.1Generators............................................................................................................................................407.2.2Distributors............................................................................................................................................407.2.3Controls.................................................................................................................................................41

7.3AC wild frequency power controls.................................................................................................................437.3.1Generators............................................................................................................................................437.3.2Distributors............................................................................................................................................447.3.3Controls.................................................................................................................................................44

7.4External Power..............................................................................................................................................458 - Hydraulics...........................................................................................................................................................46

8.1Controls and Indicators.................................................................................................................................478.1.1Hydraulic power panel...........................................................................................................................478.1.2Pressure Indicator.................................................................................................................................498.1.3Aux Pump pedestal switch....................................................................................................................49

9 - Pneumatics.........................................................................................................................................................509.1Pneumatic System........................................................................................................................................50

9.1.1Controls.................................................................................................................................................519.2Air Conditioning.............................................................................................................................................51

9.2.1Controls.................................................................................................................................................539.2.1.1Compartment Remperature Panel................................................................................................539.2.1.2Avionics Vent Controls..................................................................................................................54

9.3Pressurization................................................................................................................................................559.3.1Auto mode.............................................................................................................................................569.3.2Dump function.......................................................................................................................................569.3.3Manual mode.........................................................................................................................................569.3.4Ditching mode.......................................................................................................................................569.3.5Controls.................................................................................................................................................56

9.3.5.1Automatic Controls........................................................................................................................569.3.5.2Manual controls.............................................................................................................................579.3.5.3Cabin press indicators..................................................................................................................58

10 - Flight Controls..................................................................................................................................................5910.1Roll Control..................................................................................................................................................5910.2Controls.......................................................................................................................................................59

10.2.1Spoiler Position Indicator.....................................................................................................................5910.2.2Roll Trim Position Indicator.................................................................................................................6010.2.3Roll Trim Control Switch......................................................................................................................60

10.3Pitch Control................................................................................................................................................6010.3.1Pitch Trim Position Indicator...............................................................................................................6110.3.2Pitch Trim Asym Light.........................................................................................................................6110.3.3STBY Pitch Trim Control Switch.........................................................................................................6110.3.4Stick Pusher pushbutton.....................................................................................................................6210.3.5Stick pusher light.................................................................................................................................62


3 - 2


10.4Yaw Control.................................................................................................................................................6210.4.1TLU Controls.......................................................................................................................................6310.4.2LO SPD Light (Associated to TLU).....................................................................................................6310.4.3Yaw Trim Position Indicator................................................................................................................6310.4.4Yaw Trim Control switch.....................................................................................................................63

10.5Flaps............................................................................................................................................................6410.5.1Flaps Control Lever.............................................................................................................................6410.5.2Flaps Position Indicator.......................................................................................................................6410.5.3Flaps Asymmetry Light........................................................................................................................65

10.6Gust Lock....................................................................................................................................................6511 - Landing Gear and Brakes................................................................................................................................66

11.1Landing Gear...............................................................................................................................................6611.1.1Landing Gear Control Panel................................................................................................................6611.1.2Landing gear position indicattor – overhead panel.............................................................................67

11.2Brakes.........................................................................................................................................................6711.2.1Emergency/Parking Brake Handle......................................................................................................6711.2.2Brake Temperature Indicator..............................................................................................................6811.2.3Brake Pressure Indicator.....................................................................................................................6811.2.4Anti-Skid Control Panel.......................................................................................................................68

12 - Ice and Rain Protection....................................................................................................................................7012.1Anti-Ice Advisory System (AAS)..................................................................................................................70

12.1.1Controls...............................................................................................................................................7112.1.1.1Ice Detector Panel.......................................................................................................................7112.1.1.2De Icing Indicator........................................................................................................................72

12.2Engine and Wing protection........................................................................................................................7212.2.1Controls...............................................................................................................................................73

12.2.1.1Engine/Wing De-Icing Panel.......................................................................................................7412.2.1.2Horns Anti Icing Panel.................................................................................................................75

12.3Propeller Anti-icing......................................................................................................................................7512.3.1Controls...............................................................................................................................................77

12.3.1.1Propeller Anti icing panel............................................................................................................7712.4Window Heaters..........................................................................................................................................77

12.4.1Controls...............................................................................................................................................7812.5Probe heat...................................................................................................................................................79

12.5.1Controls...............................................................................................................................................7912.6Rain protection............................................................................................................................................79

13 - Flight Instruments.............................................................................................................................................8113.1Air Data System...........................................................................................................................................81

13.1.1Controls...............................................................................................................................................8213.1.1.1Airspeed Indicator.......................................................................................................................8213.1.1.2Standby airspeed indicator..........................................................................................................8213.1.1.3Altimeters....................................................................................................................................8313.1.1.4Standby Altimeter........................................................................................................................8313.1.1.5TCAS Vertical Speed Indicator...................................................................................................8413.1.1.6TAT-SAT/TAS Indicator..............................................................................................................8513.1.1.7ADC switch..................................................................................................................................86

13.2Attitude and Heading Reference System (AHRS).......................................................................................8613.2.1Controls and Indicators.......................................................................................................................86

13.2.1.1Radio Magnetic Indicator (RMI)..................................................................................................8613.2.1.2Standby Horizon..........................................................................................................................8713.2.1.3Standby Compass.......................................................................................................................88


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13.3Eletronic Flight Instrument System (EFIS)..................................................................................................8813.3.1Controls...............................................................................................................................................88

13.3.1.1Electronic Attitude Director Indicator, EADI................................................................................8813.3.1.2Electronic Horizontal Situation Indicator, EHSI...........................................................................9013.3.1.3EFIS Control Panel, ECP............................................................................................................9313.3.1.4CRS/HFG Panel..........................................................................................................................9413.3.1.5CRS/ALT Panel...........................................................................................................................94

13.4Clocks..........................................................................................................................................................9513.5Flight Recorders..........................................................................................................................................96

13.5.1Controls...............................................................................................................................................9613.5.1.1Flight Data Entry Panel (FDEP)..................................................................................................9613.5.1.2Cockpit Voice Recorder Panel....................................................................................................9813.5.1.3Record Panel..............................................................................................................................98

14 - Navigation.........................................................................................................................................................9914.1VOR / ILS /Marker /DME System................................................................................................................99

14.1.1Controls...............................................................................................................................................9914.1.1.1Nav 1 and 2 control box..............................................................................................................99

14.2ADF Systems.............................................................................................................................................10014.2.1Controls.............................................................................................................................................100

14.2.1.1ADF control box........................................................................................................................10014.3Ground Proximity Warning System...........................................................................................................101

14.3.1.1Basic modes..............................................................................................................................10114.3.2Controls.............................................................................................................................................106

15 - Automatic Flight Control System....................................................................................................................10715.1.1Controls.............................................................................................................................................107

15.1.1.1AFCS Control panel..................................................................................................................10715.1.1.2ADU...........................................................................................................................................10815.1.1.3Autopilot OFF light....................................................................................................................10815.1.1.4Flight Director Bars switch........................................................................................................10915.1.1.5Go around pushbutton..............................................................................................................10915.1.1.6Guidance Indication..................................................................................................................109

15.1.2Operation...........................................................................................................................................10915.1.2.1Yaw damper..............................................................................................................................10915.1.2.2Autopilot....................................................................................................................................11015.1.2.3Flight Director............................................................................................................................11015.1.2.4Vertical Modes..........................................................................................................................111

Altitude Select mode.........................................................................................................................111Altitude Hold mode............................................................................................................................111Vertical Speed mode.........................................................................................................................111Indicated Airspeed Hold mode..........................................................................................................111

15.1.2.5Lateral Modes...........................................................................................................................112Heading Select mode........................................................................................................................112Navigation mode...............................................................................................................................112Back course mode............................................................................................................................112

15.1.2.6Common Modes...............................................................................................................................................................113

ILS Approach mode..........................................................................................................................113Go around mode (FD only)...............................................................................................................113

16 - Communication..............................................................................................................................................11416.1COM 1 & 2, Transponder..........................................................................................................................114

16.1.1Controls.............................................................................................................................................114


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16.1.1.1Audio Control Panel..................................................................................................................11416.1.1.2VHF control box........................................................................................................................11516.1.1.3Transponder control box...........................................................................................................11516.1.1.4Calls..........................................................................................................................................11616.1.1.5Emergency beacon...................................................................................................................117

16.2Traffic Collision Avoidance System, TCAS...............................................................................................11716.2.1Controls.............................................................................................................................................117

16.2.1.1TCAS Control Box.....................................................................................................................11716.2.2Operation...........................................................................................................................................118

16.3The SELCAL system.................................................................................................................................11816.3.1Controls.............................................................................................................................................119

16.3.1.1SELCAL code selector..............................................................................................................11916.3.1.2SELCAL controls.......................................................................................................................119

17 - Flight Management System............................................................................................................................12017.1Flight Management....................................................................................................................................120

17.1.1System Description...........................................................................................................................12017.1.2Functions...........................................................................................................................................120

17.1.2.1Guidance...................................................................................................................................12017.1.2.2Navigation data base................................................................................................................120

17.1.3Multifunction Control Display Unit (MCDU).......................................................................................12117.1.3.1Display Conventions..................................................................................................................12217.1.3.2Functional Areas.......................................................................................................................123

Display Screen..................................................................................................................................123Line Select Keys (LSK).....................................................................................................................123Annunciators.....................................................................................................................................123

17.1.3.3Keyboard...................................................................................................................................124Function Keys...................................................................................................................................124Special Purpose Keys.......................................................................................................................124Alpha Numeric Keys.........................................................................................................................125

17.1.3.4Page Formats and Data Labels................................................................................................12617.1.3.5Data Entry.................................................................................................................................127

17.1.4Terminology.......................................................................................................................................12817.2Flight Operation.........................................................................................................................................129

17.2.1Preflight.............................................................................................................................................12917.2.1.1Identification Page.....................................................................................................................12917.2.1.2Flight Planning..........................................................................................................................13117.2.1.3Performance Initialization..........................................................................................................13717.2.1.4Route Legs................................................................................................................................13917.2.1.5Route activation........................................................................................................................14017.2.1.6Route Data Page.......................................................................................................................14117.2.1.7Wind Input.................................................................................................................................141

17.2.2Takeoff / Climb..................................................................................................................................14217.2.2.1Direct-To...................................................................................................................................142

17.2.3Cruise................................................................................................................................................14317.2.3.1Route Modification....................................................................................................................14317.2.3.2Active RTE Legs Pages............................................................................................................14617.2.3.3PROGRESS Page....................................................................................................................15017.2.3.4Position Report..........................................................................................................................15217.2.3.5Holding Patterns........................................................................................................................152

17.2.4Descent.............................................................................................................................................15617.2.4.1Descent Path Construction.......................................................................................................156


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17.2.4.2Display of VNAV Data (Summary)............................................................................................15717.2.4.3ACT RTE LEGS Page (VNAV Information)..............................................................................15917.2.4.4PROGRESS Page (VNAV Information)....................................................................................16017.2.4.5DESCENT Page........................................................................................................................16117.2.4.6VNAV Messages.......................................................................................................................162

17.2.5Arrival / Approach..............................................................................................................................16417.2.5.1Arrival Selection........................................................................................................................16417.2.5.2Approach Terminology Used In This Guide..............................................................................16517.2.5.3Non-Precision Approaches.......................................................................................................166

17.3Miscellaneous............................................................................................................................................16617.3.1REF NAV Data Page.........................................................................................................................16617.3.2DATA INDEX and NEAREST Pages................................................................................................16817.3.3Create and Save User Routes..........................................................................................................169

17.3.3.1Import of a flight simulator planner created route.....................................................................16917.3.3.2Saving a user defined route......................................................................................................17017.3.3.3Loading a user defined route....................................................................................................171


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ATR 72-500CCAS & MFC

4 - CCAS & MFC

4.1 CCAS – Centralized Crew Alerting SystemCCAS stands for Centralized Crew Alerting System. The CCAS continuously monitors all aicraft systems toprovide alerts to the crew in case there is a system malfunction, or hazardous aircraft configuration. These alertsshall identify the malfunction without ambiguity and direct the proper corrective action.Three types of visual warnings are used:• Master Warning (MW) and Master Caution (MC). These flashing warning lights come along with aural

warnings. By pressing on the light the light is extinguished and the aural warning silenced.• Crew alerting panel (CAP) – this panel provides condensed in one panel several warning lights so that the

origin of a failure can be identified.• Local Alert lights – these warning lights are integrated in the system central panels. They provide the pilots

with detailed information about the failure and direct proper corrective action. Only few local alert lights arecombined with an aural warning.

The ATR's cockpit is laid out according two basic principles:• “All flight deck lights out”

Except for blue or green lights for transient phases all lights are extinguished during normal operation• Detection sequence

The detection phase comprises three phases:Phase Function Means of detection

1 Alert Aural & Master Warning / Master Caution light2 Identification Crew alerting panel3 Isolation Local alert

Alerts in case of system malfunctions are divided into four alert levels:• LEVEL 3: Warnings

Warnings indicate an emergency and immediate crew action is required.These warnings are identified by- The Master Warning light is flashing associated with a continuous repetitive chime (CRC),- a red warning on the Crew Alerting Panel, CAP - a spefic aural warning

• LEVEL 2: CautionsTimely crew action is required for cautions which indicate abnormal aircraft situations.Cautions are identified by:- The Master Caution light flashes amber associated with a single chime (SC) and an- amber light on the CAP

• LEVEL 1: AdvisoriesAdvisories indicate situations where crew monitoring is required.Advisories are identified by:- an amber local light without chime

• LEVEL 0: InformationJust for crew information – like DME holdThe information is provided by blue, green or white lights on the control panels

As already mentioned different kinds of aural warnings sound depending on the situation:


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• A continuous repetitive chime (CRC) is used for all warnings directly identified by a specific CAP light• A single chime (SC) is used for all cautions directly identified by a CAP system light• Specific aural warnings for all warnings that are not directly identified by a specific CAP light and which are of

a particular operational importance:• Warnings

• stall (cricket)• overspeed (VMO, VFE, VLE (clacker)• AP disconnect (cavalry charge)• Trim in motion (whooler)

• Cautions:• altitude alert (“c chord”)• calls (door bell)• AP capability downgrading (3 click)

All alerts may be inhibited when not desired:• Press the CLR pushbutton on CAP to extinguish all amber lights on CAP except PRKG BRK, GPWS FAULT,

MAINT PANEL which can not be extinguished• ENG Oil, smoke warnings and some cautions may be inhibited before takeoff by pressing the TO pushbutton.

This also inhibits the associated aural warnings.As soon as one gear is not locked down or the RCL pushbutton is pressed the inhibitions will be cancelled.

• Nuisance aurals may be cancelled for an entire flight with the emergency audio cancel switch on the controlpanel (see control panel section).

The following list shows which indications on the CAP can be expected during normal operation:

After engine start:No alert light is illuminated except PRKG BRK when parking brake is set.

Before takeoffPress TO CONFIG TEST• if aircraft is in correct configuration (Trim, Flaps, Gust Lock, PWR MGT selector) no light will illuminate• if aircraft is not in correct configuration:

• Master Warning light will flash red• CRC will sound• CONFIG red light will illuminate on CAP with

• FLT CTRL when pitch trim and/or wing slaps are not in TO position and/or AIL Lock is illuminatedindicating a disagree between the gust lock control and the actuators

• ENG when PWR MGT is not set to TO position• the TLU FAULT light if the Travel Limiting Unit is not set in LO SPD mode

Press TO on CAP, INHI light illuminates blue and takeoff may be initiated. When gear is retracted the inhibition isdisengaged and the INHI light extinguishes.

Before starting descent:Press RCL on CAP.No light will illuminate on CAP provided no failure occured in flight


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4.1.1 Controls

4.1.1.1 Crew alerting panel, CAP

1. Warning LightsIlluminate red

2. Caution Lights (LEVEL 2)Illuminates amber

3. Caution Lights (LEVEL 1)Amber lights that can only be cleard by corrective action

4. Recall, RCL pushbuttonWhen pressed all inhibited or cancelled caution lights will illuminate if the respective system is still notfunctioning.All aural warnings will be reactivated

5. Clear, CLR pushbuttonWhen depressed, certain LEVEL 2 caution lights will be cleared

6. Takeoff, TO pushbuttonWhen depressed the INHI light illuminates blue and the ENG OIL warning lights, Smoke Warnings, all CAPamber lights except EFIS COMP, PARKG BRK, GPWS FAULT, MAINT PNL, ENG, FLT CTRL andassociated aural warnings are inhibited.The blue INHI light extinguishes when TO INHI function is cancelled


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4.1.1.2 Master Warning (MW) / Master Caution (MC) Lights

1. Master Warning, MW lightIlluminates in case of a warning associated with a red CAP light.When depressed the MW light will extinguish and the aural warning silenced.

2. Master Caution, MC lightIlluminates in case of a caution associated with an amber CAP light.When depressed the MW light will extinguish.

4.1.1.3 Control Panel

1. TO CONFIG TEST PUSHBUTTON Is used before to takeoff to check if aircraft is in correct configuration for takeoff.To perform an automatic RECALL and thus reactivating all aural warnings previously cancelled by EmergencyAudio Cancel

2. EMERGENCY AUDIO CANCEL This switch is safety wired guarded. The use of the switch is to cancel aural warnings which sound and arecaused by a false system indication.

4.2 MFC – Multi Function Computer

The ATR is equipped with two independent Multi Function Computers MFC 1 and MFC 2 which performnumerous logic functions.Each computer includes two independent modules A and B and each module receives signals from varioussystems and system controls. These signals are processed and the resulting orders are transmitted to thevarious systems in order to

• monitor, control and authorize operation of the aircraft systems


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• manage system failures and flight envelope anomalies and command triggering of associated warnings in theCCAS.

4.2.1 Controls

The controls for the MFCs are located on the overhead panel:

Each of the four pushbuttons controls operation of the associated module:

ON (pushbutton pressed in) The module operates

OFF (pushbutton released) The module stops operating.The OFF white indicator light comes on

FAULT The amber light illuminates and the CCAS is activated when a malfunction orelectrical supply fault is detected.The module then automatically becomes inoperative.

This light also flashes during self-test of the module.

During powering, since all four modules are selected ON, the following sequenceis executed:

MFC 1A and MFC 2A FAULT lights (self-test of these modules) are flashing.

MFC 1A and MFC 2A FAULT lights extinguish. MFC 1B and MFC 2B FAULTlights (self-test of these modules) start flashing

MFC 1B and MFC 2B FAULT lights extinguish.


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ATR 72-500Fuel System

5 - Fuel System

The ATR 72 offers two fuel tanks each able to carry 3185 liters which equals 840 US gals. The tanks are placedeach in either wing. During normal operation each engine is fed by the respective fuel tank. Meaning the leftengine is fed with fuel from the left tank (no. 1). To ensure that fuel is provided to the engine throughout allpossible attitudes within the flight envelope each tank is fitted with a 200 liters feeder compartment.Two pumps are installed in the feeder compartment: One electrical pump and one jet pump. The jet pump isdriven by high pressure, HP, fuel from the engine’s hydromechanicalunit, HMU, and is controlled by a motive flowvalve. Either pump is able to prevent sufficient fuel to the engine within the whole flight envelope.There are controls for the electrical pump only. The jet pump is controlled automatically.

To monitor and control the fuel system several indicators and switches are included in the simulation.

5.1 Fuel Control Panel

The primary control is the fuel control located on the overhead panel. It comprises of:1. Two fuel pump switches for the electrical pumps of each tank

Controls the electric pump and motive flow valve in each tank.The switch has two positions: RUN and OFF.RUN: illuminates green when the electrical fuel pump is activated.

This also activates the motive flow valve. The jet pump and electrical pump work accordingthe following logic:o When jet pump low delivery is detected:

- Electrical pump is automatically activated- Jet pump motive flow is controlled open but remains closed until sufficient

pressure has built upo 30 seconds after HP fuel pressure is available and normal jet pump is working properly

(sensed by a 600 mbar / 8.5 PSI pressure switch) the electrical pump is switched offOFF: illuminates white when electrical pump is deactivated and the motive valve controlled closed

2. Two LP valve position indicators, one for each tankEach valve is controlled by the associated fire handle. Two possible positions can be indicated:IN LINE: Flow bar illuminates green – the valve is openCROSS LINE: valve is closed, green illuminated flow bars cross the flow lineAs long as the valve is in transit, flow bars are extinguished


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3. Two FEED LO PR lightsAmber light that illuminates when fuel delivery drops below 300 mbar / 4 PSI. Indicates a pump failure orfuel starvation. Furthermore it activates the CCAS

4. one cross-feed switch to activate cross feeding between left and right tankTwo positions are possible to select:IN LINE Flow bar illuminates green and valve is open

Both electrical pumps are automatically activatedCROSS LINE The flow bar illuminates green and crosses the system flow line. The valve is closedAs long as the valve is in transit, flow bars are extinguished. Permanent extinguishing of both barsindicates a valve fault.

5. Tank fuel indicatorA temperature measuring device is installed in the left feeder compartment.

5.2 Fuel quantity IndicatorTo monitor fuel quantity the fuel quantity panel is installed on the center panel:

1. Fuel quantity indicatorsShow current fuel quantity in left and right fuel tank in kg

2. Test PushbuttonPress to test fuel quantity displays. While pressing test button displays should read 8’s only

3. LO LVL amber lightsWhen fuel quantity in one tank drops below 160 kg (353 lbs) the respective light illuminates. Theelectrical pump of the affected fuel tank is switched on automatically.

5.3 Fuel Flow / Fuel used Indicator

1. Fuel Flow (FF) IndicationThe mass flux to the engine is displayed in 100 kg/h.

2. Fuel used (FU) counterFuel used in kg is indicated here

3. FU reset knobResets fuel used counter to 0. Pull to reset.


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Note: All the digits (On the FU counter as well as on the FUEL QTY. ind.) may be tested by the overheadpanel ANN LIGHT switch on TEST position.

5.4 X-Feed Advisory Light

On the right hand side of the engine instruments the fuel X-Feed advisory light is located. In case X-Feed isactivated this advisory light illuminates.

5.5 Fuel temperature indicatorIn addition to the fuel temperature indicator on the overhead panel there are two more fuel temperature indicatorsfor either tank.In spite of the temperature indicator on the overhead the temperature indicators on the center panel use a color-scale:

Yellow sector: -54° to 0°CGreen sector: 0° to 50°CYellow sector: 50° to 57°CRed Dash: -54° to +57°C

In case the fuel filter is clogged the FUEL CLOG warning light illuminates.


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ATR 72-500Powerplant

6 - PowerplantTwo Pratt & Whitney PW 127 F turbo-prop engines drive the ATR 72-500.Each offers 2,750 shaft horse-power (shp) maximum takeoff rating but during normal operation these are onlyused for one-engine operation in case the other engine fails.A six-blade Hamilton Standard 568 F propeller will produce the thrust needed.

Before starting to discuss the controls and indicators for the engine let’s get clear about the engines tasks,interfaces and subsystems.

In general the engine provides4. Thrust5. Electrical power6. Pneumatic air

Nevertheless some more interfaces exist to the following systems:• Fuel system• Hydraulic system

So let’s split up the engine in its parts and subsystems. We’ll start at the propeller and move towards the exhaust:4. A six-blade Hamilton Standard 568 F propeller5. The propeller reduction gear box

The turbines rotation speed is reduced in this two-stages-gear box. Several systems are installed on thegear box:

o The AC wild power (ACW) generator (see electrical chapter)o The propeller valve module (PVM) – controlled by the Propeller Electronic Control (PEC)o The High Pressure (HP) pump and overspeed governouro The auxiliary feather pumpo The propeller brake (right engine only)o The fuel cooled oil cooler (FCOC)

1. Air inletThe opening visible below the propeller. Air flow divides into two airflows. One going into the engine andthe other passes the oil cooler to provide cooling (see lubrication system)

2. Low compressorAxial, two-stage compressor – fitted on the same shaft as the low pressure turbine

3. Diffusor pipes4. High Pressure compressor

Axial, two-stage compressor – fitted on the same shaft as the high pressure turbine5. Accessory Gear box

It is located at the top of the engine and is driven by the HP spool. It contains drives for:o The DC starter / generatoro The HP fuel pumpo The oil pumps

1. Combustion chamber2. High pressure turbine3. Low pressure turbine4. Free turbine – drives the reduction gearbox

Basically the turbo-prop engine works similar to the jet-engine. Through the air inlet the compressor is fed withair. The airflow is compressed and deccelerated in two compressors before it enters the combustion chamber.Slower speeds are needed for proper combustion. In the cobustion chamber fuel is burned which rises theairflows temperature and thus its kinetic energy. In the turbines the airflow accelerates again and the airflows


6 - 15


pressure drops. The turbines are needed to drive the compressors and generators. Three shafts are installed inthe engine: One for the high pressure compressor and the high pressure turbine. The low pressure compressorand low pressure turbine are mounted on the second shaft. Mounted on the third, inner shaft is the free turbine.This shaft ends in the reduction gear box where the speed is reduced so the propeller is driven with lowerspeeds.

Now you’ve got a rough idea what the engine is comprised of. Well there are still some things to discuss beforetaking a closer look at some of the mentioned subsystems:

6. The fuel system7. The lubrication system8. The ignition system

6.1 Fuel systemThe fuel subsystem controls fuel flow into the engines and fuel heat if necessary. The following graphic showsthe organization:

Let’s start ‘in’ the fuel tank:The fuel pump switched which is discussed in the previous chapter activates the engine pumps (electrical and jetpump). Fuel proceeds through the fuel heater where it exchanges heat with lubrication oil if needed. Beforeentering the high pressure, HP, pump the fuel temperature is measured and displayed by the fuel temperatureindicator which is discussed in the previous chapter too. Then it enters the hydro mechanical unit, HMU, whichfulfills two functions:

2. It senses the fuel flow delivery to the engine by a metering valve assembly and returns excessive fuel tothe HP pump inlet

3. Through an engine valve it provides the motive flow which is required by the fuel tank jet pumpWhen the fuel has passed the HMU it’s flux is measured and displayed on the fuel flow indicator (discussed inprevious chapter). Before the fuel now enters the engines fuel nozzles in the combustion chamber it is used to


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cool down the oil in the lubrication system. The subsystem where the heat exchange takes place is called FCOC– fuel cooled oil cooler.

6.2 Lubrication systemSo, how is the engine lubricated ?The following graphic shows the way the oil takes through all different systems:

The oil for lubrication is contained in a 14.4 liters tank (1). The pressure pump (2) is driven by the accessory gearbox forces the oil through the air/oil cooler (3) and a filter (4) both fitted with bypasses in case of clogging. Theair/oil cooler is located in the air inlet in the engine nacelle.The pressure regulating valve (7) controls oil pressure and the low temperature valve (8) prevents damagingpressure surges on cold starts.The oil flow then divides into two flows, one going to the reduction gear box (RGB) passing the fuel heater (5)and the FCOC (6), while the other flow goes into the scavenge system.Scavenging is blown down or gravity drained except for No. 6 and 7 bearing cavity and the reduction gear box, onwhich gear pumps are used.


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6.3 Ignition systemEach engine is equipped with a high energy ignition system:Two engine ignition exciters A and B powered by the DC ESS BUS andtwo spark igniters, one for each ignition exciter.The ignition cycle is divided into two phases:1. Phase: for 25s intensity: 5-6 sparks per second2. Phase: intensity: 1 spark per secondThe ignition system provides ignition for:

• Ground start using system A or system B or both (depends on start selector position)• In flight start using system A AND system B regardless of start selection

Furthermore exciters A and B are automatically activated if NH of one engine drops below 60%. This action isinhibited if:

• NH drops below 30%• EEC is deselected

Deselecting EEC enables manual activation of exciters A&B, using the MAN IGN guarded push-button• Condition Lever (CL) is set on feather or fuel Shut Off (S/O) position or• On the failed engine in case of ATPCS sequence

6.4 Propeller / Power ControlsThe propeller is driven by a free turbine. To reduce the turbines speed a gear box is installed – the reduction gearbox. Several subsystems help controlling the propeller. The following graphic will introduce the subsystems andhow they interact.

The propeller pitch is hydromechanically controlled by a Propeller Valve Module (PVM). This valve is controlledby the Propeller Electronic Control (PEC) installed in each engine. The interface between the Propeller ElectronicControl (PEC) and the cockpit is the Propeller Interface Unit (PIU). Two systems remain: The EEC and the HMU.


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The Engine Electronic Control (EEC) is used to calculate the propeller speed on reference of air speed andaltitude. To adjust the calculated propeller speed the EEC controls the fuel flow in the Hydromechanical Unit(HMU). The HMU itself then adjusts fuel flow into the engine so that the needed rotation speed is gained.Propeller pitch is adjusted by three control devices on the flight deck:

• Power Lever (PL)• Condition Lever (CL)• Power Management selector (PWR MGT)

All these systems protect the propeller from low pitch angles in flight, overspeed and hydraulic pressure loss.Furthermore the right engine is equipped with a propeller brake. This brake prevents the propeller from movingso the right engine can be used similar to an APU to provide bleed air and electrical power on ground without theengines or to be exact the propellers running. This feature is called Hotel mode and will be discussed later. Let'stake a brief look at these mentioned systems.

6.4.1 Hydromechanical Unit (HMU)

Tasks:• fuel metering in steady state operation• commands rotor speed in accordance with 2 laws (1st:law: top law, with EEC on to protect NH overspeeds, 2nd

law: base law, EEC is OFF)• Fuel Flow adjustment in accordance with commands transmitted by the EEC• Ensures engine shutdown (HP fuel shutoff)

6.4.2 Engine Electronic Control (EEC)

• Regulates a given power (by controlling the stepper motor in the HMU) to obtain a predicted torque. Thistorque setting is a function of• the power lever position• the PWR MGT selector position• flight conditions• the position status of the bleed air valves

• Ensures minimum propeller speed control, on ground and at low power• In case of engine failure, the EEC delivers uptrimmed take-off power for the remaining engine

6.4.3 Propeller Valve Modulator (PVM)

• Controls the propeller maximum speed Np according PWR MGT selector at high power• Controls propeller pitch at low power and when using reverse• ensures low pitch through a solenoid (when Power levers are below Flight Idle, FI position)

6.4.4 Power Controls

Engine power is controlled by 1 subsystem, 4 controllers, 2 Gates/Switches and 1 button:• The Power Management system


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• 2 power levers• 2 condition levers• Gust Lock (Switch)• Idle Gate• TOGA / Go Around Button (indicated by the '1' in the graphic)All these controls are located on the throttle stack:

6.4.4.1 Power Levers

The power levers are the two levers on the left.Use these levers to adjust engine thrust from max rated torque to reverse.Four power lever positions are rather important:Ground Idle, GI: The throttle is retardedFwd Stop: Full throttle is appliedTO Notch: Indicates takeoff power setting. It is computed by PWR MGT system. Click the power

levers with the right mouse button to move power levers to TO Notch.Note: Joysticks or other hardware to adjust power will cause problems whenusing this feature ! Make sure that the power setting device is calibrated and inidle position.

Reverse Pull throttle back against spring pressure to apply reverse thrust.

Another important feature is the GUST LOCK. The gust lock is used to prevent excessive throttle used when


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operating the right engine in HOTEL mode. See above graphic – the text 'Gust Lock' indicates click area to toggleGust Lock.

6.4.4.2 Idle Gate

The Idle Gate prevents reducing power lever angle below flight idle as long as the aircraft is airborne. The gate isremoved automatically when the aircraft is landed so that ground idle can be selected. An amber band isindicated when the idle gate is removed. The idle gate can not be adjusted manually.Click the power levers with the right mouse button to cycle between flight idle and TO notch.

Note: The throttle axis of joysticks or other hardware may interfere with this feature !

6.4.4.3 TOGA / Go Around Button

The TOGA button in the ATR does not influence the power setting – see the Automatic Flight Control Systemchapter for more information.

6.4.4.4 Power Management

The Power Management system automatically adjusts torque setting when Power Levers are in TO Notch. Thecalculated torque setting is displayed in the torque indicator (see respective section).

1. Power Management SelectorUse Power Management Selector to adjust power setting according to flight phase:TO Takeoff / Go around, set TO for takeoff and when the gear is down during approachMCT Maximum continuous torque (single engine operation only)CLB Climb, set CLB after flaps up – command “climb sequence”CRZ Cruise

2. PEC “SGL CH” LightsSGL CH light illuminates when one channel of propeller electronic control is lost. The system will automatically


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be transfered to the remaining channel.Note: On ground, at each propeller unfeathering, LO PITCH protection is tested by the PEC and the back-upchannel is used during 2 seconds. SGL CH light illuminates during unfeathering then extinguishes. Thereforethe correct working of back-up channel is confirmed.

3. PEC FAULT lightsFAULT Illuminates amber and CCAS is acticated when both propeller electronic control

channels are lost.OFF(pushbutton released) PEC is deactivated and NP is blocked at 102% whenever power is sufficient

The Power Management system sets the following values according to power management selector position andflight phase:• TO on ground: NP = 100%• TO in flight: NP = 82• TO in flight and PL > ~50% (go around) NP = 100%• MCT NP = 100%

(PWR MGT selector must remain for at least 2 seconds in this position before given NP is set)• CLB NP = 82%• CRZ NP = 82%

6.4.4.5 Condition Levers

The condition levers operate• feather control• HP fuel shut off valves• propeller speed NPThere are four positions:• FSO Fuel Shutoff• FTR Feather (plus Minimum Mixture)• AUTO propeller speed is controlled by Power Management (Maximum Mixture)• 100% OVRD 100% NP (Maximum Mixture)

6.4.5 Hotel Mode

As mentioned before the Hotel mode is used to provide pneumatic air and electrical power when on ground andthe engines shall not be started yet. This is similar to an APU.Perform the following steps to start HOTEL mode for the right engine:• Check blue hydraulic systems is pressurized• Move Engine 2 Condition Lever to FTR• Enable the gust lock• Wait for the ready light on the overhead panel (next to the prop brake switch)• Flip the prop brake switch to ON

6.4.6 ATPCS

ATPCS means Automatic Take-off Power Control System.In case of an engine failure during takeoff the ATPCS provides uptrimmed power on the remaining engine and


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automatically feathers the failed engine.This feature enables to reduce takeoff power for both engines by approcmiately 10% without affecting takeoffperformance.

The ATPCS systems has two modes dependant which arming conditions are fulfilled:

Uptrim and auto feathering functions armed:• PWR MGT Selector TO• ATPCS pushbutton ON• Both Power Levers above 49°• Both torques above 46%• Aircraft on ground

Auto feathering function armed:• PWR MGT Selector TO• ATPCS pushbutton ON• Both Power Levers above 49°• Both torques above 46%• Aircraft in flight

6.5 Fire ProtectionEach engine is equipped with a fire protection system. It is comprised of:• two detection loops, A and B mounted in parallel• a fire detection unitThe detection unit is based on variation of resistance and capacitance. If a change in resistance is sensed onlythe associated loop will be declared failed by the detection unit and a fault signal is given.In case a fire signal is detected by both loops A and B or a fire signal is detected by one of the 2 loops if the otherone is selected OFF the red ENG. FIRE Cap illuminates.

The fire extinguishing system includes two bottles which may be used for engine 1 or engine 2. The bottles arelocated on each side of the fuselage and dual squibs are installed in the discharge heads on each bottle.The squibs are ignited by depressing the corresponding illuminated AGTN pushbutton on the ENG FIRE panel(see Controls section)

6.6 Controls and Indicators

6.6.1 Torque indicator (TQ)

The main parameter for engine thrust control is torque which is defined as TQ=engine power

propeller speed For each engine two sensing probes are fitted to the reduction gear box. One of them sends s signal to the AutoFeather Unit, AFU which supplies the analogue torque indicator (pointer). The other probe sends a signal to theEngine Electronic Control, EEC, which supplies the electronic torque indicator (digital counter).1. Digital Counter

Displays actual torque – see definition above.If “000” is displayed the probe failed.


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If “---” is displayed, Engine Electronic Control, EEC cannot control the Handling Bleed Valve (HBV)If “LAB” is displayed a wrong EEC is installed

2. PointerDisplays actual torque – the scale is divided by colors according the following scheme:Green sector 0-100%Red mark 100%Amber sector 100-106%Red dashed radial 106,3%Blue dot 115% (for Test function only)Red dot 120%

3. FDAU targetThe Flight Data Acquisitation Unit, FDAU, calculates depending on PWR MGT selector position and displaysthe computed torque setting with a yellow triangle. During takeoff – the FDAU displays reserve takeoff torque

4. Manual targetDisplays the manually selected torque (white triangle). Use Knob (see item 5) to select manual torque target

5. KnobAdjusts manual torque target.Left mouse button decreases torque settingRight mouse button increases torque setting

6. Test pushbuttonInitiates the test sequence – while pressed the pointer and counter will display 115% torque

6.6.2 Propeller speed indicator (NP)

1. Digital CounterActual Propeller Rotation Speed, NP, is indicated

2. PointerDisplays actual NP.Amber sector 41,6 – 65%Green sector 70,8 – 100%Red mark 100%Red dot 120%


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Blue dot 115% (see test function)3. Test pushbutton

Initiates test function – during test, both counter and pointer will display 115%

6.6.3 InterTurbineTemperature indicator (ITT)

1. Digital CounterActual ITT (T6) is displayed

2. PointerDisplays actual ITTGreen sector 300 – 765°CRed Point + H 715°C (Hotel mode)Amber sector 765 – 800°CRed mark 765°C (Temperature limit during normal takeoff)White/red mark 800°C (Temperature limit in uptrim conditions)Red point 840°C (Temperature limit for 20 seconds)Red point + S 950°C (Temperature limit for 5 seconds during engine start)Blue dot 1150°C (see test function)

3. Alert lightIlluminates amber and CCAS is activated when ITT > 800°C or > 715° in Hotel mode

4. Test pushbuttonAllows to test indicator – during test counter and pointer will display 1150°C (blue dot)

6.6.4 High pressure Turbine speed indicator (NH)

1. Digital CounterActual High Pressure Spool Rotation Speed, NH, is indicated

2. PointerActual NH is displayedGreen sector 62 – 102,7%


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Red mark 102,7%Blue dot 115% (see test function)

3. PointerActual Low Pressure Spool Rotation Speed, NL, is indicatedGreen sector 62 – 104,2%Red mark 104,2%Blue dot 115% (see test function)

4. Test pushbuttonInitiates test sequence – while pushbutton is pressed both counter and pointer will display 115% (blue dot)

6.6.5 Oil Indicator

1. Oil Pressure IndicationActual oil pressure is displayedGreen sector 55 – 65 PSIAmber sector 40 – 55 PSIRed mark 40 PSIDashed white/red radial at 55 PSI

2. Oil Low Pressure LightIlluminates red when Oil Press indication drops below 40 PSI. A seperate pressure switch activates the CCASat 40 PSI

3. Oil Temperature IndicationActual oil temperature is displayedGreen sector 45 – 125°CAmber sector 125 – 140 °C and below 0°CRed mark 140 °C

6.6.6 Engine 1&2 control panel

1. EEC pushbuttonControls the EEC of the associated engineON (pusbutton pressed in) EEC adjusts HMU action – see EEC and HMU sectionOFF (pusbutton released) HMU controls only NH as a function of power lever position.

OFF Light illuminates white


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FAULT Illuminates amber and CCAS is activated when an EEC failure is detected.Power is locked at its pre-failure value.

Reversion to HMU base law is archieved by deselection of failed EEC2. ATPCS pushbutton

Pusbutton pressed in If pressed on ground: Uptrim and Autofeather function are preselected (see ATPCS section)

If pressed in flight: Only the autofeather function is preselectedOFF (pushbutton released) Uptrim and Autofeather function are deselectedARM Illuminates green when arming conditions are met

3. UP TRIM lightIlluminates green when the uptrim signal is sent to the remaining engine at the beginning of ATPCS sequence

4. LO PITCH LightIlluminates amber when the actual blade angle is lower than the normal Flight Idle blade angle (this light isilluminated during all ground operation below flight idle). CCAS is activated in flight only

6.6.7 Engine start panel

The engine start panel is located on the overhead panel.

1. ENG Start Rotary SelectorSelects the ignition mode and/or start sequences.OFF & START ABORT Interrupts/Disarms starting sequence by deenergizing the ignition circuitCRANK Enables engine cranking – ignition is inhibitedSTART Selects a start sequence. Three START positions are available for selection.

Ignition is selected when fuel shut-off valve is open (controlled by Condition Lever, CL). Starter and ignition are automatically deactivated when passing

45 % NH.START A Only ignition exciter A is supplied on groundSTART B Only ignition exciter B is supplied on groundSTART A & B Ignition exciters A and B are supplied

2. Start pushbuttonsInitiates starting (or cranking) sequence of the related engine when ENG START Rotary Selector is moved toone START position or to CRANK position.Note: As soon as one engine is running and associated DC GEN connected to the main DC electricalnetwork, the other engine start is performed as a “cross start”: initated on Main Bat supply only, the start isassisted by the opposite DC GEN from 10% NH (on ground only).If the DC GEN is connected to the network but the cross start does not operate normally the amber “X STARTFAULT” light illuminates on the main electrical panel


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ON (pushbutton pressed in) Initiates sequence – ON light illuminates white. The start sequence ends when reaching 45 % NH and the light will extinguish automatically

FAULT Illuminates amber and the CCAS is activated if:• starter remains engaged after 45% NH• Generator Control Unit, GCU fails during starting• when the propeller brake is ON but the Gust Lock is not activated (right engine only)3. MAN IGNition guarded pushbutton

Manual ignition is selected by depressing the guarded pushbutton. The exciters on both engines arecontinuously energized when MAN IGN is selected. The ON light illuminates blue.

4. Propeller Brake pushbuttonThe prop brake switch is a two position toggle switch and it conrolls the engagement of the hydraulic propellerbrake on the right engine. Blue hydraulic pressure is needed for propeller brake operation.ON propeller brake engagementOFF propeller brake releasingThe UNLK light illuminates red and after 15 seconds the CCAS is triggered to indicate that the propeller brakeis NOT locked and the fully locked or the fully released position.

5. Ready LightThe Ready Light illuminates green when engagement or disengagement conditions for the propeller brake aremet

6. Prop Brake LightIlluminates blue when the propeller brake is fully lockedExtinguishes when propeller brake is not fully locked.

6.6.8 X-Start Fault Light

The X-START FAULT Light illuminates to indicate that the cross start sequence has failed, although the other DCGen is connected.It is located above the engine starter panel on the overhead panel.

6.6.9 IGN / Prop Brake Light

The IGN Light is located on the right-hand side of the engine instruments (center panel). It illuminates blue toindicate that exciters are energized.

The Prop Brake Light is located on the right-hand side of the engine instruments (center panel). It illuminatesblue to remind the crew that the PROP BRK pushbutton is selected ON and the mechanical lock is engaged.

6.6.10 Eng Test Panel


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The ENG TEST Panel is located on the pedestal.

It allows to check the correct functioning of the ATPCS.Before the rotary selector can be moved the protection has to be lifted – this is done by clicking on the hinge. Leftmouse button click turns selector counter-clockwise, right mouse button click turns selector clockwise.ARM Mode ATPCS ARM Light should illuminateENG Mode Check that ENG UPTRIM light illuminates

2.15 seconds later check ATPCS ARM light extinguishes

6.6.11 ADC Switch

The ADC is the Air Data Computer. The air data computers are not simulated thus this is switch with no functionnevertheless you can switch it as you like.In the real plane this switch selects from which air data computer data is fed to the EEC and the FDAU.No. 1 is used on odd daysNo. 2 is used on even daysThe FAULT light illuminates amber and indicates an missmatch between switch position and ADC selected.

6.6.12 Engine Fire Panel

Two ENG Fire panels are located on the overhead panel. The engine 1 fire panel is on the left hand side of theoverhead panel and the engine 2 fire panel on the right hand side. Both engine fire panels are identical.


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1. ENG FIRE HandleThe ENG Fire Warning light is integrated in the handle which illuminates red when a engine fire is detectedand the CCAS is activated as well. The CCAS stays activated until the fire warning is deactivated regardlessof fire handle position. The fire warning light extinguishes when the temperature detected by the loops hasdropped below the warning threshold.The handle has two positions:Normal position (mechanically locked)PulledPulling the handle automatically:

• feathers the propeller• closes the ENG LP VALVE• closes the HP VALVE and BLEED VALVE• closes the DE ICE VALVE and ISOLATION VALVE• deactivates DC GEN and ACW GEN• illuminates SQUIB lights2. Squib Test pushbutton

Controls the test of the squibs in the discharge heads and their electrical circuits.When pressed with the respective Fire Handle in the normal position, the two squib lights illuminate if squibsand circuits are operative.

3. Agent pushbuttonsControl the ignition of squibs and resultant discharge of fire extinguisher bottlesSQUIB The lights of the squibs which may be activated illuminate white when the ENG FIRE Handle is

pulledDISCH The light illuminates amber when the related fire extinuisher bottle is depressurized after

dischargeNote: As there are two bottles for both (!) engines the respective DISCH light illuminates on the

Engine Fire Panel of the other engine too.4. Loop pushbutton

Controls the activation of aural and visual alerts when a fire signal or a fault signal (LOOP) is generated by thefire detection control unit for the related loop.Pushbutton pressed in Aural and visual alerts are activated when a fire or a fault signal is generated by

the fire detection unit for the related loopOFF (pushbutton released) Aural and visual warnings are inhibited for the related loop. The OFF light

illumuniates white. LOOP amber light illuminates on CAP.FAULT The light illuminates amber and the CCAS is activated when the associated

pushbutton is selected ON and a fault signal is generated by the fire detection control unit. LOOP amber light illuminates on Cap.


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5. Test switch Spring Loaded in neutral positionSpring loaded in neutral position. Initiates the test sequence of the fire detection unit and fault signals whenboth LOOP pushbuttons are selected ON:FAULT - FAULT lights of both LOOP A and LOOP B pushbutton illuminate

- CCAS is activated, LOOP amber light illuminates on CapFIRE - ENG FIRE red light illuminates in associated fire handle

- FUEL SO light illuminates in associated Condition lever if condition lever is not in fuel shutoff position- CCAS is activated, ENG Fire red light illuminates on Cap.


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ATR 72-500Electrical System

7 - Electrical SystemElectrical power is needed throughout the entire aircraft for a countless number of subsystems. FlightInstruments as well as the coffee makers need electrical power. There are four main systems to provideelectrical power to all the ATR's systems:• The DC system – DC stands for direct current• The AC constant frequency system – AC means alternating current• The AC wild frequency system• The external power system

On one side of these systems there are “producers” of electrical power and on the other side are “consuments”of electrical power. Electrical Power is distributed through several busses.Electrical power “producers” in the ATR:

• Main battery• Emergency battery• Two engine-driven direct current (DC) starter/generators• Two alternating current (AC) wild frequency generators• Two external power units (AC and DC)

The list of consuments is nearly endless and shall be spared for the sake of readability of the manual.

Of course it is possible to transfer electrical power from the AC system to the DC system and vice versa:Two systems are available to transform DC power to AC and AC power to DC.Two static inverters transform DC power to constant frequency AC power. One transformer rectifier unit (TRU)transforms electrical power from the AC wild frequency system to the DC system.

So let's go through the four different electrical systems.

7.1 DC powerThe DC electrical system runs at 28 Volt direct current (28 VDC).The DC system gets electrical power from• the engines/generators• the batteries (main and emergency)• Transformer Rectifier Unit - TRU Electrical Power is then dirstributed by several busses. At first the producers of electrical power will be discussed,followed by the distributors and then the controls.


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See the following graphic how generators and distributors interact during normal operation:

7.1.1 Generators

7.1.1.1 Batteries

The ATR uses two batteries: one 24V Ni-Cd battery of 43Ah (main battery) and another of 15 Ah (emergencybattery).The emergency battery is capable of providing electrical power to the emergency network even if the mainbattery is completely discharged by repeated engine start attempts.The batteries are monitored by the Multi Function Computer (MFC) which:• Connects the battery to the associated DC BUS for charging• Analyses the charge current and/or associated DC BUS voltage


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7.1.1.2 The starters/generators

The two DC starters/generators are driven by the engine accessory gear box. Each generator is able to provide:12 kW (400A) nominal output power @ 27 to 31 volts

Starter mode

When in starting mode the starter is connected by the START contactor to• The main battery or• External power or• The main battery and the other operating generator

During engine startup the starter cranks the engine to the point of self sustaining (engine START ON lightilluminates on the ENG START panel).

At the end of the start sequence 45% NH the start contactor opens (START ON light extinguishes) and thestarter/generator switches to generator mode.

Generator mode

When the engine reaches 61.5% NH the starter/generator acts as a generator. Each generator feeds its DC BUSthrough a generator contactor when DC Pushbutton is selected and external power is not used.The generator control unit (GCU) is provided to control the generator and starter contactor. Furthermore itestablishes a constant voltage with various loads and provides several fault protections:

• Over/under voltage• Over/under speed• Differential fault current• Generator overload• Power and fault current limiting• Bus tie lock out• Reverse current• Equalizing load (in case of BTC failed closed)

The BUS TIE CONTACTOR (BTC) allows DC BUS 1 and 2 on line, when only one generator is operating orwhen the aircraft is powered from external power

7.1.2 Distributors

Eleven busses distribute power to the aircrafts subsystems:9. DC BUS 1 and 2 – main busses10. HOT BAT BUSSES11. DC ESS BUS / DC EMER BUS / DC STBY BUS12. UTLY BUS 1 and 213. DC SVCE BUS14. GND HDLG BUS15. TRANSFER BUS


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7.1.3 Controls

7.1.3.1 Generators

1. DC GEN pushbuttonON (pusbutton pressed in): Associated generator is energized and associated generator contactor

closesOFF (pusbutton released): associated generator is deenergized and disconnected by opening the

generator contactorFAULT Illuminates amber together with activation of the CCAS in event of:

• a protection trip is initiated (by GCU). In case of generatorunderspeed reset will be automatically otherwise a manual resetmust be performed

• A generator contactor opens and the pushbutton is not selectedOFF. The BUS TIE CONTACTOR closes and the affected bus isautomatically fed by the remaining bus.

2. BTC pushbuttonThe DC BUS TIE CONTACTOR connects both main DC BUSSES in case either generator fails. TheBTC must be closed to do so.NORM (released) The BTC is controlled by another the Bus Power Control Unit, BPCU:

• In normal conditions with both generators running, the BTC is openedfor isolated operation of both generator circuits

• in case of external power operation, operating in HOTEL mode orwith just one generator operating, the BTC is automatically closedand the flow bar illuminated

ISOL (pressed in) The BTC is opened, the ISOL light illuminates white3. EXT PWR pushbutton

Connects and Disconnects external powerAVAIL External power is availableON External power is connected – see external power section for more details

4. DC SVCE/UTLY BUS pushbuttonControls connection/disconnection of DC SVCE BUS and both UTLY BUSSES to associated mainbusses.NORM (pushbutton pressed in) DC SVCE BUS and both UTLY BUSSES are availableOFF (pushbutton released) DC SVCE BUS and both UTLY BUSSES are both disconnected from

DC BUS. The OFF light illuminates whiteSHED Illuminates amber and the CCAS is activated when a load shed condition controlled by the BPCU


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is present and at least one UTLY BUS is disconnected from associatedmain DC BUS.

7.1.3.2 Distribution

4. DC BUS OFF lightsIlluminates amber when respective DC BUS is not supplied. The CCAS will be activated if one DC BUSis OFF

5. BAT CHG pushbuttonsControls operation of EMER BAT and MAIN BAT Charge ContactorsON (pusbutton pressed in) The contactor is controlled by the MFC and closed during normal

operation. It opens in case of:• Thermal runaway of battery• Undervoltage of DC MAIN BUS (< 25 V)• Start sequence initiated (in this case both battery charge contactors

are opened and closed when start rotary selector leaves START orCRANK position)

• An OVRD signal on BAT switchOFF (pusbutton pressed in) The charge contactor is opened. The OFF light illuminates white.FAULT Illuminates amber and the CCAS is activated in event of:

• Overheat is detected by the MFC• a failure in the charge contactor

6. TRU pushbuttonThis pushbutton controls the Transformer rectifier Unit, TRUNORM (pushbutton released)

• One engine driven generator operating:• DC EMER and DC STBY BUS are supplied from HOT EMER

BAT BUS• INV 1 is supplied from DC BUS 1• DC ESS is supplied from HOT MAIN BUS

• Both engine driven generators failed• DC EMER is supplied from HIT EMER BAT BUS• INV 1, DC STBY BUS and DC ESS BUS are supplied from HOT


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MAIN BAT BUSON (pushbutton pressed in) The TRU is connected to ACW BUS 2. ON light illuminates white.

Arrow → illuminates amber when supply of DC EMER BUS, DC STBYBUS, INV 1 and DC ESS BUS from TRU is effective

7. Emergency supply indicatorRight arrow illuminates amber when DC ESS BUS is supplied from the MAIN BAT.Left arrow illuminates amber when the DC EMER BUS is supplied from the EMER BAT.

8. OVRD pushbuttonWhen on batteries supply this pushbutton allows to transfer the DC STBY BUS and the INV 1 from HOTMAIN BAT BUS to HOT EMER BUS.NORM (pushbutton released) The DC STBY BUS and INV 1 are supplied from the same source as

DC ESS BUSOVRD (pushbutton pressed in) The DC STBY BUS and INV 1 are supplied from the same source as

DC EMER BUS. OVRD light illuminates whiteUNDV The light illuminates amber and indicates that DC STBY BUS voltage is

below 19.5 V. OVRD may be used if necessary9. BAT toggle switch

The BAT switch provides three different positions:OFF ESS BUS, DC STBY BUS and INV 1 are isolated from the HOT MAIN

BAT BUS.DC EMER BUS is isolated from the HOT EMER BAT BUSON With engine driven generators OFF and EXT POWER OFF:

ESS BUS, STBY BUS and INV 1 are supplied from the HOT MAIN BATBUS. EMER BUS is supplied from the HOT EMER BAT BUS.

With power generation other than battery available:ESS BUS is supplied by the HOT MAIN BAT BUS, EMER BUS andSTBY BUS are supplied by the HOT EMER BAT BUS.

OVRD Allow to be sure busses are supplied by their respectice battery byoverriding all protections. This position is protected by a toggle guard.

10. DC AMP indicatorIndicates the charge (CH) or discharge (DCH) current of the selected battery

11. BAT AMP reading selectorUsed to select which battery is checked by the ammeter (see item above)


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7.2 AC constant frequency PowerThe AC (alternating current) constant frequency system provides electrical power with alternating current toseveral of the aircrafts systems. It is connected to the DC BUS system by two static inverters – INV 1 and 2.Furthermore the AC system can be supplied with power from the AC wild frequency system by a TransformerRectifier Unit, TRU. See the following graphic for a schematic of the AC const. Freq. System (to read the graphicstart at the bottom and go on to the top).

7.2.1 Generators

The AC constant frequency system is supplied with electrical power by two static inverters. These inverters arepowered from DC BUS 1 and 2 and voltage shall range between 18 VDC and 31 VDC for satisfactory operation.The inverters will produce voltage with the following characteristics:• power: 500 VA (115 VAC BUS), 250 VA (26 VAC BUS)• output voltage: 115 V ± 4 V and 26V ±1V• Frequency: 400 Hz ± 5 Hz• type: single phaseIn event of power loss on both DC BUSSES, INV 1is automatically supplied by HOT MAIN BAT BUS, or by HOTEMER BAT BUS in OVRD configuration or by TRU when selected ON.

7.2.2 Distributors

INV 1 normally supplies:• AC BUS 1• AC STBY BUS 1INV 2 normally supplies:


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• AC BUS 2

In case either inverter fails or there is a loss of input power the associated AC BUS is isolated and tied togetherwith the remaining bus as long as the BTC pushbutton is not in ISOL position.In case INV 1 fails or input power on INV 1 is lost, AC STBY BUS is automatically supplied from INV 2.

7.2.3 Controls

5. INV FAULT lightIn case an under- or overvoltage is sensed at either inverter this warning light illuminates amber and theCCAS is activated

6. BUS OFF lightThis warning light illuminates amber and activates the CCAS when the associated AC BUS isdeenergized

7. OVRD pushbuttonWhen on battery supply INV 1 and hence the AC STBY BUS are normally fed by the HOT MAIN BUS.This pushbutton allows to transfer supply to HOT EMER BAT BUS.NORM(pushbutton released) The INV 1 and AC STBY BUS are supplied from the same source as DC

ESS BUSOVRD (pusbutton pressed in) The INV 1 and AC STBY BUS are supplied from the same source as DC

EMER BUS, OVRD light illuminates white.UNDV This light illuminates to indicate that the DC STBY BUS voltage is lower

than 19.5 V. INV 1 requires 18 V for normal operation. OVRD may beused if necessary

8. BTC pushbuttonThis pushbutton controls the AC BUS TIE. When closed it connects bith AC BUSSES


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NORM (pusbutton released) The BPCU automatically controls the BTC and a seperate logic controlsthe AC BTR.• In normal conditions (both inverters running), the AC BTR is open

allowing isolated operation of both inverter circuits• In case of inverter failure, the AC BTR is automatically closed. The

INV FAULT light illuminates but associated BUS OFF light remainsextinguished

ISOL (pusbutton pressed in) The AC BTR is open, ISOL light illuminates white


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7.3 AC wild frequency power controlsThe AC wild frequency system produces and distributes electrical power with alternating current and variousfrequency. The following graphic shows the way the ACW frequency system is organized:

7.3.1 Generators

Two propeller driven generators produce electrical power for the ACW frequency system. Each generator is abrushless, air-cooled, 3 phase generator and is rated to deliver 20 KVA continously.• Nominal set Voltage 115/200 V• Operating frequency range 341 to 488 Hz (70 to 100% NP)Each generator is controlled by a generator control unit, GCU. The GCU is in charge to ensure the followingcontrol and protection functions:• under- and overvoltage• under- and overfrequency• power and fault current limiting• bus tie lock out • differential protection • open phase• voltage regulationThe Bus power control unit, BPCU, ensures control and protection functions for:• External Power• BUS TIEs• BTCs• SVCE BUSIt is possible to partially energize the DC system from the ACW system using the transformer rectifier unit, TRU.


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7.3.2 Distributors

Power is distributed by three busses:• Two main busses, ACW BUS 1 and 2• ACW SVCE BUS

7.3.3 Controls

- ACW GEN PushbuttonThis pushbutton is used to control the energization and the resetting of associated generatorON (pushbutton pressed in) Associated generator is energized and generator contactor closesOFF (pushbutton released) Associated generator is deenergized and generator contactor opened.

OFF light illuminates whiteFAULT Illuminates amber and the CCAS is activated in the following cases:

• Protection trip initiated by the GCU.If this protection trip is caused by a NP overspeed or underspeed forLESS than 3 seconds, reset will be automatic.Otherwise a manual reset has to be performed

• Generator contactor opening is sensed without pushbutton beingselected OFF

In both cases the BTC is closed automatically and thus the affectedACW BUS supplied from the remaining generator.The light extinguishes and the fault circuit is reset when pushbutton iscycled to the out position.

- ACW BUS OFF lightIlluminates amber and activates the CCAS when associated ACW BUS is not supplied

- BTC PushbuttonThe BTC controls the BUS TIE CONTACTORS (BTC 1 and 2) similar to the DC and AC BTCs. NORM (pushbutton released) BPCU automatically controls BTC 1 and 2:

• BTC 1 and 2 are open (normal conditions, both generators running),allowing individual operation of both generator circuits

• In case of external power operation, or single generator failure, BTC


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ATR 72-500Electrical System1 and 2 are automatically closed – the flow bar is illuminated

ISOL (pusbutton pressed in) BTC 1 and 2 are open, ISOL light illuminates white- EXT PWR Button

Refer to external power section

7.4 External PowerThe ATR has two external power receptables located just aft of the nose gear. Through these receptables theATR supply with DC and AC external power is possible – One receptable for DC, the other for AC.DC and AC external power are both controlled via the Bus Power Control Unit, BPCU.

As there is a DC power receptable and a AC power receptable, there are two External Power switches. One islocated on the DC power controls (see DC controls section). In case DC power is available the AVAIL lightilluminates. To select external DC power press the pushbutton – it will the blue ON light illuminates to confirmselection.The same goes for external AC power. The External AC power switch is located on the AC Wild FrequencyControls panel (see ACW control section).The AVAIL light indicates that external AC power is available.To select external AC power simply press the pushbutton – the blue ON light will illuminate to indicate externalAC power supply.

To deselect either external power supply press the respective external power switch once again. The blue ONlight will extinguish and the AVAIL light illuminate again.Just make sure that the engines are started soon, or the right engine is started in HOTEL mode so that powersupply is given and the ATR's batteries won't drain.


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ATR 72-500Hydraulics

8 - HydraulicsThis chapter deals with hydraulic system in the ATR. Hydraulics are needed to move the flight controls, lower andraise the gear, control the nose wheel steering and the propeller brake.The ATR's fuel system is comprised of three subsystems:• the blue hydraulic system, which supplies

• the nose wheel steering• flaps• spoilers• the propeller brake• emergency and parking brake

• the green hydraulic system• the landing gear• normal brake

• the auxialliary hydraulic system which is included in the blue systemFor security reasons there is a x-feed valve so hydraulic power can be transfered from the blue and the auxiliaryhydraulic system to the green system.Check the following graphic to learn about the hydraulic systems interfaces.Each system is driven by an Alternate Current Wild Power, ACW, electric motor driven pump. These pumpsnormally deliver 3,000 PSI (209.6 bars) pressure. Delivered pressure is indicated. The blue system is furthermoreequipped with an auxiliary Direct Current, DC motor driven pump which can be energized even when no electricalpower is available.


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8.1 Controls and Indicators

8.1.1 Hydraulic power panel

1. Blue and Green hydraulic system pump pushbuttonsPushbuttons to activate/deactivate the main hydraulic pumps.


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Normally the pumps produce 3000 PSI (206,9 bars) hydraulic pressure. In case a pressure drop below 1500PSI (103,5 bars) is sensed the LO PR light illuminates amber and the CCAS is activatedIn case either pump is deactivated the white OFF light illuminatesBoth pumps are AC wild electric motor driven pumps.

2. Auxilliary hydraulic system pump switchThe auxilliary pump switch has 3 positions:• AUTO (button pressed in): the auxiliary pumps runs as soon as the following conditions are met:

• ACW blue pump pressure below 1500 PSI (103,5 bars)• propeller brake released and• Gear handle DOWN and• at least one engine running

• OFF (pushbutton released): The auxiliary pump is deactivated – the OFF light illuminates white• LO PR: the light illuminates amber and CCAS is activated when auxiliary pump outlet pressure drops

below 1500 PSI (103,5 bars) and functioning conditions are met.The auxiliary pump is a DC motor driven pump.

3. X-Feed switchControls the opening and closing of the X-Feed valve.Pushbutton released: crossfeed valve is closed and blue and green system seperatedON: Pushbutton is in opens the X-Feed valve and connects blue and green hydraulic circuits. The ON lightilluminates white.In case a LO LVL alert for either hydraulic circuit X-Feed valve is inhibited to open and automatically closedwhen open.

4. Blue, green and auxiliary hydraulic system overheat warning lightsThe light illuminates amber and the CCAS is activated when pump case drain line overheat is detectedT > 121°C / 250° F

5. Blue and green hydraulic system LO LVL warning lightThe LO LVL (low level) warning light illuminates amber (and the CCAS is activated) in case any tank quantitydrops below 2,5 l (0,67 US gal). X-Feed automatically closes.


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8.1.2 Pressure Indicator

1. Blue and Green hydraulic pressure indicatorDisplays hydraulic pressure in x 1,000 PSI for blue and green hydraulic system

2. Brake ACCU indicatorDisplays the brake accumulator pressure in x 1,000 PSI in the blue system, available for emergency andparking pressure if pressure > 1,600 PSI.

Note that in event of electric failure the pointers move to “0”

8.1.3 Aux Pump pedestal switch

When used this switch energizes the auxiliary DC hydraulic pump. To start engine No. 2 in Hotel mode (seepowerplant chapter for an explanation) hydraulic power is needed and in case no hydraulic ground power unit isavailable the auxiliary hydraulic pump is able to provide hydraulic pressure for 30 seconds.The following conditions have to be met:• GND HDLG BUS under power• other auxialiary pump operation conditions are not met

Caution: This switch operates even with battery master switch selected “OFF”. Excessive use might drain battery.


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ATR 72-500Pneumatics

9 - Pneumatics

External air is used to operate the air condition and ventilation system, the pressurization system and the anti-icing system. External air is sucked into the aircraft at four locations:• engine air intakes• main landing gear fairings• low pressure ground unit (through a connector)• bleed valves installed in the engine compressors (thus it is already pressurized)

Pneumatic air is conditioned by packs and then distributed to the pressurized zones by ducts. Afterwards it isdischarged through outflow valves.So the pneumatics in the ATR can be divided in three main systems:• Pneumatic System

Which starts with the inlets and distributes air to the air conditioning• Air Conditioning

Assures supply with fresh air with the right temperature• Pressurization

To adjust the cabin pressure, the ratio of air flowing into the aircraft to air flowing out of the aircraft iscontrolled by the pressurization system.

9.1 Pneumatic SystemCompressed air is tapped of the engine's low pressure and high pressure compressor stages and thendistributed through several subsystems and ducts to the air condition and the ice protection systems.

Generally air is tapped of the low pressure stage through low pressure bleed air check valves. In case pressurefrom the low pressure stage is insufficient, the air source is automatically switched to the high pressurecompressor stage. The high pressure, HP valve is a electrically controlled butterfly valve which remains closed inabsence of electrical supply. When air is tapped of the high pressure stage, thus the HP valves are open, the lowpressure check valves are closed automatically.When the HP valves are closed air is drawn from the low pressure stage only.

Compressed air for the ice-protection systems is drawn from the high pressure stage only !

Before the air enters the pneumatic systems it has to pass the electronically controlled butterfly bleed valve. Thisvalve acts as a shutoff valve and closes automatically in the following cases:• Bleed duct Overheat, OVHT• Bleed duct leak, LEAK• Associated Engine Fire Handle is actuated• Engine failure during takeoff – UPTRIM signal• Propeller Brake is selected ON (Only the left bleed valve is closed)• in absence of air pressure the valve is spring-loaded closed, regardless of electrical power supply

To connect the left hand and right hand air bleed system a crossfeed valve is installed. This valve is a springloaded closed, solenoid controlled, pneumatic shutoff valve and is closed with the solenoid deenergized.

A leak detection system is installed to detect duct leaks. In case a leakage is sensed the associated pack valve,HP valve and BLEED valve (and GRD X FEED valve if thge left loop is affected) are automatically closed.

Furthermore an overheat detection system is installed which closes the BLEED valve and the BLEED AIR SHUT-OFF valve whenever any abnormal over temperature conditions occur. They operate at 274°C (525°F) and are


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controlled by the MFC.

9.1.1 Controls

• Engine Bleed switchControls the associated HP and BLEED valveON (pushbutton pressed in) associated HP and BLEED valve solenoids are energized and the valves

will open if pressure is availableOFF (pushbutton released) associated HP and BLEED valves are closed. OFF light illuminates whiteFAULT The light illuminates amber and CCAS is activated when the bleed valve

position disagrees with the selected position, this especially occurs incase of leakage or overheat

• Overheat LightThe light illuminates amber and the CCAS is activated when an overheat condition is sensed by theoverheat detection system (T > 274°C / 525° F)

• Leak Warning lightThe light illuminates amber and the CCAS is activated when leak detection system senses a leakage.

• X-Valve LightThe light illuminates amber when the GRD X FEED valve is open

9.2 Air ConditioningTwo independently working packs process air to regulate air flow and temperature. The processed air is thensupplied to the air condition system and the left pack supplies the cockpit and the cabin while the right packsupplies the cabin only.Before the air enters the pack it passes the pack valves. These two (left and right) valves are pneumaticallyoperated and electrically controlled and they have to functions:• shut the pack off• pressure control which means flow control. Normal and high flow are available for selection.The pack valves are spring loaded closed. In case electrical power is lost or there is no air pressure these valvesare closed.When the air has passed the pack valve its temperature is regulated in a heat exchanger. There the bleed airexchanges heat with external air. External air is supplied to the heat exchangers by• two ground turbo fans when:

IAS ≤ 150 kts and landing gear is retracted for less than 10 minutes.Note: In case of ENG OIL LOW PRESS, the turbo fan starts on the opposite side and is running as long as


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IAS ≤ 150 kts regardless of landing gear position• by ram air when IAS > 150 kts

Note: Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve.

The conditioned air is then blown into the cabin by outlet ramps and evacuated through guides along the cabinwalls at floor level.A part of the evacuated air is recirculated by recirculation fans and the other part is evacuated overboard throughthe outflow valves.For the flight deck, forward cargo compartment, electric and electronic equipment things look slightly different.Again the ventilated air is ducted overboard or recirculated, but it is recirculated underfloor to the pressurizedcompartment and the selection is operated by the overboard (OVBD) valve which controls the underfloor (U/F)valve:• OVBD full closed → U/F open• OVBD partially or full open → U/F closed• OVBD NORMAL MODE: Automatic selection• OVBD MANUAL MODE: to be used in case of AUTO MODE failureor, on ground to accelerate

cabin heating (full closed position)Recirculated air is extracted by a fan that can be operated at different speeds:Rotation speed is minimum below 20°C (68°F)Rotation speed is maximum above 52°C (126°F)Rotation speed varies linearly between minimum and maximum.

The EXHAUST pushbutton may be used to control the OVBD valve in a partially open position but can only beused when OVBD valve AUTO MODE is activated.

Temperature is regulated by mixing hot and cool air in the packs. As mentioned the left pack supplies the cockpitand the cabin while the right pack supplies the cabin only. Two temperature control modes are available;• AUTOMATIC MODE

Each pack discharge temperature is controlled by an electronic temperature controller which computestemperature control valve position taking into account:• Duct temperature• Zone temperature demand selector• Associated compartment temperature• Aircraft Skin temperature

• MANUAL MODEEach pack temperature control valve is controlled directly by the zone temperature demand selector andlimited by the pneumatic temperature sensor.

The air condition is equipped with an overheat detection system too.When duct temperature downstream of the mixing chamber increases over 88°C (191°F) the temperature controlvalve is closed progressivly by the limiter in order to reduce hot air flow.When duct temperature passes 92°C (200°F) an Overheat caution is provided to the crew – the pack valve is notclosed.In case duct temperature passes 204°C (399°F) the pack closes automatically.


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9.2.1 Controls

9.2.1.1 Compartment Remperature Panel

9. Pack valve switchpushbutton pressed in Associated pack valve is open if electrical supply and air pressure are

availableNote: There is a 6 seconds delay on the right pack for passengercomfort

OFF (pushbutton released) Associated pack valve is closed. The OFF light illuminates whiteFAULT In case the pack valve position disagrees with selected position, or an

overheat (duct temperature > 204°C / 393°F) is detected the FAULTlight illuminates amber and the CCAS is activated. In case of anoverheat the valve is closed automatically.

10. Flow pushbuttonNORM (pushbutton released) Both pack valves are controlled automatically to provide 22 PSI

regulated pressureHIGH (pushbutton pressed in) Both pack valves are controlled to provide 30 PSI regulated pressure


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which increases flow. The HIGH light illuminates blue.11. Compartment Temperature selector

Selects temperature for compartment.12. Temperature Selector Pushbutton

Selects the temperature control mode of operationAUTO (pushbutton pressed in) Automatic mode is selected. Valve position is controlled by electronic

temperature controllerMAN (pushbutton released) Manual Mode is selected. The Compartment Temperature Selector

directly controls the position of the valve. The pneumatic temperaturelimiter will limit the maximum duct temperature below 88°C (191°F). TheMAN light illuminates white.

OVHT In case an overheat temperature is detected (T > 92°C / 200°F) theOVHT light illuminates amber and the CCAS is activated.It is not inhibited in MAN mode

13. Recirculation Fan PushbuttonSelects operation of respective recirculation fan.Pushbutton pressed in Recirculation fans are activated. Fan rotation speed varies from

1,500RPM to 2,200 RPM linearly, depending on temperature controlvalve position. If temperature is lower than 18°C (61°F), high speed isautomatically selected.

OFF (Pushbutton released) Fan stops. No recirculation, all the air is provided by the packs. TheOFF light illuminates white.

FAULT In case a low fan speed ( < 900 RPM) or fan electrical motor overheat condition is sensed theFAULT light illuminates amber and the CCAS is activated

14. Compt indicatorIndicates temperature in selected compartment in °C

15. Duct indicatorIndicates the temperature in the duct of the selected compartment before the air leaves the duct.

16. Compt selectorSelects the zone for which the temperature is indicated (FLT COMP or CABIN)

17. Gnd X-FeedSee Pneumatic System section

9.2.1.2 Avionics Vent Controls

7. OVBD valve control switchIn normal configuration the switch is secured in AUTO position to assure proper EXHAUST mode. Theswitch can be unsecured to manually select switch position.FULL OPEN The OVBD valve is fully open

CAUTION: Do not select OVBD valve full open if differentialpressure exceeds 1 PSI.


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AUTO The OVBD valve position is a function of• The EXHAUST mode pushbutton selection• The aircraft condition (flight or ground)

FULL CLOSE The OVBD valve is fully closed8. Exhaust mode pushbutton

Controls the OVBD valve as long as OVBD valve control switch is in AUTO position.NORM (pushbutton pressed in) On ground, engine 1 not running (OIL LOW PRESS)

• extract fans runs continuously• OVBD valve is full open• U/F valve is closedin flight (or on ground, engine 1 running)• extract fans runs continuously• OVBD valve is full closed• U/F valve is open

OVBD (pushbutton released)• extract fan is OFF• OVBD valve is partially open (in flight only)• U/F valve is closed• OVBD light illuminates white

FAULT Illuminates amber and the CCAS is activated in case of fan failure oroverheatNote 1: Aircraft on ground and external power available: if exhaustmode is set on OVBD position, a ground mechanic call is generatedand intermediate position is inhibitedNote 2: When start sequence is initiated, extract fan stops for 120seconds to avoid pressure shocks. Exhaust mode fault illuminates,however the ground mechanic call is not generated

9. Fault lightIlluminates amber and the CCAS is activated when there is an OVBD VALVE position disagreement:

• when on ground, engine 1 not running (OIL LOW PRESS) OVBDvalve is not fully open (except with CTL switch on FULL CLOSE)

• when in flight or on ground engine 1 running, OVBD valve is fullyopen (except with CTL switch ON FULL OPEN)

The light goes off when the OVBD VALVE reaches the seleced position.

9.3 PressurizationThe ambient pressure decreases with increasing altitude. Thus the cabin is pressurized to reduce load on theaircrafts hull due to differential pressure. Cabin pressure is controlled by the ratio of air flowing into the aircraft tothe aircraft which leaves the aircraft through outflow valves. The ATR is equipped with two outflow valves:• one electropneumativ outflow valve• one pneumatic outflow valveNormally cabin pressure is controlled by the fully automatic digital electronic controller but the pressurizationsystem can be controlled manually by using the manual pneumatic controller. During automatic operation thepneumatic outflow valve is slaved to the electropneumatic outflow valve and their opening will be the same.Safety functions are implemented in case of controller failure:• the positive differential pressure is limited to 6.35 PSI• the negative differential pressure is limited to -0.5 PSI


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9.3.1 Auto modeThe outflow valves are controlled by the digital controller. It computes a signal to position the outflow valve, takingthe following parameters into account:• Landing elevation – from landing elevation selector• Takeoff elevation is memorized by the controller• Cabin pressure• Aircraft static pressure generated by Air Data Computer, ADC 1 with captains altimeter baro setting. In case

of ADC 1 failure the aircraft static pressure is generated by ADC 2 with a 1013.2 HPa (29.92 in. Hg)reference.

The controller computes a theoretical cabin altitude and sends a signal to the outflow valve torque motor in orderto adjust the actual cabin altitude by opening or closing the outflow valves.In case the electrical signal is lost the outflow valves are closed.

9.3.2 Dump functionThe Dump function sends a fully open signal to the outflow valves.CAUTION: The DUMP pushbutton is mechanically protected and NO other safety devices protect from use of theDUMP function.

9.3.3 Manual modeWhen operating in manual mode the electropneumatical valveis closed and the pneumatic outflow valveoperated only. The control knob is used to select cabin climb or descent rate in the interval from -1500 ft/min to+2500 ft/min.

9.3.4 Ditching modeTwo electrical motors (one for each outflow valve) maintain both outflow valves in a closed position.Ditching mode is available in automatic and manual mode.

9.3.5 Controls

9.3.5.1 Automatic Controls

• Landing elevation indicatorDisplays selected landing elevation. Last two digits always show 0.


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• Elevation Set Trigger switchSets landing elevation. Selection between -1,500 feet and 9,900 feet possible. Adjustment is possible byincrements of 100 feet only.Move mouse pointer above switch to increase landing elevation. Left mouse button increases by 100feet, right mouse button increases by 1,000 feet.Move mouse pointer underneath switch to decrease landing elevation. Left mouse button decreases by100 feet, right mouse button decreases by 1,000 feet.

• Descent rate pushbuttonSelects cabin descent rate:NORM (pushbutton released) max. Cabin descent rate is -400 ft/minFAST (pushbutton pressed in) max. Cabin descent rate is -500 ft/min. The FAST light illuminates blue.

• Test pushbuttonInitiates test sequence. During test landing elevation shall read 18,800 and -8,800 alternately and FAULTlight illuminates amber on MAN pushbutton.

• Dump guarded pushbuttonThis pushbutton allows selection of DUMP modeNORMAL (pushbutton released) The digital controller operates normally. DUMP mode is NOT selectedON (pushbutton pressed in) Selects DUMP mode and opening signal is sent to the

electropneumatical outflow valve. Both outflow valves open fully. TheON light illuminates white

9.3.5.2 Manual controls

- Mode pushbuttonSelects the pressure control mode:pushbutton pressed in The digital controller is in operation (AUTO mode)MAN (pushbutton released) The digital controller is out of operation and the manual controller

regulates cabin pressure. The MAN light illuminates white.FAULT In case of digital controller failure the FAULT light illuminates amber and the CCAS is activated

- Manual rate knobSelects cabin climb and descent rate when operating in manual mode. Maximum selectable cabin climbrate is +2,500 ft/min and maximum selectable sinkrate is -1,500 ft/min.When operating in AUTO mode the knob must be placed to NORM.Left mouse button turns knob clockwiseRight mouse button turns knob counter-clockwise

- Ditch guarded pushbuttonSelects ditching mode.ON (pushbutton pressed in) The outflow valves are forced to closed position regardless of the

pressure control mode. The ON light illuminates white.


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9.3.5.3 Cabin press indicators

16. Altitude indicationIndicates the cabin pressure in thousands of feet altitude based on 1013.2 HPa (29.92 in.Hg.)

17. Rate indicatorIndicates the cabin altitude rate of change in x 1,000 ft/min

18. Diff indicatorIndicates the differential pressure between cabin and aircraft static pressure from -1 to +8 PSI.


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ATR 72-500Flight Controls

10 - Flight ControlsAn aircraft can be moved around three axes. So a control for each axis is needed:• Pitch - controlled by two elevators, mechanically actuated• Roll - controlled by one aileron, mechanically actuated and one spoiler, hydraulically actuated (blue

system) on each wing• Yaw - controlled by a rudder, mechanically actuatedFurthermore a pair of mechanically linked inboard and outboard flaps are provided for each wing. The flaps areactuated hydraulically from the blue system.The following graphic shows where to find the different systems .

10.1 Roll ControlRoll is controlled turning the yoke left and right. The yoke movement is transfered through cables and rods to theailerons which will deflect according yoke movement. In the real plane max yoke deflection is +/- 87° whileailerons travel +/- 14° up/down. During steep turns spoilers come up to increase roll rate. The spoilers retract andextend automatically dependent of the yoke deflection.The ATR offers a roll trim which resets the neutral position of the aileron. It is electrically controlled from a twincontrol switch through an electrical actuator. Maximum trim settings are 6.7° up and 6.7° down.10.2 Controls

10.2.1 Spoiler Position Indicator

The spoiler position indicator is located on the overhead panel in the upper-left corner.

When illuminated each blue light indicates that the associated spoiler is not in the retracted position.


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10.2.2 Roll Trim Position Indicator

The roll trim indicator is located on the right hand side of the engines.

It indicates the left aileron trim controlled tab travel.

10.2.3 Roll Trim Control Switch

The roll trim control switch can be found on the pedestal.

It is used to control the roll trim.Press right mouse button to command right wing down.Press left mouse button to command left wing down.10.3 Pitch ControlPitch is controlled by two elevators. These elevators are driven mechanically by the control columns thus by flightsimulators pitch commands.Furthermore two pitch trim systems are offered:The normal trim which is controlled by rocker switches in the real airplane is controlled by flight simulators trimcommands in this ATRThe standby trim system which is controlled by a trim switch located on the pedestal.

In the real aircraft a stall warning, a stick shaker and stick pusher system is included – this is not possible withinflight simulators limitations. Thus only the stall warning is functional but stick shaker and stick pusher controls areimplemented to enhance realism.When the aircraft approaches an critical angle of attack the stall warning sounds and the stick shaker somes on,shaking the complete control column. In case the angle of attack is still increased the stick pusher comes onpushing the control column forward.


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10.3.1 Pitch Trim Position Indicator

Indicates right pitch trim actuator tab travel.A green sector from 0° - 2.5° indicates pitch trim takeoff range. If trim is out of this range the warning horn willsound during takeoff.

10.3.2 Pitch Trim Asym Light

Illuminates to indicate a pitch tabs desynchronization.

10.3.3 STBY Pitch Trim Control Switch

The STBY pitch trim control switch is a guarded switch. To open protection click on the hinge to the left. There isa click area above the switch – click there to trim nose up.The click are to trim nose down is underneath the switch.Notice that activation of standby pitch trim disengages autopilotCAUTION: Do not use normal trim and standby trim simultaneously.


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10.3.4 Stick Pusher pushbutton

FAULT ligh (amber) Indicates a stick pusher or stick shaker failureOFF position switches the stick shaker, stick pusher and the stall warning off.

CAUTION: No aural or visual warnings remain that indicate a stall.

10.3.5 Stick pusher light

The stick pusher light is located on the first officers main panel. To access the first officers main panelconfigurate the ATR for FO main view panel using the ATR configuration manager !

The stick pusher light illuminates green to indicate the stick pusher is operating.

10.4 Yaw ControlYaw is basically controlled using the pedals to control rudder position. A Travel Limitation Unit, TLU, is fitted onthe aircraft to limit deflection according to airspeed. The bigger the airspeed the bigger the loads on the rudderbecome. To prevent damage to the rudder when full left or right rudder is selected the maximum deflection angleof the rudder is reduced when reaching 185 kts during acceleration. During deceleration full rudder movement isregained when reaching 180 kts.Normally the TLU operates automatically and gets the information about airspeed from the Air Data ComputersADC 1 and 2. In case of ADC failure the pilot can select LO SPD or HIGH Speed manually.

Yaw Trim is performed by offsetting the spring tab zero position. Yaw trim is controlled from a twin rudder rotaryselector through a trim actuator. A Releasable Centering Unit, RCU, prevents pedal movement during trimoperation. So the pedals remain in neutral position when rudder trim is used. The trim setting is indicated on thetrim indicator. Maximum values are +/- 3 dots.

To prevent excessive movement of the rudder due to gusts a yaw damper is installed. In flight the yaw damperregulates rudder travel speed.


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10.4.1 TLU Controls

The TLU control panel is located on the overhead panel in the upper left corner.

AUTO Automatic mode – HI SPD is automatically selected when reaching 185 kts during acceleration

LO SPD is automatically selected when reaching 180 kts during deceleration

HI SPD High Speed mode is selected manuallyLO SPD Low Speed mode is selected manuallyFAULT Illuminates amber when a system failure is detected:

• system disagree• both ADCs failed• ADC data corrupt• TLU position synchro failure

10.4.2 LO SPD Light (Associated to TLU)

This light is located on the right hand side of the engine instruments.

LO SPD light illuminates green when rudder travel is not limited

10.4.3 Yaw Trim Position Indicator

Indicates units of trim motor displacement

10.4.4 Yaw Trim Control switch

Controls the yaw trim actuator.


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Left mouse button trims Nose left

Right mouse button trims Nose right.

10.5 FlapsEach wing is equipped with two mechanically linked flaps (inboard and outboard flap). The flaps are controlled bythe flap control lever which sends an electrical signal to the flap valve which hydraulically acuates the four flapactuators. The flap lever can be positioned to 0°, 15° and 30°.In case the flap angle differs by more than 6.7° the flap asymmetry warning is activated and the electrical supplyto the flap control system is isolated.So flaps stay in their present position and the flap lever has no more effect on the system. Maintenance action isrequired to reset flap system.

10.5.1 Flaps Control Lever

Controls the flap operation. Distinct positions correspond to flaps 0°, 15° and 30°. To change flap setting useflight simulator commands for flap extension and retraction or the mouse buttons:Left mouse button extends flapsRight mouse button retracts flaps.

10.5.2 Flaps Position Indicator

The flaps position indicator is located on the right hand side of the engine instruments. It indicates the actual


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flaps position. A blue EXT flap indicates that the flap valve is hydraulically commanding flap extension.

10.5.3 Flaps Asymmetry Light

Illuminates amber when flaps asymmetry exceeds 6.7°

10.6 Gust LockDue to flight simulators limitations the gust lock implementedin the Flight One ATR reduces to the function oflimiting power lever travel to provide protection against too high power settings when in Hotel mode.In the real airplane it provides locking devices for the elevators and ailerons to protect the flight controls onground.The gust lock is activated by clicking the click area as shown in the Powerplant chapter.


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ATR 72-500Landing Gear and Brakes

11 - Landing Gear and BrakesThe ATR's landing gear is comprised of– one forward retracting nose gear– two retractable main gearsBoth are hydraulically actuated and all are equipped with shock absorbers. For ground operation a nose wheelsteering is provided. In case of hydraulical or electrical failure the gear can be extended by gravity.11.1 Landing GearThe landing gear is controlled by the landing gear lever and the gear indication system. The landing gear levercan be found right hand side of the engine instruments while there are two landing gear position indicators.These landing gear position indicators are supplied from two different sensor units. The primary system,managed by MFC module 1A supplies the indiator above the gear lever and the secondary system is managedby MFC module 2A and indicates the gear position on the overhead panel.Remember:• During reatraction the gear is automatically braked• As soon as the gear is locked in the selected position, hydraulic pressure is released from the connecting line• The gear doors are mechanically linked to the gear and are retracted opened and closed automaticallyIn case normal gear extension fails there is a gear emergency extension. The gear extends and locks due togravity and aerodynamic forces. Check your flight simulator which for the assigned key for manual gearextension.

The nose wheel steering mechanism is mechanically controlled from the cockpit and powered by the bluehydraulic system. Nose steering angle is +/- 60° and maximum possible nose wheel deflection (during towing !) is+/- 91°. An internal mechanism returns the wheel to centered position when the aircraft is of ground. Steeringcontrol will be as long maintained as one gear remains on the ground.Use differential braking/differential thrust in case steering mechanism is deactivated.

11.1.1 Landing Gear Control Panel

1. Landing Gear Control LeverClick with either mouse button toggles gear lever:


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UP Gear retraction is selectedDOWN Gear extension is selectedA red light in the gear lever indicates and the CCAS is activated whenever any gear is not sensed down andlocked by the detection system.

2. Landing gear position indicatorDisplays gear position as seen by MFC 1. ∇ illuminates green when respective down and locked is sensed.UNLK illuminates red when respective gear is not locked in the lever selected position or, if on ground, theuplock box is not in the open position.

11.1.2 Landing gear position indicattor – overhead panel

Displays gear position as seen by MFC 2. ∇ illuminates green when respective down and locked is sensed.UNLK illuminates red when respective gear is not locked in the lever selected position or, if on ground, the uplockbox is not in the open position.11.2 BrakesThe four main gear wheels are equipped with multidisc carbon brakes, each operated by one set of fivehydraulically powered pistons. There is a normal brake and a parking brake. The normal brake is supplied withhydraulic power from the green system while the parking brake is supplied by the blue hydraulic system.

To prevent locked wheels during braking am anti-skid-system is provided which is activated when the gear isextended and aircraft speed exceeds 10 kts. Each wheel and each pair of external or internal wheels aremonitored. The aim of the anti-skid system is to minimize maximum stopping distance while minimizing wheelslip and brake and rire wear as well.The locked wheel protection system is realized by comparing left hand and right hand wheel speeds. The righthand and left hand outboard wheels speeds are compared as well as the inboard wheel speeds. For velocitiesabove 23 kts and a speed differential of more than 50% or greater between the two speed signals will result ingeneration of a locked wheel signal and thus in brake release.When the aircraft touches down braking action is inhibited as long as wheel spin up is below 35 kts or for 5seconds so th wheel speed can built up especially on low friction pavements or with light vertical wheel load.

11.2.1 Emergency/Parking Brake Handle


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Controls emergency and parking braking mode through the emergency and parking metering valve. Springloadedto the OFF position.EMER not simulated

PARKING Full pressure is applied to the brakes

Caution: Anti Skid is deactivated for Emergency Braking action

11.2.2 Brake Temperature Indicator

The light illuminates amber and the CCAS is activated when at least one of the brakes temperature exceeds 150°C.

11.2.3 Brake Pressure Indicator

Displays the pressure of the accumulator supplied by the blue system. Normal value is 3,000 PSI.Check Hydraulic Chapter for more information on hydraulic system.

11.2.4 Anti-Skid Control Panel

Remember that simulation of anti-skid is not possible in flight simulator. The panel is included to enhancerealism.

1. Anti Skid PushbuttonControls activation/deactivation of anti-skid-system.

2. Anti-Skid channel fault lights


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Illuminate amber and CCAS is activated in case a failure is detected in the associated channel. Anti-Skid islost for any faulty channel

3. Test pushbuttonInitiates test sequence. FAULT lights for all anti-skid channels illuminate as long as pushbutton is pressed.


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ATR 72-500Ice and Rain Protection

12 - Ice and Rain ProtectionTo fly the ATR in most weather conditions ice- and rain-protections must be provided. Three kinds of systems areinstalled in the ATR• Pneumatic ice protection

Using hot air tapped of the engines by the left and right de-ice valves regardless of bleed valve position. Thepneumatic system supplies the following ice-protection systems:

• outer, center and inner wing leading edges• horizontal tailplane leading edges• engine air intakes and gas paths

• Electrical heatingElectrical power from the AC wild frequency system is provided to the heaters. Electrical heating is providedfor the following systems

• propeller blades• windshields• probes• flight control horns

• Windshield wipers

Furthermore an anti-icing advisroy system is installed to warn the crew in case build-up of ice is sensed.The following sections will be discussed throughout this chapter• Anti-Ice Advisory System• Engine and Wing protection• Propeller Anti-icing• window HeatersProbe heat• Rain protection

12.1 Anti-Ice Advisory System (AAS)The Anti-Ice Advisroy System, AAS, is comprised of an ice detector, an icing evidence probe and three lights inthe cockpit: icing (amber), icing AOA (green) both located on the center panel and de-Icing (blue) located on thememo panel.The ice detector is located under the left wing and alerts the crew as soon as ice accretion is sensed. As soon asice accretion is sensed the amber icing light illuminates on the center panel.The Anti-Ice Advisory System performs self-test contiunuously and a FAULT light illuminates and a single chimesounds in case a failure is detected.The following graphic shows the ice-detection cycle:


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Remember that only ice accretion is indicated !When the ICING light extinguishes ice accretion has stopped but the aircraft is not yet free of ice.

12.1.1 Controls

12.1.1.1 Ice Detector Panel

1. Ice Det Indication LightIn case icing accretion is detected ICING light illuminates amber.Provided both orns anti icing and airframe de icing are selected ON it illuminates steady.In case horns anti icing and/or airframe de icing are not selected ON the light flashes.Whenever a failure is detected the FAULT light illuminates amber.

2. Ice Det Push to test pushbuttonChecks the right operation of the ice detector.Press and hold for 3 seconds:- amber ICING light flashes on central panel (with associated warning)- ICE DET FAULT illuminates (with associated warning) if a faulty ice detector is sensed

3. Icing AOA pushbutton- Icing AOA light illuminates green as soon as one horns anti icing pushbutton is selected ON. Thus the crewis alerted that stall threshold is lower in icing conditions- Icing AOA light can only be extinguished manually by depressing it, provided both horns anti icing areselected OFF.Stall threshold values recovers the values defined for flight in normal conditions.

Icing evidence probe

The icing evidence probe is located on captains side and visible through the side window. It indicates ice


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accretion as it is not heated. The following graphics show the icing evidence probe not iced during the day, icedduring the day and heavily iced in the night.

12.1.1.2 De Icing Indicator

Illuminates Blue on memo panel when airframe deicing system is selected ONFlashes Blue on memo panel when airframe deicing system is still selected ON five minutes after last ice

accretion detection12.2 Engine and Wing protectionThe basic principle of the engines and wings ice protection system is to inflate boots in order to remove ice.Delivery pressure is controlled by the de ice valves to 1.4 bar (20.3 PSI). Seven distribution valves control airsupply to the boots:1. left engine air intake and seperation chamber2. right engine air intake and seperation chamber3. left outer wing leading edge4. left center wing leading edges and left internal wing leading edge5. right outer wing leading edge6. right center wing leading edges and left internal wing leading edge


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7. horizontal tailplane leading edgeThe distribution valves are controlled by the MFC and have one input and two outputs A and B.

Two types of boots are used:• chordwise boots A and B alternating for the leading edges and the gas paths• annular boots for the engine intakes

For the annular boots anti-ice MUST be activated before ice accretion takes place - don't wait for ice accretion

The boots are inflated according defined sequences. The sequence for normal mode is shown below. Twobeginnings of the following sequence may be selected:• Slow mode: next sequence starts at 180 seconds (SAT < -20°C)• Fast mode: next sequence starts at 60 seconds (SAT > -20°C)

In OVRD mode the timer is completely seperated from the MFC and fast mode is available only. The followinggraphic shows the sequence for OVRD mode.

12.2.1 Controls


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12.2.1.1 Engine/Wing De-Icing Panel

1. Airframe Bleed pushbuttonControls both de ice and isolation valvesPushbutton pressed in Normal operation – both DE ICE and ISOLATION valves are openOFF (Pushbutton released) Deactivates airframe de-icing as both DE ICE and ISOLATION valves are

closed. Engine anti-ice may still be used.FAULT In the following cases the light illuminates amber and the CCAS is activated:

• Air pressure downstream of de-ice valves drops below 14 PSI formore than 10 seconds

• Inflation sequence of airframe boots A or B is not correct• Air temperature upstream of the de-ice valves exceeds 230°C

Release pushbutton to inhibit alert2. Airframe pushbutton

Controls the output A and B of both wing and stabilizers distribution valves.Pushbutton released Normal Operation – associated boots stay deflatedON (pushbutton pressed in) MFC is initiated to start de-icing sequence depending on MODE SEL

pushbutton. The ON light illuminates blueFAULT This light illuminates amber and the CCAS is activated when:

• no downstream pressure is detected with associated distributionvalve output selected open

• A downstream pressure is detected with associated distributionvalve output selected closed

3. Engines pushbuttonsControls de-ice valves and outputs A and B of respective engine distribution valvesON (pushbutton pressed in) DE-Ice valve is controlled open and a signal is sent to the MFC to initiate a

sequence. The ON light illuminates blue.Pushbutton released Associated boots stay deflated. In case of airframe airbleed FAULT and ENG FAULT

de-ice valves are controlled in closed position.FAULT The FAULT light illuminates amber and the CCAS is activated in case:

• no downstream pressure is detected with associated distributionvalve output selected open

• A downstream pressure is detected with associated distributionvalve output selected closed

• AIRFRAME AIRBLEED pushbutton is selected OFF and airtemperature upstream of the de-ice valve exceeds 230°C

• Inflation sequence of engine boots A or B is not correct4. De Icing mode sel pushbutton

Controls the selection of wings/engines boots inflation sequences when MAN mode is selected on MODE SEL


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AUTO pushbutton see item 5FAST (pushbutton released) timing cycle 60 secondsSLOW (pushbutton pressed in) timing cycle 180 seconds – SLOW light illuminates blue

5. De-Icing Override pushbutton (guarded)Controls emergency de-icing operation.NORM (pushbutton released) Normal operationOVRD (pushbutton pressed in) The OVRD light illuminates white and emergency de-icing is activated

and thus the OVRD sequence is started (timing cycle 60s). Thisposition is used when the associated FAULT light illuminates.

FAULT The light illuminates amber when both MFC modules associated to airintake boots control fail resulting in an incorrect inflation sequencing

6. Mode sel AUTO pushbuttonPushbutton released Normal operation (operating in automatic mode). The DE-ICING MODE Sel pushbutton

(see item 4) is inoperative. De-ice sequence is selected automatically.FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC

fails. FAST mode is selected automatically.MAN (pushbutton pressed in) DE-ICING MODE Sel pushbutton is operative and allows selection of

proper de-icing sequence depending on SAT. MAN illuminates white.

12.2.1.2 Horns Anti Icing Panel

Horns Anti Icing pushbuttons

Controls the activation/deactivation of the following units:• RUD and L ELEV: Rudder and left elevator horns anti-icing• AIL and R ELEV: Ailerons and right elevator horns anti-icingHorns heating is inhibited on ground !

ON (pushbutton pressed in) Associated anti icing units are activated. The ON light illuminates blueNote: Selecting at least one horn of the horns ON, reduces stall alertthreshold

OFF (pushbutton released) Associated anti icing units are deactivated.FAULT The light illuminates amber and the CCAS is activated to indicate that

electrical power is lost on the associated system

12.3 Propeller Anti-icingPropeller anti icing is performed by electrical powered heaters installed in the propeller blades.The resistors used for heating are installed near the blade surface of the inboard section of the blade leadingedges. The heating elements of three blades are electrically connected (every other blade) and they are suppliedwith 115 V electrical power from the AC wild frequency system.Two operating modes are available and automatically selected depending on the temperature.


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The following graphics show the time sequences of both modes:

Low power cycle – normal operation

High Power Cycle – MODE SEL ON


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12.3.1 Controls

12.3.1.1 Propeller Anti icing panel

1. Prop pushbuttonControls the propeller heating elements of left and right propeller.ON (pushbutton pressed in) The heating units are activated – the ON light illuminates bluepushbutton released The heating elements are not activatedFAULT The FAULT light illuminates amber to indicate that at least one blade is

not heated / electrically supplied.2. Anti-Ice Mode Sel pushbutton

Controls the of propeller heat cycles. Only active when MAN is selected on MODE SEL AUTO pushbutton(see item 3)pushbutton released Low Power cycle selectedON (pushbutton pressed in) High Power cycle selected. The ON light illuminates blue

Note: Select Low Power when temperature is between 0°C and -10°(32°F and 14°F)Select High Power when temperature is between -10°C and -30°C (14°F and -22°F)Below -30°C (-22°F) icing problems should not be existant

3. Mode Sel Auto pushbutton (same pushbutton as Engine and Wing protection)pushbutton released Normal operation (automatic operating mode), Anti-Icing Mode Sel

pushbutton is inactive.FAULT Illuminates amber and the CCAS is activated when MFC and/or ADC

fails. High Power Cycle is selected automatically.MAN (pushbutton pressed in) DE-ICING MODE Sel pushbutton is operative and allows selection of

proper de-icing sequence depending on SAT. MAN illuminates white.12.4 Window HeatersThe cockpit windows are electrically heated to prevent icing and fogging of the windows.The front windows are protected by a thin heated film which is supplied with 200V electrical power from the ACwild frequency system.. A temperature controller keeps the outer windshield temperature above 2°C (35.6 °F) toprevent icing while the inner temperature is kept above 21°C (70°F) to prevent fogging.The side windows are protected by an electrically heated system which comprises smal wires embeeddedbetween two lies of glass. It is supplied with 28 volts DC and keeps the inner temperature over 21°C (70°F) toprevent fogging.


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12.4.1 Controls

1. Windshield HTG L or R pushbuttonControls activation of L and R window heat systemsPushbutton pressed in power is supplied to the window heat systemOFF (pushbutton released) Window heat system is deactivated, no electrical power supply. The OFF light

illuminates whiteFAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS is activated.

2. Side Windows pushbuttonControls activation of Side windows heat systemON (pushbutton pressed in) Side Window Heat System is activated – the blue ON light illuminatesPushbutton released Side Window Heat System is deactivatedFAULT In case electrical power is lost the FAULT light illuminates amber and the CCAS

12.5 Probe heatTo prevent icing on air data sensors, electrical heating is provided for:• pitot tubes• left and right static ports• Alpha (angle of attack) probes• TAT probesAll probes except TAT are heated on ground and in flight. The TAT is heated in flight only – ground heating isprohibited.

12.5.1 Controls

1. Pitot LightsIlluminates amber and the CCAS is activated if any pitot tube is not heated on ground or in flight


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2. Alpha, TAT lightsIlluminates amber and the CCAS is activated if probe is not heated

3. Stat lightsIlluminates amber and the CCAS is activated when the respective probe is not heated. Static ports aremonitored by CCAS in flight

4. Capt, Stby and F/O pushbuttonsControl the activation of their respective probesON (pushbutton pressed in) Probe heating is activatedOFF (pushbutton released) Probe heating is deactivated. OFF light illuminates white and respective probe

FAULT light illuminates amber12.6 Rain protectionFor rain protection two windshield wipers are installed. One is installed on the captains windshield and the otheron the first officers windshield. The wipers are operated by an electrical motor and controlled by two windshieldwiper selectors on the overhead panel. The maximum speed to operate the wipers is 160 kts.

Wiper rotary selectorControls the windshield wiper on the associated side. Press right mouse button to turn clockwise, left mousebutton to turn counter-clockwise. 3 positions are available:OFF windshield wiper is offSLOW wiper operates at 80 cycles/minFAST wiper operates at 130 cycles/minDue to limitations within flight simulator the wipers are only visible in the visual cockpit and external views but notfrom the 2D panel.


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ATR 72-500Flight Instruments

13 - Flight InstrumentsThis chapter covers all instruments needed to basically fly the ATR.It is devided into 5 sections:• Air Data System

Covers airspeed indiators, altimeters and vertical speed indicator• Attitude and Heading Reference System (AHRS)

Covers Standby Horizon, standby compass, Radio Magnetic Indicator (RMI)• Eletronic Flight Instrument System (EFIS)

Covers EADI, EHSI and EFIS control panel• Clocks• Flight Recorders

Covers Flight Data recorder and Voice recorder

13.1 Air Data SystemThree air data systems provide flight environment data:• Two main systems• One standby systems

Two independent Air Data Computers, ADC 1 and ADC 2 comprise the main systems. Several probes and portsprovide• static air pressure• total air pressure• total air temperatureto both units so the ADCs are able to compute the following parameters:• pressure altitude• vertical speed• indicated air speed (IAS)• true air speed (TAS)• total air temperature (TAT)• static air temperature (SAT)Just a quick explanation on total and static values. Take pressure as an example; total pressure may be devidedinto static pressure and dynamic pressure. Static pressure is the ambient pressure, so to speak the pressure onecan measure when one is not moving while dynamic pressure is the pressure due to movement. Total pressureis simply the sum of static and dynamic pressure.

ADC 1 supplies the computed data to the captains flight instruments (altimeter, airspeed indicator, vertical speedindicator) and several other systems. ADC 2 supplies the first officers flight instruments some more systems.

The standby system consists of two static ports and one pitot probe. The standby airspeed indicator and standbyaltimeter are directly supplied by raw data.


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13.1.1 Controls

13.1.1.1 Airspeed Indicator

1. Airspeed PointerIndicated airspeed, IAS, is indicated by pointer on scale from 60 to 400 kts.From 70 to 210 kts 2 kts incrementfrom 210 to 250 kts 5 kts incrementfrom 250 to 400 kts 10 kts increment

2. VMO pointerThe red and white striped pointer indicates maximum airspeed, calculated by the associated ADC. An auralwarning (clacker) will sound (initiated by the CCAS) if this value is exceeded.

3. Movable Indices (BUGS)Four colored bugs – may be set manually to desired speeds. There are four clickareas for each bug which isindicated by a number. Left mouse button click decreases value while right mouse button click increasesvalue. Green bug: 7, Red bug: 8, white bug: 9, yellow bug: 10

4. Speed selectorSets speed bug (see item 5). Left mouse button click decreases selected speed and right mouse button cickincreases selected speed

5. Speed bugIndicates the selected speed

6. OFF/Red Flagnot simulated

13.1.1.2 Standby airspeed indicator

Indicates airspeed calculated from standby static and standby pitot pressures. Scale is graduated from 40 to 330kts. From 40 to 200 kts the scale is graduated in 5 kts increments and from 200 to 330 kts in 10 kts increments.


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13.1.1.3 Altimeters

1. MB and In. Hg countersDisplay barometric pressure. Display range: 948 – 1049 mbar and 28 – 30.99 in. Hg

2. BARO knobSelects barometric pressure. Left mouse button click decreases value and right mouse button click increasesvalue.

3. Altitude pointerIndicates altitude – one revolution represents 1,000 ft altitude change

4. Altitude counterDisplays altitude, indicating thousands, hundreds and twenties feet increments.When altitude is below 10,000 feet the most left drum shows a black and white flag.When altitude is below 0 feet the most left drum shows a NEG black flagIn case of ADC failure, indicator failure or power failure a red OFF flag is indicated

5. Altitude alert lightIlluminates amber when altitude alert is triggered

13.1.1.4 Standby Altimeter

1. MB counterDisplay barometric pressure. Display range: 948 – 1049 mbar

2. Baroset knobSelects barometric pressure. Left mouse button click decreases value and right mouse button click increasesvalue.

3. Altitude pointerIndicates altitude – one revolution represents 1,000 ft altitude change

4. Altitude counterDisplays altitude, indicating ten thousands, thousands and hundreds feet increments.When altitude is below 10,000 feet the most left drum shows a black and white flag.When altitude is below 0 feet the most left drum shows an orange and white flag


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13.1.1.5 TCAS Vertical Speed Indicator

The Vertical Speed Indicator displays the vertical speed of the airplane. Integrated into the ATRs vertical speedindicator is a TCAS system. TCAS means Traffic Collision Avoidance System.The TCAS display unit is included into the vertical speed indicator gauge by the little plane symbol and itssurrounding. Other traffic is diplyad by colored symbols depending on its relative position, speed and heading. Incase a collision might occur at first an traffic advisory (TA) is given – the display symbol of the incoming aircraftchanges to an amber colored filled circle. In case a collision becomes likely a resoultion advisory is given by theTCAS system and the displayed symbol changes to an red colored filled square. Furthermore colored arcs aredisplayed in the vertical speed indicator to indicate a flight path which avoids a collision. An red arc meansprohibited vertical speeds, a green arc displays the vertical speeds to choose in order to avoid a collision.See the TCAS section in the communication chapter for more information on TCAS system.

1. Vertical speed pointerIndicates rate of climb/descent from 0 to +/- 6,000 ft/min.

2. Vertical speed recommended arc (green)Green arc indicates vertical speed range to fly in – activated by TCAS

3. Vertical speed prohibited (red)Red arc indicates vertical speeds not to enter or to fly out of

4. Fixed aircraft mockupIndicates own aircraft – surrounded by circle which equates 2 nm distance

5. Display range selectionDisplays actual selected TCAS range.Select 6 nm for takeoff, low altitude climb, approaches and landingsSelect 12 nm range for high altitude cruise.

6. TestInitiates test sequence

7. Light sensor8. Extended altitude surveillance status

Selects altitude range scanned by the TCAS systemABV viewing traffic from 2,700 ft below to 9,900 ft aboveBLW viewing traffic from 2,700 ft above to 9,900 ft belownormal position: viewing traffic from 2,700 ft below to 2,700 ft above


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9. Intruder Symbolfilled square (red) TCAS Resolution Advisoryfilled circle (amber) TCAS Traffic Advisoryfilled diamond (cyan) proximity trafficblank diamond (cyan) other traffic

10.Intruder relative altitudedisplays relative altitue of traffic. Altitude is displayed in x 100 feet by two digits and a + indicating positionabove own altitude or a – indicating a position below own altitude

11.Relative vertical speed indicator↑ indicates climbing traffic ↓ indicates descending traffic

12.Vertical speed flagAppears when indicator is not able to display vertical speed of surrounding traffic. When V/S flag appears,relative vertical speed indicator disappears

13.Resolution Advisory FlagAppears only if the indicator is not able to display RA's or vertical speed

14.Traffic function flagTD FAIL indicator is not able to display intrudersTCAS OFF TCAS is in STBY modeTCAS FAIL TCAS is failedTEST shows up during test

15.“TA” only indicationIndicator is in TA ONLY mode and won't give any Resolution Advisorys

13.1.1.6 TAT-SAT/TAS Indicator

1. TAS indicatorIndicates True Air Speed as three digits. Displays --- when selected ADC signal is not valid

2. TAT indicatorIndicates total air temperature in °C as three digits. A – indicates temperatures below 0°C. When selectedADC signal is not valid --- is displayed

3. SAT pushbuttonDisplays SAT when pressed. SAT is then displayed in °C in the TAT window


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13.1.1.7 ADC switch

Selects ADC to feed both EEC, TAT/SAT/TAS Indicator. FAULT light illuminates when ADC selection does notmatch switch position.

13.2 Attitude and Heading Reference System (AHRS)The attitude and heading reference system computes the aircrafts heading and attitude so that flight instrumentscan be supplied with heading and attitude data. Vertical accuracy remains within +/- 1.4° and heading accuracywithin +/- 2°. Two AHRS modules compute attitude and heading data and supply the following systems:• Symbol Generator Unit, SGU 1 (see EFIS section) with attitude and heading – supplied by AHRS 1• First officers RMI (heading) – supplied by AHRS 1• FDAU with attitude and heading – supplied by AHRS 1• Radar (attitude) – supplied by AHRS 1• Symbol Generator Unit, SGU 2 (see EFIS section) with attitude and heading – supplied by AHRS 2• Captains RMI – supplied by AHRS 2

13.2.1 Controls and Indicators

13.2.1.1 Radio Magnetic Indicator (RMI)

1. Compass CardDisplays heading. Graduated in 5 degree increments

2. Bearing pointersIndicate the bearing to the station selected.

3. VOR/ADF selectorsClick to select whether the ADF or the respective VOR station is displayed. Possible selections:ADF 1 or VOR 1 – use either left or right mouse button to toggle selectionADF 2 or VOR 2 – use either left or right mouse button to toggle selection


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13.2.1.2 Standby Horizon

1. Attitude sphereMarked every 5 degrees of pitch axis, to +/- 80 degreesRoll angle is given by a sclae marked at 10, 20, 30, 60 and 90 degrees

2. Aircraft symbolOrange, represents the aircraft position on the attitude sphere

3. Setting knobCauses rapid erection when pulled and instrument is powered

13.2.1.3 Standby Compass

Normally the standby compass is in hidden up position. Move selector to Down, DN to bring standby into view.The compass rose is graduated in 10 degree increments.1. Stby compass selector

UP compass is idden from viewDN compass is in view

2. Standby compassstandby compass itself

13.3 Eletronic Flight Instrument System (EFIS)The main idea of the EFIS system is to present a lot of information to the pilot condensed in one system. Thusdata supplied by several sources (AHRS, ASI, Navigation Equipment) is processed so that it can be displayed ontwo Cathodic Ray Tubes (CRT).Actually the Signal Generation Unit is the interface between the data sources and the pilots CRTs. The SGU iscomprised of three parts:


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Part A – Data input which acquires data from attitude, heading and navigation systems.Part B – Avionics Standard Communication Bus, ASCB. This part is the interface with the ASCB whichenables the SGU to exchange data with the other piots systems.Part C – Symbol Generation. The part that generates the visual information presented to the pilots by thetwo CRTs.Two instruments are displayed by the CRTs. The upper one displays the Electronic Attitude Director Indicator,EADI and the lower one the Electronic Horizontal Situation Indicator, EHSI.

To control both CRTs an EFIS Control Panel, ECP is provided. For course, heading and altitude selection twopanels are installed: One CRS/HDG panel on the captains side which allows course selection for VOR 1 and theheading and one CRS/ALT panel on the first officer's side which allows course selection for VOR 2 and altitudeselection.

13.3.1 Controls

13.3.1.1 Electronic Attitude Director Indicator, EADI

1. Aircraft SymbolThe fixed aircraft symbol indicates the aircrafts attitude by the relationship of the aircraftsymbol to themovable horizon.

2. Roll attitude (white)Displays actual roll attitude through a movable index and fixed scale reference marks at 0, 10, 20, 30, 45 and60 degrees.

3. Horizon and Pitch scaleAs mentioned for item 1the aircrafts attitude is displayed by the relationship of the aircraft symbol and themovable horizon. The blue zone indicates the sky zone (nose up pitch) and the brown zone indicates earthzone (nose down pitch). Furthermore a white pitch scale is integrated in the movable horizon with referencemarks at 5, 10, 15, 20, 30, 40 and 60 degrees nose up and 5, 10, 15, 20, 30, 45 and 60 degrees nose down.Red arrows come into view for pitch angles above 40° nose up and below 30° nose down.

4. Slip indicatorIndicates if the flight is coordinated or not. Keep the ball centered for coordinated flight.

5. Fast / Slow IndicatorA moving white index indicates the difference between the selected airspeed (Airspeed Indicator speed bug)and the aircrafts speed. Speed deviation is indicated from +15 kts to -15 kts. The lower end indicates slowspeeds and the upper end indicates speeds to fast.At +/- 15 kts the white index is half visible.At F or S deviation is +/- 11 kts


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At ◊ deviation is +/- 5.5 ktsWhen the white index is right in the middle deviation is 0 kts.

6. Radio Altitude, RA IndicationDisplays radio altitude. Altitude is displayed in blue letters, RA in white letters. Range is 20 – 2,500 feet, above2,500 feet radio altitude information is not displayed.In case information is not valid, amber dashes are displayed

7. Autopilot, Flight Director lateral modes annunciatorDisplays active and armed lateral autopilot modes. Armed modes are displayed in white letters, active modesare displayed in green letters. Available modes: VOR, LOC, HDG, LNAV – see Automatic Flight ControlSystem section

8. Autopilot, Flight Director vertical modes annunciatorDisplays active and armed vertical autopilot modes. Armed modes are displayed in white letters, active modesare displayed in green letters. Available modes: ALT, GS – see Automatic Flight Control System section

9. CPL status indicatorIndicates which panel, captains or first officer's is selected – see Automatic Flight Control System section

10.Autopilot Message indicatorAP ENG Illuminates green when autopilot is engaged

10.Flight Director Command BarsDisplay computed commands to cpature and maintain a desired flight path. Align the aircraft symbol with thecommand bars to fly desired path – see Automated Flight Control System section

11.Glideslope and Localizer IndicationIndicates deviation from ILS glideslope and localizer. An ILS station must be tuned to NAV 1 to displaydeviation indicators. In case either bar can not be displayed a red cross is displayed over the deviationindicator.

12.Decision Height, DH, Indicator and annunciatorDisplays selected decision height in blue and DH letters in white. In case selected DH is zero, no decisionheight information is displayed. The decision height selector is located on the EFIS Control Panel, ECP andmaximum selectable decision height is 990 ft.When the aircraft approaches selected decision height + 100 ft (radio altitude) a white box appears. When theaircraft descends through decision height the amber “DH” symbol illuminates inside the white box.

13.Runway symbolThe runway symbol appears when radio altitude is lower than 200 ft.

14.Marker beacon indicationThe white box appears as soon as a LOC frequency is selected on NAV 1.A blue “O” illuminates when passing Outer MarkerAn amber “M” illuminates when passing Middle Marker


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An white “I” illuminates when passing Inner MarkerWhen a VOR frequency is selected the white box is not displayed but the white box and indication appearsimultaneously when a marker beacon is overflown.

13.3.1.2 Electronic Horizontal Situation Indicator, EHSI

The Electronic Horizontal Situation Indicator offers two operating modes:• ROSE display and• ARC displayedBoth displays are similar so the main features are discussed for the ROSE display and then the ARC mode andits differences are introduced.Use the ECP to toggle display modes (see ECP section)

1. Lubber LineThe lubber line is used to read the aircrafts heading on the white heading dial

2. Heading BugIs positioned by the HDG knob and displays selected heading.

3. Aircraft SymbolDisplays aircrafts position

4. Course PointerIndicates selected course for NAV 1

5. Selected Heading IndicatorDigitally displays selected heading

6. Ground Speed / Time to go, TTG indicatorIndicates aircraft's ground speed or time to NAV 1 station. Tuned NAV station must provide DME (Distancemeasuring equipment) signal so that ground speed or time to go can be computed and displayed

7. NAV 1 selected course indicatorIndicates selected course for NAV 1

1. Course deviation indicatorIndicates course deviation by dots relative to aircrafts position (reference is aircraft symbol). In case no signalis received a red cross is displayed


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2. Glideslope deviation indicatorDisplays glideslope deviation by scale and moving green index. Index and scale are visible only when ILSstation is tuned to NAV 1. In case no signal is received a red cross is displayed

A. Nav source annunciatorIdentifies the NAV 1 source

B. Blue Pointer (0)Indicates the bearing to a station (VOR or ADF) selected by No. 1 system – see ECP section

C. Green Pointer (◊)Indicates the bearing to a station (VOR or ADF) selected by No. 2 system – see ECP section

D. Distance counterDisplays distance to tuned NAV 1 station. Requires a DME signal from NAV 1 station.

ARC Mode

1. Digital Heading DisplayDigitally displays current heading

2. Quadrantal Heading ScaleHeading is displayed on an arc showing 45° either side of the actual heading

3. Weather radar annunciatorIndicates half of the selected display range (select on ECP) and indicates if weather radar is in a mode otherthan OFF by indicating the display range in white letters. Weather radar function is not available within flightsimulators limitations.

4. Heading arrow


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In case a heading is selected that is out of the heading scale the arrow shows the shortest direction to turn toarchieve the selected heading

Composite Mode

The composite mode is used in case one of the CRT fails – the most important information from the EADI andEHSI are presented together on the remaining CRT then.You may also activate the composite mode by switching off either CRT using the brightness selector on the EFIScontrol panel.

1. Heading ScaleIndicates heading linearly at the bottom of the attitude indicator

2. Heading digital displayDisplays current heading

3. Selected heading bugIndicates selected heading – in case a heading out of the scale is selected a small arrow is indicated

4. Selected course pointerIs represented by a small arrow

5. TO/FROM indicatorIs written in letters next to the selected course

6. Heading indicatorDisplays selected heading digitally


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13.3.1.3 EFIS Control Panel, ECP

1. FULL / ARC mode EHSI toggle switchToggles Rose and Arc display modes of EHSI. Default mode after startup is Full, Rose mode

2. Ground speed / Time to target toggle switchToggles whether ground speed or time to target is displayed on EHSI. Default mode after startup is Groundspeed

3. EADI brightness selector and Decision Height DH selectorOuter knob is used to select EADI on/off and adjust EADI brightness.Press left mouse button to decrease brightness and switch EADI offPress right mouse button to increase brightness and switch EADI onInner knob is used to select Decision height between 0 and 990 ft.Press left mouse button to decrease decision heightPress right mouse button to increase decision height

4. EHSI brightness selectorThis selector is used to select EHSII on/off and to adjust EHSI brightness.Press left mouse button to decrease brightness and switch EHSI offPress right mouse button to increase brightness and switch EHSI on

5. Blue Pointer (0) selectorSelects navigation source for blue pointer.VOR 1 displays bearing for VOR 1, ADF 1 displays bearing for ADF 1, RNV 1 displays bearing to stationtuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF positionswitches pointer off.Left mouse button turns selector counter-clockwiseRight mouse button turns selector clockwise

6. Green Pointer (◊) selectorSelects navigation source for green pointer.VOR 2 displays bearing for VOR 2, ADF 2 displays bearing for ADF 2, RNV 2 displays bearing to stationtuned by Flight Management System, FMS (see Automatic Flight Control System section). OFF position


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switches pointer off.Left mouse button turns selector counter-clockwiseRight mouse button turns selector clockwise

7. Range selectorUse ⇑ button to increase range. Press ⇓ button to decrease range. Maximum range is 160 nm and minimumrange is 10 nm.

8. Nav Source Toggle switchToggles navigation source - see Automatic Flight Control System section

9. MAP mode toggle switchToggles Route display. In case a route is programmed into the GNSS it can be displayed on the EHSI byactivating the MAP mode.

10. Items 10 to 16 are not simulated ! None of these buttons / knobs is functional !!!

13.3.1.4 CRS/HFG Panel

1. NAV 1 Course selectorSelects course for navigation station 1 – selected course is displayed on EHSI by digital counter and coursepointerPress left mouse button to decrease selected coursePress right mouse button to increase selected course

2. Heading SelectorSelects heading – shown on EHSI by digital counter and blue heading bug.Press left mouse button to decrease selected coursePress right mouse button to increase selected course

13.3.1.5 CRS/ALT Panel

1. Altitude SelectorSelects altitude. There are two clickareas – one left of the knob and another on the right hand side.Press left mouse button to increase/decrease selected altitude by 100 ftPress right mouse button to increase/decrease selected altitude by 1,000 ft

2. NAV 2 course selectorSelects course for navigation station 2.Press left mouse button to decrease selected coursePress right mouse button to increase selected course


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13.4 ClocksEach pilot is provided with a clock which is able to display:• Greenwich Mean Time or local time• elapsed time• chronometer information

1. Upper window displayDisplays GMT or local time – depending on selection. A dot above GMT or LOC indicates whether GMT orlocal time is displayed

2. Mode SelectorM flip flop position allowing to switch between GMT and LOCal time displayedRUN normal position (two dots are illuminates between the hours and minutes in upperwindow)HLD Displayed time (GMT or LOC) is frozen – the two dots extinguishMIN sets minutes counterH sets hours counter

3. Lower window displayDisplays elapsed time in hours and minutes or chrono time (CHR) in minutes depending an the functionselected

4. Elapsed Timer, ET pushbuttonDepressed once: ET is reset to zero and time starts running (two dots between hours and minutesilluminates in the lower window)Depressed second time: Elapsed Timer stops (the two dots extinguish)

5. CHRonometer pushbuttonDepressed once: Chronometer starts (the two dots illuminate in the lower window)Depressed second time Chrono stops – lower window displays hours and minutes, the two dots extinuishDepressed a third time Chrono resets to zero

6. Seconds pointerPointer makes one revolution per minute when CHR is activated

13.5 Flight RecordersEach ATR is equipped with one ockpit voice recorder, CVR and one digital flight data recorder, DFDR.As soon as the aircraft is energized the recorders are activated automatically. The recorders remain OFF as longas external power is supplied. The recorders are switched off automatically 10 minutes after engines are cut.The cockpit voice recorder stores the last 30 minutes of cockpit conversation.The DFDR splits up in two subsystems:• The Flight Data Entry Panel

The flight data entry panel is used to enter data such as time, date, flight number or maintenance data.• The record unit

which actually records flight data. The last 25 hours of flight are stored.


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These systems do not actually work in flight simulator but are in included to enhance realism.

13.5.1 Controls

13.5.1.1 Flight Data Entry Panel (FDEP)

1. Data displayDisplays data and time. Use Update pushbutton to cycle through data.

2. Data entry panelEnable to insert different data: hour, minute, month, day, year and flight number.Use knob below digit to adjust associated digit.Left mouse button decreases valueRight mouse button increases value

3. Update pushbuttonUpdate pushbutton is used to cycle through data and to update data.The first digit of the Data entry panel must be set to “9” so that data may be entered:• First sequence: hours and minutes

- Press Update pushbutton, the display flashes- insert hour and minutes on data entry panel- Press Update pushbutton. Entered data is corrected and is displayed for 5 seconds. The followingsequence must be initiated within these 5 seconds !

• Seconds sequence: month and daySimilar to first sequence – enter month and day instead

• Third sequence: yearSimilar to first sequence – enter year instead

Note: Once data is inserted, reset the flight number on data entry panel4. Events pushbutton

Marks tape record when momentarily depressed. Used to identify a special event.5. Status FDAU light

Illuminates amber when FDAU is failed6. Status SYST light

Illuminates amber when- the DFDR is failed orelectrical power is lost


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13.5.1.2 Cockpit Voice Recorder Panel

1. Monitor indicatorUsed for test function only. Movement of pointer indicates that all channels are operative

2. TEST pushbuttonSimilar to first sequence – enter month and day insteadInitiates test function – pointer movement indicates all channels are operative

3. ERASE pushbuttonDepress for 2 seconds to reset recordings.Selection is on ground possible with parking brake set.

13.5.1.3 Record Panel

1. RCDR pushbuttonCockpit voice recorder and digital flight data recorder are energized (manual mode) when button is pressed

2. RESET pushbuttonInhibits recording in manual mode


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ATR 72-500Navigation

14 - Navigation

14.1 VOR / ILS /Marker /DME SystemThe ATR is equipped with the following systems• two VOR receivers• two ILS receivers• one Marker, MKR receiver• one DME interrogator/receiver

The VOR receivers are independent but use the same VOR antenna which is fitted to the vertical stabilizer. Eachreceiver is conrtolled by the respective NAV control box located on the glareshield. The ILS system is controlledby the same panels but use two seperate antennas. One for localizer, LOC signals and the other for glideslope,GS signals.One control box is installed on captains side for NAV 1 and the other on first officers side for NAV 2.

The marker beacon receivers are connected to the marker antenna and are controlled by the NAV 1 and theNAV 2 control boxes. Signals are caught by the marker antenna, processed for visual display and auralannunciation.

The Distance Measuring Equipment, DME for NAV 1 and NAV 2 is controlled by the NAV 1 and NAV 2 controlboxes too. A Hold mode is available to lock the DME to one station and tune the NAV system to another station.


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14.1.1 Controls

14.1.1.1 Nav 1 and 2 control box

NAV 1 and 2 control box are indetical. The following graphic shows NAV 1 but NAV 2 looks the same and offersthe same functions.

1. Power, Mode switchOFF NAV system is switched offON NAV system is activatedHLD DME is held on current active frequency and an other frequency may be tunedPress left mouse button to turn knob counter-clockwisePress right mouse button to turn knob clockwise

2. Frequency select knobsThere is an inner and an outer knob. The inner knob adjusts the digits right of the decimal and the outer knobchanges the digits left of the decimal.Left mouse button decreases valuesRight mouse button increases values

3. Frequncies displayDisplays active frequency (upper frequency) and preset frequency.

4. X-frequency, XFR / Memory, MEM switchThe switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency toactive and the current active to preset frequency. The lower switch position, MEM, cylces through storedfrequencies.Four frequencies may be stored.

5. Store, STO buttonCurrently preset frequency is stored in memory. Four channels are available for storing frequencies.After STO button is pressed the upper display shows current channel into which frequency will be stored. UseMEM switch to cycle through channels.Press the STO button a second time to actually store selected frequency

6. Active, ACT buttonPressing the ACT button for two seconds enables to adjust active frequency directly without having to use theXFR function. The lower window displays dashes when in ACT mode.Press ACT button a second time to return to normal operation.

See flight instruments chapter for description of Course 1 and Heading panel.


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14.2 ADF SystemsAn ADF system is built in the ATR so that relative bearings to NDBs or broadcast stations may be indicated. TheADF control boxes are installed on the pedestal.

14.2.1 Controls

14.2.1.1 ADF control box

1. Power, Mode switchOFF ADF system is switched offANT ADF system in ANT mode

Signals are recieved but NOT displayedADF ADF system in ADF mode

Signals are received and displayed on RMITONE ADF system in TONE mode

'Radio' mode – within flight simulators limitation it works similar to ADF modePress left mouse button to turn knob counter-clockwisePress right mouse button to turn knob clockwise

2. Frequency select knobsThere are four clickareas around the knob. The upper left clickarea adjusts 100 kHz values (first two digits),the upper right clickarea adjusts 10 kHz values (third digit), the lower left clickarea adjusts 1 kHz values(fourth digit) and the lower right clickarea adjusts 100 Hz values (digit right of the decimal).Left mouse button decreases valuesRight mouse button increases values

3. Frequncies displayDisplays active frequency (upper frequency) and preset frequency.

4. X-frequency, XFR / Memory, MEM switchThe switch has two positions: the upper, XFR (X-frequency) position which toggles the preset frequency toactive and the current active to preset frequency. The lower switch position, MEM, cylces through storedfrequencies.Four frequencies may be stored.

5. Store, STO buttonCurrently preset frequency is stored in memory. Four channels are available for storing frequencies.After STO button is pressed the upper display shows current channel into which frequency will be stored. UseMEM switch to cycle through channels.


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Press the STO button a second time to actually store selected frequency6. Active, ACT button

Pressing the ACT button for two seconds enables to adjust active frequency directly without having to use theXFR function. The lower window displays dashes when in ACT mode.Press ACT button a second time to return to normal operation.

14.3 Ground Proximity Warning SystemIncluded in the ATR is an EGPWS, Enhanced Ground Proximity Warning System. This system provides visualand aural warnings in case of flight path conditions which are dangerous as they would result in ground contact ifmaintained.There are 6 basic modes:• mode 1: excessive descent rate• mode 2: excessive terrain closure rate• mode 3: altitude loss after take-off• mode 4: unsafe terrain clearance• mode 5: below glideslope• mode 6: altitude calloutsand 2 enhanced modes:• Terrain Clearance Floor (TCF)• Terrain Awareness & Dispaly (TAD)The enhanced modes are not yet simulated, thus they won't be explained in this manual.

14.3.1.1 Basic modes

Mode 1: excessive descent rate

See the graphic to learn when mode 1 warning is activated.In case the outer envelope is penetrated an aural warning 'SINK RATE' is given as well as the red 'GPWS'warning light illuminates.If the inner envelope is penetrated the aural 'PULL UP' warning sounds and the red 'GPWS' light illuminates.This mode is independent of the aircraft configuration.

Mode 2: excessive terrain closure rate

GPWS Mode 2 splits up into two modes dependent of the aircraft configuration:


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• flaps not in landing configurationIn case the outer envelope is penetrated the 'TERRAIN TERRAIN' warning sounds and the red 'GPWS' lightilluminates.If the envelope is still penetrated the 'PULL UP' warning sounds and the red 'GPWS' light remains illuminated.

When the warning condition no longer exists the 'TERRAIN TERRAIN' warning sounds until the aircraftpressure altitude has increased by 300 feet of altitude or 45 seconds elapsed.

• Flaps in landing configurationSimilar to above mode but envelope is different (see graphic)

Mode 3: Altitude loss after take-off

In case an altitude loss after take-off is sensed the 'DON'T SINK' warning sounds and the red 'GPWS' warninglight illuminates.


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Mode 4: unsafe terrain clearance

This mode splits up in three 'submodes' depending of the aircraft configuration:• Mode 4a: Gear Up

This mode is active during cruise and approach with gear not in landing configuration. This mode again splitsup in two different warnings depending on the aircrafts speed.Above 190 kts with the gear up and locked the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS'warning light illuminates when the envelope is penetrated.Below 190 kts the 'TOO LOW GEAR' warning sounds and the red 'GPWS' warning light illuminates

• Mode 4b: Flaps UpThis mode is active during cruise and approach with the flaps not in landing configuration.Again it splits up in two different warnings depending on the aircrafts speed.Above 159 kts the 'TOO LOW TERRAIN' warnings sounds and the red 'GPWS' warning light illuminates whenthe envelope is penetrated.Below 159 kts the 'TOO LOW FLAPS' warning sounds and the red 'GPWS' warning light illuminates.

• Mode 4c: Take-OffThis mode is active during take-off with either gear and flaps not in landing configuration.When the envelope is penetrated the 'TOO LOW TERRAIN' warning sounds and the red 'GPWS' warninglight comes on.

• Mode 5: below glideslope


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This mode is active during front course ILS approaches.When the aircraft is more than 1.3 dots below the beam and penetrates outer envelope the 'GLIDE SLOPE'warning sounds softly. The volume of the aural warning increases when the inner envelope is penetrated.In both cases the red 'G/S' caution light illuminates.These alerts may be inhibited below 2,000 ft if ILS is tuned by depressing one of the GPWS/GS switches. Above2,000 ft or by selecting a non-ILS nav frequency the mode is rearmed automatically.

Mode 6: altitude callouts

A 'FIVE HUNDRED' feet callout is available during non-precision approaches of if the aircraft is outside the +/- 2dots glideslope deviation.When the aircraft passes the selected decision height (see EFIS chapter) the 'MINIMUM MINIMUM' calloutsounds.


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14.3.2 Controls

On the right hand side of the EADI on the main panel the GPWS/GS light is located:

Press light to initiate test sequence.


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ATR 72-500Automatic Flight Control System

15 - Automatic Flight Control SystemAFCS stands for Automatic Flight Control System. The ATR's AFCS is comprised of:• One Autopilot (AP) with yaw damper (YD)• One Flight Director (FD)• An Altitude AlertThe AFCS is controlled by the pilots through a control panel and annunciator panel. The annunciator panel iscalled advisory display unit, ADU and indicates currently selected modes. These modes can be selected on thecontrol panel. A computer processes aircrafts attitude and navigation information, the selected modes so that theaircraft actually follows the desired flight path.The flight director indicates the flight path to follow on the EADI according selected modes while the autopilotdirects the actuators so that selected flight path is followed automatically.

The altitude alert provides visual and aural warnings when selected altitude is approached. The amber altitudealert light located on the altimeter illuminates when aircraft is within +/- 1,000 till +/- 250 ft of selected altitude.Every time the zone is entered a “C chord” is audible.

15.1.1 Controls

15.1.1.1 AFCS Control panel

1. Autopilot AP pushbuttonPressing Autopilot pushbutton once activates autopilot and yaw damper.Pressing Autopilot pushbutton second time, disengages autopilot only !Notice that activation of standby pitch trim disengages autopilot

2. Yaw Damper YD pushbuttonPressing Yaw Damper pushbutton engages Yaw Damper.Pressing Yaw Damper pushbutton second time, disengages Yaw Damper

3. CPL pushbuttonEnables selection of the panel (Captain or first officer) to be coupled to the AP/FD computer. Default afterstartup is captain

4. Pitch WheelRotate wheel to adjust Vertical Speed VS or Indicated Airspeed IAS selection.Pitch wheel is not active in GS, ALT SEL CAPTURE, ALT HOLD modes.Left mouse button decreases valueRight mouse button increases valueUse of mouse scroll wheel is possible too – just place over the pitch wheel and scroll to adjust values

5. Vertical modes pushbuttons


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Selects vertical mode. Possible selections: IAS HOLD, VS HOLD and ALT HOLD

6. Lateral modes pushbuttonsSelects lateral mode. Possible selections: HDG SEL, NAV, APP, BC

7. BANK pushbuttonPermits selection of bank limit for the HDG SEL mode only.Normally high bank angle limit (27°) is selected – press BANK pushbutton to toggle between low bank anglelimit (15°) and high bank angle limit.

8. STBY pushbuttonCancels all FD modes (armed and active modes). When AP is active, resets to basic modes.

15.1.1.2 ADU

1. DisplayFirst line shows advisories in white lettersSecond line gives caution messages in amber lettersThe third line shows armed modes in white lettersThe fourth line shows modes in green letters

2. Reset pushbuttonThis button is used to cancel a caution message or to confirm an AFCS automatic choice

3. BRT knobAdjusts ADU brightness

4. L-SEL and R-SEL pushbuttonused for maintenance only

15.1.1.3 Autopilot OFF light

The autopilot OFF light illuminates and the CCAS is activated when autopilot is disengaged.


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15.1.1.4 Flight Director Bars switch

Toggles Flight Director bars on and off.

15.1.1.5 Go around pushbutton

The Go Around, GA pushbutton is located on the engine control panel in the lower left corner.When the Go around pushbutton is pressed, the go around mode is selected. All other armed and active FlightDirector modes are deactivated, the autopilot disengages and the Flight Director commands:• Laterally: heading hold (on heading followed at Go Around engagement• Vertically: predtermined minimum safe pitch attitude (flaps function)To cancel the GA mode press STBY pushbutton, or select a new vertical more or engage the autopilot.

15.1.1.6 Guidance Indication

illuminates amber if CAT II conditions are lost or if an excess deviation is detected.

15.1.2 Operation

15.1.2.1 Yaw damper

The yaw provides yaw damping and turn coordination. To activate the yaw damper press the YD button – a whitearrow indicates the yaw damper is active.


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Notice: It is not possible to simulate the yaw damper correctly within flight simulators limitations. Don't use anyrudder when the yaw damper is activated. Ensure that yaw damper is deactivated when you want to fly manually.

15.1.2.2 Autopilot

As soon as the autopilot is connected it controls the aircraft and follows the flight path selected by lateral andvertical autopilot modes. When the autopilot is engaged and no vertical mode is selected the autopilot willmaintain the current pitch – this is the basic vertical mode.Engagement with no lateral mode selected selects the basic lateral mode: wings levelled and maintain actualheading when autopilot was engaged.Engagement with armed lateral or vertcal mode: The autopilot will maintain basic modes until selected andarmed modes are engaged.Engagement with vertical or lateral Flight Director modes active: the autopilot will fly to zero FD command bars.

The autopilot may be disengaged by:– Pressing the “Autopilot master button” - check your flight simulator's key assignments – default is “Z”.– Pressing the autopilot, AP button on the AFCS control panel (provided it was active)– Pressing the yaw damper YD button on the AFCS control panel (provided it was active)– Go Around buttonThe autopilot will annunciate disconnection by aural and visual warnings:visual: The white arrow next to the AP button extinguishes, the AP OFF light illuminates redaural: cavalry charge is sounded

15.1.2.3 Flight Director

The Flight Director shall help to follow a selected flight path. Vertical and lateral modes may be selected and twobars (a vertical bar for the horizontal mode and a horizontal bar for the vertical mdoes) indicate where to fly to toarchieve the selected flight path. In case the bars are centered the selected flight path will be followed. In case nolateral or no vertical mode is selected either bar is not displayed. Switching the FD master switch to OFFremoves both bars.Available modes (see later sections for explanations)Lateral: HDG

NAVBC

Vertical ALT SELALTVSIAS

Common APP (lateral and vertical guidance)GO AROUND mode

Some modes have an initial arm status before becoming active. Their active phase is divided into a capturephase which is followed by a track or hold phase.

The modes are selected and deselected by pressing and repressing the associated button on the AFCS controlpanel. Exceptions are the ALT SEL mode which is armed automatically and the GO AROUND mode which isactivated by pressing either Go around pushbutton. The GO AROUND mode may be disengagedby using theSTBY pushbutton, by selecting a new vertical mode or by engaging the autopilot.


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It is possible to activate one lateral and two vertical modes simultaneously. The first vertical mode which meetsthe capture conditions becomes first active and the second remains armed.

15.1.2.4 Vertical Modes

Four vertical modes are available:• Altitude select mode• Altitude hold mode• Vertical Speed mode• Indicated airspeed mode

Altitude Select modeThis mode is automatically armed when the aircraft is climbing or descending towards the selected altitude.The altitude select mode splits up in three phases:• ARM phase

It is indicated by a white ALT message on the ADU. The selected altitude is displayed in the ADU's first line inwhite letters.Vertical Speed, Indicated Airspeed or pitch hold mode may be use to archieve selected altitude

• CAPTURE phaseIndicated by a green ALT* message on the ADU showing that ALT SEL CAP mode is activated and theprevious vertical mode is disengaged. The ATR will level off automatically and switch to

• HOLD phaseALT SEL CAP mode is cancelled and altitude hold mode is activated. It is annunciated by a green ALT onEADI and ADU.

Engaging Glideslope, GS capture during any of the mentioned phases will override the altitude mode and GSmode will be activated.

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

Vertical Speed modePressing the Vertical Speed, VS Hold button selects vertical speed mode and the vertical speed existing atengagement will be maintained. A green “VS + x,xxx ft” indicates VS mode active and selected vertical speed.Use the pitch wheel to select vertical speed – left mouse button increases value, right mouse button decreasesvalue.As there is no autothrottle the selected vertical speed will be held under all circumstances. So watch your speedto avoid any stalls.

Indicated Airspeed Hold modeSelect Indicated Airspeed Hold mode by pressing IAS button on AFCS control panel. Selecting IAS mode


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overrides all active FD vertical modes and is indicated by green IAS message on ADU and EADI.Use pitch wheel similar to VS mode to select Airspeed.Remember that airspeed is controlled by pitch only ! Unsuitable powersettings may lead to undesired climb ordescent !

15.1.2.5 Lateral Modes

Three lateral modes are available:• Heading Select mode• Navigation mode• Back course mode

Heading Select modeA green HDG on the Adu and EADI indicates that HDG mode is activated. Activation of HDG mode overrides anyother lateral FD mode. The heading bug and the digital counter on the EHSI indicate the selected heading. Toselect another heading turn the heading knob.Selection of turns greater than 180° will lead the system to order a turn as short as possible.It is possible to toggle two maximum bank angles for HDG mode. Normally a maximum bank anlge of 27° isselected (high bank angle limit). By pressing the BANK button the maximum bank angle is toggled to lowmaximum bank angle (15°). Press BANK button again to return to High maximum bank angle. Active mode isindicated by HDG SEL LO for low maximum bank angle mode and by HDG SEL HI for high maximum bankangle mode.

Navigation modePress NAV button to activate Navigation mode. The lateral guidance is aremd to capture the selected navigationsource that is displayed on th EHSI. In case a VOR is tuned VOR ARM is activated, in case an ILS is tuned LOCARM is activated.

VOR navigation mde

VOR ARM is annunciated on the ADU and the EADI by a white VOR. HDG SEL and HDG HOLD modes may beused to navigate to the navigation source.At capture the previous mode is cancelled. VOR CAPTURE is annunciated on the ADU and EADI by a greenVOR*. During the first five seconds of capture of the armed mode a white box surrounds the message on EADIand ADU. VOR TRACK is annunciated by a green VOR.

LOC navigation mde

LOC mode functions similar to VOR ARM mode.

Back course modeA back course approach with BC course mode is flown similar to a front course localizer approach. Glideslopecapture is automatically inhibited.

• Set the counter pointer on the EHSI for the inbound published track

• Set heading bug on EHSI for the desired heading to intercept course


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15.1.2.6 Common Modes

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

Go around mode (FD only)Pressing the Go around buttons activates the go around mode. This mode is a FD mode only and the autopilot isactivated when go around buttons are pressed.

A green GA indicates active Go around mode on EADI and ADU.


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ATR 72-500Communication

16 - CommunicationThe Communication equipment is comprised of:• Two Very High Frequency, VHF transmitters/receivers COM 1 and 2• One Transponder• A 'TCAS' system• SELCAL system

16.1 COM 1 & 2, Transponder

16.1.1 Controls

16.1.1.1 Audio Control Panel

1. Volume Control knobsSelects reception volume.VOR/ILS 1 & 2 Activates / Deactivates aural nav station identifier. The VOR / ILS station identifier is

audible in morse codeDME 1 & 2 DME mode – the ident of the DME station is audible in morse codeADF 1 & 2 Activates / Deactivates aural nav station identifier. The NDB station identifier is audible in

morse codeMLS Not simulatedMKR Enables audible marker sounds.

2. Transmission keysSelectd communication facilities are used.VHF 1 COM 1 is used for transmission and receivingVHF 2 COM 2 is used for transmission and receivingBOTH COM 1 is used for transmission and receiving, COM 2 is receiving onlyPA Not simulatedHF 1 & 2 Not simulated

3. VOICE only keyInhibits NAV receiver station identification.

4. INT/RAD selectorNot simulated


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16.1.1.2 VHF control box

1. ON/OFF knobSwitches COM unit On and OFFLeft mouse button turns knob counter-clockwiseRight mouse button turns knob clockwise

2. Frequency SelectorInner knob selects digits right of the decimal in 25 kHz or 50 kHz increments (depending on flight simulatorsetting for communication frequency increment)Outer knob sets digits left of the decimalLeft mouse button decreases valuesRight mouse button increases values

3. Frequencies displayActive frequency is displayed in upper windowPreset frequency is displayed in lower window

4. XFR/MEM switchMove switch to upper position, XFR to toggle preset and active frequencyMove switch to lower position MEM to cycle through stored frequencies.The Communication system is able to store six frequencies.

5. STO buttonAllows entering of six frequencies to be stored in the memory. When depressed the upper window displayschannel number where frequency displayed in lower window will be stored. The MEM switch may be used toselect channel for 5 seconds after pressing STO button.Pressing the STO the second time stores selected frequency.

6. ACT buttonAllows to change active frequency.When depressed the lower window displays dashes and first line may be tuned directly from frequencyselector.

16.1.1.3 Transponder control box


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1. Power and mode switchOFF ATC control box and transceiver are switched OFFSBY ATC system is powered but dows not transmit repliesON ATC transponder is activatedALT Normal operation position. Transponder replies with flight level information

2. Code DisplayIndicates seleted Squawk Code

3. Code Select KnobFour clickareas are available around the knob to select squawk code.The first clickarea adjusts the first digit and is located in the upper-left corner,the second clickarea adjusts the second digit and is located in the upper-right cornerthe third clickarea adjusts the third digit and is located in the lower-left corner,the fourth clickarea adjusts the fourth digit and is located in the lower-right cornerLeft mouse button decreases valueRight mouse button increases value

4. Ident buttonTransmits IDENT signal when pressed

5. AnnunciatorTX is displayed when ATC replies an interrogationRMT is displayed when the ATC is remotely tuned (by an FMS e.g.)

6. ACT compare annunciatorACT is displayed during code changesACT flashes when the actual reply code is not identical to the code shown in the active code display

7. PRE button (Preset)Cycles through currently set transponder code, code 7600 and code 7700

8. Toggle switchToggles transponder 1 and 2

16.1.1.4 Calls

ATTND Calls a flight attendant – not simulated ...MECH Sounds a hornRESET Resets either call

16.1.1.5 Emergency beacon

This panel has no function in flight simulator and is included to enhance realism.


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The emergency transmitter is installed in the cabin ceiling. This system provides its own battery.AUTO transmission is made automaticallyMAN allows commanded operaton (X MIT light illuminates amber)AUTO TEST RST is used in case of undue alert (reset) or to test the emergency beacon.

16.2 Traffic Collision Avoidance System, TCASThe TCAS system shall help the pilots to monitor surrounding traffic and provide visual and aural warnings incase a collision with other traffic becomes likely. A computer processes the signals it receives from thetransponders of the surround aircraft to identify and display potential and predicted collision targets. Verticaladvisories to avoid traffic collision are issued over the TCAS vertical speed indicator (see Flight Instrumentschapter, EVSI section). Two kinds of warnings are provided:Traffic advisories, TA which are informative and indicate potential threads andResolution advisories, RA which display a threat resolution in form of a vertical maneuver in case a collisionbecomes likely.A traffic advisory is issued when the traffic gets between 20 and 48 seconds of projected closest point ofapproach, CPA and is considered an intruder.A resolution advisory is issued if the intruder gets between 15 and 30 seconds of CPA and is considered as athreat.

All TCAS aural alerts are inhibited when aircraft is climbing and below 1,100 ft AGL and below 900 ft AGL anddescending.

The TCAS is controlled by the TCAS control box, described in the following section.

16.2.1 Controls

16.2.1.1 TCAS Control Box

1. TCAS rotary selectorEnables to select TCAS modes.STBY TCAS is energized but TCAS functions are deactivatedAUTO Normal operating mode – TCAS is energized and activatedTA only Resoultion Advisories are deactivated.

2. Test buttonnot simulated


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16.2.2 Operation

The TCAS resolution advisories are annunciated by the following voice messages:A. CLIMB, CLIMB CLIMB

Climb the rate indicated by the green arc on the EVSIB. DESCEND, DESCEND, DESCEND

Descent the rate indicated by the green arc on the EVSIC. MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED

Spoken only once after a previous corrective issue.Check that aircraft's climb/descent rate is out of the red arc

D. REDUCE CLIMB, REDUCE CLIMBreduce vertical speed to value indicated by green arc

E. CLEAR OF CONFLICTCollision was avoided, range to threat is increasing

F. CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMBClimb with the rate indicated by the green arc. Safe separation will best be archieved by climbing through thethreat's flight path

G. REDUCE DESCENT – REDUCE DESCENTReduce vertical speed to value indicated by the green arc

H. DESCENT, CROSSING DESCENT, DESCENT, CROSSING DESCENTDescent with the rate indicated by the green arc. Safe separation will best be archieved by descendingthrough the threat's flight path

The following aural warnings indicate that initial TCAS RA does not provide sufficient vertical separation.

A. INCREASE DESCENT, INCREASE DESCENTReceived after DESCENT advisory and indicates additional descent rate required to archieve safe verticalseparation.

B. INCREASE CLIMB, INCREASE CLIMBReceived after CLIMB advisory and indicates additional climb rate required to archieve safe verticalseparation.

C. CLIMB – CLIMB NOW, CLIMB – CLIMB NOWReceived after DESCENT resolution advisory and indicates a reversal in sense is required to archieve safevertical separation

D. DESCEND – DESCEND NOW, DESCEND – DESCEND NOWReceived after CLIMB resolution advisory and indicates a reversal in sense is required to archieve safevertical separation

16.3 The SELCAL systemSELCAL means Selective Calling and was developed in the late sixties. At that time High Frequency (HF) radiofequencies were used but air crews normally turned down th audio lever of their HF receiver because of thebackground noise level. In case the operator wanted to talk to the crew they needed to chime, thus the SELCALwas developed to provide an aural and visual warning for the crew that the operator wants to talk to them.Each aircraft was assigned a unique 4-letter SELCAL code that the operator could call from the ground.

The SELCAL system is implemented to enhance realism but as you might imagine you can't actually use it inflight simulator.


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16.3.1 Controls

The controls for the SELCAL are located on the left hand side of the overhead panel.There are two controls:• The SELCAL code selector• The SELCAL controls

16.3.1.1 SELCAL code selector

Each turning wheel sets 1 SELCAL character.Left mouse button cycles backwards through the charactersRight mouse button cycles forwards through the characters

16.3.1.2 SELCAL controls

The pushbuttons are included to enhance realism but don't fulfill any function.


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ATR 72-500Flight Management System

17 - Flight Management System

This chapter is split up into two main sections:• Flightmanagement

Which discusses what the ATR's flight management system is comprised of and how to basically use thesystems

• Flight operationwhich shows how to use the FMS in flight. Examples will be given for most of the features. Be advised that theexamples used will be taken from either of the two tutorial flights. The first flight from Point-a-Pitre, Le Raizetairport (TFFR) to Fort-de-France, Le Lamentin airport (TFFF) and the second flight from Munich, Franz-Josef-Strauss airport (EDDM) to Bologna, Borgo Panigale airport (LIPE).

17.1 Flight Management

17.1.1 System Description

The Flight Management System installed in each ATR is a Honeywell HT1000 and it is actually a GlobalNavigation Satellite System, GNSS.Basically it is a GPS system that uses a GPS antenna a navigation processor unit which processes the receiveddata from the antenna and transmits it to the multifunction control display unit, MCDU, and other aircraft systemslike the HSI or the autopilot.The MCDU is the main interface between the GNSS and the pilot.

To open the MCDU – GNSS window press Shift+3 or the FMS icon.

17.1.2 Functions

17.1.2.1 Guidance

The guidance function guides the ATR along a programmed route. It compares the actual aircrafts position withthe programmed route and generates lateral steering commands to follow the programmed route. Be aware thatthe HT1000 only capable of vertical navigation (VNAV) ADVISORIES - the autopilot is not able to follow apredicted vertical path.


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17.1.2.2 Navigation data base

The navigational data base splits up into three kind of data:• en route data

waypoints and airways• terminal data

SIDs, STARS, approaches, airports, runways, terminal waypoints• supplemental data

facilities names and countries

17.1.3 Multifunction Control Display Unit (MCDU)

The MCDU is comprised of:

• a display unit

• alphanumeric keys

• numeric keys

• function keys

• special purpose keys

• line select keys


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17.1.3.1 Display Conventions

The title field indicates (see graphic above) which page is currently displayed. On the right side of the title fieldthe current page number (left hand side of the slash) and the number of available pages (right hand side of theslash) is displayed. Use the PREV and NEXT key (special purpose keys) to cycle through the available pages.Displayed information is furthermore colour-coded:• Data is generally WHITE (Waypoints, courses, distances, etc.)• The current active flight leg is displayed in MAGENTA (this affects the LEGS, the RTE DATA and the PROG


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page).The active vertical waypoint on the descent page is also displayed in MAGENTA

• Caution warnings are YELLOW.• Entry error and advisory messages are WHITE• Page titles, page numbers, pilot-entered altitudes and label lines are CYAN• Action line-select keys such as 'Activate' or 'Pos report' are GREEN

17.1.3.2 Functional Areas

The functional areas of the MCDU are the following:• Display Screen• Line Select Keys• Brightness controls• Keyboard• Annunciators

Display ScreenThe display screen of the MCDU (see graphic above) splits up into:• The title field

It is the uppermost line of the display and indicates the page title, current page number and number ofavailable pages.

• The left fieldThe left field has 6 lines with 11 characters each line.Each line may be accessed through one line select key next to each line.

• The right fieldSimilar to the left field

• Center fieldThis field is used on the DEP/ARR index and PERF INIT page only to show system generated information

• ScratchpadThe bottom line of the display is the so called scratchpad. It is used to display system generated messages,keyboard entries and data being moved from the display field into the scratchpad.

Line Select Keys (LSK)On each side of the display screen 6 line select keys are available. They are referenced as 1L to 6L for the LSKon the left and 1R-6R for the LSK on the right.Pushing a LSK moves its data to the scratchpad for data entry, selection or deleting. Data transfer from thescratchpad to the data line is accomplished by pressing the desired LSK adjacent to the data field where datashould be entered.LSKs may have an adjacent prompt or chevron.In case the LSK adjacent to the prompt is pressed a corresponding page of data will be displayed or an action willtake place with the Navigation Processing Unit (NPU)

AnnunciatorsTwo annunciators are available on the left side of the MCDU:• MSG


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The white MSG light illuminates when a CDU message is pending• CALL

Illuminates when entries can be made using the PC's keyboard. Use the SCROLL LOCK key (ROLLEN keyon German keyboards) to activate and deactivate keyboard input mode.

17.1.3.3 Keyboard

The available keys on the keyboard split up into function keys, special purpose keys and alpha numeric keys

Function KeysThe function keys enable the pilots to access the different system pages to display, edit and enter data.• RTE Key

Provides access to the Route page to enter, select and modify routes• LEGS Key

Details (course and dtistance) of each leg are displayed on the LEGS page which can be accessed bypressing the LEGS key.

• DEP/ARR KeyOpens a page with departure and arrival information for the selected airports (RTE page)

• HOLD KeyThe HOLD key gives acces to a page for definition and execution of holdings

• PROG KeyThis key enables access to a page showing flight progress data on the current leg of flight

• VNAV KeyProvides access to the PERF INIT and DESCENT pages. The PERF INIT page allows entry of fuel, grossweight and cruise altitude.The DESCENT page allows selection of VNAV path data for display

• ATCNot used

Special Purpose Keys• BRT DIM Key

The brightness key increases/decreases the display screen brightness.Press left mouse button to decrease brightnesspress right mouse button to increase brightness

• CLR KeyThe CLR key clears the scratchpad and data fields. One press clears one character and pressing it longerclears the entire scratchpad.In case nothing is in the scratchpad the word DELETE appears and by pressing the appropriate LSK the dataentered on the LSK is deleted.

• / (Slash) KeyThe / key is a special purpose key used to seperate pairs of entries in the same field. For example airspeedand Mach (280/.72), wind directions and velocity (240/75) ...

• PREV KeyCycles the display backward to the previous page in case a previous page is available

• NEXT KeyCycles the display forward to the previous page in case a next page is available


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• MENU KeyThe menu key opens the menu to import the currently loaded flight plan (in flight simulator's flight planner) intothe HT-1000.

• DATA KeyProvides access to a menu of advisory data displays

• EXEC KeyThe EXEC key executes modifications to the active route. A green bar above the key indicates when theEXEC key is armed.

Alpha Numeric KeysThe alphanumeric keys enable the pilots to enter letters and numbers including the “.”, the “+/- “ and the “sp”-key.

The plus/minus (+/-) key allows to cycle between positive and negative values of entered numbers.The space (sp) key is used to insert a space between characters.


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17.1.3.4 Page Formats and Data Labels

The HT1000 uses different formats and labels to indicate different kind of information. See the following graphicfor examples:

Page Title (displayed in LARGE font)The page title is displayed at the top of the display and it indicates the subject or title of the displayed page.Displayed routes are distinguished by ACT or MOD to indicate an ACTive route or a MODified route.

Scratchpad LineThe bottom line of the display is the scratchpad line. System generated messages, keyboard entries and datathat is being moved from one line to another is displayed on the scratchpad line.Entered data is displayed in the scratchpad line and then moved to another line by pressing the appropriate LineSelect Key. The alphanumeric keyboard and the LSKs may be used for data entry.

System generated messages are displayed in the scratchpad line as well. These messages only occur whenpilot-entry is not in progress.


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When the systems sends a message to the MCDU the white MSG annunciator light illuminates.Press the CLR key once to remove a message. In case more than one message is waiting to be displayed thenext message appears when the previous message is cleared. The MSG annunciator is illuminated until allmessages are cleared.

Scratchpad entries are independant of page selections and remain in view even when a page-change occurs.

LARGE FontIndicates crew-entered data or crew-verified information.

SMALL FontRepresents predicted, default or HT1000-calulated values. The Small font is also used for the label lines toindicate which data is displayed on the data line

Label LineIdentifies the data displayed on the data line below.

Data LineContains box prompts, dashes, computer geneated or crew entered data

Box Prompts (□□□□□)Indicate the crew-entered data is required for minimum HT1000 operation. Entries into a box-prompt data line aredisplayed in LARGE font.

Dash Prompts (----)Indicate that data entry is optional (optional data is not required for the HT1000 to perform navigation tasks).

Page Numberin case more than one page is available the page number is displayed in the top right corner of the displayscreen. The first digit indicates the current page number and the second digit indicates the overall number ofpages available.

Page or Action Prompts (< >)Indicate access to related page displays or actions

WaypointWaypoint identifiers are displayed in LARGE font

17.1.3.5 Data Entry

To enter data use the alphanumeric keys to enter data into the scratchpad and the press the appropriate LSK totransfer data from the scratchpad to the desired data field.As long as data entry using the keyboard is enabled the CALL annunciator is illuminated.

You may also use your keyboard. To activate the keyboard entry mode for the HT-1000 you need to activate theSCROLL-Lock key on your keyboard (ROLLEN key for German keyboards).Then you can use the keyboard to enter data.


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The Function keys can be pressed using the following key-commands.LSK / function key Key-command LSK / function key Key-command

1L F1 RTE Ctrl + F12L F2 LEGS Ctrl + F23L F3 DEP/ARR Ctrl + F34L F4 HOLD Ctrl + F45L F5 PROG Ctrl + F56L F6 VNAV Ctrl + F61R F7 ATC Ctrl + F72R F8 MENU Ctrl + F83R F9 DATA Ctrl + F94R F10 Not assigned Ctrl + F105R F11 Not assigned Ctrl + F116R F12 Not assigned Ctrl + F12CLR Backspace PREV Page UpEXEC Enter NEXT Page Dn

17.1.4 Terminology

• ActiveRefers to route information being used to calculate lateral navigation guidance commands. The activewaypoint is the waypoint the aircraft is flying to. ACT is displayed on the respective page titles.

• ActivateDesignating one route (out of two possible routes) as the active route. Activation is a two-step process: firstpress activate LSK then press the illuminated EXEC key.

• EnterEntering data into the system using the alphanumeric keys.

• EraseRemoves a modified flight path from the system by selecting the LSK adjacent to the word ERASE.The prompt is present in 6L anytime MOD Route is in progress

• ExecutePart of the activation process – makes pilot-entered information part of the active route by pressing theilluminates EXEC key.

• InactiveRefers to route information currently not being used to calculate navigation commands.

• InitializeEntering the required information to make the HT1000 operative.

• MessageAny messages to inform the pilots are written automatically into the scratchpad.

• ModifyModification of data in active route. When a modification is made to the active route, MOD is displayed in the


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page title, ERASE appears next to 6L and the EXEC key illuminates.Pressing the ERASE LSK removes the modification.Pressing the EXEC key activates the modified route.

• PromptA symbol displayed on the MCDU page to prompt the crew for information. It may be boxes (□□□□□) ordashes (----). A box prompt indicates a required entry and a dashed prompt is an optional entry.

• SelectPressing a key to obtain the desired information or action

• WaypointA point in the route. It may be a fixed point such as latitude and longitude, a VOR or NDB station or anintersection on an airway.

17.2 Flight Operation

The flight operation section describes how to use the GNSS in flight operation. The examples used forclarification in this section are taken from both tutorial flights, tutorial flight 1 from Point-a-Pitre, TFFR, Guadelopeto Fort-de-France, TFFF, Martinique, and tutorial flight 2 from Munich, EDDM, Germany to Bologna, LIPE, Italy.The section splits up into several subsections – one for each flight segment:1. Preflight2. Takeoff/Climb3. Cruise4. Descent5. Arrival / Approach

17.2.1 Preflight

During preflight the pilot verifies the HT1000 status, initializes the system, enters or modifies the route, andconfigures the HT1000 for flight.

17.2.1.1 Identification Page

When electrical power is supplied to the aircraft the HT1000 is powered up. It does not have a power-switch.When the HT1000 starts up the first screen shown is the IDENT-page.It allows the pilot to:• review the aircraft type• review the engine type• review the navigational databaseAll data should be reviewed for accuracy and applicability.


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1L MODELDisplays the aircraft model stored in the configuration

2L NAVDATADisplays the current database (AIRAC cycle).

3L NAVDATADisplays the inactive alternative database

4L SOFTWAREDisplays the operating programm's identifier part number. This is the operating system of the HT1000

5L Not assigned6L Not assigned

1RENGINESDisplays the engine model

2RNAVDATADisplays the active navigational database effective dates.

3RNAVDATADisplays the inactive navigational database effective dates.

4RNot assigned5RNot assigned6RPOS REF

Pressing the LSK 6R provides access to the POS REF page

Position Reference Page

1L POS (GPS)Displays the present position of the aircraft (the source is the GPS system)


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2L UTC (GPS)Universal Coordinated Time – it is provided by the GPS signal.

3L RNP / ACTUALDisplays Required Navigation Performance (RNP) and Actual Navigation Performance Values.Not simulated – just displays 1.00 / 0.07

4L HDG / TAS OVERRIDENot allowed

5L ACT RTEAccesses the active route integrity prediction page. This page is available on ground and with an active routeavailable only.

6L NOT ASSIGNED

1RNOT ASSIGNED2RGS

Displays the ground speed of the aircraft in knots (kts) – computed by the HT1000.3RSV DATA

Not allowed4RNOT ASSIGNED5RDEST RAIM

Not allowed6RROUTE

Displays the RTE page, which is used to continue the preflight initialization sequence

Example / Tutorial 1 (Le Raizet TFFR to Le Lamentin TFFF)

Perform the following steps:1. Open the GNSS subpanel using the simicon or 'Shift + 3'2. The IDENT page is displayed – check data for accuracy and applicability3. Press LSK 6R POS REF > to access POS REF page4. The POS REF page is displayed – check data

Position: approximately N 16° 16.15 W 061° 31.84 (may differ as everybody uses other parking positions and sceneries for the tutorial flight)

UTC (GPS) 10:45 (14:45 local time as Point-a-Pitre is located in the GMT -04:00 timezone)GS 0 ktsRNP / ACTUAL 1.00 / 0.07


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17.2.1.2 Flight Planning

Route Page 1

1L ORIGINBox prompts in LSK 1L allow entry of origin airport using ICAO identifiers.An entry clears any previous route and allows entry of departure or arrival procedure

2L RUNWAYValid entries are runway numbers contained in the navigation database for the entered origin-airport. Therunway may be selected from the Departure / Arrival page alternatively

3L NOT ASSIGNED4L NOT ASSIGNED5L < RTE COPY

This prompt is only visible when an active route is available.Pressing LSK 5L copies the RTE 1 to RTE 2 and vice versa. RTE COPY COMPLETE is displayed in LARGEfont when copying is completed.

6L < RTE 2Displays RTE 2 page 1/X.Thus inactive routes can be accessed, modified and activated.When RTE 2 is active the prompt changes to < RTE 1.Ih the route is modified active or pending activation < ERASE is displayed in LARGE font at LSK 6L. PressingLSK 6L erases the pending modification

1RDESTAllows entry of destination airport ICAO identifier

2RFLT NODisplays the entered pilot-entered flight number.The entry is optional for activation of the route as indicated by the Dash prompts.The flight number propagated to the PROGRESS and REPORT pages

3RCO ROUTENormally displays pilot-entered company route but as no company routes are available within flight simulatorthis LSK is used to save a route to the user routes

4RUSER RTES >Opens page to access saved user routes. See 'Loading and Saving Routes' section for more information.

5RSAVE RTE >


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Opens page to save active route in the user-saved-routes folder6R< ACTIVATE

Activates the displayed route and arms the EXEC key. Pressing the EXEC key is necessary to completeactivation< PERF INITin case the required entries have not been made on the PERF INIT page, LSK 6R displays PERF INIT


Perform the following steps:The POS REF page is still active1. Press LSK 6R ROUTE > on POS REF page to access the ROUTE page2. Type TFFR in scratchpad for Point-a-Pitre, Le Raizet airport3. Press LSK 1L to copy data to 1L4. Type TFFF in scratchpad for Fort-de-France, Le Lamentin airport5. Press LSK 1R to copy data to 1R6. Type 29 in scratchpad for the active runway 297. Press LSK 2L8. Type TX6509 for the flight number (Please do not seperate letters and numbers by a space !)9. Press LSK 2R10.Type F1TUT-TFFRTFFF in scratchpad (this will be the name under which the route is saved)11.Press LSK 3R to lineselect entry from scratchpad to LSK 3R12.Press LSK 5R 'SAVE RTE>' to save flightplan (the flightplans are stored in the folder [FS-Directory]\Flight One

Software\Flight One ATR 72-500\FlightPlans\*.rte )The MCDU should now look like this:


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Route Page 2

1L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS2L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS3L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS4L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS5L ALLOWS ENTRY OF AIRWAY IDENTIFIERS OF 1 TO 5 CHARACTERS6L < RTE 2

Allows access to RTE 2 page for entry of an optional secondary route

1RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS2RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS3RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS4RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS5RALLOWS ENTRY OF WAYPOINT IDENTIFIERS OR ROUTE SEGMENT TERMINATION POINTS6RPERF INIT>

Provides access to PERF INIT page and is displayed if data entry on PERF INIT page is not completed yetACTIVATE >Activates the route and arms the EXEC key. Press EXEC key to complete activation

Route Leg information and all intermediate waypoint can always be viewed and checked on the RTE LEGS page.See RTE LEGS page section for more information.


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Entering Routes (some more information)

The way described in the example to enter a route is one possibility out of two:• You can enter each waypoint, which you will pass along the way by entering them into the scratchpad and

then lineselect them to 1R-5R. This creates a track directly from waypoint to waypoint.• Or you can enter an airway into the scratchpad, lineselect it to 1L-5L and then enter the waypoint where the

airway is left into the scratchpad and lineselect it to the associated LSK on the right.

Example / Tutorial 2 (Munich, Franz-Josef-Strauss EDDM to Bologna, Borgo Panigale LIPE)

You plan to fly from Munich, Franz-Josef-Strauss airport, EDDM to Bologna, Borgo Panigale airport, LIPE (AirDolomiti flight EN 3984. You plan to depart from runway 08L or R in Munich, follow KPT5E SID to KPT (Kempten)VOR. Now you can start to follow airway UL607 to the intersection ALGOI, change onto airway UM738 and followit to ADOSA. There we'll change the airway to UP131 and follow it until FER (Ferrara) NDB.From here we'll followfollow ADOLO Arrival into Bologna to finally land on runway 12.Perform the following steps to program this route1. Select RTE 1 page 12. Enter EDDM and lineselect it to LSK 1L3. Enter LIPE and lineselect it to LSK 1R4. Enter 08 L or R and lineselect it to LSK 2L5. Enter EN3984 (the flight number) and lineselect to LSK 2R6. Switch to the DEP/ARR page, open the departure pages, and select KPT5E SID out of EDDM, KPT transition

See the following section for more information on how to select arrival and departure routes.7. Then select Arrival pages for LIPE (LSK 2R) and select runway 12. Notice that there is no STAR provided in

the navigation database !See the following section for more information on how to select arrival and departure routes.

8. Proceed to RTE 1 page and cycle to page 2, pressing the NEXT button9. Enter UL607 and lineselect to LSK 2L10.Enter ALGOI and lineselect to LSK 2R11.Enter UM738 and lineselect to LSK 3L12.Enter ADOSA and lineselect to LSK 3R13.Enter UP131 and lineselect to LSK 4L14.Enter FER and lineselect to LSK 4R15.Enter BOA and lineselect to LSK 5R, LSK 5L shows DIRECT then

Bologna airport does not offer STARS, only arrivals and as it is not possible at the moment to create pilot-defined waypoints such as place-bearing-distance the approach into must be flown manually. No worries youcan still use the autopilot but will have to tune VORs, selected the right Course by yourself. The arrival routefor runway 12 starts 2.5 miles out Bologna, BOA VOR, thus the waypoint BOA is entered too although wewon't pass it.Furthermore more than one waypoint BOA is available in the navigational database. Thus the 'Select DesiredWPT' page opens when BOA is entered. Check the 'Select Desired Waypoint' section for more information.

16.Now RTE 1 page 2 should look like this:


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17.You may save the route or activate it by now. BUT be advised that there is still a route discontinuity which willbe discussed and cleared in the Route discontinuity section.

Departure Selection

The DEP/ARR INDEX gives access to departures and arrivals for the origin and destination airports.Departures and arrivals for RTE 1 and RTE 2 are listed if the two routes have been entered.

The departure and arrival pages can be accessed at any time by pressing the DEP/ARR key on the MCDU.The departure and arrival index page (DEP/ARR INDEX) is used to select the departure and arrival pages for theorigin and destination airports for each route. The DEP/ARR INDEX page also allows the pilot to browsedeparture or arrival information for any other airport in the navigation database.

The first data field contains the LSKs to select the Arrival and Departure pages for the first routes airports whilethe second field contains the LSKs to select the Arrival and Departure pages for the second routes airportsThe active route is indicated by a ACT displayed next to RTE 1 or RTE 2.In case neither Route 1 nor Route 2 is defined the data fields below the respective line titles remain blank.The third data field, labeled OTHER provides access to Departure and Arrival pages of airports not defined ineither route. To access the departure pages of the desired airport enter the ICAO identifier into the scratchpadand the press LSK 6L. Access to the Arrival pages is gained similar – press LSK 6R instead of 6L after enteringthe ICAO identifier. The departures and arrivals may only be viewed by procedure name and may not beappended to a flight plan.

SID and Departure Runway

Departure runways and SIDs are selected on the DEPARTURES page. To access the DEPARTURES page,


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press LSK 1L on the DEP/ARR INDEX page.On the TFFR DEPARTURES page, the left data fields display the available SIDs and the right data fields displaythe available departure runways. Notice that there are several pages of SIDs and depending on the airport ofrunways too (Use the NEXT/PREV button to cycle through the pages).If a runway was defined on RTE 1 page an <ACT> (or <SEL> when the route is not activated yet) legend isdisplayed next to that runway.

After selecting a SID, transition, or runway, the selections move to the top and all other choices are blanked outas shown in the graphic above.


1. Press the DEP/ARR button to open the DEP/ARR INDEX page2. Press LSK 1L to access TFFR DEPARTURE page3. Runway 29 should be preselected which is indicated by <SEL>4. Search and select DOM3W SID by pressing the LSK 3L5. The selection menu for transitions opens6. Search and select DOM transition by pressing the respective LSK

17.2.1.3 Performance Initialization

Press VNAV to access the PERF INIT page and initialize entries.After initial power up, route entry, activation and execution the PERF INIT prompt is displayed at 6R on the RTEpage. Once the data is entered on the PERF INIT page, the prompt at 6R on the RTE page will not be displayedagain until the next power-up initialization of the HT1000.The PERF INIT page will be cleared with flight complete logic (after landing plus five minutes).The following graphic shows the PERF INIT page after initialization.


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1L GR WTThe aircrafts gross weight – indicated in thousand lbs or tons.The GR WT will decrease with fuel burned in flight

2L FUELDisplays fuel quantity in tons or thousand lbs.The fuel quantity is calculated automatically when the gross weight and the zero fuel weight is entered

3L ZFWDisplays Zero Fuel Weight in tons or thousand lbs. Box prompts are displayed until a valid value is entered.

4L RESERVESDisplays the fuel reserve weight in thousand lbs or tons.The reserve fuel weight is used in determining an insufficient fuel condition. An insufficient fuel condition willtrigger the message CHECK FUEL - VNAV

5L TRANS ALTDisplays the altitude above which the HT1000 will display altitudes in a flight level format.The default value is set to 5,000 ft by maintenance personnel but the value may be overriden by a pilot-entered value.

6L NOT ASSIGNED

1RCRZ ALTThe desired cruise altitude. Valid entries are standard altitude entries – this entry is required for VNAV andETAs. This entry will not automatically change the aircrafts altitude – it must be changed manually by the flightcrew.

2RCLIMBIndicates speed/mach numbers and angle of the climb or descent segments.These values are used to determine top-of-climb, ETAs, and the top of descent points. The default valuesmay be overridden by the crew. To return to default values, line-select DELETE in the proper field.

3RCRUISEIndicates speed/mach numbers and angle of the climb or descent segments.These values are used to determine top-of-climb, ETAs, and the top of descent points. The default valuesmay be overridden by the crew. To return to default values, line-select DELETE in the proper field.

4RDESCENTIndicates speed/mach numbers and angle of the climb or descent segments.These values are used to determine top-of-climb, ETAs, and the top of descent points. The default valuesmay be overridden by the crew. To return to default values, line-select DELETE in the proper field.

5RSPD / TRANSDisplays the speed restriction of 250 knots below 10,000 feet. Modifcations are not possible.

6RNOT ASSIGNED


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1. Press VNAV button to open PERF INIT page2. Enter 19.3 for the ZFW in tons / You may as well press LSK 3L to read out the current ZFW.3. Press LSK 3L to accept value4. Enter 20.2 for the GR WT in tons / You may as well press LSK 1L to read out the current GW.5. Press LSK 1L to accept value6. Fuel is calculated automatically7. Enter 0.4 for reserve fuel in tons8. Press LSK 4L9. Enter 18000 for Transition Altitude10.Press LSK 5L11.Enter 13000 for cruise alt: FL-13012.Press LSK 1R to accept value13.The PERF INIT page should look like this:

17.2.1.4 Route Legs

Access the RTE 1 LEGS page by pressing the LEGS key.Once the LEGS information has been entered, the pilot can activate the route.The waypoint in 1L is displayed in MAGENTA if it is the active waypoint – then lateral steering commands and theCDI/HSI information is valid.If the waypoint is inactive it will be displayed in WHITE and the lateral steering commands and CDI/HSIinformation are not valid.


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1L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS2L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS3L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS4L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS5L ALLOWS ENTRY OF WAYPOINT IDENTIFIERS6L < RTE 2 LEGS

Provides access to RTE 2 LEGS page

1RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS2RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS3RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS4RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS5RALLOWS ENTRY OF SPEED AND ALTITUDE CONSTRAINTS6RRTE DATA >

Provides access to RTE DATA page – see RTE DATA page section

17.2.1.5 Route activation

To activate the route the entries made for Vertical Navigation must be accepted first by pressing the EXEC key.Now proceed to RTE 1 Page 1 and press LSK 6R to initiate the activation process and then press the EXEC keyto complete the activation process.


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17.2.1.6 Route Data Page

The Route Data Page is accessed via LSK 6R on the Active Legs page. It displays the flight plan waypointssequence as the legs page. The ETE column shows estimated time en route between waypoints before take off,and estimated time of arrival (ETA) when airborne. Each waypoint on the Route Data page has an associatedwind page. The wind pages for each waypoint are accessed by pressing LSKs 1R through 5R.

See the 'Active RTE LEGS page' section for more information

17.2.1.7 Wind Input

The wind page provides entry and display of forecast winds and temperatures at specified altitudes for specificwaypoints.

For a selected waypoint a maximum of four wind altitudes my be entered and displayed.Enter the desired altitude in the scratchpad and press LSK 1L.This will display a prompt on the right hand side where wind direction and velocity can be entered. Wind directionand velocity are then entered in the scratchpad and line-selected to the appropriate data line. Altitudes may beentered in any order, the HT1000 sorts and displays them in ascending order. Initial cruise altitude andtemperature may be entered in 5R, which allows the system to calculate temperatures for the remaining altitudes.


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The entered winds will propagate forward and backward along the entire route if there are no pilot-entered winds.Winds entered at the next waypoint will propagate forward only.

17.2.2 Takeoff / Climb

17.2.2.1 Direct-To

Direct-To route entries allow the pilot to fly direct to a particular fix. The fix may be part of the active route or itmay be an off-path waypoint.

To perform a Direct-To, enter the desired fix from the scratchpad into 1L on the first ACT RTE LEGS page. Thefollowing are allowable entries:• Any navigation database-defined waypoint, airport, NAVAID or NDB• Any fix defined in the active or modified active route

Once the entry has been made a modification is created and the title becomes MOD RTE LEGS. After verifyingthe modified path, the pilot has the option to execute or erase the Direct-To operation.


Now you took of from Franz-Josef-Strauss airport in Munich and already reached cruise altitude. The momentyou established at cruise altitude ATC clears you directly to PITAR intersection. Well, this will save some timeand fuel but how to tell the HT-1000 ?

1. Well, open the FMC (Shift + 3)2. Open the LEGS page by pressing the LEGS function key (top row)3. Enter PITAR in the scratchpad4. Lineselect the entry to Line Select Key, LSK 1L, MOD RTE 1 is displayed to indicate the actual route was

modified. You may erase the changes pressing the LSK adjacent to the <ERASE message.The display should look the following:


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5. You can see that a route discontinuity is created by this change, so proceed to page 2 and lineselect RENTAto the scratchpad by pressing LSK 1L and then lineselect RENTA from the scratchpad to LSK 2L to clear theroute discontinuity and delete the rest of the route. The display should look like this now:

6. Now press the EXEC key to accept the changes and change the route.As long as the changes are not 'executed' they don't influence the aircraft's path and may be erased bypressing LSK 6L (<ERASE).

17.2.3 Cruise

17.2.3.1 Route Modification

Erasing an ACT RTE Leg

To remove a leg in an active route, downselect the waypoint below the unwanted leg or legs to the scratchpad.


The Erase ACT RTE Leg function is much more convenient in case you want to remove some parts of the route.Assume you want to rmove the leg from RENTA to ADOSA, so you linselect ADOSA to the scratchpad and thenlineselect it to the LSK where RENTA is located at the moment.


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1. Open the LEGS page (see graphic above – upper figure)2. Lineselect the waypoint ADOSA into the scratchpad3. Lineselect ADOSA to LSK 2L to replace the waypoint RENTA (now the change must be activated to become

part of the active route, as can be seen in the lower figure. But this change shall be erased again)4. Press LSK adjacent to <ERASE to remove modification.

Pressing <ERASE removes every change to the active route

Route Discontinuity

In case there is no defined path between two successive waypoints in a flight plan a route discontinuity iscreated.That may happen after waypoint deletion, addition or procedure stringing.A discontinuity is not automatically bridged and the message DISCONTINUITY is displayed in the scratchpadwhen a discontinuity is detected.In case the autopilot is coupled to the HT1000 the aircraft will revert to HDG hold.

To clear a discontinuity downselect the next waypoint AFTER the discontinuity into the scratchpad. Then pressthe LSK next to the discontinuity (where the box prompts are displayed), followed by the EXEC key.


Remember the Direct-To Section ?After you entered PITAR and lineselected it to LSK 1L a route discontinuity was created. To remove such adiscontinuity simply lineselect a waypoint of your choice to the scratchpad and then move the entry to the LSKwhere the route discontinuity is displayed.Activation of the route afterwards is madatory !


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Select Desired Waypoint Page

The SELECT DESIRED WAYPOINT page is automatically displayed when a waypoint is entered that existst at anumber of different locations in the Navigation Data Base.The SELECT DESIRED WPT page is displayed to allow the pilot to select the desired navigation database fix.


When you enter the route for the flight from Munich, Franz-Josef-Strauss airport (EDDM) to Bologna, BorgoPanigale airport (LIPE) the last waypoint you have to enter is the Bologa BOA VOR. After you have entered BOAa new page will be displayed as the HT-1000 knows several waypoints named BOA. To be precise, it knowsBologna BOA VOR and Bologna BOA NDB. The 'Select Desired Waypoint' page offers you a choice ofwaypoints stored in the navigational database. Press LSK 1L-5L to select the appropriate waypoint. The bearingand distance to each waypoint is indicated as well as the waypoints position in North-East-ccordinates to makeselecting the right waypoint easier.For the example waypoint BOA the 'Select Desired WPT' page looks like this:

1. The page opens automatically when BOA is entered2. Select Bologna VOR by pressing LSK 2L3. Now the route page comes into view again


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CAUTION:Care should be exercised when selecting the proper navaid from the SELECT DESIRED WPTpage or list. The pilot should review the NAVAID type, position (LAT/LON) and frequency and

compare this data to the chart and the desired route to ensure proper waypoint selection


17.2.3.2 Active RTE Legs Pages

The RTE LEGS pages display a consecutive listing of flight plan waypoints and pertinent information about eachwaypoint on the route. To access the RTE Legs page press the LEGS key – an active route must exist. Theactive waypoint is colored magenta.

The active waypoint displayed in the graphic above is (1900), which is part of a SID out of Munich. The computedDistance-to-Go (DTG) is displayed in the center field and indicates nm. The Distance-to-Go is dynamic and willcountdown while the aircraft proceeds towards the waypoint. On case the DTG is greater than 100 nm it isdisplayed in whole numbers and when below 100 nm it is displayed in tenth of a mile.Preceding to each waypoint the calculated path for the aircraft is listed. For instance preceding PITARintersection is the course 163° indicating the course direction (path) for the aircraft.When the active waypoint is passed it is deleted from the waypoint list, the ACT RTE LEGS display-set movesupward and the next active waypoint is displayed in magenta at the top of the page.

1L (1900)This is the waypoint toward which the HT1000 is providing navigation guidance (ACTIVE WPT)

2L L OR RIf the flight plan leg is part of a terminal area procedure (SID/STAR or approach) or holding pattern and theprocedure calls for a turn, the turn direction at the waypoint is specified. If a turn procedure is not specified, noturn direction is displayed.Note:In case of a pilot-defined holding pattern, the L-R symbology will reflect the turn direction as entered by thecrew, regardless of the turn direction specified on the chart (the default setting is a right turn)

3L WAYPOINT4L WAYPOINT5L WAYPOINT6L < RTE 2 LEGS

Returns the display to the LEGS page of the inactive route 2.

1RALTITUDE CONSTRAINTDisplays the altitude constraint for waypoint (1900), that demands that the waypoint is passed above 1,900feet. LARGE font in white for both of these constraints indicates that they are derived from a data baseprocedure. See the passage below for more information on altitude and speed contraints.


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2RIndicates that no vertical flight path or constraint is associated with waypoint DM078


4RIndicates that no vertical flight path or constraint is associated with waypoint MUN


6RRTE DATA>Displays the RTE DATA page

Altitude constraints on the LEGS page are either AT or ABOVE, AT or BELOW, AT, or WINDOW constraintaltitudes.• Pilot-entered constraints are displayed in LARGE font on CYAN• Constraints supplied by the navigation data base procedure are displayed in LARGE font in white• System predicted altitudes are displayed in small font in whiteAll constraints may be overridden by pilot-entered constraints.Display-convention:• If an altitude is AT or ABOVE then it is displayed as XXXXXA (example: 14000A)• If an altitude is AT or BELOW then it is displayed as XXXXXB (example: 14000B)• If it is a window constraint then it is displayed as XXXXXB XXXXXA (13000B 10000A)

Flight path angles are generated by the system or extracted from the navigation data base and are a function ofthe geometric descent path that is drawn to meet the altitude constraints. FPA angles in LARGE font are NAVdata base angles.

Notes:1. If an altitude entry has been modified by the pilot (adding, deleting, or changing an entry) and the entry is

different from the initial flight plan entry, the value will be displayed in CYAN2. If a NAV data base flight path angle must be increased to adhere with a procedure specified altitude

constraint, the changed FPA angle will be displayed in small font CYAN

When an approach procedure is appended to the route, the final approach fix (FAF) and the missed approachpoint (MAP) will be positively identified on the LEGS page.An F will be displayed adjacent to the waypoint identifying the final approach fix. Likewise an M will be displayedadjacent to the waypoint identifying the missed approach point. Both the F and the M will be shown in reversevideo and in the same color as the waypoint.


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RTE Data

The ROUTE DATA page displays data for each waypoint on the ACT RTE 1 LEGS page and may be accessedthrough the RTE DATA> prompt on line 6R of any ACT LEGS page.The RTE DATA page displays Estimated Time of Arrival (ETA) when airborne or Estimated Time en Route (ETE)on the ground and provides access to each waypoint WIND page. Data entry on the RTE DATA page is notpossible.

1L WAYPOINT ETADisplays the HT1000-calculated waypoint ETA when airborne.On ground ETE is displayed

2L WAYPOINT ETA3L WAYPOINT ETA4L WAYPOINT ETA5L WAYPOINT ETA6L <LEGS

LSK to return to ACT RTE 1 LEGS page

The center column displays the waypoints identifiers.

1. W> OR >Displays the WIND page for the selected waypoint.W indicates that wind data has been entered for the waypoint.A chevron (>) without a W indicates that no wind data is entered for that way point or that wind data ispropagated from last entered waypoint-wind data.

2. W> OR >3. W> OR >4. W> OR >5. W> OR >6. NOT ASSIGNED

For wind input refer to Wind Input section.


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17.2.3.3 PROGRESS Page

Progress pages 1/2 and 2/2 display information relative to the progress of the flight. The pages are accessed bythe PROG function key.

Progress Page 1/2

1LDisplays the last waypoint crossed, altitude, time and fuel at that point

2L TODisplays the active waypoint identifier (in MAGENTA), distance-to-go (DTG), and ETA at the active waypoint.The DTG is the direct distance from the aircraft current position to the active waypoint

3L NEXTDisplays the aypoint identifier, distance-to-go and ETA. The DTG is the distance along the flight path from theaircraft to the next waypoint

4L DESTDisplays the destination ICAO identifier.DTG and ETA are measured along the flight plan route. If another waypoint NAVAID or airport is inserted intothis field the distance and ETA are measured directly to that point. If a flight plan waypoint is entered into 4L,ENROUTE WPT is displayed in the label line above 4L. If the waypoint is not in the flight plan, the DIR TOALTERNATE is displayed in the label line above 4L. To return the destination to the original destination to theoriginal destination, line-select delete up to 4L.

5L NOT ASSIGNED6L <POS REPORT

Displays the POS REPORT page. See the following section for more information

1RNOT ASSIGNED2RNOT ASSIGNED3RNOT ASSIGNED4RNOT ASSIGNED5RTO T/C (TOP-OF-CLIMB)

Top-of-climb is calculated based on the PERF INIT cruise altitude and the climb angle on the ground. In theair, T/C is based on current ground speed and vertical speed as the aircraft flies toward its cruise altitude.TO T/D (TOP-OF-DESCENT)If the system is configured for VNAV and the flight plan contains a valid descent path, the T/D is based on thefirst AT constraint in front of the aircraft. If not, T/D is based on cruise altitude, the descent angle, and the


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end-of-descent point. In this case, T/D will be adjusted for head and tail winds. The T/D is displayed within200 nm of the destiantion.

6RPOS REF>Displays the POS REF page

Progress Page 2/2

PROGRESS page 2/2 contains measured wind information, lateral and vertical tracking errors, TAS, GS, staticair temperature, and fuel information

1L TAS / GSCurrent True Air Speed / Ground Speed are displayed in 1L. TAS is MAGENTA if manually keyed and isYELLOW if failed

2L HDG / TKHeading and track are displayed in 2L. HDG is MAGENTA if manually keyed, and the velocity in knots

3L XTKCrosstrack Error – the distance in nautical miles the aircraft is left or right of the intended track

4L FUEL USEDThe total fuel used by all engines in operation

5L FUEL USEDFuel used by each operating engine, numbered from left to right across the aircraft's

1CTODisplays active waypoint in MAGENTA

2CNOT ASSIGNED3CTKE

Track Angle Error – The angle the aircraft is either diverging from or converging toward the intended track

1RWINDDisplays the current measured wind direction in degrees TRUE and the velocit in knots

2RDADrift Angle – The angle between the aircraft heading and the intended track

3RVTK ERRThis information is displayed if the system is configured for VNAV and the aircraft is past the T/D of a validVNAV descent. The VTK Error displays in feet the distance the aircraft is above or below the vertical path.


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The display is active in the descent phase only. Above path deviations are indicated with a plus (+) sign belowpath deviations are indicated with a minus (-) sign

4RSATStatic Air Temperature in degrees centigrade – if available

5RFUEL USEDFuel used by each operating engine, numbered from left to right across the aircraft's

6RCALCULATED FUEL QTYThe fuel as calculated from takeoff minus fuel used during flight

17.2.3.4 Position Report

This page displays speed, altitude, and ATA for the last position (displayed in 1L) and ETAs for the TO and thenext destination. Current temperature, measured winds and the next waypoint are also displayed.

The POS REPORT page is accessed from PROGRESS page 1.

Other flight plan waypoints from the active route can be entered at 4L to display their ETAs at 4R. To return to itsdefault waypoint, line-select delete to 4L.

17.2.3.5 Holding Patterns

This section describes holding pattern creation, modification, and guidance

ACT RTE 1 – HOLD Page

The ACT RTE 1 – HOLD page provides a means of initiating a holding pattern contained in the route at theaircraft's current position or any other desired point.To access this page press the HOLD function key. The graphic below shows the display when the HOLD page isloaded.


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6L HOLD ATThe HOLD AT line permits entry of flight plan waypoint or any other Navigation Database or pilot-definedholding fix. A waypoint may be downselected from the HOLD page and then line-selected to 6L.

6RPPOS>Selecting the Present Position (PPOS) prompt creates a holding pattern at the time EXEC is pressed.

Notes:1. Selecting the PPOS HOLD while on an offset path deletes the offset path. The crew must define a pathback to the original route2. A PPOS hold will create a discontinuity

The RTE HOLD page is used to review and change data associated with the holding patterns contained in theroute. The pilot can display and change the holding pattern or exit from an active holding pattern.

To access the holding definition page a waypoint must be entered in the box prompts at LSK 6L. A waypoint fromthe HOLD page may be downselected as well and then line-selected to LSK 6L to open the holding definitionpage.The following graphic shows the holding definition page.

1L FIXDisplays the holding fix


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2L QUAD / RADIALDisplays the Quadrant and Radial (QUAD / RaDIAL) and permits entry of an assigned holding radial thatcauses 3L to reflect the reciprocal Inbound Course

3L INBD CRS / DIRDisplays the Inbound Course and Turn Direction (INBD CRS / DIR). The INBD CRS / DIR are entered throughthe keyboard. Valid entries for the course are three-digit bearings optionally followed by L for left turn or R forright turn. L or R will also be displayed next to the hold fix on the ACT RTE LEGS page

Note:Default value in 3L is the present Inbound Course to the holding fix with standard right turns

4L LEG TIMEThe length of the inbound leg of the pattern defaults to elapsed time instead of leg distance. It displays 1.0minute at or below 14,000 feet and 1.5 minutes above 14,000 feet. This time can be changed by pilot-entry.

5L LEG DISTDisplays dashes unles the pilot makes akeyboard entry for leg distance, in which case LEG TIME 4L isdeleted

6L < ERASE<ERASE is displayed only on the MOD RTE HOLD page. Selecting it deletes any pending modifcations, andreturns the display to the RTE LEGS page if the holding fix is deleted as a consequence

1RFIX BRG / DTSDisplays the continuously updated bearing and distance from the aircraft to the hold fix

2RFIX ETAThe FIX ETA line displays the estimated time to the holding pattern fix point. This information is updated eachtime the fix point is crossed

3REFC TIMEThe Expect Further Clearance (EFC) Time allows the pilot to enter the time further clearance can beexpected. It is for reference only and has no effect on hold parameters

4RNOT ASSIGNED5RENTRY

Displays the type of entry the system will use during entry of the holding. Possible entries are DIRECT,PARALLEL and TEARDROP. The way the holding is entered is computed automatically given the previousparameters.

The EXEC key must be pressed to accept the assigned properties for the holding.A new waypoint will then be added to the LEGS page.When the aircraft arrived at the holding fix and entered the holding the display changes. The EXIT HOLD> LSK isadded as can be seen in the graphic below:


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6L <NEXT HOLDSelecting the <NEXT HOLD prompt displays another ACT RTE 1 LEGS – HOLD page where an additionaldownpath hold can be programmed

6REXIT HOLD>Displayed if the hold leg is the active leg.Selection of the EXIT HOLD> at 6R causes EXIT ARMED to be displayed as shown in the following figure

When the EXEC key is pressed, the aircraft will continue in the holding pattern until it next reaches the holdingfix, then it will exit the hold.RESUME (hold) may be selected at any time to cancel EXIT ARMED. An EXIT ARMED in 6R will be replacedwith NO EXIT DISCONTINUITY when EXIT ARMED is not available. Exit Hold will not arm if a routediscontinuity exists directly after the hold on the flight plan route. To arm the EXIT HOLD the crew mustremove the discontinuity, or perform a DIRECT TO to the next waypoint on the flight plan.

Notes:1. If an NDB procedure adds a holding pattern as part of the approach procedure, the hold may be exitedautomatically. A message EXIT HOLD ARMED will be displayed in the scratchpad one minute prior to exitingthe hold fix, in all cases. The pilot may select the HOLD page and select the RESUME HOLD> prompt ifrequired to proceed for another circuit.2. Some departures will have a hold-to-altitude built into the SID. Once the aircraft reaches the predefinedaltitude, it will automatically exit the hold. Therefore, the crew should monitor the exit status on the RTE HOLDpage.3. If there is a discontinuity after the hold, the EXIT HOLD> prompt will be replaced by a NO-EXIT-DISCONTINUITY indication until the discontinuity is removed4. When a hold is executed, it creates a hold fix on the LEGS page. The hold fix on the LEGS page can bedeleted without creating a discontinuity.5. In case you programmed more than one holding, use the PREV and the NEXT key to cycle through thedifferent holding definitions.

RESUME HOLD>Displayed if EXIT ARMED> has been selected.

Selecting RESUME HOLD> at 6R before crossing the hold fix causes the aircraft to continue in the previouslyselected holding pattern


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Holding Pattern Guidance

When the holding pattern is created by the pilot, the system builds the geometry of the hold using the currentaicraft groundspeed with the configured autopilot bank limits. If the geometry of the hold exceeds the holdingairspace requirements, the system will restrict the size of the hold and annunciate the HIGH HOLDING SPEEDmessage approaching the hold fix. Thus the system indicates that it will not be able to fly the restricted holdingpattern due to the configuration roll limits and current aircraft speed.The size of the holding pattern is frozen while the aircraft is in the holding pattern and is not adjusted until theaircraft is next flown over the hold fix. When the aircraft next crosses the holding fix, another snapshot of theaircraft's groundspeed is taken and the holding pattern is resized if necessary.

Note:Pilots must adhere to the maximum allowable holding speed or less for holding patterns, since the HT1000computes pattern sizes based on the speed at the initial crossing of the hold fix.

17.2.4 Descent

The HT1000 VNAV descent function is an advisory function only.It only displays descent path deviation to the crew in the descent phase and it does not provide autopilot couplingvia pitch steering commands.

The VNAV function creates a fixed geometric path that is independent of winds and aircraft performance.

The descent path construction begins at the End-Of-Descent (E/D) and builds backwards to the Top-of-Descent(T/D) point. Thus it complies with all altitude constraints.The crew can use the DESCENT page to evaluate the ability of the aircraft to maintain descent path.

VNAV data and path deviation indications are provided to the crew on the following pages:• DESCENT page• LEGS page• PROGRESS 2/2 pagesPath deviation is also displayed on the HSI and ADI.

17.2.4.1 Descent Path Construction

The HT1000 is enabled to construct a descent path only when the following conditions are met:• The flight plan must contain a destination airport• The flight plan must contain at least one AT altitude constraint in the descent phase• A cruise altitude must be entered on the PERF INIT page


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CautionEnsure that the holding pattern conforms to ATC requirements. The HT1000 does not

automatically generate holding patterns as published on the associated navigation chart unlessthe holding pattern is part of an approach or missed approach procedure.


Descent Path Construction

• Flight Plan DiscontinuitiesAs the aircraft sequences into the discontinuity, Vertical Deviation indications are blanked and set invalid

• Procedure TurnsWhen a procedure turn is inserted into the flight plan, the distance around the procedure turn is used in thedescent path calculation

• Lateral OffsetVertical Deviation is blank when lateral offset is entered

• Holding Patterns• Manual (Pilot-Entered) Holds

The distance around the holding pattern is not counted in the descent path (it is not used to calculateDTG). Vertical Deviation from the descent path is blanked

• NAV Database HoldsWhen a holding pattern is part of a NAV database procedure, the distance around the holding pattern isused in the descent path calculation, and Vertical Deviation is displayed

17.2.4.2 Display of VNAV Data (Summary)

• LEGS pageDisplays descent path angles, waypoint crossing altitudes and speed constraints from the NavigationalDatabase

• PROGRESS Page 1This page displays T/D, DTG and ETA

• PROGRESS Page 2The page displays the numerical vertical deviation data and T/D DTG / ETA

• DSECENT pageincludes• Active vertical constraint• Next vertical constraint• End-of-Descent constraint• T/D information and DTG and T/D• Aircraft Current Flight Path Angle• Vertical bearing to the active vertical constraint• Aircraft current Vertical Speed• Required Vertical Speed to fly the descent path• Long / Short path distance information• Numerical vertical deviation from descent path

• VNAV scratchpad messagesThese include:• VERTICAL TRACK CHANGE ALERT• descent path deleted• end-of-descent• act descent path invalid• vnav path not received

• DESCENT PATH DEVIATION DISPLAYThe vertical path deviation is displayed by the EFIS as similar to the glideslope display. Both are distinguishedby a 'G' displayed for glideslope deviation and a 'V' for vertical path deviation.


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The scale becomes active when the aircraft is 30 seconds from T/D• FLAGS

A flag on the vertical deviation scale will be displayed when indicating a failure. This can occur with a BAROALT FAIL or UNABLE RNP message

• FLIGHT DIRECTORThe HT1000 provides no information to the flight director in the vertical axis

17.2.4.3 ACT RTE LEGS Page (VNAV Information)

VNAV information is presented on the LEGS pages. The displayed altitude may be either an altitude constraint ora predicted altitude computed by the system along the descent profile at the waypoint. To distinguish these two,constraints are displayed in LARGE font and predictions are displayed in SMALL font.The following types of constraints are available:• AT• AT or ABOVE• AT or BELOW• window constraintFurthermore the LEGS page also displays the descent path angle for the descent profile of each descent leg

Altitudes

An altitude constraint may com from the navigation database as part of a selected procedure or it may have beenentered by the crew. Pilot entries will override a navigation database constraint but they are not allowed for FAFsor MAPs and any waypoints between the FAF and the MAP.When an altitude is entered by the crew, the value is displayed in CYAN.

• AT constraints are displayed as 14,000• AT or ABOVE constraints are displayed as 14,000A• AT or BELOW constraints are displayed as 14,000B• window constraint constraints are displayed as 15,000B/10,000AAbove the transition altitude, information will be displayed as flight levels.


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17.2.4.4 PROGRESS Page (VNAV Information)

The PROGRESS page displays two fields relevant for VNAV operations: The T/D (Top of Descent) and VerticalTrack Error (VTK ERR).

3RVTK ERROn PROGRESS page 2/2, vertical track error is reported. It is reported in feet, with a plus (+) sign to indicateabove path or a minus (-) to indicate below path.The vertical track error is displayed whenever the aircraft is in the active descent mode.

TO T/DThe T/D is shown on PROGRESS page 1/2.


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17.2.4.5 DESCENT Page

Press VNAV to open the DESCENT page. When the aircraft is airborne the DESCENT page is openedinstantaneously, otherwise use the NEXT and PREV key to cycle through the pages until the DESCENT page isopened.

The VNAV Page before Top-of-Descent

The VNAV Page during descent

1L NOT ASSIGNED.

2L E/D XXXXXThis field displays the E/D waypoint, which is the last waypoint in the descent that has an AT altitudeconstraint associated with it.

3L NOT ASSIGNED

4L NOT ASSIGNED


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5L FOF / 6330Displays the altitude contraint for the next waypoint. In this case the waypoint FOF (Fort-de-France) must bepassed at 6,330ft or above.

1CVTK ERRVertical track error is reported in feet, with a plus (+) sign to indicate above path or a minus (-) to indicatebelow path. The vertical track error is displayed whenever the aircraft is in the active descent mode and isrounded to the nearest 10 feet.

2CDTGDisplays the Distance-to-Go (DTG) to the active vertical waypoint displayed in 2L

3CNOT ASSIGNED

4CNOT ASSIGNED

5CFPADisplays the current aircraft inertial flight path angle (FPA) in degrees relative to the ground

1RVSVertical Speed (VS) displays actual vertical speed of aircraft. Vertical Speed will be rounded to the nearest100 feet.

2RVS REQ.Displays the VS required to cross the active vertical waypoint at the required altitude constraint, which isshown in 2L. When the designated waypoint is not he active vertical waypoint or before reaching the T/D, thisvalue is the predicted rate-of-descent to follow the descent path.

3RNOT ASSIGNED

4RNOT ASSIGNED

5RVBVertical Bearing (VB) displays the angle from the aircraft to the waypoint and altitude displayed in 5L. Thisprovides an indication of the descent flight path angle (FPA) required ro reach the waypoint at the altitudedisplayed in the FIX / Alt field. Flying the aircraft with a descent angle flight path angle (FPA) steeper than thedisplayed vertical bearing (VB) ensures that the aircraft will reach the altitude displayed in the FIX / ALT fieldprior to the designated waypoint.

6RVDEV ON OR VDEDV OFFWhen selected ON, the HT1000 provides vertical deviation information (to the forward panel displays –ADI/HSI, EFIS). Pressing 6R, VDEV SELECT OFF>, turn off the vertical deviation outputs.

17.2.4.6 VNAV Messages

• DESCENT PATH DELETEDThis message is displayed if the pending route modification will result in no descent path

• VERTICAL TRACK CHANGE ALERT• END OF DESCENT

This message appears whenever the aircraft is 2 minutes, 30 seconds, or 10 seconds from the last altitudeconstraint on the descent path.

• ACT DESCENT PATH INVALIDThis message appears when the system detects a climb in the descent path. VNAV is set invalid when this


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message is displayed• VNAV PATH NOT RECEIVED

VNAV Path Information was not received by the receiving unit. Message may be the result of a temporaryinterruption to the transfer process. Any flight plan MOD will remedy this situation

17.2.5 Arrival / Approach

17.2.5.1 Arrival Selection

The DEP / ARR INDEX provides access to arrivals for the destination airport.To access the departure and arrival pages press the DEP/ARR key. Access is given at any time.

Arrivals are provided for the destination and the departure airport (in case a return is necessary), press theappropriate LSK next to the displayed ICAO identifier to open the arrival page. Press LSK 2R to access thearrival pages for Fort-de-France, TFFF.

All STARS, STAR transitions, approaches, approach transitions and runways for the arrival airport are displayedon the arrival pages:

When the pilot preselects the appropriate STAR, STAR transition, Approach and approach transition, the screenwill blank all other STARS and approaches and show only the pilots selections. SEL is displayed next to theselections made. When the route is activated SEL will change to ACT (ACTIVE).

Example / Tutorial

1. Press DEP/ARR key2. Select 2R to open the arrival pages for TFFF3. Press LSK 2R to select runway 27


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4. Proceed to page 35. Press LSK 2L for DOM3G STAR – once the STAR is selected the transitions are displayed on the right6. Go back to page 27. Press LSK 3R to select DOM transition8. The display should now look like this (note that the selected DOM3G STAR is not visible):

Notes:1. If a route has been activated, the label line is changed to ACT RTE 1 (or ACT RTE 2) on the DEP / ARR

INDEX page2. If RTE 1 and/or RTE 2 have not been defined, the data fields below the respective title lines will not show

departure or arrival airports3. Be sure that when selecting arrivals for a destination airport that you are selecting from the active route. Look

for the ACT in front of RTE 1 or RTE 2 on the DEP / ARR INDEX page4. The name of the procedure and transition selected can be reviewed on the RTE page5. Returning to the arrival index and reselcting a procedure will initiate a new procedure / transition selection

process and will delete the previously selected procedure / transition

The DEP / ARR INDEX page also allows the pilot to access departuer and arrival information of airports notdefined in the route. See 'Preflight – Departure Information' Section

17.2.5.2 Approach Terminology Used In This Guide

The HT1000 provides the following types of approaches1. Non-Precision Approaches include GPS stand-alone, or GPS overlays of VOR, VOR-DME, NDB, etc, that are

flown to the MAP (missed approach point). LNAV roll steering is provided on these approaches and presentedon the HSI or EFIS Map display. The autopilot may be coupled laterally.

2. VNAV approaches are GPS overlay or stand-alone approaches that are flown down to the MDA or DA(H) withlateral and vertical deviation guidance. LNAV roll steering is provided on the approaches allowing autopilot


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CautionAfter selecting an approach, there may be a short delay before the corresponding transitions

appear. Do not press the EXEC key before reviewing appropriate transitions


cooupling. Lateral path deviation is presented on the HSI or EFI Map display. Vertical deviation from theVNAV path is displayed on the EFIS Map and HSI/ADI

3. A SCAT 1 approach uses differential GPS to provide precision approach capability down to CAT 1 minimums.The SCAT 1 approach allows autopilot coupling to both the final approach course and glideslope )notsimulated)

17.2.5.3 Non-Precision Approaches

Selecting a non-precision approach

Non-precision approaches to the destination airport are accessed from the DEP / ARR page. To select anapproach, press the line-select key next to the destination airport ARR> prompt on the DEP / ARR page.All approaches for the destination airport will be listed along the right side of the page. If there is more than onepage (as indicated by 1/2 or 1/3 in the upper right hand corner), use the NEXT and PREV key to cycle throughthe subsequent pages.Find the desired approach and press the adjacent LSK to append the approach segments to the flight plan,including the missed approach if provided.After an approach has been selected, the transitions to the approach will appear on the same page. After anapproach has been selected it may take a few seconds for the transitions selection to appear. If desired, atransition segment to the approach can be selected.

Note: After selecting the approach and any approach transitions, the crew should review the procedure on theLEGS page for any discontinuities, incorrect bearings or distances. The approach as represented on the LEGSpage should conform to the approach plate. In the event of any disparities the approach plate is the finalauthority.

The missed approach procedure also will be appended to the flight plan but must be manually connected to themissed approach point on the LEGS page when it is desired to fly the missed approach procedure. This is doneat the prompt labelled <EXECUTE MISSED APPROACH. Pressing the line-select key next to this prompt will tiethe missed approach procedure to the missed approach point and will no longer allow HT1000 into approachmode.

Flight Director Indications

The HT1000 will provide roll steering commands to the autopilot and flight director.

Indications on the LEGS Page

The FAF is identified on the LEGS page by an F displayed in inverse video adjacent to the FAF waypoint. TheMissed Approach Point (MAP) is identified with an M displayed in inverse video adjacent to the MAP waypoint.


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17.3 Miscellaneous

17.3.1 REF NAV Data Page

The Reference Navigation Data (REF NAV DATA) Page provides information for navaids (VORs and NDBs),waypoints and airports stored in the navigation data base. It is accessed by selecting the NAV DATA> prompt atLSK 2R on the DATA INDEX page. Remember, the DATA INDEX page is accessed by pressing the DATAfunction key.

Now press LSK 2R to access the REF NAV Data page

Enter an IDENT in 1L as explained below.1L IDENT

A valid entry is the identifier for any navaid in the navigation data base. Changing the page causes thewaypoint to be replaced with dashes and associated data is removed. Deletion of a 1L entry is not permitted.


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STEPS:1. Enter MUN in the scratchpad to indicate REF NAV DATA for the Munich, MUN VOR2. Lineselect the entry to LSK 1L

Now the Display should look like this:

1L IDENTMUNThe ident of the displayed navaid

2L LATITUDEThis field displays the latitude of the fix entered in 1L

3L MAG VARThe title line displays Magnetic Variation (MAG VAR) from true North when the identifier is a navaid. Themagnetic variation is for the navaid

4L COUNTRYDisplays country in which the waypoint is located

1RFREQThe field in 1R displays the navaid Frequency (FREQ). In this example, the frequency for MUN is 112.30

2RLONGITUDE


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Displays the longitude of the fix entered in 1L3RELEVATION

This field displays the elevation of the navaid, airport (reference point), or runway threshold entered in 1L

17.3.2 DATA INDEX and NEAREST Pages

The DATA INDEX page provides access to the NEAREST pages.The four NEAREST pages include nearest airports, VOR/DMEs, ADFs, and waypoints.

NEAREST INDEXPressing the adjacent LSK displays a page listing the nearest airports, VOR/DMEs, ADFs, or waypoints. Eachlisting will display up to four pages of airports, VOR/DMEs, ADFs or waypoints in increasing distance from thecurrent aircraft position. The bearing and distance to each airport, VOR/DME, ADF, or waypoint is provided.

Press LSK 1L to display the nearest airports.

The above figure shows the nearest airports when located at Le Raizet airport (TFFR).

17.3.3 Create and Save User Routes

Similar to Company Routes, previously entered and saved routes, as well as flight plans created with the flight


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simulator's flight planner may be loaded into the HT-1000.

17.3.3.1 Import of a flight simulator planner created route

To import a flight simulator flight plan:1. Load the flight plan into the flight simulator's flight planner2. Press the MENU key on the HT-1000

Now the Display should look like this:

3. Press LSK1L to load the flight plan

4. Now the flight plan still needs to be activated – see the Route Activation section for details.

17.3.3.2 Saving a user defined route

In case you have already entered a route into the HT-1000 and now want to save it, perform the following steps:1. Open the RTE page 12. Enter the filename into the scratchpad, i.e. F1TUT-TFFRTFFF and lineselect it to 3R by pressing LSK 3R3. Press LSK 5R to actually save the route.

The display now should look like this:


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Routes are saved to the folder [Flight simulator Directoy]\Flight One Software\Flight One ATR 72-500\FlightPlansand have the ending *.rte.

17.3.3.3 Loading a user defined route

To load a route from previously saved routes, do the following:1. Open RTE page 1

2. Press LSK 4R to open USER R(ou)TES


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3. Press the LSK adjacent to the route you want to load. In this example the route F1TUT-TFFRTFFF shall beloaded, thus LSK 2L must be pressed.

4. Then select the LSK6L or LSK6R to load the selected route to RTE 1 or RTE 2. For example choosing LSK6Lfor route one leads to the following display:

5. Now the route must be activated still – see the Route activation section for details on activating a route.


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IMPORTANT / CRITICAL INFORMATION

You must read this before attempting to use the ATR72-500 in Flight Simulator !

Failure to follow this advice will almost certainly

ensure operating difficulties with this product.

The following applies not only to the ATR72-500, but to any add-on aicraft you may be installing into Flight Simulator, and in most cases will ensure proper operation of the product.

The below instructions are provided by the developers of the ATR72-500, who have years of experience programming in the FS environment, and know what is best in order to operate within the structure of Flight Simulator. These instructions do not indicate that there is any defect in the ATR product, but instead tell you how you should properly load new aircraft and save flights within the FS environment in order to avoid operational problems. With any add-on as complex as the ATR72-500 it is ESSENTIAL that after installation of the product that you first load it into Flight Simulator AFTER first loading the default FS start flight. This is the start flight that features the Cessna at Seattle - Tacoma (KSEA) airport. NEVER load the ATR over some other saved flight, especially one containing another complex add-on aircraft. If your default start flight is not the default start flight described above, please do the following :

1. Start Flight Simulator (FS). 2. Select the default start flight from the menu. 3. Save this flight and check the box to make it your default start flight (you can always change it later). 4. Exit Flight Simulator. 5. Start Flight Simulator again. 6. Once the default start flight (the Cessna at KSEA) has loaded, select the ATR from the menu and load it

into FS. 7. With the ATR now loaded, make any changes to the flight situation that you wish, such as moving to a

different airport, changing weather settings, etc. 8. You may now save this flight with your ATR. 9. ALWAYS save your flight when you are at the default 2D cockpit view. NEVER save a flight from spot

view, tower view, virtual cockpit view, or any view except the 2D cockpit view.

Always save your flight from the 2D cockpit view, and NEVER from any other view. This will ensure proper loading of gauges and

initialization of the aircraft.


ATR 72-500 Aircraft Model & Virtual Cockpit / Cabin 18 - 2

IMPORTANT! Aircraft models and their various features are selected from both the FS aircraft menu, and the Configuration Manager Utility. Please read the manual for the Configuration Manager for information about its features and what can be selected via it. The ATR72-500 consists of two separate aircraft models. One is the “external” model, and this is a complete ATR72-500 aircraft which can be viewed using “spot view”. The second is an “internal” model featuring the virtual cockpit and cabin. This internal model is NOT a complete aircraft, and does not feature a complete external aircraft model. This is intentional in order to boost computer performance. If you should venture outside the virtual cockpit or cabin you will see that the external aircraft is not complete, and this is perfectly normal. If you wish to view the outside of the aircraft, please use spot view, and you will then see the complete external aircraft model.

External Aircraft model

Opening & Closing doors There are two (2) doors that can be opened / closed on the ATR72-500: The aft passenger door, and the forward baggage / cargo door. To open the aft passenger door: Press the default FS key command of Shift – E. This means to quickly tap the shift key plus the E key simultaneously. When the passenger door is opened, the required tail stand will automatically appear under the tail. This tail stand is normally put into place by a member of the ground staff, and is not a device that extends from the aircraft. To open the forward baggage door: Experience has shown that the FS default command for this (Shift –E + 2) is often unreliable. For this reason we have changed the command to open / close the baggage door to that utilizing the “wing fold” key command. The wing fold command is NOT assigned a key by default in FS, and as such you will need to assign a key to it under the Options / Controls / Assignments menu in FS. We suggest using Ctrl – 6 for this purpose (simultaneously pressing the Ctrl and 6 keys), however, if you have already assigned this to something else, you may certainly experiment with other key combinations. Sounds The internal and external sounds featured in the ATR72-500 aircraft were recorded from a real ATR72-500 aircraft, during an engine run-up provided for this purpose. They were then edited / optimized to ensure that they faithfully reproduced the sounds of the aircraft. For maximum realism we suggest turning the volume on your computer to maximum, along with the engine sound slider in FS. Provided, of course, your speakers and your next door neighbor can handle this! Continued on next page.


3D Virtual Cockpit and Cabin model

To access the virtual cockpit / cabin from the 2D cockpit, press the S key. The ATR 72-500 features a fully interactive virtual cockpit. With the exception of the FMC, every gauge, control, switch, etc. that can be operated in the 2D cockpit can be operated in the virtual cockpit. The FMC is not operational in the virtual cockpit for the following reasons: A. In its real location, it is too difficult to access to be of practical use, and it would also be difficult to read the display on most computer monitors. B. Computer performance is improved by having only one installation of the FMC, and this is in its 2D pop-up window. When in the virtual cockpit, use the FMC in its 2D pop-up window. Moving around the 3D Cockpit & Cabin: The ATR72-500 has a fully modeled virtual cabin, with animations, night lighting, and many details to explore. By default, FS2004 has a limitation regarding how far you can go back into the virtual cabin. So, to be able to stroll through the virtual cabin, you will need a special utility. Flight1 has a free utility that will allow you move about the aircraft, as well as provide other special viewing features. To get the free Flight1 View Utility, please go to www.flight1.com and click on the "Free Downloads" link on the web site, or visit http://atr.flight1.net. If you have the CD ROM version, please look in the Utilities subfolder on the CD ROM. Virtual Cockpit features: To move the Sun Visors: Note the location of the click spots below. The large click spot is used to fold / unfold the visor, while the smaller one is used to swing the visor left / right. Only when the visor is swung to the right may it then be folded up. In the photo the visor is shown folded up (stowed).

The white boxes indicate the approximate positions of the click spots.

C

ontinued on next pag

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www.flight1.com

http://atr.flight1.net/


Operating the arm rest: Click on the arm rest to fold it up / down.

Removinremoved

Exiting portion othis switcopen it.

NOTE: Aan add-o Continue

g the yoke: For operator convenience or enhanced panel visibility, the control yoke / column can be by clicking on it. To restore the yoke, click on the spot where the column enters the floor.

the cockpit: To exit the cockpit you musf the center stand. Use left / right mouse ch to the OPEN position (note the associat

s previously mentioned, if you wish to n camera utility.

d on next page.

For Flight S

t first unlock the door. The door switch is located on the aft licks to move the switch to the desired position. After setting ed annunciation to the left of the switch), click on the door to

exit the cockpit and enter the cabin, you will need to use

imulation use only


To enter the cabin: Once the cockpit door is open, move into the baggage area, and click on the cabin door to open it. The cabin is extremely well-detailed, and features the aft galley, baggage area and lavatory. When returning to the cockpit, do the reverse, and click on the cabin door to re-enter the baggage area, and the cockpit door to enter the cockpit.

The lavatory: At the very rear of the cabin, next to the passenger door, is the lavatory. Click on the door to open it.

The toilet seat may be opened / closed by clicking on it. The toilet can be flushed by clicking on the button.


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ATR 72-500

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Aircraft Flight Manual

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For Flight Simulation Use Only

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Please read the important Notice that appears on the next page of this manual

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NOTICE

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This manual is provided as both an informational and educational reference for the ATR 72-500. It is not for real world flight operations or training, but for Flight Simulation use only. Otherwise, we hope you find this manual informative; one that enhances your experience flying the simulated ATR 72-500. Thank you!

ATR 72-500

Aircraft Flight Manual

Table of Contents

Glossary 1. Aircraft General 2. Limitations 3. Procedures 4. Normal Procedures* 5. Operating Data 6. Power Setting 7. Take-Off 8. Climb 9. Cruise 10. Holding 11. Descent 12. Approach & Landing 13. Flight Planning * Includes Normal Checklists

PARTICULAR EXPLANATIONS

GENERAL

AFM

DEFINITION OF WORDING

Note : An operating procedure, technique etc. consideredessential to emphasize

CAUTION : An operating procedure, technique etc. which mayresult in damage to equipment if not carefully followed

WARNING : An operating procedure, technique etc. which mayresult in injury or loss of life if not carefully followed.

UNIT CONVERSION

Weight 1 kg = 2.2046 lb 1 lb = 0.4536 kg

Length – AltitudeDistance 1 m = 3.2808 ft 1 ft = 0.3048 m

1 m = 39.3701 in 1 in = 0.0254 m

Pressure 1 HPa = 0.0145 psi 1 psi = 69 HPa

Temperature 1° C = ( 1° F – 32 ) x .555 1° F = 1° C x 1.8 + 32

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For Flight Simulation use ONLY

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PARTICULAR EXPLANATIONS GENERAL AFM

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ATR 72-500 GLOSSARY


GENERAL

AFM

GLOSSARY OF STANDARD ABBREVIATIONS

AAS Anti–icing Advisory SystemA/C AircraftAC Alternating CurrentACW Alternating Current Wild FrequencyADC Air Data ComputerADF Automatic Direction FindingADI Attitude Director IndicatorADU Advisory Display UnitAFCS Automatic Flight Control SystemA/FEATH Automatic FeatheringAFM Airplane Flight ManualAFT Rear PartAFU Auto Feathering UnitAGL Above Ground LevelAH Ampere – HoursAHRS Attitude and Heading Reference SystemAHRU Attitude and Heading Reference UnitAIR COND Air ConditioningALT Altitude ANN AnnunciatorAP Auto–Pilot APP Approach ARM Armed ASCB Avionics Standard Communications Bus ASD Acceleration Stop Distance ASI Air Speed Indicator ATC Air Traffic Control ATE Automatic Test Equipment ATPCS Automatic Take off Power Control System ATT Attitude ATTND Attendant AUTO Automatic AUX Auxiliary BARO Barometric BAT Battery BC Back Course BPCU Bus Power Control Unit BPU Battery Protection UnitBRK BrakeB–RNAV Basic Area NavigationBRT BrightBTC Bus Tie ContactorBTR Bus Tie Relay

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AFM

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PARTICULAR EXPLANATIONS GENERAL AFM ATR 72-500

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ATR 72-500 GLOSSARY


GENERAL

AFM

BXR Battery Transfer RelayCAB CabinCAP Crew Alerting PanelCAPT CaptainCAS Calibrated Air SpeedCAT CategoryC/B Circuit BreakerCCAS Centralized Crew Alerting SystemCDI Course Deviation IndicatorCFC Constant Frequency ContactorCG Center of GravityCHC Charge ContactorCH ChargeCHG ChargerCL Condition LeverCLA Condition Lever AngleCLB ClimbCLR ClearCM Crew MemberCOM CommunicationCOMPT CompartmentCONFIG ConfigurationCONT ContinuousCORRECT CorrectionCPL Auto Pilot CouplingCR CruiseCRC Continuous Repetitive ChimeCRS CourseCRT Cathodic ray tubeCRZ CruiseCTL ControlCVR Cockpit Voice RecorderdB DecibelDC Direct CurrentDEC Declination DecreaseDELTA P Differential PressureDEV DeviationDFDR Digital Flight Data RecorderDG.C Celsius DegreeDGR DegradedDH Decision HeightDIFF DifferentialDIM Light DimmerDIST DistanceDME Distance Measuring Equipment

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PARTICULAR EXPLANATIONS GENERAL AFM

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ATR 72-500 GLOSSARY


GENERAL

AFM

DN DownDSPL DisplayEADI Electronic Attitude Director IndicatorEEC Electronic Engine ControlEFIS Electronic Flight Instrument SystemEGHR External Ground Handling RelayEHSI Electronic Horizontal Situation IndicatorELEC ElectricalELV ElevationEMER EmergencyENG EngineEPC External Power ContactorET Elapsed TimeETOPS Extended Twin OperationsEXT Exterior, ExternalEXC External Power/Service Bus ContactorFAIL Failed, FailureFD Flight DirectorFDAU Flight Data Acquisition UnitFDEP Flight Data Entry PanelFEATH or FTR Feather, FeatheringFF Fuel FlowFI Flight IdleFL Flight LevelFLT FlightF/O First OfficierFQI Fuel Quantity IndicationFT, ft Foot, FeetFU Fuel UsedFWD ForwardGA Go aroundGAL GalleyGC Generator ContactorGCU Generator Control UnitGD Gear DownGEN GeneratorGI Ground IdleGMT Greenwitch Mean TimeGND GroundGPS Global Positioning SystemGPU Ground Power UnitGPWS Ground Proximity Warning SystemG/S Glide SlopeGU Gear Up

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ATR 72-500 GLOSSARY


GENERAL

AFM

HD Head DownHDG HeadingHF High FrequencyHI HighHLD HoldHMU Hydromechanical UnitHP High PressureHPa Hecto PascalHSI Horizontal Situation IndicatorHYD HydraulicIAF Initial Approach FixIAS Indicated Air SpeedIDT IdentIFR Instrument Flight RulesILS Instrument Landing SystemIN, in Inch, inchesINC IncreaseIND IndicatorIN/HG Inches of MercuryINHI InhibitINST InstrumentINT InterphoneINV InverterISOL IsolationITT Inter Turbine TemperatureKg KilogrammeKHZ Kilo – HertzKT, kt KnotK VSR Coefficient of VSRLB PoundLBA Lowest Blade AngleLDG LandingL/G Landing GearLH Left HandLIM LimitationL–NAV Lateral NavigationLO LowLOC LocaliserLO PR Low PressureLT LightLVL Levelm MeterMAC Mean Aerodynamic ChordMAN ManualMAP Ground MappingMAX Maximum

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ATR 72-500 GLOSSARY


GENERAL

AFM

MBE Maximum Brake EnergyMC Master CautionMCT Maximum ContinuousMEA Minimum en Route AltitudeMFC Multi Function ComputerMGT ManagementMHZ MegahertzMIC MicrophoneMIN MinimumMKR MarkerMLW Maximum landing weightMM MillimeterMMO Maximum Operating Machmn MinuteMRW Maximum ramp weightMW Master WarningMTOW Maximum Take–off WeightMZFW Maximum zero fuel weightNAV NavigationNDB Non Directional BearingNEG NegativeNH High Pressure Spool Rotation SpeedNIL Nothing, No objectNM Nautical MileNORM NormalNP Propeller Rotation SpeedN/W Nose WheelOAT Outside Air TemperatureOBS Omni Bearing SelectorOCL Obstacle Clearance LimitOUTB OutboardOVBD OverboardOVHT OverheatOVRD OverrideOXY OxygenPA Passenger AdressPAX PassengerPB Push ButtonPCU Propeller control UnitPEC Propeller electronic controlPF Pilot FlyingPIT PitchPL Power LeverPLA Power Lever AnglePNF Pilot Non FlyingPNL PanelPOS PositionPR PressurePRESS Pressurization, Pressure

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ATR 72-500 GLOSSARY


GENERAL

AFM

PRKG ParkingPROP PropellerPSI Pound per Square InchPT PointPTT Push to Talk, Push to TestPWR PowerQFU Runway HeadingQTY QuantityRA Radio AltitudeRAD/INT Radio/InterphoneRAIM Receiver Autonomous Integrity MonitoringRCAU Remote Control Audio UnitRCDR RecorderRCL RecallRCU Rudder releasable Centering UnitRECIRC RecirculationREF ReferenceREV ReverseRH Right HandRMI Radio Magnetic IndicatorRPM Revolution Per MinuteRQD RequiredRTO Reserve Take–offRUD RudderRWY RunwaySAT Static Air TemperatureSBY Stand BySC Single Chime, Starter ContactorSEL SelectorSGL SingleSGU Symbol Generator UnitSID Standard Instrument DepartureS/O or SO Shut OffSPD SpeedSSR Service Bus Select RelaySTAB StabilizerSTAR Instrument ArrivalSTBY Stand BySTR Service Bus Transfer RelaySTRG SteeringSVCE ServiceSW SwitchSYS SystemTAS True Air SpeedTAT Total Air TemperatureTBD To be Determinated

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ATR 72-500 GLOSSARY


GENERAL

AFM

TCAS Traffic alert and collision avoidance systemTCAS RA TCAS resolution advisoryTCAS TA TCAS traffic advisoryTCS Touch Control SteeringTEMP TemperatureTGT TargetTK TankTLU Travel Limitation UnitTO Take–offTOD Take–off DistanceTOR Take–off RunTOW Take–off WeightTQ TorqueTRU Transformer Rectifier UnitUBC Utility Bus ContactorU/F UnderfloorUHF Ultra High FrequencyUNDV UndervoltageUNLK UnlockUTLY UtilityVA Design Maneuvering SpeedVAPP Approach SpeedVC Calibrated AirspeedVENT VentilationVERT VerticalVFE Flaps Extended SpeedVFR Visual Flight RulesVFTO Final Take–off SpeedVGA Go around speedVHF Very High FrequencyVLE Landing Gear Extended SpeedVLO Landing Gear Operating SpeedVLOF Lift Off SpeedVMCA Minimum Control Speed in flightVMCG Minimum Control Speed on GroundVMCL Minimum Control Speed in Flight (Landing config).VMO Maximum Operating SpeedVMU Minimum Unstick SpeedVOR VHF Omni Directional RangeVR Rotation SpeedVRA Rough Air SpeedVSR Stall SpeedVS Vertical SpeedVSI Vertical Speed IndicatorVU Visual UnitWARN Warning

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ATR 72-500 GLOSSARY


GENERAL

AFM

XFEED Cross FeedXFR TransferYD Yaw DamperZ AltitudeZA Aircraft AltitudeZCTH Theoretical Cabin AltitudeZFW Zero Fuel WeightZP Pressure AltitudeZPI Indicated Pressure AltitudeZRA Radio Altimeter Altitude�P Differential Pressure

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AFM

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ATR 72-500 GLOSSARY

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ATR 72-500 AIRCRAFT GENERAL 1-01

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FOR FLIGHT SIMULATION USE ONLY

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ATR 72-500 LIMITATIONS 2-01

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Your simulated ATR is configured with 68 passenger seats, for greater passenger comfort.

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The tail prop will automatically be placed on the simulated aircraft whenever the cabin door is opened.

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FINAL COCKPIT PREPARATION

MEMO PANEL CHECK. . . . . . . . . . . . . . . . . . . GEAR PINS & COVERS ON BOARD. . . . . . . FUEL QTY CHECK. . . . . . . . . . . . . . . . . . . . . . TO DATA–BUGS SET. . . . . . . . . . . . . . . . . . . . TRIMS SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTIMETERS SET. . . . . . . . . . . . . . . . . . . . . . . LANDING ELEVATION SET. . . . . . . . . . . . . . . COM / NAV SET. . . . . . . . . . . . . . . . . . . . . . . . . ENG TEST PERFORMED. . . . . . . . . . . . . . . . . PARKING BRK SET. . . . . . . . . . . . . . . . . . . . . .

BEFORE TAXI

TAIL PROP CONFIRM REMOVED. . . . . . . . . DOORS CLOSED. . . . . . . . . . . . . . . . . . . . . . . . BEACON ON. . . . . . . . . . . . . . . . . . . . . . . . . . . . PROP BRAKE OFF. . . . . . . . . . . . . . . . . . . . . . CL 2 As required *. . . . . . . . . . . . . . . . . . . . . . . . ANTI ICING AS RQD. . . . . . . . . . . . . . . . . . . . . FLAPS SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANTISKID TEST. . . . . . . . . . . . . . . . . . . . . . . . .

TAXI

BRAKES CHECK. . . . . . . . . . . . . . . . . . . . . . . . ENG 1 STARTCL 1 As required *. . . . . . . . . . . . . . . . . . . . . . . . COCKPIT COM HATCH CLOSED. . . . . . . . . . AFCS SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO CONFIG TEST. . . . . . . . . . . . . . . . . . . . . . . TAKE OFF BRIEFING SET. . . . . . . . . . . . . . . .

BEFORE TAKE OFF

GUST LOCK RELEASE. . . . . . . . . . . . . . . . . . . FLIGHT CONTROLS CHECK. . . . . . . . . . . . . BLEED VALVES AS REQUIRED. . . . . . . . . . . . AIRFLOW NORM. . . . . . . . . . . . . . . . . . . . . . . . CCAS TO INHI. . . . . . . . . . . . . . . . . . . . . . . . . . EXT LT SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . XPDR ALT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TCAS (If installed) AUTO. . . . . . . . . . . . . . . . . . CLs ..As required . . . . . . . . . . . . . . . . . . . . . . . . RUDDER CAM CENTER. . . . . . . . . . . . . . . . . .

RUNWAY HEADING LINED UP :LATERAL FD BAR CENTERED. . . . . . . . . . .

AFTER TAKE OFF

LANDING GEAR UP. . . . . . . . . . . . . . . . . . . . . . TAXI & T.O. LT OFF. . . . . . . . . . . . . . . . . . . . . . PWR MGT / CL CLB. . . . . . . . . . . . . . . . . . . . . FLAPS 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BLEED VALVES ON. . . . . . . . . . . . . . . . . . . . . . ALTIMETERS SET. . . . . . . . . . . . . . . . . . . . . . . MEMO PANEL CHECK. . . . . . . . . . . . . . . . . . .

CRUISE

PWR MGT CRZ. . . . . . . . . . . . . . . . . . . . . . . . . SEAT BELT SW AS RQD. . . . . . . . . . . . . . . . . . FLIGHT CONDITIONS OBSERVED. . . . . . . .

DESCENT

FLIGHT CONDITIONS OBSERVED. . . . . . . . RELEVANT ANTI OR DE ICING,UP TO LANDING PERFORMED. . . . . . . . . . . . CCAS (If necessary) RCL. . . . . . . . . . . . . . . . . LANDING DATA SET. . . . . . . . . . . . . . . . . . . . . SEAT BELTS ON. . . . . . . . . . . . . . . . . . . . . . .

APPROACH

NO SMOKING ON. . . . . . . . . . . . . . . . . . . . . . . ALTIMETERS SET. . . . . . . . . . . . . . . . . . . . . . . CABIN ALTITUDE CHECK. . . . . . . . . . . . . . . . SPEED VERSUS ICING AOA LT . . . . . . . . . . .

CHECK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

BEFORE LANDING

LDG GEAR 3 GREEN. . . . . . . . . . . . . . . . . . . . . TLU green light CHECK ILLUMINATED. . FLAPS SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . . PWR MGT SET. . . . . . . . . . . . . . . . . . . . . . . . . CLs As required *. . . . . . . . . . . . . . . . . . . . . . . . EXT LT SET. . . . . . . . . . . . . . . . . . . . . . . . . . . . AP DISENGAGE. . . . . . . . . . . . . . . . . . . . . . . .

AFTER LANDING

XPDR ...STBY. . . . . . . . . . . . . . . . . . . . . . . . . . . TCAS (If installed) STBY. . . . . . . . . . . . . . . . . . FLAPS 0. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUST LOCK ENGAGE. . . . . . . . . . . . . . . . . . . . PITCH AND ROLL CONTROLS . . . . . . . . . . . .

CHECK LOCKED. . . . . . . . . . . . . . . . . . . . . . . . . TRIMS RESET. . . . . . . . . . . . . . . . . . . . . . . . . . . ENG START OFF / START ABORT. . . . . . . . . ENG COOLING TIME 1 MN OBSERVE. . . . . CL 1 FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . .

PARKING

PARKING BRK SET. . . . . . . . . . . . . . . . . . . . . . CL 2 FTR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROP BRAKE ON / LOCKED. . . . . . . . . . . . . . TAIL PROP AS RQD. . . . . . . . . . . . . . . . . . . . . .

LEAVING THE AIRCRAFT

OXYGEN MAIN SUPPLY OFF. . . . . . . . . . . . . ICE AND RAIN PROTECTION OFF. . . . . . . . EXT LT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . EFIS OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

COM OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CL 2 FUEL SO. . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PUMPS OFF. . . . . . . . . . . . . . . . . . . . . . EMER EXIT LT DISARM. . . . . . . . . . . . . . . . . . . BAT OFF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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ATR 72-500 Tutorial 1

Tutorial Flight No. 1

TFFR to TFFF


ATR 72-500Tutorial Flight 1 – TFFR - TFFF

Introduction

Thank you for purchasing the Flight One ATR 72-500 package and welcome to this tropical tutorial flight.

As this ATR 72-500 is simulated as close as possible to the real thing the tutorial flight will follow a real flight too: AirCaraibes flight TX 6509.This flight is scheduled to leave Point-a-Pitre, Le Raizet airport (icao code: TFFR) on the wonderful island ofGuadelope at 15:15h local time and should land some 45 minutes later at Fort de France Le Lamentin airport (icaocode: TFFF), Martinique.This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additionalcomments and explanations here and there. Thus the structuring is close to the normal procedures checklist:

1. Preliminary cockpit preparation2. System Preparation3. Final Cockpit Preparation4. Before Taxi5. Taxiing6. Before Take Off7. After Take Off8. Cruise9. Descent10.Approach11.Before Landing12.After Landing13.Parking14.Leaving the aircraft

Before jumping into the aircraft some planning has to be done and flight simulator must be started but don't break intoa run yet please. You'll get the most from this tutorial by reading it thoroughly from start to end before starting thistutorial flight so you get a rough idea what is waiting for you.Also do not hesitate to use the pause button at all. The aircraft is complex and normally there are two people doing thestuff you now want to do all alone.

Okay, I'll stop babbling now and lets get going ...

Another quick note: Please read the following section regarding Flight Planning prior to firing up your flight simulatorand loading the ATR as some adjustements have to be completed for the tutorial flight !

In case you want to get charts for flying around these airports, try the following source:https://164.214.2.62/products/digitalaero/index.cfm#term2

For Flight Simulation Use Only !

2


Flight Planning

Flight planning generally splits up into two parts:• Weather briefing• Route planning & Weight and balance – fuel planning

Weather Briefing

A weather theme is provided for this tutorial so that everybody may fly in the same weather conditions. Simply load the'Flight One ATR 72-500 Tutorial' weather theme to get the following conditions:

Departure airport – Le Raizet airport, TFFR:winds: 310 @ 08 gusts up to 7clouds: OVC @ 1,300', SCT (4/8) @ 10,600'precipitation: light rainvisibility: 16,000maltimeter: 30.12 / 1020 mbartemperature: 29°Cdew point: 24°Cactive runway 29

Enroute weather:winds: 335 @ 17 @ 06,600', gradual shear, light turbulences

341 @ 21 @ 09,800', gradual shear354 @ 24 @ 13,100', gradual shear000 @ 30 @ 16,400', gradual shear

clouds: BKN (5/8) @ 4,400'SCT (2/8) @ 8,900'

altimeter: 30.12 / 1020 mbar

Arrival airport – Le Lamentin airport, TFFF:winds: 310 @ 08 gusts up to 7clouds: SCT (2/8) @ 8,900'precipitation: nonevisibility: 16,000maltimeter: 30.12 / 1020 mbartemperature: 29°Cdew point: 24°Cactive runway 27

A quick but very important note on using weather themes:Ensure the the aircraft is positioned correctly before (!!!) loading the weather theme. Weather themes are not directlydependant of locations they just create preset weather conditions around the place where the aircraft is located whenthe theme is loaded. Sounds more complicated than it actually is: When your aircraft is still located in Seattle and youload the tutorial weather theme then the weather will be set according the above parameters around Seattle. In caseyou switch to Point-a-Pitre afterwards the preset weather conditions are lost as weather themes only influence weatherin little areas ... So:1.) Set the correct location (Le Raizet airport)2.) Load the weather theme !


3


Route Planning and Weight & Balance

The routing is rather simple:Depart from runway 29, follow DOM 3W SID out of TFFR, then follow DOM3G STAR into TFFF and then follow theapproach to runway 27 (which is a VOR approach). As an alternate airport St. Lucia's Hewanorra airport, TLPL is included in the flight planning.

The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and HeinzOetiker:

AIRCRAFT F1ATR72-500 STD 15.35Z ATD ..... ABN ..... TYPE F-OIJH STA 16.40Z T/D ..... ATA .....

ROUTE INFORMATION: CREW INFORMATION: DIST 143 TRACK INDEX 136 DISP: Jane Doe /.................. ESAD 143 COMPONENT H000 PIC: Jane Doe /.................. CRSM NCR CLIMB NCL

WEIGHT/FUEL BREAK DOWN: Zero Fuel Weight (ZFW) 42,489 lbs 19,273 kg see additional comments in next

sectionMaximum Zero Fuel Weight 45,195 lbs 20,500 kgTakeoff Fuel (TOF) 2,247 lbs 1,019 kgMaximum Takeoff Fuel 11,023 lbs 5,000 kgTakeoff Weight (TOW) 44,736 lbs 20,292 kgMaximum Takeoff Weight 48,502 lbs 22,000 kgTotal Inflight Fuel (TIF) 1,054 lbs 478 kgLanding Weight (LW) 43,682 lbs 19,814 kgMaximum Landing Weight 49,273 lbs 22,350 kgRemaining Fuel (REM) 1,193 lbs 541 kg

FUEL CALCULATIONTAXI fuel 31 lbs 14 kgTrip fuel to TFFF and ETE 1,054 lbs 478 kg 00.32 hoursRoute Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hoursFuel to alternate (TLPL), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080Final Reserve (FR) 441 lbs 200 kg 00.20 hoursCompany Fuel (CF) 240 lbs 109 kgHolding Fuel (HF) 0 lbs 0 kg Minimum Fuel and Flight Time (MIN) 2,275 lbs 1,032 kg 01,41 hoursAddituional Fuel and Tme (ADD) 0 lbs 0 kgActual Fuel (ACT) 2,275 lbs 1,032 kg

That means for a ZFW of 42,494 lbs / 19,273 kg we need to take 2,275 lbs / 1,032 kg of fuel with us.


4


The Flightplan looks as follows:

AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFUTFFR 0 0 0 910*TOC DOM D-025DOM3W DOM 273.0 F130 148 45,2 0,12 00.12 137 773*TOD FOF D-000DOM3G FOF 113.30 F130 150 59,8 0,13 00.25 282 628DOM3G D087T F069 58 20 0,04 00.29 342 568DOM3G GADIL F048 205 6,5 0,01 00.30 368 542D27 CF27 F021 251 7,3 0,02 00.32 400 510TFFF 0 00.32 479 431

The shortcuts:AWY airwayPOS PositionFREQ FrequencyFL Flight LevelMT Magnetic TrackDIST Distance in nmTME TimeATO Actual Time Over the selected NavaidETO Estimated Time Over the next NavaidETA Estimated Time of ArrivalEET Accumulated Flight Time from takeoff to landingFUEL Fuel used from takeoffFOB Fuel on Board at the waypointRFU Remaining Fuel according to the calculation

WAYPOINTS AND WINDS : ENROUTE

ICAO FREQ LATITUDE LONGITUDE MAG WD° KTS TMP WC NAMEAirportsTFFR 16°15,8N 061°31,5W -14,3 POINTE A PITRETFFF 14°35,5N 060°59,8W -14,4 FT DE FRANCEWaypointsDOM 273.0 15°33,1N 061°17,7W -14,4 Melville HallFOF 113.30 14°35,4N 061°01,4W -14,5 FORT DE FRANCED087T 14°41,5N 060°41,7W -14,7GADIL 14°36,5N 060°45,9W -14,5CF27 14°35,9N 060°53,5W -13,1

!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!


5


Starting up the simulator

1. Open the ATR Configuration Manager2. Go to the Weight and Balance Load Manager Screen and select the following

68 passengers: 37 Men, 22 Women, 5 Children and 4 Crew members – equals a payload of 10,693 lbs / 4,850 kg1,214 lbs / 551 kg of cargo in the forward cargo compartment820 lbs / 372 kg of cargo in the aft cargo compartmentThus the Zero Fuel Weight should read 42,489 lbs / 19,273 kgPress SAVE !

3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startupwith cold and dark cockpit.Press SAVE !

4. Exit the ATR Configuration manager5. Start up flight simulator6. In case you start with the create flight menu:

Select the following items:Aircraft: Cessna 172 – Standard aircraftAirport: Le Raizet, Point a Pitre, TFFR – position Gate N3 or any other parking position of your choiceWeather: 'Fair Weather' weather theme – we'll change the weather theme later onTime: Select 14:20 local time

Start up the simulator

If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar toabove from the menus within flight simulator.

7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu, open and selectthe Flight One ATR 72-500 in Air Caraibes colours.Press the OPEN button

8. Now the cockpit of the ATR should come into view with everything cold and dark.9. Open the World, Weather menu and select the 'Flight 1 ATR72-500 Tutorial' weather theme10.Open the aircraft, fuel and payload menu and set fuel in each tank to 1138 lbs / 516 kg !

Flightsimulator will automatically select 1,136.9 lbs but that's fine too.

So let's start up the aircraft ...


Beware !Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or

such).Starting up the sim with the ATR loaded will lead to problems !

6


The Tutorial Flight

As mentioned before the tutorial follows the structuring of the normal procedures ... therefore you'll get the most fromthis tutorial when you print out the normal procedures checklists as the tutorial covers all the steps but offersexplanations for some items. There won't be an explanation for every single item.Especially the cockpit preparation follows standard scan sequences for which screenshots will be provided.

Nevertheless every flight starts with the outside check so lets take a closer look at the ATR:

Exterior Checklist

To enhance the realism of this tutorial open the doors now (Shift + E, Open Door command) so you can enter theaircraft and to get the proper indications during some tests later on.Normally the exterior check is completed by maintenance personel or the first officer. The walk around check as it iscalled too is done according the following 'route'

Several items are checked at each station – these items are left out in this tutorial as they are not simulated so justhave a closer look at your brand new ATR – what a beauty ...When you have finished gazing at the ATR we can continue with the tutorial and power up the ATR.


7


Preliminary cockpit preparation

At first the aircraft needs electrical power, so the batteries must be switched on. The switches for the batteries can befound on the overhead panel.When the aircraft is powered up the self-test sequence of the Multi Function Computers MFCs is initiated. Check theCCAS & MFC Chapter of the manual for more information.

1. BATTERIES

Set BAT toggle switch ON• Check MFC 1A and MFC 2A FAULT lights flash• Check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B FAULT lights flash• Check MFC 1B and MFC 2B FAULT lights extinguish• Check EMER BUS and ESS BUS supply indicator arrows illuminated• Check UNDV light extinguished

Now check the parking brake – sufficient brake pressure must be available to set the parking brake. The pressureindicator is located on the center panel (Shift+5) next to the gear lever.

2. PARKING BRAKE

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

Now move to the engine control panel (Shift + 6) to check the throttle controls.See the powerplant chapter of the manual for more information.

3. ENGINE

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

The gust lock is controlled by a click spot on the engine control panel – check the Powerplant chapter, Power Leverssection for more detail on the gust lock.

4. FLIGHT CONTROLS

• Check GUST LOCK engagedThe lever should be at the lower end

• Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on thecenter panel so proceed ...)

Back to the center panel ... and check the

5. LANDING GEAR

• Check control lever DOWN


8


The wipers switch can be found on the overhead panel

6. WIPERS

• Check both WIPER rotary selectors at OFF position

As the right engine (engine No. 2) will be started soon to provide electrical power, the fire protection circuits must bechecked first.The fire test controls are located on the overhead panel.GPU means Ground Power Unit – it is also possible to supply electrical and pneumatic power to the aircraft using sucha GPU.

7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)

• Check ENG 2 fire handle IN and latched• Extinguish any white light• Depress SQUIB TEST pushbutton and check both AGENT SQUIB lights illuminate• Select TEST switch on FIRE and check:

• ENG FIRE red light illuminates into associated fire handle• CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP)

A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action.See the CCAS & MFC chapter for more information

• FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO

• Select TEST switch on FAULT and check:• both LOOP A and LOOP B FAULT lights illuminate

The right engine needs fuel to run in hotel mode :-)Fuel controls are to be found on the overhead panel.

8. FUEL (ONLY WITHOUT USE OF GPU)

• Select ENG 2 PUMP ON• Check RUN light illuminates• Check FEED LO PR light extinguishes• Check LP VALVE in line

To prevent the batteries from draining another source of electrical power must be established. The ATR does not offeran APU but one can run the right engine in the so called hotel mode. That means that the engine/turbine itself isrunning but the propeller is braked down to stand still. Thus the engine is running normally without the propeller turning.Check the Powerplant chapter, Hotel Mode section for more information.This checklist item prepares the engine for hotel mode by activating the propeller brake. Hydraulic pressure isnecessary to activate the propeller brake and as no Ground Power Unit, GPU which could provide electrical power isavailable the aircraft must produce hydraulic pressure itself. The auxilliary hydraulic pump is able to provide hydraulicpressure to the hydraulic system when the AUX PUMP PEDESTAL SWITCH (auxiliary hydraulic pump switch which islocated on the pedestal) is pressed.Before doing so check that the Propeller brake is ready by verifying that the READY light on the overhead panel next tothe propeller brake switch is illuminated.

9. AUX PUMP PEDESTAL SWITCH

• Press• Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or

First Officer's view) panel – depending on the view configuration• Open the overhead panel


9


Now the propeller brake can be activated. Proceed to the overhead panel and move the propeller brake switch to ON.

10. PROPELLER BRAKE (HOTEL MODE ONLY)

• UNLK light illuminates while brake is in transit• Check ON light illuminated, UNLK light extinguished• Check PROP BRK light illuminated on memo panel

To establish communication between Air Traffic Control and the cockpit, you have to switch on Com 1 – you can find iton the pedestal panel (can be accessed pressing Shift+2).

11. COM

• Set VHF 1 to ON

12. DOORS

• Cockpit communication hatch opened (as required)

The Beacon must be switched on to provide a visual warning for everybody outside the plane that the engines are to bestarted or already running. Don't mix it up with the strobe though. The Beacon control switch is located on the overheadpanel.

13. BEACON

• Set BEACON switch to BEACON

Okay, now prepare to start engine No. 2 – just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OFGPU)'.You will need three panels to perform the engine start:• the overhead panel (Shift + 4)• the center panel (Shift + 5)• the engine control panel (Shift + 6)

14. ENG 2 START (ONLY WITHOUT USE OF GPU)

• Check EEC FAULT light extinguishedEEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view

• Check PEC FAULT light extinguishedPEC fault light is located on the main panel

Now open the overhead panel

• Set ENG START rotary selector to START A & BENGT START rotary selector is located on the overhead panel

• Check engine and propeller area clearCheck outside views

• Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)START pushbuttons are located on the overhead panel

Close the overhead panel, open the center panel and the engine control panel !

• Monitor engine rotation (NH)Center panel

• On passing 10% NH


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• Advance CL to FTREngine control panel

• Start TimingNote: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C

• Monitor light up within 10 seconds:840°C < ITT < 950°C record in log book

ITT > 950° FUEL SOITT > 840° more than 20 seconds FUEL SO

Close the center and the engine control panel and open the overhead panel• On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes

Check on overhead panel• On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes

Check on overhead panel, then close overhead panel and open center panel• Check engine stabilized at idle values:

NH 67% ± 2% ITT 580° ± 50°C FF 110 kg/h (243 lb/h)Note: TQ indications are unreliable when CL in FTR positionCheck on center panel, close the center panel then and open the overhead panel again

• Set ENG START rotary selector to OFF – START ABORTCheck on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT

• Adjust PL as requiredNote: If Z ≥ 5,000 ft and SAT ≥ ISA + 25°C, advance PL up to GUST LOCK position

CAUTION: DO NOT USE ENG 2 in HOTEL MODE:• without a qualified persion (flight crew or maintenance) in the cockpit• when tail wind component exceeds 10 kts (gust included).

In this case propeller must be unfeathered rapidly to take advantage of the air flow created by thepropeller rotation and consequently to avoid exhaust gaz return flow in nacelle

Now check that electrical power supply is established – proceed to the overhead panel to do so.

15. MAIN ELEC POWER

• If GPU not used• Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light

• If GPU used• Check DC EXT PWR AVAIL light illuminated• Select DC EXT PWR ON• Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT lights

The fuel quantity gauges are located on the main panel.

16. FUEL

• Check FUEL QTY indicator operative.Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normalindications when the TEST button is released.

• Reset Fuel usedThe Fuel used counters are located on the center panel at the bottom of the engines instruments.

The ANN LT switch can be found on the overhead panel. It controls the annunciator lights as you will notice after thetest ...

17. ANN LT

• Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.


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As long as switch is in TEST position check every panel that annunciators are illuminated. Proceed through allpanels:Shift + 1: Main panelShift + 2: PedestalShift + 3: GNSS / FMSShift + 4: Overhead PanelShift + 5: Center PanelShift + 6: Engine Control PanelShift + 7: Magnified Center PanelShift + 8: Autopilot panel

Now check bleed air supply – Pneumatic controls are located on the left hand side of the overhead panel.

18. AIR BLEED / COMPT TEMP

• Scan AIR BLEED / COMPT TEMP panel:

• In HOTEL MODE:• No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN

• IF GPU used:• Extinguish any white light

• If neither GPU nor propeller brake is used:• No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT

The avionics vent is located above the pneumatic controls on the overhead panel.

19. AVIONICS VENT

• Check OVBD VALVE CTL switch guarded in AUTO position• Check no amber or white light

Now power and bleed air supply for the air-condition is established. Sit back for a second as the system preparation iswaiting for you with lots of items to work through ...

System Preparation

During preparation of the aircraft the cockpit crew works through the different panels. For all panels so called scansequences are published by the aircraft manufactor.These scan sequences advise the cockpit crew how to work through all these panels. For each panel the scansequence will be shown.Normally the system preparation is done by the first officer but we are lucky – we have to do everything that is normallysplit up for a crew of 2.System preparation starts with two items not directly associated to a panel by a scan sequence:

1. INTERNAL LIGHTING

• Set as required

2. GEAR PINS

• Check three on board and stowed

Now let's move to the overhead panel:


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The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for theoverhead panel. You will notice that the items listed below follow the arrows included in the graphic.

These arrows will lead you through the panel, thus simply follow at first No. 1, then No. 2 and so on. A short note in thetext will indicate when the next column is reached.

Column 1

SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in thecommunications chapter of the manual.

1. CALLS/SELCAL

• Check light extinguished – reset as required

Now check the fuel pump for engine 1

2. FUEL

• Select ENG 1 PUMP ON• Check RUN light illuminates• Check FEED LO PR light extinguishes• Check LP VALVE in line• Check X FEED VALVE X line

• If GPU is used, apply the same procedure for ENG 2


Overhead Panel

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Check the status of the doors

3. DOORS

• Depress Sw TEST pushbutton• Check CAB O and SVCE OK lights illuminate, provided associated doors are open

• Check DOORS light as required

The ATR is equipped with spoilers to assist the ailerons in tight turns. Check that both spoilers are down and the lightsextinguished

4. SPOILER

• Check both lights extinguished

Check that the landing gear is down and locked :-)

5. LANDING GEAR

• Check for normal indication – Crosscheck with center instrument panel

The MFCs are explained in the CCAS & MFC chapter in the manual.

6. MFC

• Scan MFC panel: no amber light illuminated

Now enter the SELCAL code for this aircraft.

7. SELCAL CODE SELECTION PANEL

• Set as required – set to OIJH

To prepare for starting engine No. 1 the fire test circuits must be tested too. This test sequence is similar to the onedescribed for engine 2 above.

8. ENG 1 FIRE PROTECTION


• ENG FIRE red light illuminates into associated fire handle• CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP)• FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO

• Select TEST switch on FAULT and check:• both LOOP A and LOOP B FAULT lights illuminate• CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON)

• If GPU is used, apply the same procedure for ENG 2In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.


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Column No. 2 starts here:

Check the external lighting – the Beacon is already activated, maybe you want to switch on the LOGO and NAVigationlights ?Do not switch on the STROBE lights yet. They are switched on shortly before taking off.

9. EXTERNAL LIGHTING

• set as required

As the electrical systems are already checked and power distribution is established the electrical controls don't have tobe checked now, so proceed to the cockpit vioce recorder and check if it operates normally.

11. COCKPIT VOICE RECORDER

• depress TEST pushbutton: pointer moves to a location between graduations 8 and 10

Column 3 starts here:

As the right engine is running in hotel mode and there is no GPU available, the Emergency Exit Lights must be armed.

12. SIGNS (ONLY WITHOUT USE OF GPU)

• Arm EMER EXIT LT

As you maybe noticed already the ATR cockpit follows a tactic of 'all lights off'. During normal operation no white lightsshould be illuminated. Same goes for the anti ice system. Thus extinguish any white light when encountered.

13. ANTI-ICING / DE-ICING

• Check all lights extinguished

Activate the Pitot and Window Heat by extinguishing any white light. You'll need both to prevent the pitot tubes andcockpit windows from freezing.

14. PROBES HEATING / WINDSHIELD HEATING

• Extinguish any white light

Prepare the AC wild power section for operation by extinguishing any white light.This system is called 'wild' power as electrical power is distributed at various frequencies – check the ElectricalChapter for more information.

15. AC WILD ELEC POWER


Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.

14. HYDRAULIC POWER

• Extinguish any white lights• Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished


15


The Emergency Beacon is included in the panel to enhance realism though it is not possible to simulate the functionswithin flight simulator. The Emergency Beacon transmits several information in case the aircraft experiences anemergeny situation. Check that it is in AUTO mode

15. EMER LOC XMTR

• Check switch to AUTO, guarded and lockwired


Now check that air bleed supply is established and the compartment temperature is regulated as required.


• If GPU not used• Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN

• If GPU used• Extinguish any white light• COMPT TEMP selectors as required

The Avionic Vent was already check when electrical power supply was established so the next item is oxygen.Check that the following items are fulfilled.

18. OXYGEN

• Check oxygen high pressure indication• Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the

scheduled flight• Select MAIN SUPPLY ON: check pushbutton light extinguished• Check PAX SUPPLY OFF

That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates

Now the cargo compartment and toilet smoke detection needs to be checked to complete the panel scan for theoverhead panel. The cargo compartment and toilet smoke detection activates the respective warnings in case smokeis detected in the cargo compartments or the toilets.

19. COMPT SMK

• depress SMK TEST pushbutton to check smoke detectorsNote: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan

The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.


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The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding tothe upper end.

We'll skip the Door Control switch, ATPCS switch and TCAS system for now and start with the Flight Data entry Panel,FDEP.To get more information regarding the FDEP check the Flight Instruments-Chapter of the manual.

1. FDEP

• Check FDAU time base, adjust if necessary• Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available)

Flight Number is 6509

Now check the trims.

2. TRIMS

• Check ROLL and YAW TRIM operation• Check STBY PITCH TRIM operation, check switch guarded in OFF position

Com 1 is already acivated, Now switch on Com 2 also and check operation of both.Tune Com 1 to 122,90 MHz (Point-a-Pitre traffic) and Com 2 to 127,85 MHz (Fort-de-France ATIS), then select BOTHon the audio control panel to receive signals for Com 1 and Com 2 simultaneously.

3. RADIOS

• Check transmissions and receptions


Pedestal

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Time to switch on the rest of the instruments :-)ADF 1 and 2 at first

4. ADF

• Select ADF

Then activate the Transponder

5. TRANSPONDER

• Select STBY

Now move further on to the engine controls and check that the idle gate.The idle gate prevents the power levers to me moved below flight idle. It is activated automatically when airborne anddeactivated automatically when the aircraft is landed.

6. IDLE GATE

• Check light extinguished and amber band visible on the lever

The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guardedand lockwired.

7. EMER AUDIO CANCEL

• Check switch guarded and lockwired

Now enable the transponder and set it to standby. The test sequence is not simulated.

8. TCAS

• STBY

Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulatorslimitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:


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The radar is actually not working but in the real plane you would set it to standby now.

1. RADAR

• Select STBY mode

Now fire up the main EFIS displays ...

2. EFIS CONTROL PANELS

• Select EADI ON – check somposite mode• Select EHSI ON – check normal display• Select EADI and EHSI brightness as necessary• Select BRG's as required

Phew – you did it so far. Only a few more items to jog through ...

Ready ?

Let's continue with the Center Instrument Panel / Main Panel


EFIS Control Panel

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The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have toswitch betweem the main panel and the center panel)

Arrow 1:

Check the indicated TAT-SAT and TAS and select the proper ADC

1. TAT-SAT / TAS

• Select proper ADC:odd days: ADC 1even days: ADC 2Cross check TAT value with control tower information

Now scan the standby instruments and check for proper indications

2. STBY INSTRUMENTS

• Check no flags• Pull knob to erect standby horizon if necessary


Center Instrument Panel

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Arrow 2 starts here:

Check that the power management selector is placed to TO. Check the powerplant chapter for more information on thepower management system

3. PWR MGT

• Check rotary selector on TO

Arrow 3 starts here(in case you don't use the condensed view switch to the center panel now):

Now it is time to check the engine instruments. Start with engine 1

4. ENG 1 INSTRUMENTS

• Check• Oil Press 0• Oil Temp realistic indications• Fuel Temp realistic indications• Fuel Flow (FF) 0• Fuel Used (FU) 0• NH 0• ITT realistic indications• NP 0• TQ 0

• target bug realistic indications (crosscheck with ENG 2)

Now check the engine controls (see powerplant chapter for more information), check that all white lights areextinguished

5. ENGINE CONTROLS

• extinguish any white light

Now proceed to the center panel to check the pressurization of the cabin

6. PRESSURIZATION

• Check all lights extinguished• Check MAN RATE knob: NORM• Check cabin pressure indicator:

• DIFF 0• RATE 0• ALT pressure altitude

The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flightcontrols chapter for more information.

7. STICK PUSHER / SHAKER

• Check FAULT light extinguished


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The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished

8. ANTI SKID


Arrow 4 (in case you use the first officers view, you'll proceed from the right to the left):

To check the Radio Magnetic Indicator and the EHSI

1. RMI / EHSI

• Crosscheck heading information

Check the vertical speed indicator, VSI

2. VSI

• Check no flag and pointer indicates zero


Check the clock for correct time

3. CLOCK

• Check time, adjust if necessary

Now check the Airspeed Indicator, ASI

4. ASI

• Check• no flags• airspeed pointer indicates 0• VMO pointer indicates 250 kt

Check the Electronic Attitude Director Indicator, EADI that no flags are indicated

5. EADI

• Check no flags


Captain or F/O Instrument Panel

22


Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press toinitiate test sequence.

6. GPWS

• Test if desired (Refer to Manual, Navigation Chapter)

To finalize cockpit preparation so far check the altimeter

7. ALTIMETER

• Check no flag

Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term FlightManagement System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...

You will need the FMS chapter of the manual printed out now as the tutorial flight is used as an example on how to usethe ATR's FMS.You may read the System Description first to get an overview how the FMS operates. The tutorial flight is used in theFlight operation chapter then.

Right now go through the Preflight section and thus the following pages:• Identification, IDENT page

Which indicates the aircraft type, engine type, and navigational database• Position Reference Page• Then proceed to the Flight Planning section and the Route pages, RTE 1 and RTE 2 page.• Followed by the Departure and Arrivals, DEP/ARR page to enter the runway from which we will depart and the

Standard Instrument Departure, SID to follow.• Now it is time to complete the performance Initialization on the VNAV page (the ATR's VNAV is advisory only, bear

that in mind throughout the complete flight !).• When all that is accomplished review the route on the Route Legs, LEGS page and activate the route !• Afterwards you may check the Route Data Pages, enter some wind data on the Wind Input page to finish the

preflight section.

Now the FMS is set up and the Final Cockpit Preparation is waiting to be completed.

After takeoff the FMC chapter will be needed again so keep it handy ...

Final Cockpit Preparation

Proceed to the Overhead Panel to switch the signs on. The Memo panel is located on the center panel.

1. SIGNS

• Select NO SMOKING and SEAT BELTS – Check Memo panel

Check the Landing field elevation for the pressurization system (center panel)

2. LANDING ELEVATION

• If QNH is used, set landing field elevation• If QFE is used, set 0 ft


FMS

23


As Le Raizet does not offer an ATIS skip this item but switch back to the main panel though.

3. ATIS

• Obtain ATIS information

Barometric pressure is 30,12 in Hg / 1020 mbar

4. ALTIMETERS

• Set baro reference• Check indicators

V-Speeds always depend on weight, runway length, weather conditions.

5. BUGS

• Set ASI Speed BugsExternal BugsLower value (green bug) V1 104 ktsInternal bug (yellow bug) V2 110 ktsIntermediate value (white bug) Final takeoff speed 129 ktsHigher value (red bug) Min. Icing Speed 153 kts

Speed bug V2 + 5 115 kts• Set TQ bugs

Set manual bugs to TO value (TQ = 88.9%)

6. TRIMS

• Reset ROLL and YAW trims to zero• Set PITCH trim for takeoff

7. COM / NAV

• Set COM / NAV frequenciesCOM 1: 122.90 MHz (Le Raizet Traffic)COM 2: 127.85 MHz (Fort de France ATIS)NAV 1: 112.90 MHz (Point a Pitre VOR)NAV 2: 113.30 MHz (Fort de France VOR)ADF 1: 329.0 MHz (Fort er France NDB)ADF 2: 273.0 MHz (Melville Hall NDB)

Now perform the engine test

8. ENG TEST

• Turn ATPCS to ARM• Check ATPCS ARM green lights illuminates

• Turn ATPCS to ENG position• Check associated ENG UPTRIM light illuminates• 2.15 seconds later check ATPCS ARM light extinguishes


24


9. FUEL QUANTITY

• Test FUEL QTY and check LO LVL• Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel

2,037 lbs / 924 kg

10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS

• Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.

Before Taxi

Not needed for this tutorial ;-)

1. LOAD SHEET

• Check the load sheet

A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM

2. TAKE OFF DATA

• Prepare take off data card

3. PARKING BRAKE

• Check handle to PARKING

Request start up clearance

4. START UP CLEARANCE

• Obtain ground crew clearance• Obtain ATC start up clearance

Close the door by pressing Shift+E. The door control panel is loacted on the Overhead Panel.

5. DOORS

• Check all doors are closed

The Beacon indicates that the engines are going to be started soon. It should be on but check it again

6. BEACON

• Set (or confirm) BEACON switch to BEACON

Now prepare to release the brake of engine No. 2's propeller.

7. ENGINES

• In HOTEL MODE• Push the AUX HYD PUMP pushbutton (Overhead Panel)• Check READY light illuminates• Check engine 2 and propeller area clear


25


• Retard PL down to GI and announce 'PROPELLER BRAKE OFF' (Engine Control Panel)• Switch propeller brake OFF (Back on the overhead panel)• Check propeller brake blue light extinguishes both on prop brake control panel and on memo panel• Check UNLK light flashes then extinguishes• Monitor NP increase (close overhead panel, open center panel)• When NP stabilized (15%) advance CL to AUTO (open engine control panel)

Notes• Propeller brake release sequence must be initiated only if READY blue light is illuminated• When pulsing the DC AUX PUMP pushbutton, the DC auxialiary pump runs for 30 seconds then stops unless

a prop brake release sequence has been initiated• If GPU is used (a GPU is not used so proceed to item 9)

• Signs• Arm EMER EXIT LT

• ENG 2 START• Check EEC FAULT light extinguished• Check PEC FAULT light extinguished• Set ENG START rotary selector to START A & B• Check RH engine and propeller area clear• Announce 'START ENGINE 2' and monitor starting• Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)

• Announce 'NH' when NH increases• On passing 10% NH

• Advance CL to FTRNote: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C



• Announce 'NP' when NP increases• On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes• On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes• Check engine stabilized at idle values:

NH 67% ± 2% ITT 580° ± 50°C FF 110 kg/h (243 lb/h)Note: TQ indications are unreliable when CL in FTR position

• Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%• Set ENG START rotary selector to OFF – START ABORT

8. MAIN ELECTRICAL POWER

• Select DC EXT PWR OFF• Monitor DC GEN 2 FAULT light extinguishes• Request ground crew to disconnect external power

Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake isreleased.

Open the overhead panel and check AC Wild Power


• Check all lights extinguished except ACW GEN 1 FAULT

10. HYDRAULIC POWER



26


Close the overhead panel and continue on the center panel to check the flaps.

11. FLAPS

• Set for take off – Check position on flaps position indicatorSelect flaps 15°

12. ANTI SKID

• Perform anti skid test – check no F light remains illuminated

Actually there is no ground crew but that's what the crew would have to do on the real thing

13. GROUND CREW CLEARANCE

• Request:• chocks removed• tail prop removed• interphone disconnected• hand signal display on the LH side

14. COM / NAV

• Radar on STBY position

15. BEFORE TAXI CHECK-LIST

• Completed

Now the Before Taxi checklist is completed and you are ready to taxi.In case you want to use flight simulators ATC, contact Le Raizet traffic (122.90 MHz) and announce taxiing. Bear inmind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you apply thrust.

TaxiingAs soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaksloose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready fortaxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when youthink you can handle it ...

1. TAXI CLEARANCE

• Obtained

2. EXTERNAL LIGHTS

• Set as required

3. BRAKES

• Parking brake released• Check braking


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4. TAKE OFF DATA

• Recheck take off conditions• Crosscheck V bugs settings

5. ATC CLEARANCE

• Obtained

6. FLIGHT INSTRUMENTS

• Scan instrument panels, check no unnecessary flag on instruments• Check in turn

• horizons• heading and bearing• ball

Now prepare to start engine no. 1 – maybe better stop taxiing ???Actually it is the same procedure as for engine No. 2 so nothing really new.

7. ENG 1 START

• Check EEC FAULT light extinguished (center panel)• Check PEC FAULT light extinguished (center panel)• Set ENG START rotary selector to START A & B (overhead panel)• Check engine and propeller area clear• Announce 'START ENGINE 1' and monitor starting• Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel)• Announce 'NH' when NH increases (center panel)• On passing 10% NH

• Note positive oil pressure• Advance CL to FTR (engine control panel)

Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C• Monitor light up within 10 seconds:

840°C < ITT < 950°C record in log bookITT > 950° FUEL SOITT > 840° more than 20 seconds FUEL SO

• Announce 'NP' when NP increases• On passing about 45% NH, monitor START 1 pushbutton ON light extinguishes• On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes• Check engine stabilized at idle values (center panel):


• Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8% (engine control paneland center panel)

• Set ENG START rotary selector to OFF – START ABORT (overhead panel – do not close it yet)

8. AIR BLEED

• Check all lights extinguished• COMPT TEMP SELECTOR as required


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Now you can close the overhead panel and check the pedestal if the cockpit door is closed.

9. DOORS

• Cockpit communication hatch closed

Once again the overhead panel ...



Open the Autopilot panel (Shift+8)

11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS

• Select• assigned altitude (13,000 ft) by turning the altitude selector• HDG Lo BANK with runway heading (290°)• IAS with V2 + 5 kts (115)• Open the EFIS control panel and select RNV as the source making the FMC the source for navigational

information displayed on the EADI and EHSI.• Select MAP mode to display the route, adjust EHSI range using the ↑ and ↓ arrows.

• Select CPL on PF side

Revise procedures to follow taking off from Le Raizet Runway 29:The chart for Le Raizet airport tells us that we have to climb out Le Raizet following the runway heading until we reach1,000 ft or are 5 miles out PPR VOR/DME. Then we shall turn right to intercept radial PPR R-347 flying heading 167°to PPR VOR/DME. Then we shall intercept radial PPR R-175 to DOM NDB.Keep in mind that there is mountainous terrain south-west of the airport thus the right turn is needed.

12. TAKE OFF BRIEFING

• Standard calls• For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action• Above V1 take off will continue and no action will be taken except on CAPT command• Single engine procedure is• Acceleration altitude is• Departure clearance is

13. CABIN REPORT

• Obtain cabin report from cabin attendant

To config test button is located on the engine control panel

14. TO CONFIG TEST

• Depress TO CONFIG TEST and check no alert

15. TAXI CHECK LIST

• completed

Okay, now the ATR is ready to 'rumble'. Take her to runway 29 which is the active runway when you have loaded the'Flight 1 ATR72-500 Tutorial' weather theme.


29


Before Take Off

Just a few items before we leave ...Releasing the gust lock is very important ...

1. FLIGHT CONTROLS

• Release gust lock• Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW

Check flightsim's ATC for takeoff clearance

2. TAKE OFF CLEARANCE

• Obtained

Check the overhead panel for lighting and bleed air supply.

3. AIR BLEED

• Select both BLEED VALVES on NORM FLOW

4. EXTERNAL LIGHTS

• Set STROBE light• Use TAXI and TO and LAND light to minimize bird strike hazard during TO

Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for moreinformation.

5. CCAS

• Select TO INHI

Check the pedestal ...

6. TRANSPONDER

• Set as required – it is not required yet ...

7. TCAS

• AUTO mode, set range to 6nm and to AboVe mode

8. COM / NAV

• Radar as required

Proceed to the engine control panel

8. ENGINES

• Check both CL at AUTO positon


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9. FLIGHT CONTROLS

• Runway heading lined up, center lateral FD BAR

10. BEFORE TAKE OFF CHECK-LIST

• completed

Now the ATR is ready to go. Take a deep breathe and then off we go.

Take Off

1. ANNOUNCE 'TAKE OFF'

2. RELEASE THE BRAKES

3. START TIMING

4. ADVANCE BOTH PL TO POWER LEVER NOTCH Right mouse button click on power levers on engine control panel

Scan the airspeed and engine instruments throughout the take off

5. ENGINES

• Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ asrequired

• check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt• check ATPCS ARM light illuminated• check FDAU bug displays RTO value• call 'POWER SET'

6. SPEED

• Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASIDone by VFO (Virtual First Officer)

• Crosscheck speed reading on ASI and announce 'I have control'• Announce 'V1'

Done by VFO (Virtual First Officer)• Announce 'Rotate' at VR

Done by VFO (Virtual First Officer)

7. AIRCRAFT HANDLING

• At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO

8. LANDING GEAR

• Announce 'Positive Climb'Done by VFO

• Order 'Gear Up'• Set L/G lever to up – check lights extinguish


31


9. AFCS

• Engage YD

After liftoff follow the flight director bars and prepare for the After Take Off checklist.

After Take Off

Passing Acceleration altitude (1,500 ft) perform the following steps.Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Thenread what you need to do and unpause the simulation.

1. ENGINES

• Order 'Climb Sequence'

2. AFCS

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

Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the verticalbar as you are too slow now. Selecting 170 kts results in commanding a dive – Slowly lower the aircrafts nose and letthe ATR gain speed

3. ENGINES

• Check Pls in the notch• Set PWR MGT to CLB

4. AIR BLEED

• Select both BLEED VALVES ON if not already been selected – The bleed switches are on the overhead panel andshould both be switched ON

5. EXTERNAL LIGHTS

• Set as required – you may switch off the Taxi and Wing light

6. SIGNS

• Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.

7. ENGINES

• Check that actual TQ matches climb TQ, adjust if necessary.

8. FLAPS

• Passing VMLB0 (153 kts), order 'Flaps 0'• Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.


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9. AFCS

• Set ADU target IAS to the desired climb speed170 kts

Passing transition altitude (during this tutorial we won't climb above FL-130 thus there won't be a change to standardpressure).

10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)

• Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg

11. AFTER TAKE OFF CHECK LIST

• Completed

Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.

Cruise

While flying at cruise altitude you might want to flip through some pages of the FMS. Check the cruise section of theFMS chapter for more information. The PROGRESS and the ACT RTE LEGS page provide information for the flight.

Check especially the PROGRESS page as it also indicates when you should start the descent but continue with thefollowing items first ...

1. ENGINES

After acceleration to cruise speed (approximately 210 kts) has been performed:• Select PWR MGT CRZ• Check actual cruise torque matches cruise torque.

Adjust if necessary.

2. SIGNS

• Set SEAT BELTS switch as required

It is unlikely that you encounter icing conditions, but prepare to encounter icing conditions when flying other routes ...

3. FLIGHT CONDITIONS

• Observed• If entering Icing conditions

ANTI-ICING PERFORMEDMODE SEL AUTOMINIMUM ICING SPEEDS BUGGED AND OBSERVEDICE ACCRETION MONITOR

• Operation with ice accretionPROP – HORNS – SIDE WINDOWS confirm ONMODE SEL confirm AUTOENG DE-ICING confirm ONAIRFRAME DE-ICING ONMINIMUM ICING SPEEDS confirm bugged and observed


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• If significant vibrations occur• Cls 100 ORVD for not less than 5 minutes

Open the FMS again and check the PROGRESS page – the ATR does not offer VNAV guidance so you should keepan eye on the FMS as you don't want to pass the Top-of-Descent.Maybe you already noticed the 'glideslope' bar displayed on the EADI and the EHSI. Instead of a 'G' a 'V' is indicatedtelling you that it indicates vertical deviation. The FMS computes a vertical path by the given altitude constraints anddisplays the deviation of the aircraft from this vertical path. Keep in mind that the cruise phase is not indicated, thus thedeviation while in cruise is normal !You can check the vertical deviation on the second page of the PROGRESS page too. There it is indicated in feet asyou can see in the graphic below indicating a Vertical track Error (VTK Error) of +518 ft which means I am 518 below(!) the computed path.In the second line on the right the required vertical speed (VS REQ) is indicated to reach the given altitude contraints.

As you approach the ToD (Top of Descend) the green bar moves down and you should try to catch the bar –remember that the ATR's VNAV is a advisory VNAV only, thus you have to select vertical autopilot modes manually.When the vertical difference is around 1,000 ft set the preset-altitude on the autopilot panel to 2,200 ft. The ALT Holdmode remains active and to start the descend you have to select the VS or IAS mode to start the descend.Remember to bring back the throttle to Flight Idle (One click with the right mouse button) as you don't want to gain toomuch speed during descend.For this tutorial select VS (Vertical speed) mode and select -1,500 ft as a initial sink rate. Check with the PROGRESSpage which descend speed is needed and adjust the aircrafts sink rate if necessary.Keep an eye on airspeed as you don't want to go too fast. Something around 240 kts is fine.

Descent

Check the weather at Fort-de-France by dialing in the ATIS frequency of 127.85 MHz into COM 2.Check that the Transmission keys are set to BOTH on the Audio Control Panel, so you will listen to BOTH radios COM1 and 2 simulatenously.


• Observed• Relevant anti or de-icing up to landing PERFORMED IF NECESSARY


34


Now check the CCAS for any warnings

2. CCAS

• Depress RCL pushbutton and check aircraft status

Listened to the ATIS ?

3. WEATHER AND LANDING INFORMATION

• Obtain all required information

Check the FMC, VNAV page for current weights, weight should be something around 19,970 kg / 44,020 lbs.

4. LANDING DATA

• Determine landing weight, configuration and speeds• Fill in data card• Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)

Now it is time to set the speed bugs to prepare for landing.

5. BUGS

• ASI bugsExternal BugsLower value (yellow bug) VGA 113 ktsIntermediate value (red bug) VmLB0 normal cond. or

VmLB15 icing cond. 132 kts

Higher value (white bug) Min. Icing Speed 118 ktsInternal bug(green bug) VApp 112 kts

• Set TQ bugsSet manual bugs to GA torque (TQ = 100%)

Now take the charts for Fort-de-France and read them thoroughly so you know the approach procedure 'by heart' ;-)

6. APPROACH BRIEFING

• minimum safe altitude• weather at destination• approach procedures• decision height• go around procedures• alternate and extra fuel time

Time for the passengers to get back to their seats.

7. SIGNS

• set SEAT BELTS switch to SEAT BELTS


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8. DESCENT CLEARANCE

• Obtained

9. AFCS

• Select assigned altitude• Engage IAS or VS mode as required• Use PTW and PL as required for descent

10. DECENT CHECKLISTS

• Completed

ApproachWhen you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case youdid not leave them on.

1. SIGNS

• Set NO SMKG switch to NO SMOKING

As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment forautomatically adjusting to barometric pressure. Don't use this function in case you changed your key assignmentswithin flight simulator).

2. ALTIMETERS

• ADJUST ALTIMETERS SETTING when passing transition level and cross check settings

Proceed to the center panel and check cabin pressure ...

3. PRESSURIZATION

• Check cabin altitudeCaution: Max ∆P authorized at landing: 0.35 PSI

4. SPEED VERSUS ICING AOA

• Check and set

5. EXTERNAL LIGHTS

• Select TAXI and TO and LAND lights to ON

:-)

6. CABIN REPORT



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7. APPROACH CHECK LIST

• Completed

Before Landing

Now prepare for the final approach.

1. PASSING DECELERATION ALTITUDE

• Crosscheck altitude• Retard both PL down to FI and reduce airspeed

The approach chart tells us to level off at 2,100 ft. In case Flight Idle is not jet adjusted, retard the power levers to flightidle and let the ATR deccelerate.When you pass 180 kts order and select flaps 15 and follow the apporach as described by the following items.

2. PASSING 180 KTS

• Order 'Flaps 15'• Select Flaps 15

3. PASSING 170 KTS

• Order 'Gear Down'• Select gear down – PWR MGT TO

Note: NP remains unchanged• As soon as three green lights are illuminated announce 'Flaps 15 – Landing Gear Down'• Check TLU OK LO SPD light is lit

4. PASSING 150 KTS

• Order 'Flaps 30'• Select Flaps 30 – announce 'Flaps 30' when indicated• Adjust PL to maintain Vapp and not less than VMCL

5. BEFORE LANDING CHECK LIST

• Completed

Landing• Announce

• '500 feet above minimum'• '100 feet above'• 'Minimum, Decide'

• Announce LAND or GO AROUND as appropriate• Press AP disconnect pushbutton twice• Check flight parameters• Check IDLE GATE automatic retraction at touchdown• When touching down, act on the PL triggers to select GI• Check and announce 'Both low pitch lights illuminated'


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• Use reverser as necessary• Control nose wheel steering

Go Around

You hopefully won't need this ...

• Announce 'Go Around'• Depress GO AROUND pushbuttons on Pls• Advance Pls to ramp• Call 'Flaps one notch', rotate to GO AROUND pitch attitude

• Retract flaps one notch• Check NP = 100%, adjust if necessary

• Follow FD bars and cancel AP Disconnect Alarm• Accelerate to or maintain GVA

• When positive rate of climb is archieved• Announce 'POSITIVE CLIMB'• Command 'GEAR UP'

• As soon as climb is established, select L/G lever to UP and select HDG/IAS• Announce 'Flaps X' when indicated

(Flaps X is one notch less than final approach FLAPS setting)Announce 'GEAR UP' when indicated

• Monitor• pitch attitude• bank attitude• speed• flight path• engine parameters

After Landing

When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions tothe parking.

1. FLIGHT CONTROLS

• Order 'Flaps 0'• Select Flaps 0 and reset TRIMS• Engage GUST LOCK and check PITCH and ROLL controls are locked

Well it is not possible within flight simulator to lock the flight controls

2. EXTERNAL LIGHTS

• Set LAND light and STROBE light to OFF


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3. IGNITION

• Check ENG START selector to OFF-START ABORT

You won't need the NAV and ADFs anymore, so flip them off.

4. COM / NAV

• Switch OFF non required equipment• Transponder on STBY• Radar on STBY

The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.

5. ENG TEST (LAST FLIGHT OF THE DAY)

Conditions:– Both Cls AUTO– Both Pls at GI– ATPCS pushbutton depressed. OFF extinguished– PWR MGT on TO position

ARM positions– ARM light illuminates green– Torque indications increase– NP and NH indications decrease

ENG position:– Selected engine torque decreases below 18%– Opposite engine:

– Torque does not change– UPTRIM light illuminates– Bleed FAULT light illuminates– NP and NH increase slightly

– 2.15 seconds later– Concerned propeller is automatically feathered– ARM green light extinguishes

Caution:– Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,

both man hydraulic pumps are temporarily lost as well– Do not perform ENG TEST while taxiing if DC hydraulic pump is not operating– If braking is required during test it will be performed using EMER handle as required

Note: If test must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not todamage feathering pump (winding heating)

Switch the TCAS off

6. TCAS

(runway vacated)• select STBY

7. ENGINES

Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built upin the engine and the nacelle


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• Select engine 1 CL to FTR then FUEL SONote: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for oilcapacity check by maintenance)

• Note and reset FU

8. AFTER LANDING CHECK LIST

• completed

Parking

Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gazinterference when hotel mode

1. PARKING BRAKE

• Set parking brake and check brake pressureNote: If propeller brake is used, be sure that propeller area is clear and protected

2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)

• Release gust lock• Push control column in nose down position• Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual)• Engage gust lock and check PITCH and ROLL controls are locked

3. MAIN ELEC POWER (ONLY IF GPU IS USED)

• Check ground crew connect external power unitOnly available when parking brake is set

• Check DC EXT PWR AVAIL light illuminates• Select DC EXT PWR ON

4. ENGINES

• In Hotel Mode• Select engine 2 CL to FTR

Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch andcheck AIR BLEED X VALVE OPEN light illuminates

• Check READY light illuminates• Engage PROP BRK• Check UNLK light illuminates then extinguishes• Note and reset FU

• If GPU is used• Select engine 2 CL to FTR then FUEL SO

Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required foroil capacity check by maintenance)

5. FUEL

• Set both FUEL pump switches to OFF


40


6. SIGNS

• Set SEAT BELTS switch to OFF

7. GROUND CONTACT

• As required

8. PARKING CHECK LIST

• Completed

9. TAIL PROPELLER

• As required

Leaving the aircraft

• OXYGEN MAIN SUPPLY OFF• PROBES HTG / WINDSHIELD HTG OFF• ANTI ICING / DE ICING (ALL DEVICES) OFF• EXTERNAL LIGHTS OFF• EFIS CONTROLS OFF• RADAR OFF• COM OFF• IF GPU NOT USED

• ENG 2 CL FUEL SONote: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required foroil capacity check by maintenance)

• FUEL PUMPS OFF• EMER EXIT LIGHTS DISARM• BATTERIES OFF

• IF GPU USED• EMER EXIT LIGHTS DISARM• DC EXT PWR OFF

Caution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished• BATTERIES OFF


41

ATR 72-500 Tutorial 1

Tutorial Flight No. 2

EDDM to LIPE


ATR 72-500Tutorial Flight 2 – EDDM - LIPE

Introduction

Welcome to this second tutorial flight. Before you try this flight you should consider flying the other tutorial 'Tutorial 1 –TFFR – TFFF' first.Several explanations are shortened in this tutorial in comparison to the first tutorial so be sure to start with tutorial 1which leads you into the nice carribbean ... The covered flight is taken from the real word again. It will take you from Franz-Josef-Strauss airport, Munich(EDDM) to Bologna's Borgo Panigale airport (LIPE). The flight is carried out by Air Dolomiti under flight number EN3984 and leaves Munich at 15.05 and should arrive in Bologna at 16:25.

This tutorial is structured similar to the normal procedures chapter from the real aircraft manual with some additionalcomments and explanations here and there (like the first tutorial). Thus the structuring is close to the normalprocedures checklist:

1. Preliminary cockpit preparation2. System Preparation3. Final Cockpit Preparation4. Before Taxi5. Taxiing6. Before Take Off7. After Take Off8. Cruise9. Descent10.Approach11.Before Landing12.After Landing13.Parking14.Leaving the aircraft

Again the tutorial will at first deal with pre-flight preparations such as flight planning. It might prove sensible to read thistutorial once before trying to fly it.

In case you want to get charts for flying around these airports, try the following source:https://164.214.2.62/products/digitalaero/index.cfm#term2


2


Flight Planning

Flight planning generally splits up into two parts:• Weather briefing• Route planning & Weight and balance – fuel planning

Weather Briefing

In spite of the first tutorial no weather theme will be provided for the second tutorial.So you maybe want to try and use real weather (may it be static, or dynamic or even by using an external weatherprogram) ?


3


Route Planning and Weight & Balance

The routing in short is:KPT5E-KPT / UL607-ALGOI / UM738-ADOSA / UP131-FER / DCT-BOA / ADOLO Arrival / RWY 12 BOA

In case this tells you nothing at all don't worry as an extended flight plan will be provided on the following pages.

More important is that the planned alternate airport is Florence Perentola, LIRQ

The following flight plan was created with FOC (Flight Operation Center), programmed by Urs Wildermuth and HeinzOetiker:

AIRCRAFT F1ATR72-500 STD 15.05Z ATD ..... ABN ..... TYPE I-ADLM STA 16.20Z T/D ..... ATA .....

ROUTE INFORMATION: CREW INFORMATION: DIST 318 TRACK INDEX 138 DISP: Jane Doe /.................. ESAD 318 COMPONENT H000 PIC: Jane Doe /..................

WEIGHT/FUEL BREAK DOWN: Zero Fuel Weight (ZFW) 43,503 lbs 19,733 kg see additional comments in next

sectionMaximum Zero Fuel Weight 45,195 lbs 20,500 kgTakeoff Fuel (TOF) 3,029 lbs 1,374 kgMaximum Takeoff Fuel 11,023 lbs 5,000 kgTakeoff Weight (TOW) 46,533 lbs 21,107 kgMaximum Takeoff Weight 48,502 lbs 22,000 kgTotal Inflight Fuel (TIF) 1,839 lbs 834 kgLanding Weight (LW) 44,694 lbs 20,273 kgMaximum Landing Weight 49,273 lbs 22,350 kgRemaining Fuel (REM) 1,190 lbs 540 kg

FUEL CALCULATIONTAXI fuel 31 lbs 14 kgTrip fuel to TFFF and ETE 1,839 lbs 834 kg 01.15 hoursRoute Reserve (20 minutes) RR20 0 lbs 0 kg 00.20 hoursFuel to alternate (LIRQ), Time & Cruise Level 510 lbs 231 kg 00,29 hours @ FL080Final Reserve (FR) 441 lbs 200 kg 00.20 hoursCompany Fuel (CF) 240 lbs 109 kg 00.24 hoursHolding Fuel (HF) 0 lbs 0 kg Minimum Fuel and Flight Time (MIN) 3,060 lbs 1,388 kg 02,48 hoursAddituional Fuel and Tme (ADD) 0 lbs 0 kgActual Fuel (ACT) 3,060 lbs 1,388 kg

That means for a ZFW of 43,503 lbs / 19,733 kg we need to take 3,060 lbs / 1,388 kg of fuel with us.


4


The Flightplan looks as follows:

AWY POS FREQ FL MT DIST TME ATO ETO ETA EET FUEL FOB RFUEDDM 00,00 00,00 0 1374

KPT5E DM081 F021 89 7,4 00,02 00,02 23 1351KPT5E DM082 F026 153 2,6 00,01 00,03 30 1344KPT5E MUN 112.30 F060 223 11,2 00,03 00,06 68 1306KPT5E DM075 F084 183 9,5 00,02 00,08 98 1276KPT5E KPT 109.60 F237 255 61 00,16 00,24 294 1080*TOC ALGOI D-004UL607 ALGOI F250 163 18,8 00,04 00,28 331 1043UM738 PITAR F250 163 26,3 00,06 00,34 359 1015UM738 RENTA F250 170 44,1 00,10 00,44 407 967UM738 ADOSA F250 171 40,3 00,10 00,54 451 923*TOD FER D-034UP131 FER 0427.0 F147 154 55,8 00,12 01,06 586 788DCT BOA 112.20 F080 221 21,7 00,05 01,11 710 664ADOLO D316L F040 317 12 00,03 01,14 740 634ADOLO ADOLO F023 166 5,1 00,01 01,15 751 623I12 *Proc F023 00,00 01,15 753 621I12 CI12 F020 123 1,5 00,00 01,15 755 619

LIPE 00,00 01,15 834 540

The shortcuts:AWY airwayPOS PositionFREQ FrequencyFL Flight LevelMT Magnetic TrackDIST Distance in nmTME TimeATO Actual Time Over the selected NavaidETO Estimated Time Over the next NavaidETA Estimated Time of ArrivalEET Accumulated Flight Time from takeoff to landingFUEL Fuel used from takeoffFOB Fuel on Board at the waypointRFU Remaining Fuel according to the calculation

!!! NOT FOR REAL FLIGHTS OR NAVIGATION - INFORMATION ONLY !!!


5


Starting up the simulator

1. Open the ATR Configuration Manager2. Go to the Weight and Balance Load Manager Screen and select the following

72 passengers: 37 Men, 27 Women, 4 Children and 4 Crew members – equals a payload of 11,366 lbs / 5,136 kg1,350 lbs / 612 kg of cargo in the forward cargo compartment1,025 lbs / 465 kg of cargo in the aft cargo compartmentThus the Zero Fuel Weight should read 43,503 lbs / 19,733 kgPress SAVE !

3. Proceed to the Instrument Panels Setting Screen and select your favourite view but more important select startupwith cold and dark cockpit.Press SAVE !

4. Exit the ATR Configuration manager5. Start up flight simulator6. In case you start with the create flight menu:

Select the following items:Aircraft: Cessna 172 – Standard aircraftAirport: Franz-Josef-Strauss airport, Munich, EDDM - any parking position of your choiceWeather: as you likeTime: Select 14:20 local time

Start up the simulator

If you start your simulator otherwise be sure to start it with a default aircraft and then select the items similar toabove from the menus within flight simulator.

7. When the scenery is loaded and the flight simulator is started up you may open the aircraft menu to select the FlightOne ATR 72-500 in Air Dolomiti colours (must be downloaded and installed seperately)Press the OPEN button

8. Now the cockpit of the ATR should come into view with everything cold and dark.9. Open the aircraft, fuel and payload menu and set fuel in each tank to 1,530 lbs / 694 kg !

Flightsimulator will automatically select 1,528.9 lbs but that's fine too.

So let's start up the aircraft ...


Beware !Before loading the ATR the simulator must be loaded with a default aircraft (Cessna, Boeing 737 or

such).Starting up the sim with the ATR loaded will lead to problems !

6


The Second Tutorial Flight

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

Preliminary cockpit preparation

Proceed to the overhead panel to switch on the batteries to supply electrical power to the aircraft.

1. BATTERIES

Set BAT toggle switch ON• Check MFC 1A and MFC 2A FAULT lights flash• Check MFC 1A and MFC 2A FAULT lights extinguish and MFC 1B and MFC 2B FAULT lights flash• Check MFC 1B and MFC 2B FAULT lights extinguish• Check EMER BUS and ESS BUS supply indicator arrows illuminated• Check UNDV light extinguished

Now check the parking brake – sufficient brake pressure must be available to set the parking brake. The pressureindicator is located on the center panel (Shift+5) next to the gear lever.

2. PARKING BRAKE

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

Now move to the engine control panel (Shift + 6) to check the throttle controls.

3. ENGINE

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

The gust lock is controlled by a click spot on the engine control panel.

4. FLIGHT CONTROLS

• Check GUST LOCK engagedThe lever should be at the lower end

• Check/Set FLAPS control lever position to agree with actual flaps position (the flaps indicator is located on thecenter panel so proceed ...)

Back to the center panel ... and check the

5. LANDING GEAR

• Check control lever DOWN


7


The wipers switch can be found on the overhead panel

6. WIPERS

• Check both WIPER rotary selectors at OFF position

A GPU is not available today again and thus you will run engine 2 in hotel mode again. So check the fire protectionsystem for engine 2.All fire protection controls are to be found on the overhead panel.

7. ENG 2 FIRE PROTECTION (ONLY WITHOUT USE OF GPU)


• ENG FIRE red light illuminates into associated fire handle• CCAS is activated (CRC + Master Warning light flashing red & ENG 2 FIRE red light on CAP)

A CRC is a continuous repetitive chime and normally indicates a warning which requires immediate crew action.See the CCAS & MFC chapter for more information

• FUEL ShutOff red light illuminates in CL 2 if temporarily selected out of FUEL SO

• Select TEST switch on FAULT and check:• both LOOP A and LOOP B FAULT lights illuminate

Still on the overhead panel proceed to the fuel controls and fire up the fuel pump 2.

8. FUEL (ONLY WITHOUT USE OF GPU)

• Select ENG 2 PUMP ON• Check RUN light illuminates• Check FEED LO PR light extinguishes• Check LP VALVE in line

See the powerplant chapter for more explanation on running engine no. 2 in hotel mode.Nevertheless the auxiliary hydraulic pump must be activated so that the propeller brake can be activated.

9. AUX PUMP PEDESTAL SWITCH

• Press• Check hydraulic power is available (check pressure indicators on the main (condensed view) or center (Captains or

First Officer's view) panel – depending on the view configuration• Open the overhead panel

10. PROPELLER BRAKE (HOTEL MODE ONLY)

• UNLK light illuminates while brake is in transit• Check ON light illuminated, UNLK light extinguished• Check PROP BRK light illuminated on memo panel

11. COM

• Set VHF 1 to ON


8


12. DOORS

• Cockpit communication hatch opened (as required)

13. BEACON

• Set BEACON switch to BEACON

Okay, now prepare to start engine No. 2 – just follow the steps of item 'ENG 2 START (ONLY WITHOUR USE OFGPU)'.You will need three panels to perform the engine start:• the overhead panel (Shift + 4)• the center panel (Shift + 5)• the engine control panel (Shift + 6)

14. ENG 2 START (ONLY WITHOUT USE OF GPU)

• Check EEC FAULT light extinguishedEEC fault light is located on the center panel or on the main panel too in case you use the condensed captains view

• Check PEC FAULT light extinguishedPEC fault light is located on the main panel

Now open the overhead panel

• Set ENG START rotary selector to START A & BENGT START rotary selector is located on the overhead panel

• Check engine and propeller area clearCheck outside views

• Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)START pushbuttons are located on the overhead panel

Close the overhead panel, open the center panel and the engine control panel !

• Monitor engine rotation (NH)Center panel

• On passing 10% NH• Advance CL to FTR

Engine control panel• Start TimingNote: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C



Close the center and the engine control panel and open the overhead panel• On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes

Check on overhead panel• On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes

Check on overhead panel, then close overhead panel and open center panel• Check engine stabilized at idle values:

NH 67% ± 2% ITT 580° ± 50°C FF 110 kg/h (243 lb/h)Note: TQ indications are unreliable when CL in FTR positionCheck on center panel, close the center panel then and open the overhead panel again

• Set ENG START rotary selector to OFF – START ABORTCheck on overhead panel, close the overhead panel when rotary selector is set to OFF-START ABORT

• Adjust PL as required


9


Note: If Z ≥ 5,000 ft and SAT ≥ ISA + 25°C, advance PL up to GUST LOCK position

CAUTION: DO NOT USE ENG 2 in HOTEL MODE:• without a qualified persion (flight crew or maintenance) in the cockpit• when tail wind component exceeds 10 kts (gust included).

In this case propeller must be unfeathered rapidly to take advantage of the air flow created by thepropeller rotation and consequently to avoid exhaust gaz return flow in nacelle

Now check that electrical power supply is established – proceed to the overhead panel to do so.

15. MAIN ELEC POWER

• If GPU not used• Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN 1 FAULT light

• If GPU used• Check DC EXT PWR AVAIL light illuminated• Select DC EXT PWR ON• Scan MAIN ELEC PWR panel: no amber light illuminated except DC GEN FAULT lights

The fuel quantity gauges are located on the main panel.

16. FUEL

• Check FUEL QTY indicator operative.Press the TEST button and check that in each display '8888' is indicated. The displays should switch back to normalindications when the TEST button is released.

• Reset Fuel usedThe Fuel used counters are located on the center panel at the bottom of the engines instruments.

The Annunciator Light Switch is located on the overhead panel.

17. ANN LT

• Set ANN LT switch to TEST and check that all lights illuminate. Then return to BRT or DIM as required.As long as switch is in TEST position check every panel that annunciators are illuminated. Proceed through allpanels:Shift + 1: Main panelShift + 2: PedestalShift + 3: GNSS / FMSShift + 4: Overhead PanelShift + 5: Center PanelShift + 6: Engine Control PanelShift + 7: Magnified Center PanelShift + 8: Autopilot panel


• Scan AIR BLEED / COMPT TEMP panel:

• In HOTEL MODE:• No amber or white light illuminated except ENG 1 BLEED FAULT and X VALVE OPEN

• IF GPU used:• Extinguish any white light

• If neither GPU nor propeller brake is used:• No amber or white light illuminated except ENG 1 BLEED FAULT and PACK 1 FAULT


10


The avionics vent is located above the pneumatic controls on the overhead panel.

19. AVIONICS VENT

• Check OVBD VALVE CTL switch guarded in AUTO position• Check no amber or white light

Now power and bleed air supply for the air-condition is established.Time to prepare the aircraft's systems for the flight

System Preparation

And here we go again. As mentioned in the first tutorial scn sequences is the keyword nowadays ...

1. INTERNAL LIGHTING

• Set as required

2. GEAR PINS

• Check three on board and stowed

Now let's move to the overhead panel:

The keyword in modern aircraft is panel scan sequences. The following graphic shows the scan sequence for theoverhead panel. You will notice that the items listed below follow the arrows included in the graphic.


Overhead Panel

11


These arrows will lead you through the panel, thus simply follow at first No. 1, then No. 2 and so on. A short note in thetext will indicate when the next column is reached.

Column 1

SELCAL means Selective Calling. Actually it is not simulated but you can read more on SELCAL in thecommunications chapter of the manual.

1. CALLS/SELCAL

• Check light extinguished – reset as required

Activate the remaining fuel pump.

2. FUEL

• Select ENG 1 PUMP ON• Check RUN light illuminates• Check FEED LO PR light extinguishes• Check LP VALVE in line• Check X FEED VALVE X line

• If GPU is used, apply the same procedure for ENG 2

Check the status of the doors

3. DOORS

• Depress Sw TEST pushbutton• Check CAB O and SVCE OK lights illuminate, provided associated doors are open

• Check DOORS light as required

4. SPOILER

• Check both lights extinguished

5. LANDING GEAR

• Check for normal indication – Crosscheck with center instrument panel

6. MFC

• Scan MFC panel: no amber light illuminated

7. SELCAL CODE SELECTION PANEL

• Set as required – set to ADLM as the aircrafts registration is I-ADLM.


12


To prepare for starting engine No. 1 the fire test circuits must be tested too. This test sequence is similar to the onedescribed for engine 2 above.

8. ENG 1 FIRE PROTECTION


• ENG FIRE red light illuminates into associated fire handle• CCAS is activated (CRC + Master Warning light flashing red & ENG 1 FIRE red light on CAP)• FUEL SO red light illuminates in CL 1 if temporarily selected out of FUEL SO

• Select TEST switch on FAULT and check:• both LOOP A and LOOP B FAULT lights illuminate• CCAS is activated (SC + Master Caution light flashing amber light & LOOP amber light ON)

• If GPU is used, apply the same procedure for ENG 2In case a Ground Power Unit, GPU is used the engines are not started thus engine 2 must be checked too.


Switch on the LOGO and NAV lights if you want to.Do not switch on the STROBE lights yet. They are switched on shortly before taking off.

9. EXTERNAL LIGHTING

• set as required

11. COCKPIT VOICE RECORDER

• depress TEST pushbutton: pointer moves to a location between graduations 8 and 10

Column 3 starts here:

12. SIGNS (ONLY WITHOUT USE OF GPU)

• Arm EMER EXIT LT

13. ANTI-ICING / DE-ICING


14. PROBES HEATING / WINDSHIELD HEATING



13


Prepare the AC wild power section for operation by extinguishing any white light.This system is called 'wild' power as electrical power is distributed at various frequencies – check the ElectricalChapter for more information.



Extinguish any white lights so that all hydraulic systems are supplied with hydraulic power.

14. HYDRAULIC POWER

• Extinguish any white lights• Check BLUE and GREEN PUMP LO PR light illuminated and other lights extinguished

15. EMER LOC XMTR

• Check switch to AUTO, guarded and lockwired



• If GPU not used• Check COMPT and DUCT indicators show realistic values with COMPT SEL on FLT COMPT and CABIN

• If GPU used• Extinguish any white light• COMPT TEMP selectors as required

18. OXYGEN

• Check oxygen high pressure indication• Check oxygen duration chart in Limitations-part, Systems Chapter to determine that quantity is sufficient for the

scheduled flight• Select MAIN SUPPLY ON: check pushbutton light extinguished• Check PAX SUPPLY OFF

That means the pushbutton is not illuminated. In case PAX SUPPLY is activated a blue ON light illuminates

19. COMPT SMK

• depress SMK TEST pushbutton to check smoke detectorsNote: When the test is finished, reset AVIONICS VENT EXHAUST MODE pushbutton to restart extract fan

The Overhead panel scan sequence is completed now and we'll proceed to the pedestal.


14


The pedestal is scanned according the following panel scan sequence starting at the bottom of the panel proceeding tothe upper end.

1. FDEP

• Check FDAU time base, adjust if necessary• Enter flight number on the data entry panel (only numbers between 0000 and 7999 are available)

Flight Number is 3984

Now check the trims.

2. TRIMS

• Check ROLL and YAW TRIM operation• Check STBY PITCH TRIM operation, check switch guarded in OFF position

Com 1 is already acivated, Now switch on Com 2 also and check operation of both.Tune Com 1 to 121,825 MHz (Munich Ground) and Com 2 to 123,125 MHz (Munich ATIS), then select BOTH on theaudio control panel to receive signals for Com 1 and Com 2 simultaneously.

3. RADIOS

• Check transmissions and receptions


Pedestal

15


Time to switch on the rest of the instruments :-)

4. ADF

• Select ADF

5. TRANSPONDER

• Select STBY

Proceed to the engine controls and check the idle gate. See the manual (powerplant chapter) for more information.

6. IDLE GATE

• Check light extinguished and amber band visible on the lever

The Emergency audio cancel switch cancels any audible emergency signals when activated. Check that it is guardedand lockwired.

7. EMER AUDIO CANCEL

• Check switch guarded and lockwired

8. TCAS

• STBY

Normally one would pass the EFIS control panel now proceeding to the main panel. But due to flight simulatorslimitations you must close the pedestal now and open the EFIS control panel by clicking on the following icon:


16


The radar is actually not working but in the real plane you would set it to standby now.

1. RADAR

• Select STBY mode

Now fire up the main EFIS displays ...

2. EFIS CONTROL PANELS

• Select EADI ON – check somposite mode• Select EHSI ON – check normal display• Select EADI and EHSI brightness as necessary• Select BRG's as required

Pedestal panel scan completed.


EFIS Control Panel

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The scan sequence of the main instrument panel (the graphic shows the condensed view, otherwise you might have toswitch betweem the main panel and the center panel)

Arrow 1:

Check the indicated TAT-SAT and TAS and select the proper ADC

1. TAT-SAT / TAS

• Select proper ADC:odd days: ADC 1even days: ADC 2Cross check TAT value with control tower information

Now scan the standby instruments and check for proper indications

2. STBY INSTRUMENTS

• Check no flags• Pull knob to erect standby horizon if necessary


Center Instrument Panel

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Check that the power management selector is placed to TO. Check the powerplant chapter for more information on thepower management system

3. PWR MGT

• Check rotary selector on TO

Arrow 3 starts here(in case you don't use the condensed view switch to the center panel now):

Now it is time to check the engine instruments. Start with engine 1

4. ENG 1 INSTRUMENTS

• Check• Oil Press 0• Oil Temp realistic indications• Fuel Temp realistic indications• Fuel Flow (FF) 0• Fuel Used (FU) 0• NH 0• ITT realistic indications• NP 0• TQ 0

• target bug realistic indications (crosscheck with ENG 2)

Now check the engine controls (see powerplant chapter for more information), check that all white lights areextinguished

5. ENGINE CONTROLS

• extinguish any white light

Now proceed to the center panel to check the pressurization of the cabin

6. PRESSURIZATION

• Check all lights extinguished• Check MAN RATE knob: NORM• Check cabin pressure indicator:

• DIFF 0• RATE 0• ALT pressure altitude

The stick pusher and stick shaker are systems to prevent stalling of the aircraft by warning the crew. Check the flightcontrols chapter for more information.

7. STICK PUSHER / SHAKER

• Check FAULT light extinguished


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The anti skid system shall prevent blocking of the tires while braking. Check that all lights are extinguished

8. ANTI SKID


Arrow 4 (in case you use the first officers view, you'll proceed from the right to the left):

To check the Radio Magnetic Indicator and the EHSI

1. RMI / EHSI

• Crosscheck heading information

Check the vertical speed indicator, VSI

2. VSI

• Check no flag and pointer indicates zero


Check the clock for correct time

3. CLOCK

• Check time, adjust if necessary

Now check the Airspeed Indicator, ASI

4. ASI

• Check• no flags• airspeed pointer indicates 0• VMO pointer indicates 250 kt

Check the Electronic Attitude Director Indicator, EADI that no flags are indicated

5. EADI

• Check no flags


Captain or F/O Instrument Panel

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Next to the EADI, above the altimeter the Ground Proximity Warning System, GPWS warning light is located. Press toinitiate test sequence.

6. GPWS

• Test if desired (Refer to Manual, Navigation Chapter)

To finalize cockpit preparation so far check the altimeter

7. ALTIMETER

• Check no flag

Now it is time to set up the Global Navigation Satellite System, GNSS. Well, most people know the term FlightManagement System, FMS which means basically the same as GNSS :-) So let's proceed to the FMS ...

Did you already have a look at the FMS chapter of the manual ?Then you might have noticed the references to two tutorial flights – no ? Check the ATR's manual and especially getthat FMS chapter handy. The examples given in the FMS chapter reference to the first and to this tutorial. There youfind step by step descriptions on how to deal with the GNSS.To set up the FMS / GNSS for this flight you will have to go through the following steps:1. The Identification Page2. The Position Reference Page3. The Route Page (see chapter 17.2.1.2 in the manual for more information – there you will also find an example for

this flight)Finished setting up the route ?

4. Now you want to complete Performance Initialization – there is no example for this tutorial, only for the first tutorial.Nevertheless things are rather easy:1. Press the VNAV button to open the PERF INIT page2. Enter 19.7 for the ZFW in tons / You may as well press LSK 3L to read out the current ZFW.3. Press LSK 3L to accept value4. Enter 21.1 for the GR WT in tons / You may as well press LSK 1L to read out the current GW.5. Press LSK 1L to accept value6. Fuel is calculated automatically7. Enter 0.4 for reserve fuel in tons8. Press LSK 4L9. Enter 18,000 for Transition Altitude10.Press LSK 5L11.Enter 25,000 for cruise alt: FL-13012.Press LSK 1R to accept value

5. Activate the route as described in the FMS chapter

You will need the FMS chapter later on in cruise to learn to use some of the FMS's features.

Final Cockpit Preparation

Proceed to the Overhead Panel to switch the signs on and check on the memo panel which is located on the centerpanel for confirmation.

1. SIGNS

• Select NO SMOKING and SEAT BELTS – Check Memo panel


FMS

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Check the Landing field elevation for the pressurization system (center panel)

2. LANDING ELEVATION

• If QNH is used, set landing field elevation• If QFE is used, set 0 ft

Check Munich ATIS on 123.125 MHz (well you probably already heared it when you set up the radios)

3. ATIS

• Obtain ATIS information

Set barometric altitude according ATIS

4. ALTIMETERS

• Set baro reference• Check indicators

V-Speeds always depend on weight, runway length, weather conditions. Check the manual for the values.

5. BUGS

• Set ASI Speed BugsExternal BugsLower value (green bug) V1 _______ kts

Internal bug (yellow bug) V2 _______ kts

Intermediate value (white bug) Final takeoff speed _______ kts

Higher value (red bug) Min. Icing Speed _______ kts

Speed bug V2 + 5 _______ kts• Set TQ bugs

Set manual bugs to TO value _______ %

6. TRIMS

• Reset ROLL and YAW trims to zero• Set PITCH trim for takeoff _______ units

7. COM / NAV

• Set COM / NAV frequenciesCOM 1: 121.825 MHz (Munich Ground)COM 2: 120.80 MHz (Bologna Tower – no ATIS available)NAV 1: 112.30 MHz (Munich, MUC, VOR)NAV 2: 109.60 MHz (Kempten, KPT, VOR)ADF 1: 427.0 MHz (Ferrara, FER, NDB)


22


Now perform the engine test

8. ENG TEST

• Turn ATPCS to ARM• Check ATPCS ARM green lights illuminates

• Turn ATPCS to ENG position• Check associated ENG UPTRIM light illuminates• 2.15 seconds later check ATPCS ARM light extinguishes

9. FUEL QUANTITY

• Test FUEL QTY and check LO LVL• Check both tanks are loaded symmetrically and total corresponds to FLIGHT PLAN fuel

3,060 lbs / 1,388 kg

10. SEAT, SEAT BELTS, HARNESSES AND RUDDER PEDALS

• Crew members adjust their seats, seat belts, shoulder harnesses and rudder pedals.

Before Taxi

Not needed for this tutorial ;-)

1. LOAD SHEET

• Check the load sheet

A take off data card as well as a landing data card are included in the Aircraft Flight Manual, AFM

2. TAKE OFF DATA

• Prepare take off data card

3. PARKING BRAKE

• Check handle to PARKING

Request start up clearance

4. START UP CLEARANCE

• Obtain ground crew clearance• Obtain ATC start up clearance

Close any open doors ...

5. DOORS

• Check all doors are closed

6. BEACON

• Set (or confirm) BEACON switch to BEACON


23


Now prepare to release the brake of engine No. 2's propeller.

7. ENGINES

• In HOTEL MODE• Push the AUX HYD PUMP pushbutton (Overhead Panel)• Check READY light illuminates• Check engine 2 and propeller area clear• Retard PL down to GI and announce 'PROPELLER BRAKE OFF' (Engine Control Panel)• Switch propeller brake OFF (Back on the overhead panel)• Check propeller brake blue light extinguishes both on prop brake control panel and on memo panel• Check UNLK light flashes then extinguishes• Monitor NP increase (close overhead panel, open center panel)• When NP stabilized (15%) advance CL to AUTO (open engine control panel)

Notes• Propeller brake release sequence must be initiated only if READY blue light is illuminated• When pulsing the DC AUX PUMP pushbutton, the DC auxialiary pump runs for 30 seconds then stops unless

a prop brake release sequence has been initiated• If GPU is used (a GPU is not used so proceed to item 9)

• Signs• Arm EMER EXIT LT

• ENG 2 START• Check EEC FAULT light extinguished• Check PEC FAULT light extinguished• Set ENG START rotary selector to START A & B• Check RH engine and propeller area clear• Announce 'START ENGINE 2' and monitor starting• Depress START 2 pushbutton, ON light illuminates (starter electrically supplied)

• Announce 'NH' when NH increases• On passing 10% NH

• Advance CL to FTRNote: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C



• Announce 'NP' when NP increases• On passing about 45% NH, monitor START 2 pushbutton ON light extinguishes• On passing about 61.5% NH, monitor DC GEN 2 FAULT light extinguishes• Check engine stabilized at idle values:


• Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8%• Set ENG START rotary selector to OFF – START ABORT

8. MAIN ELECTRICAL POWER

• Select DC EXT PWR OFF• Monitor DC GEN 2 FAULT light extinguishes• Request ground crew to disconnect external power

Within flight simulator this is not necessary as external power is disconnected as soon as the parking brake isreleased.


24


Open the overhead panel and check AC Wild Power


• Check all lights extinguished except ACW GEN 1 FAULT

10. HYDRAULIC POWER


Close the overhead panel and continue on the center panel to check the flaps.

11. FLAPS

• Set for take off – Check position on flaps position indicatorSelect flaps 15°

12. ANTI SKID

• Perform anti skid test – check no F light remains illuminated

Actually there is no ground crew but that's what the crew would have to do on the real thing

13. GROUND CREW CLEARANCE

• Request:• chocks removed• tail prop removed• interphone disconnected• hand signal display on the LH side

14. COM / NAV

• Radar on STBY position

15. BEFORE TAXI CHECK-LIST

• Completed

Now the Before Taxi checklist is completed and you are ready to taxi.In case you want to use flight simulators ATC, contact Munich Ground (121.825 MHz) and ask for permission to taxi.Bear in mind that engine No. 1 is not yet started (to save a little fuel) and the ATR will yank to the left when you applythrust.

TaxiingAs soon as you have obtained that taxi clearance apply a little (!) thrust and prepare to retard when the ATR breaksloose. Maybe it might be a good idea not to taxi yet and to go through the following items while the aircraft is ready fortaxiing on the taxiway but not yet moving. Of course you can work through the following items while taxiing when youthink you can handle it ...

1. TAXI CLEARANCE

• Obtained


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2. EXTERNAL LIGHTS

• Set as required

3. BRAKES

• Parking brake released• Check braking

4. TAKE OFF DATA

• Recheck take off conditions• Crosscheck V bugs settings

5. ATC CLEARANCE

• Obtained

6. FLIGHT INSTRUMENTS

• Scan instrument panels, check no unnecessary flag on instruments• Check in turn

• horizons• heading and bearing• ball

Now prepare to start engine no. 1 – maybe better stop taxiing ???Actually it is the same procedure as for engine No. 2 so nothing really new.

7. ENG 1 START

• Check EEC FAULT light extinguished (center panel)• Check PEC FAULT light extinguished (center panel)• Set ENG START rotary selector to START A & B (overhead panel)• Check engine and propeller area clear• Announce 'START ENGINE 1' and monitor starting• Depress START 1 pushbutton, ON light illuminates (starter electrically supplied) (overhead panel)• Announce 'NH' when NH increases (center panel)• On passing 10% NH

• Note positive oil pressure• Advance CL to FTR (engine control panel)

Note: Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200°C• Monitor light up within 10 seconds:

840°C < ITT < 950°C record in log bookITT > 950° FUEL SOITT > 840° more than 20 seconds FUEL SO

• Announce 'NP' when NP increases• On passing about 45% NH, monitor START 1 pushbutton ON light extinguishes• On passing about 61.5% NH, monitor DC GEN 1 FAULT light and BTC flow bar light extinguishes• Check engine stabilized at idle values (center panel):


• Advance CL to AUTO. Check low pitch light illuminates. Check NP is stabilized at 70.8% (engine control paneland center panel)

• Set ENG START rotary selector to OFF – START ABORT (overhead panel – do not close it yet)


26


8. AIR BLEED

• Check all lights extinguished• COMPT TEMP SELECTOR as required

Now you can close the overhead panel and check the pedestal if the cockpit door is closed.

9. DOORS

• Cockpit communication hatch closed

Once again the overhead panel ...



Open the Autopilot panel (Shift+8)

11. AUTOMATIC FLIGHT CONTROL SYSTEM, AFCS

• Select• assigned altitude (25,000 ft) by turning the altitude selector• HDG Lo BANK with runway heading• IAS with V2 + 5 kts• Open the EFIS control panel and select RNV as the source making the FMC the source for navigational

information displayed on the EADI and EHSI.• Select MAP mode to display the route, adjust EHSI range using the ↑ and ↓ arrows.

• Select CPL on PF side

Revise procedures to follow departing Munich.

12. TAKE OFF BRIEFING

• Standard calls• For significant failure before V1, CAPT will call 'STOP' and will take any necessary stop action• Above V1 take off will continue and no action will be taken except on CAPT command• Single engine procedure is• Acceleration altitude is• Departure clearance is

13. CABIN REPORT


To config test button is located on the engine control panel

14. TO CONFIG TEST

• Depress TO CONFIG TEST and check no alert

15. TAXI CHECK LIST

• completed


27


Okay, now the ATR is ready to 'rumble' ...

Before Take Off

Just a few items before we leave ...Releasing the gust lock is very important ...

1. FLIGHT CONTROLS

• Release gust lock• Check full travel and freedom of movement in PITCH, ROLL (check SPOILER light), YAW

Check flightsim's ATC for takeoff clearance

2. TAKE OFF CLEARANCE

• Obtained

Check the overhead panel for lighting and bleed air supply.

3. AIR BLEED

• Select both BLEED VALVES on NORM FLOW

When you have reached the runway ...

4. EXTERNAL LIGHTS

• Set STROBE light• Use TAXI and TO and LAND light to minimize bird strike hazard during TO

Check the Centralized Crew Alerting System, CCAS on the main panel. Check the CCAS & MFC chapter for moreinformation.

5. CCAS

• Select TO INHI

Check the pedestal ...

6. TRANSPONDER

• Set as required – it is not required yet ...

7. TCAS

• AUTO mode, set range to 6nm and to AboVe mode

8. COM / NAV

• Radar as required

8. ENGINES

• Check both CL at AUTO positon


28


9. FLIGHT CONTROLS

• Runway heading lined up, center lateral FD BAR

10. BEFORE TAKE OFF CHECK-LIST

• completed

Now the ATR is ready to go. Take a deep breathe and then off we go.

Take Off

1. ANNOUNCE 'TAKE OFF'

2. RELEASE THE BRAKES

3. START TIMING

4. ADVANCE BOTH PL TO POWER LEVER NOTCH Right mouse button click on power levers on engine control panel

Scan the airspeed and engine instruments throughout the take off

5. ENGINES

• Check that actual TQ matches take off TQ (manual bug). If necessary move PL out of notch to adjust TQ asrequired

• check 100% NP (+ 0.8% and -0.6%) upon reaching 60 kt• check ATPCS ARM light illuminated• check FDAU bug displays RTO value• call 'POWER SET'

6. SPEED

• Announce 'Seventy Knots' read on ASI and crosscheck reading on STBY ASIDone by VFO (Virtual First Officer)

• Crosscheck speed reading on ASI and announce 'I have control'• Announce 'V1'

Done by VFO (Virtual First Officer)• Announce 'Rotate' at VR

Done by VFO (Virtual First Officer)

7. AIRCRAFT HANDLING

• At VR, rotate smoothly to the average single engine climb pitch attitude. Then accelerate progressively to VmLBO

8. LANDING GEAR

• Announce 'Positive Climb'Done by VFO

• Order 'Gear Up'• Set L/G lever to up – check lights extinguish


29


9. AFCS

• Engage YD

After liftoff follow the flight director bars and prepare for the After Take Off checklist.

After Take Off

Passing Acceleration altitude (1,500 ft) perform the following steps.Time will fly while you work through this steps. Press the Pause button in case you feel everything is too much. Thenread what you need to do and unpause the simulation.

1. ENGINES

• Order 'Climb Sequence'

2. AFCS

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

Follow the flight director bars and slowly approach the vertical guidance. Don't chase the bars, especially the verticalbar as you are too slow now. Selecting 170 kts results in commanding a dive – Slowly lower the aircrafts nose and letthe ATR gain speed

3. ENGINES

• Check Pls in the notch• Set PWR MGT to CLB

4. AIR BLEED

• Select both BLEED VALVES ON if not already been selected – The bleed switches are on the overhead panel andshould both be switched ON

5. EXTERNAL LIGHTS

• Set as required

6. SIGNS

• Set NO SMOKING switch to OFF if you like, keep it switched ON in case you perform a non-smoking flight.

7. ENGINES

• Check that actual TQ matches climb TQ, adjust if necessary.

8. FLAPS

• Passing VMLB0, order 'Flaps 0'• Move flaps control lever to 0, announce 'Flaps 0' when position indicator shows 0.


30


9. AFCS

• Set ADU target IAS to the desired climb speed170 kts

Passing transition altitude 18,000ft

10. ALTIMETERS (NOT APPLICABLE FOR THIS TUTORIAL FLIGHT)

• Set altimeters to standard pressure 1013 Hpa / 29.92 in Hg

11. AFTER TAKE OFF CHECK LIST

• Completed

Now the ATR should be flying all alone and you can sit back and relax a little to watch the ATR climb to cruise altitude.

Be sure to check and adjust power as necessary.

Cruise

1. ENGINES

After acceleration to cruise speed (approximately 210 kts) has been performed:• Select PWR MGT CRZ• Check actual cruise torque matches cruise torque.

Adjust if necessary.

2. SIGNS

• Set SEAT BELTS switch as required

Okay, now that the ATR established at cruise altitude it is time for some FMS training:• Imagine that ATC has cleared you directly to PITAR intersection – take out the FMS chapter again and check

section 17.2.2.1 for more information on how to perform a DIRECT-TO with the FMS

• When you have finished that you may want to try a Route Modification as described in section 17.2.3.1 ?

• It might be sensible to read through the complete cruise section now and try out some of the features

Although it is unlikely that you encounter icing conditions, keep the following items in mind.


• Observed• If entering Icing conditions

ANTI-ICING PERFORMEDMODE SEL AUTOMINIMUM ICING SPEEDS BUGGED AND OBSERVEDICE ACCRETION MONITOR

• Operation with ice accretionPROP – HORNS – SIDE WINDOWS confirm ONMODE SEL confirm AUTO


31


ENG DE-ICING confirm ONAIRFRAME DE-ICING ONMINIMUM ICING SPEEDS confirm bugged and observed

• If significant vibrations occur• Cls 100 ORVD for not less than 5 minutes

As you you come closer to Bologna now check the EHSI for the Vertical Path Deviation Display comes active again.Check the PROGRESS and DESCENT pages regularly as you don't want to miss the Top of Descent, do you ?The FMS will tell you about appropriate sink rates as described in the first tutorial and the FMS chapter.

Descent


• Observed• Relevant anti or de-icing up to landing PERFORMED IF NECESSARY

2. CCAS

• Depress RCL pushbutton and check aircraft status

Unfortuneately no ATIS is available ... anyway landings are allowed on runway 12 only ...

3. WEATHER AND LANDING INFORMATION

• Obtain all required information

Check the FMC, VNAV page for current weights, weight should be something around 20,360 kg / 44,890 lbs.

4. LANDING DATA

• Determine landing weight, configuration and speeds• Fill in data card• Check landing field elevation on LANDING ELEVATION counter if QNH is used (or 0 if QFE is used)

Now it is time to set the speed bugs to prepare for landing.

5. BUGS

• ASI bugsExternal BugsLower value (yellow bug) VGA _____ ktsIntermediate value (red bug) VmLB0 normal cond. or

VmLB15 icing cond. _____ kts

Higher value (white bug) Min. Icing Speed _____ ktsInternal bug(green bug) VApp _____ kts

• Set TQ bugsSet manual bugs to GA torque _____ %

Now take the charts for Bologna and read them thoroughly so you know the approach procedure 'by heart' ;-)


32


6. APPROACH BRIEFING

• minimum safe altitude• weather at destination• approach procedures• decision height• go around procedures• alternate and extra fuel time

Time for the passengers to get back to their seats.

7. SIGNS

• set SEAT BELTS switch to SEAT BELTS

8. DESCENT CLEARANCE

• Obtained

9. AFCS

• Select assigned altitude• Engage IAS or VS mode as required• Use PTW and PL as required for descent

10. DECENT CHECKLISTS

• Completed

ApproachWhen you start to descend through 5,000 ft prepare for the final approach. Flip on the No smoking signs in case youdid not leave them on.

1. SIGNS

• Set NO SMKG switch to NO SMOKING

As long as you don't fly online you will always fly according the US system which sets transition level to 18,000 ft.Check the ATIS for the correct barometric setting or in case you are in doubt just press 'B' (standard assigment forautomatically adjusting to barometric pressure. Don't use this function in case you changed your key assignmentswithin flight simulator).

2. ALTIMETERS

• ADJUST ALTIMETERS SETTING when passing transition level and cross check settings

Proceed to the center panel and check cabin pressure ...

3. PRESSURIZATION

• Check cabin altitudeCaution: Max ∆P authorized at landing: 0.35 PSI


33


4. SPEED VERSUS ICING AOA

• Check and set

5. EXTERNAL LIGHTS

• Select TAXI and TO and LAND lights to ON

6. CABIN REPORT


7. APPROACH CHECK LIST

• Completed

Before Landing

Now prepare for the final approach.

1. PASSING DECELERATION ALTITUDE

• Crosscheck altitude• Retard both PL down to FI and reduce airspeed

2. PASSING 180 KTS

• Order 'Flaps 15'• Select Flaps 15

3. PASSING 170 KTS

• Order 'Gear Down'• Select gear down – PWR MGT TO

Note: NP remains unchanged• As soon as three green lights are illuminated announce 'Flaps 15 – Landing Gear Down'• Check TLU OK LO SPD light is lit

4. PASSING 150 KTS

• Order 'Flaps 30'• Select Flaps 30 – announce 'Flaps 30' when indicated• Adjust PL to maintain Vapp and not less than VMCL

5. BEFORE LANDING CHECK LIST

• Completed


34


Landing• Announce

• '500 feet above minimum'• '100 feet above'• 'Minimum, Decide'

• Announce LAND or GO AROUND as appropriate• Press AP disconnect pushbutton twice• Check flight parameters• Check IDLE GATE automatic retraction at touchdown• When touching down, act on the PL triggers to select GI• Check and announce 'Both low pitch lights illuminated'• Use reverser as necessary• Control nose wheel steering

Go Around

You hopefully won't need this ...

• Announce 'Go Around'• Depress GO AROUND pushbuttons on Pls• Advance Pls to ramp• Call 'Flaps one notch', rotate to GO AROUND pitch attitude

• Retract flaps one notch• Check NP = 100%, adjust if necessary

• Follow FD bars and cancel AP Disconnect Alarm• Accelerate to or maintain GVA

• When positive rate of climb is archieved• Announce 'POSITIVE CLIMB'• Command 'GEAR UP'

• As soon as climb is established, select L/G lever to UP and select HDG/IAS• Announce 'Flaps X' when indicated

(Flaps X is one notch less than final approach FLAPS setting)Announce 'GEAR UP' when indicated

• Monitor• pitch attitude• bank attitude• speed• flight path• engine parameters


35


After Landing

When you cleared the runway it is time to got through the After Landing Checklist, ask the tower for taxi instructions tothe parking.

1. FLIGHT CONTROLS

• Order 'Flaps 0'• Select Flaps 0 and reset TRIMS• Engage GUST LOCK and check PITCH and ROLL controls are locked

Well it is not possible within flight simulator to lock the flight controls

2. EXTERNAL LIGHTS

• Set LAND light and STROBE light to OFF

3. IGNITION

• Check ENG START selector to OFF-START ABORT

You won't need the NAV and ADFs anymore, so flip them off.

4. COM / NAV

• Switch OFF non required equipment• Transponder on STBY• Radar on STBY

The engine test refers to the ATPCS test sequence which is described in the manual in the powerplant chapter.

5. ENG TEST (LAST FLIGHT OF THE DAY)

Conditions:– Both Cls AUTO– Both Pls at GI– ATPCS pushbutton depressed. OFF extinguished– PWR MGT on TO position

ARM positions– ARM light illuminates green– Torque indications increase– NP and NH indications decrease

ENG position:– Selected engine torque decreases below 18%– Opposite engine:

– Torque does not change– UPTRIM light illuminates– Bleed FAULT light illuminates– NP and NH increase slightly

– 2.15 seconds later– Concerned propeller is automatically feathered– ARM green light extinguishes

Caution:– Do not perform ENG TEST while taxiing as ACW is temporarily lost and consequently,

both man hydraulic pumps are temporarily lost as well


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– Do not perform ENG TEST while taxiing if DC hydraulic pump is not operating– If braking is required during test it will be performed using EMER handle as required

Note: If test must be repeated, wait 10 minutes before setting ATPCS selector in ENG position in order not todamage feathering pump (winding heating)

Switch the TCAS off

6. TCAS

(runway vacated)• select STBY

7. ENGINES

Note: Keep engine running at least one minute at GI power before shut down to assis in reducing residual heat built upin the engine and the nacelle

• Select engine 1 CL to FTR then FUEL SONote: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required for oilcapacity check by maintenance)

• Note and reset FU

8. AFTER LANDING CHECK LIST

• completed

Parking

Note: As often as possible, park the a/c wirh wind relative to the nose at 10 o'clock to minimize noise and exhaust gazinterference when hotel mode

1. PARKING BRAKE

• Set parking brake and check brake pressureNote: If propeller brake is used, be sure that propeller area is clear and protected

2. FLIGHT CONTROLS (LAST FLIGHT OF THE DAY)

• Release gust lock• Push control column in nose down position• Perform STICK SHAKER / PUSHER TEST procedure (refer to the Flight Controls chapter of the manual)• Engage gust lock and check PITCH and ROLL controls are locked

3. MAIN ELEC POWER (ONLY IF GPU IS USED)

• Check ground crew connect external power unitOnly available when parking brake is set

• Check DC EXT PWR AVAIL light illuminates• Select DC EXT PWR ON


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4. ENGINES

• In Hotel Mode• Select engine 2 CL to FTR

Note: If propeller brake is not available and provided PROP BRK is removed activate PROP BRK switch andcheck AIR BLEED X VALVE OPEN light illuminates

• Check READY light illuminates• Engage PROP BRK• Check UNLK light illuminates then extinguishes• Note and reset FU

• If GPU is used• Select engine 2 CL to FTR then FUEL SO

Note: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required foroil capacity check by maintenance)

5. FUEL

• Set both FUEL pump switches to OFF

6. SIGNS

• Set SEAT BELTS switch to OFF

7. GROUND CONTACT

• As required

8. PARKING CHECK LIST

• Completed

9. TAIL PROPELLER

• As required

Leaving the aircraft

• OXYGEN MAIN SUPPLY OFF• PROBES HTG / WINDSHIELD HTG OFF• ANTI ICING / DE ICING (ALL DEVICES) OFF• EXTERNAL LIGHTS OFF• EFIS CONTROLS OFF• RADAR OFF• COM OFF• IF GPU NOT USED

• ENG 2 CL FUEL SONote: After last flight of the day maintain feather position for 20 seconds before selecting FUEL SO (required foroil capacity check by maintenance)

• FUEL PUMPS OFF• EMER EXIT LIGHTS DISARM• BATTERIES OFF

• IF GPU USED• EMER EXIT LIGHTS DISARM


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• DC EXT PWR OFFCaution: Before disconnecting the EXT PWR unit from the aircraft, check DC EXT PWR ON light extinguished

• BATTERIES OFF


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Documents

Flight1 ATR Manual