Ramp & Transit ATR 72
Ramp & Transit ATR 72
ATR 72-100/200
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Introduction:
The ATR 72 is a twin turboprop high wing and short-haul pressurized regional aircraft built by the French-Italian aircraft manufacturer
ATR, designed to carry 64 to 74 passengers. It is built in cooperation by EADS(France) and Alenia (Italy).
It was developed from the ATR 42 in order to increase the seating capacity from 48 to 74 by stretching the fuselage by 4.5 m (14 ft 9 in ),
increasing the wingspan, adding more powerful engines and increasing fuel capacity by approximately 10 percent.
The ATR 72 was announced in 1986, and made its maiden flight on October 27, 1988.
Exactly one year after that, on October 27,1989 Finnair became the first company to put the airplane into service.
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Dimensions
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Cabin Layout
Several version are available to combine passenger transportation with freight.
The cabin layout may range form 64 to 74 passengers.
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Cross Section
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Cockpit
The cockpit can accommodate two pilots and one observer.
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Pilots Seats
The two pilots seats are stowed by sliding laterally against the flight deck side . In flight position, these seats have to move to the center
line of the flight deck and then forward. They are also reclined.
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Performance
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Doors
The aircraft passengers door and service door are located at the rear side of the fuselage. The main cargo door is located at left forward
side of the fuselage.
Passengers door left rear side
Main Cargo Door -Left forward side
Service door right rear side
A door located on after LH side of passengers compartment is provided for access to aircraft.
The entry door is an outward opening, non plug type door with a net of 72cm (28.5) wide without hand-rail and
1.75m (68.8) high. The mechanism is essentially composed of two handles, a lifting cam and locking shoot bolts
placed on the rear part of the door.
Attached to the integrated stair structure is a folding hand-rail which, by means of a link to the fuselage structure
automatically erects when the door is opened.
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Passenger Door
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Cargo Door
The cargo door is an outward opening, non plug type door hinged at its upper edge giving a net clear opening of 1.30 m (51) wide by
1.57 m (62) high.
The door is actuated by an electrical actuator. A hold-open strut maintains the cargo in the open position. It also protects the door from
wind gusts. The door is opened through the cargo door control panel which is located at the bottom right side of the cargo door. There is
also an inside control panel which allow the door to be operated from inside compartment.
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Service Door
The service door is an outward opening, non plug type door with a net opening 69cm (27) wide and 1.27 m(50) high. Opened position is
forward . Door operation can be performed manually from inside or outside of the airplane.
Door opening from outside:
The door can be opened from outside by rotating the outer handle 90 degrees clockwise from horizontal to vertical position. The door has
then to be rotated on hinges by pulling on outer handle assisting it until the handle is next to hold open hook.
Pull the terminal located on the door hinges side push the door and release the terminal so that the handle engages the hold-open hook
which holds the door locked in fully open position against the fuselage outer surface.
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Instruments
General Description
The indicating and recording system is divides in two main parts: Indicating and Recording.
The indicating system provides:
Systems monitoring through the CCAS (Centralized Crew Alerting System).
Indication and control of the system by means of different panels.
and time display with electrical clocks.
The recording system enables various aircraft parameters, as well as voices in the cockpit, to be recorded.
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Clock
Time is indicated by two quartz clocks.
The captain's clock is located on the 3 VU panel and the F/O's clock on the 5 VU panel.
Both clocks are identical.
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Alert the crew of the existence of system malfunction or aircraft hazardous configuration with a clear indication of the
urgency of the situation.
Identify the malfunction or the situation without ambiguity.
Direct the appropriate corrective action without confusion.
Logic functions are performed by the MFC's B modules which aquire and process system failures and flight envelope
protection signals and generate aural and visual warnings.
Two kinds of logic are possible.
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CCAS LOGIC
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CCAS Description
The CCAS is composed of:
The CCAS receives all Warning & Caution signals from various aircraft systems.
The MFCs send an audio warning to the Captain's and F/O's loudspeakers and activate the centralized alarms on the CAP.
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PUSH-BUTTON
IN - Depressed
OUT - Released
BASIC FUNCTION
ON AUTO NORMAL
OFF- MAN- ALTN - SHUT
COLOR
INDICATION
BLUE
GREEN
WHITE
AMBER
Caution Indivation
RED
Warning Indication
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ATR Structure
The ATR structure is composed of:
Fuselage
Wings
Stabilizers
Nacelles
Windows
Doors
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Fuselage
The fuselage of ATR 72 is a semi-monocoque type, designed according to fail safe/damage tolerant criteria.
For structural and productions reasons, it is manufactured in structural sections as follows:
Section 11 : Fuselage nose section
Section 13 : Fuselage and FWD center section
Section 15 : Fuselage center section
Section 16 : Fuselage Rear Center Section
Section 18 : Fuselage Tail Section
Structure Details:
Semi-monocoque structure consist of frames and panels. The fuselage frame are built in 7075-T6 bent or rolled sheet
with a z-profile (except in flight compartment). The frames are shear tired to the skin for load introduction and
damage tolerance of the panels (in the lower and side part of the fuselage).
Stringers are tied to the frames by stringer clips. The floor panels capability are:
On cargo compartment, cabin entrance and corridor 400kg/m sq (88lb/ft sq).
On cabin under seats 200 kg/m sq (44 lb/ft sq).
On entry passenger compartment, galley,lavatories and after cargo 400kg/m sq (44lb/ft sq).
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Composite Materials
Here's shown composite structural components of the ATR 72.
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Wings
The ATR is equipped with a high wing composed of three main elements:
Rectangular center wing box, two trapezoidal outer wing box with a dihedral of 2.5 and a central wing box.
The surface area of the wing is 61m (656.4 sq. ft) and its span is 27m (88 ft 7 inches).
The following secondary structures are attached to the main elements:
Wing tips
Leading edges
Trailing edges
Ailerons
Spoilers
Fairings
Center wing box:
The center wing box structure is made of light alloy and includes:
Front spar
Rear spar
13 sheet metal ribs
14 machined ribs
single- piece lower skin
Four element upper skin
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Stabilizers:
The aircraft is provided with T type stabilizers bolted to the fuselage tail section.
The T type design has been chosen because of its good performance specially when used in conjunction
with turbo-prop engines. The main components are:
horizontal stabilizer
elevator
vertical estabilizar
rudder
horizontal to vertical stabilizer fairings
Elevator horns and rudder horn accommodate part of anti-ice system.
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Electrical Systems
The electrical systems consists of three separate subsystems:
DC (Direct Current)
AC ( Alternating Current), constant frequency
ACW ( Alternating Current Wild) variable frequency
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Electrical
The electrical power generation is provided by the following sources:
In addition two static inverters supplied by DC system provides constant frequency AC power.
The ACW electrical system can also supply DC electrical system through a transformer rectifier unit (TRU).
The electrical distribuition is ensured by busses which feed equipments.
Two separed networks (left and right) run individually and can be connected in case of generation failure due
to the (BTC) Bus Tie Contactor.
With the battery switch off and no GPU connected, these buses are powered:
HOT EMER
BAT BUS
HOT MAIN
BAT BUS
Hot Emergency
Battery
Hot Main
Battery
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Generation
Electrical power necessary aboard the aircraft is given by two engine-driven DC starter generators and two AC wild frequency (ACW)
three-phase generators driven by the reduction gearbox of the engine-propeller.
In addition two static inverters, supplied by DC main buses, give AC constant frequency (AC) power and two batteries, give power in
flight, to the critical load, when all main DC sources are lost. Main battery is also used for engine starting.
The aircraft has two external power receptacles to allow an electrical supply, on ground, using DC and AC ground power units. The
aircraft electrical network comprises:
Each DC starter generator and ACW generator is associated with a Generator Control Unit (GCU), connecting it to its related channel
and providing protection and fault detection. Two Bus Power Control Units (BPCU), one connected to DC GCU's and the other one
connected to the ACW GCU's control main buses-tie, load shedding and external power.
The AC distribution is given by the following buses:
115 and 26 VAC inverter buses 1 and 2 - 400 Hz
115 and 26 VAC standby (STBY) buses - 400 Hz
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AC / DC Feeders
DC and ACW generation are provided by engine driven generators.
AC and DC feeders run in the wing leading edge and under the ceiling roof to the electrical racks.
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Static Inverter
Constant frequency is provided by two inverters which convert DC into AC.
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Inverters Location
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Electrical Racks
The electrical components are located in the electrical racks, except for batteries which are located on the floor of avionics racks.
AC and DC electrical controls are located on the overhead panel.
Circuit breakers are located on the overhead panel and behind the first officer.
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Control Panels
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Interfaces
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Electrical Subsystems
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Hotel Mode
In Hotel mode, only DC and AC constant frequency power supply is available. ACW power supply is not available since ACW.
Generator is linked to the propeller Reduction Gearbox. The hotel mode allows the aircraft to be free from a Ground Power Unit.
The main electrical network is supplied by DC GEN 2.
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DC Cooper Cables
DC copper cables are divided into two aluminum-alloy cables to save weight.
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Weak Battery
If the main battery is weak, the ground power unit cannot be connected to the A/C electrical network, thus no external power will be available.
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DC Distribution
The aircraft DC distribution consists of:
Additionally:
DC EMER BUS , DC ESS BUS and DC STBY BUS provides supply equipment required to fly. This equipment remains supplied
even after dual DC generator loss, by batteries.
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Batteries
The emergency battery avoids power transient on critical equipment during engine start and supplies emergency power after
main battery has been discharged.
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When any of the following doors are opened, the Ground Handling Bus is energized through the Battery Transfer Relay:
HOT MAIN
BAT BUS
Hot Emergency
Battery
Hot Main
Battery
GND HDLG
BUS
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DC Service Bus
If DC service Bus push-button is depressed on the flight attendant panel, then the DC Service Bus is powered through the Service Bus
Transfer Relay.
EMER
LT
CALLS
PASS
LAV
SMOKE
CAPT
LAV
CARGO
GALLEY LAV
DIM
UPR
PASS
AFT
READ
ENTR CARGO
LT
HOT MAIN
BAT BUS
AC
ON
LAT
PASS
HOT EMER
BAT BUS
VENT
Hot Emergency
Battery
Hot Main
Battery
EGHR
EXTER NAL
POWER
GND HDLG
BUS
BTR
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Batteries Voltage
Batteries voltage is measured at HOT MAIN BAT BUS and HOT EMER BAT BUS level respectively for main and emergency batteries.
Voltage is displayed on the DCV indicator located on the LH maintenance panel. Load is measured from shunts, and indicated on the
DC AMP indicator located on the main electrical panel power control panel. When selected on the proper position, the ELEC IND
selector allows the relevant parameters to be displayed. Selecting the BAT SEL switch allows the batteries load to be checked
( charged or discharge).
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GPU Connect
To connect the GPU to the network, external power must be available.
This is indicated by the AVAIL light on the overhead panel and by the DC CNTD and DC PWR NOT USED white lights located
on the external power control panel.
When all the conditions are met, the BAT switch and the EXT PWR push-button have to be selected ON. Then the 11 PG contactor
closes, supplying DC BUS 1 and DC BUS 2 through the BTC 16 PU.
As the contactor closes, the DC PWR NOT USED light extinguishes on the external power control panel.
DC PWR NOT USED also extinguishes when the SERVICE BUS and the GROUND HANDLING BUS are directly supplied by
external power.
One of the conditions to connect external power is aircraft on ground. So, when the aircraft is on jacks, this condition is lost.
To restore this condition, the WEIGHT ON WHEELS switch, located on the RH maintenance panel has to be selected to FLT.
to connect the GPU to the network, external power must be available.
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DC / AC GROUND CONNECTING
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Lights
This chapter deals with normal and emergency aircraft lighting for the cockpit and the cabin, as well as exterior lights and ground service
lighting.
For aircraft lighting, different system are installed:
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Exterior Lighting
Exterior Light include:
A: Navigations lights
B: Taxi / take off lights
C: Landing lights
D: Wing scan lights
E: Beacon anti collision lights
F: Strobe lights
G: Logo lights
H: Emergency lights
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Compartment Lights
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Each navigation light is equipped with one 28 VDC 50W lamp . The lights are supplied by 28 VDC SVCE bus or by 28 VDC bus 1.
Note: Ice evidence probe light illuminates when navigation light switch is set to NAV position.
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Location
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The emergency lighting system is independent from the main lighting system. It consists of:
Exterior Lighting
Interior Lighting
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Communications
The communications systems comprises:
Note that sound level for CCAS, GPWS, and TCAS alerts is preset and is not adjustable.
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The passenger address system is used to broadcast announcements and audio signals (chime) via the cabin and galley loudspeakers.
The announcements can be made from the cockpit or from the cabin attendant station.
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Cockpit location
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Interfaces
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RCAU Failure
In case of RCAU failure, two AUDIO SEL push-buttons are provided on both sides of the front panel to directly connect a VHF channel
to the respective pilot. By pressing its AUDIO SEL push-button, the captain will be connected to VHF1 and the first officer to VHF 2.
On the affected side, passenger address, interphone and other VHF (or HF if installed ) can not be use any longer.
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CVR Erase
The CVR erase procedure can only be performed when the aircraft is on ground and the parking brake is set to the parking position.
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VHF Operation
When the VHF1 control unit is ON, it displays the active and preset frequencies stored in memory when the equipment was last turned off.
The inner knob of the frequency selector is used to change the 2 right digits by 50 Khz increments or by 25 Khz increments for the first
two increments when the direction of rotation is reversed .When a transmission is performed, the TX amber annunciator appears on the
VHF 1 control unit.
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Transceiver
The VHF 1 and VHF 2 transceivers are located in the electronics rack (82 VU and 83 VU).
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VHF Antenna
Two VHF antenna are mounted above of the aircraft fuselage.
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Static Discharges
The aircraft is equipped with a total of 25 static dischargers:
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Center Pedestal
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EGPWS
The purpose of the Enhanced Ground Proximity Warning System (EGPWS) is to prevent CFIT (Controlled Flight Into Terrain) accidents.
The following additional modes are incorporated:
The Ground Proximity Warning System (GPWS) provides alerts in case of dangerous flight path conditions which would result in inadvertent
ground contact if maintained. To achieve this function the GPWS generates visual (warning or caution light) or aural (synthetic voice)
warnings or cautions by processing signals supplied by other aircraft systems (air data system, radio altimeter, flaps, landing gear).
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A servo within each instrument moves the instrument pointers and counters. There is no direct connection between pressure / static
sources and primary instruments. Failure of the respective ADC or electrical failure to the servomotors will render the instruments
inoperative and cause the indicators to freeze.
A switch, located on main instrument panel 3VU, enables the two EEC's, the FDAU, the H.T.1000 and the TAS/ TEMP indicator to be
switched either on ADC1 or ADC2. A warning indicates any switching anomalies.
The standby air data instruments are :
1 Standby Air Speed Indicator (STBY ASI)
1 Standby Altimeter (STBY ALTM).
These instruments provide backup for primary systems and are fully functional without any electrical source. Each circuit also has a
pitot probe. The pitot probes are located between frame 1 and 2 on the left hand side for captain and standby circuits, and between
the same frames on the right hand side for the first officer circuit.Total Air Temperature sensors are located on the RH and LH side of
the karman.
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AHRS
The AHZ- 600 Strapdown AHRS is an all attitude inertial sensor system that provides aircraft attitude, heading, and flight dynamics
information to the EADI and EHSI displays, Automatic Flight Control System (AFCS), weather radar and other aircraft systems and
instruments.
The flux valves detect the magnitude and direction of the earth's magnetic field which is sent to the dual remote compensator.
The dual remote compensator compensates the flux valves by inserting small DC voltages to cancel the errors caused by magnetic
disturbances.The AHRU's provide heading and attitude information on the ASCB (private bus and ASCB bus) to SGU1 and SGU2 to
display the heading on the EHSI's and attitude on the EADI's respectively.
Note: information is also sent to the AFCS (Automatic Flight Control System).
In addition, roll and pitch informations are sent to the weather radar to stabilize the antenna.
Heading is sent from each AHRU to its opposite RMI.
Should an AHRU overheat occur, the "BITE LOADED" magnetic indicator will turn on.
This could lead to a possible "ATT FAIL" message on the EADI and "HDG FAIL" message on the EHSI.
When the TAS data from the ADC is lost, the "A/ERECT FAIL" light illuminates amber.
The AHRU will continue to operate without auto-erect capability.
Note: if the aircraft is stabilized (unaccelerated level flight), a gyro fast erection may be performed by depressing the associated
push-button for 15 seconds. When released, the pushbutton remains illuminated as long as the TAS signal is lost.
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EFIS
The Electronic Flight Instrument System (EFIS) displays primary flight information (except for air data) and flight director commands through
four Cathode Ray Tubes (CRTs) located on the front instrument panel. The system is also used to transmit to the AFCS computer navigation
sensors information through an ASCB bus.
The EFIS is an electronic system which processes data supplied by different sources (AHRS, ADC, AFCS, NAV and ADF) and displays it on
two Cathode Ray Tubes (CRT) in front of each pilot.
The EFIS displays pitch roll attitude, heading course orientation, flightpath commands, weather radar data, optional terrain data and flight
director mode and source annunciators. Aircraft equipped with GNSS can also display GPS waypoint navigation information and advisory
Vertical Navigation (VNAV).
The EFIS integrates essential display information from sensors, automatic flight control, navigation, performance and caution-warning
systems into the pilot's prime viewing area .
Each symbol generator can drive all four display units so that if a symbol generator fails, the remaining symbol generator drives the displays
on both sides of the cockpit. If a display unit fails, a composite attitude/heading format can be displayed on the remaining operational display
unit on that side of the cockpit.
The crew manually selects different attitude, air data and navigation sources for display using the EFIS Control Panel or remote switches.
Desired course and heading are selected using the instrument remote controller.
Critical display information is monitored within the EFIS by comparison monitors.
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DME
The Distance Measuring Equipment is a medium range navigational aid operating within the range of 0 to 389 NM (0 to 720 Km). It indicates
the slant distance of the aircraft from a selected DME station on EHSI. It also computes Ground Speed (GSPD) and Time To GO (TTG)
information. It is also used distance of the aircraft from a selected DME station on EHSI. It also computes Ground Speed (GSPD) and Time
To GO (TTG) information. It is also used as a back up for the GNSS in case of satellite loss.
Distance Measuring Equipment is a dependant position determining system which processes data for different components (S.G.U, A.F.C.S
computer, G.N.S.S) and displays information on E.H.S.I in front of each pilot.
The Distance Measuring Equipment is a medium range navigational aid operating in the 1,025 to 1,150 MHz frequency range with 1 MHz
spacing. It indicates the slant distance of the aircraft from a selected DME station on EHSI.
It also computes:
Which are selectable through the GSPD / TTG push-button on the EFIS control panel.
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ADF
The aircraft is provided with an Automatic Direction Finder (ADF) system which is an airborne automatic radio compass and provides relative
bearing indication to selected Non Directional Beacons (NDB) or broadcast stations. The system also provides an aural signal for NDB
identification. ADF bearing information can be displayed on the RMI's and / or on the EHSI's.
The ADF system is composed of:
Two RMI's
The ADF system is composed of two subsystems. ADF1 system corresponds to the Captain's side while ADF2 system corresponds to the
First Officer's side. The ADF information is sent to both RMI's by the ADF receivers.
It can also be displayed on the EHSI's through the SGU's, depending on the selection on the EFIS Control Panels.
Frequency used ranges between 190 and 1749.5 KHz.
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The ADF information is displayed on the RMI. The single yellow needle shows the ADF 1 bearing when the left switch is set to ADF position.
The double green needle shows the ADF 2 bearing when the right switch is set to ADF position.
By switching n1 and n2 bearing selectors on the EFIS Control Panel, the ADF 1 and / or ADF 2 information can be displayed on the
associated EHSI, in full display mode as well as in arc display mode.
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VOR
The VHF Omnidirectional Range (VOR) is a ground-based navigation aid. It determines the direction in which the aircraft must be headed to
reach the selected station in a no wind configuration. Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the
Electronic Horizontal Situation Indicators (EHSI).
Bearing information is shown by the Radio Magnetic Indicators (RMI) and by the Electronic Horizontal Situation Indicators (EHSI).
The system provides an aural signal to allow VOR station identification. The frequency used for the VOR system ranges between 108 and
117.95 Mhz giving 200 channels in VOR/LOC mode (50 Khz spacing).
The VOR information is also displayed on the EHSI's, depending on the selection on the EFIS control panel.
On the EHSI, it also gives the lateral deviation between the aircraft heading radial and the radial selected by the pilot via the course selector
of the instrument remote controller.
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VOR Receivers
The 2 VOR receivers are independent but use a common antenna (top of vertical stabilizer).
Each receiver is controlled by the associated NAV control box on the glareshield panel. Audio signals are transmitted to the remote control
audio unit (RCAU).
The normal operating status is :
NAV system 1 sends data to SGU1(Captain) which in turn provides EHSI1 with information. It also sends bearings to both RMI1 and
RMI2.
NAV system 2 sends data to SGU2 (first officer) which in turn provides EHSI2 with information. It also sends bearings to both RMI 1 and
RMI 2.
The NAV information transfer CAPT " F/O can be performed through the ASCB multidirectionnal bus. NAV information transfer is achieved
by means of Captain (or F/O) VOR/ILS switching.
Both captain HSI and F/O EHSI are supplied by the same NAV source (1).
Both Captain EHSI and F/O EHSI are supplied by the same NAV source (2). Note : Priority is given to the captain in switching actions :
When the Captain uses SYST2, the First officer cannot use SYST1 for the same information.
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GNSS Interfaces
The HT1000 GNSS interfaces with several navigation components.
A GPS antenna
A configuration module,
The omnidirectional GPS antenna is installed on the top of the aircraft's fuselage. It receives, amplifies and conditions signals from all GPS
satellites in view. The antenna transmits these signals to the GPS receiver in the NPU.
The Navigation Processor Unit (NPU) is the processing unit of the HT1000 system. It contains the GPS receiver, computers, navigation
database and the required external system interfaces.
The NPU receives the GNS/ FMS signal data from the GPS antenna and other aircraft systems, for example the ADC, to compute position
and course information. It then processes and codes the information for output to the MCDU and to equipment such as the autopilot and the
EHSI's.
A nonvolatile navigation database is stored in the NPU which includes the information the pilot would normally determine by reference to
navigational charts and maps. This information is displayed on the MCDU.
The navigation database has to be updated every 28 days on the ground using a specific Data Loader. The effective date periods are
displayed on the MCDU ident page.
The Multifunction Control Display Unit (MCDU) is the interface between the pilot and the HT1000 system. It is used to enter, monitor and
revise routes, to display information, and to select operational modes.
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ATC
The Air Traffic Control system (ATC) is dedicated to provide air traffic controllers with information required to identify and track an aircraft.
The aircraft is equipped with ATC mode S for TCAS operation and uses ADC data to transmit Flight Levels.
The Air Traffic Control system (A.T.C.) is a dependent position determining system which processes data for air traffic controllers with altitude
information provided through Air Data Computers. The Air Traffic Control system (ATC) is dedicated to provide air traffic controllers with
information required to identify and track an aircraft.
The ground control station sends an interrogation signal and the transponder of the aircraft replies by transmitting and encoded signal
enabling aircraft identification and altitude to be known.
The transponder is also equipped with Mode "S" capability which allows air to air data exchange between TCAS equipped aircraft.
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ATC System
ATC system is composed of:
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TCAS
TCAS II is an airborne Traffic Alert and Collision Avoidance System which operates without support from ATC ground stations. The system
interrogates aircraft transponders in the surrounding airspace and determines their threat potential. The system provides Resolution
Advisories in order to avoid collision.
TCAS II provides Traffic Advisories and Resolution Advisories (recommended escape maneuver) in a vertical direction, to avoid conflicting
traffic. Airline aircraft, and larger commuter and business aircraft will use TCAS II equipment.
TCAS II Version 7 has been available from the beginning of 1999 and is acceptable by most regulatory authorities. Version 7.0 improves
TCAS compatibility with air traffic control systems. The most significant enhancements are the introduction of a horizontal miss distance filter
and 25 ft vertical tracking, compatibility with RVSM ( Reduced Vertical Separation Minimal) operations and the reduction of electromagnetic
interferences.
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Wheather Radar
The PRIMUS 800 weather radar system is designed for weather detection and ground mapping. The system gives the pilot a visual color
indication of rainfall intensity or ground detection. The purpose of the system is to detect storms along the flightpath and give the pilot a visual
color indication of rainfall intensity. After proper evaluation, the pilot can chart a course to avoid storm areas.
The PRIMUS 800 Weather Radar System consists of the following components:
The AHRU 1 stabilizes the weather radar antenna in roll and pitch axis.
Weather radar information is displayed on EHSI's through the SGU's.
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The weather radar system detects and displays different rainfall levels for ranges up to 300 NM in a 60 sector on each side of the
aircraft's path.
Weather radar information is displayed on the EHSI in the partial compass ARC or MAP mode.
Weather radar can also be used in ground mapping mode to display ground obstacles.
Warning: The system performs the functions of weather detection or ground mapping. It should not be used nor relied upon for proximity
warning or anticollision protection.
In weather detection mode, storm intensity levels (from level 0 to level 3) are displayed in three bright colors contrasted against a dark
background.
Areas of heaviest rainfall appear in red, rainfall of medium intensity appear in yellow and areas of weakest rainfall appear in green.
In GMAP mode, selected on the weather radar controller, prominent landmarks are displayed that enable the pilot to identify coastline,
hilly and mountainous regions, as well as cities or even large structures.
Video levels (from level 0 to level 3) of increasing reflectivity are displayed as black, cyan, yellow and magenta.
A Rain Echo Attenuation Compensation Technique (RCT) mode automatically increases receiver gain as a function of attenuation due to
intervening rainfall. At the point the receiver gain has reached its maximum available value, a cyan field is displayed indicating an out-ofcalibration region. This minimizes the chance of overlooking severe storms because they are "hidden" behind intervening rainfall.
Target Alert (TGT) mode, selected on the weather radar controller, indicates when level 3 (red) or greater weather is present in a sector
beyond the currently displayed range.
Range rings and distance read out are displayed in contrasting colors to help to evaluate storm cells.
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Radio Altimeter
The radio altimeter gives accurate height information when flying below 2500 feet and is required for CAT2 approaches. The radio
altimeter information and the decision height (DH) are displayed on the EADI's.
The radio altimeter system determines the height of the aircraft above the ground irrespective of atmospheric pressure.
Then the system computes the distance from the aircraft to the ground.
One of the main characteristics of the radio altimeter system is that it locks onto the leading edge of the reflected wave which enables it to
measure the distance between the aircraft and the nearest obstacle. It can therefore operate over non-flat ground surfaces.
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One transceiver.
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Autopilot (AP)
Flight Director (FD)
Yaw Damper / Turn Coordination (YD)
Autopilot (AP)
The Autopilot system controls the pitch, roll and yaw actuator as well as the elevator trim actuator (auto trim)
It stabilizes the aircraft around its center of gravity while holding pitch attitude and heading (basic mode).
It also flies any Flight Director active mode (AP / FD function) except Go-Around which must be flown manually.
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FD Flight Director
Flight Director (FD)
The Flight Director provides command bars on the EADIs for manual flying.
When autopilot is engaged it follows the FD bars commands automatically.
Yaw Damper / turn coordination (YD).
The Yaw Damper ensure yaw damping and turn coordination through the rudder control linkage.
Autopilot engagement automatically engages the Yaw Damper.
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This means that communications between the components are digital, continuous and multidirectional.
Both SGUs receive analog signals coming from their associated NAV sensors (VOR, ILS, MKR). This data is then transferred to the AFCS
computer through the ASCB.
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Stabilizing the aircraft around the its center of gravity while holding pitch attitude and heading (basic mode, available in AP function only).
Flying the aircraft on an acquired flight path (upper and hold modes). These functions are available in AP and FD as well.
Automatic pitch trim function (auto trim).
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AP Actuators
The Autopilot system controls the pitch, roll and yaw actuators, as well as the elevator trim actuators.
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When a FD mode is active, the AP automatically follows the guidance given by all FD active modes, except the GO AROUND mode.
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AP engagement activates:
Illumination of the arrows on both sides of the AP and YD push-buttons on the AFCS control panel.
Display of the green AP ENG message on EADIs.
When AP is engaged the autopilot operates in Basic Mode, if no FD mode has been previously selected.
Pitch attitude is held and the aircraft holds the bank angle or heading, depending on initial angle bank.
If a FD mode is active before AP engagement, the autopilot progressively maneuvers the aircraft to satisfy the selected mode.
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Manual AP Disengagement
Manual AP disengagement is achieved by:
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Display of the amber steady AP/YD disengaged message on the ADU. (A flashing message means that the autopilot has been
disengaged by
the AFCS.
The reset push-button illuminates amber,
Arrows on both sides of the AP and YD arrows are no longer illuminated.
The AP OFF warning lights comes on, the glare-shield
A cavalry charge aural signal is broadcast.
Pressing the quick disconnect push-button one more time turns off aural and visual alert. Pushing the reset push-button has the same effect.
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AP/FD Computer
AP / FD Computer
The AFCS is built around a unique AFCS computer which includes arithmetic, application and monitoring units.
It ensures three functions:
Autopilot (AP)
Flight Director (FD)
Yaw Damper / Turn Coordination (YD)
The AFCS Computer is:
Fail passive which means that in case of a failure occurring on duplicated sensors, this does not results in a significant down grading of
flight.
Fail safe which means that in case of a failure occurring on a single sensor, this results in limited down grading which does not affect the
flight safety.
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AP Computer
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Yaw Damper
The Yaw Damper (YD) ensures yaw damping and turn coordination through the rudder control linkage by means of the yaw damper actuator.
The AP Yaw actuator is installed in parallel on the flight controls. Therefore when the YD is disengaged, the rudder pedals follow the YD
commands.
YD engagement controls the clutch of the yaw servo actuator and disengages the Releasable Centering Unit.
The YD can be engaged using the YD push-button on the AFCS control panel.
The YD is also automatically engaged by pressing the AP push-button. YD is then the third AP axis.
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Toilet system
The potable water system uses the water tank. It is located in the pressurized section, attached to the back of the toilet unit.
The potable water service panel is located on the LH side of the fuselage, after of the entry door.
The toilet system operates using the water in the toilet tank. The toilet service panel is located under the fuselage.
The waste water drain system is used for toilet tank and wash basin.
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Pneumatic System
The pneumatic system supplies aircraft systems which use pressurized air.
These systems are:
Air conditioning
Ventilation
Pressurization
De-icing.
OVERHEAT, two thermal sensors are fitted on pneumatic ducts, downstream of the bleed air shut-off valve.
OVERPRESSURE, a pressure sensor is installed upstream of the bleed air shut-off valve.
AIR LEAK, sensing elements are fitted beside the bleed air ducts.
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It is a spring-loaded, normally closed shut-off valve, which is pneumatically actuated and electrically controlled.
With the solenoid energized the valve is ready to open. When air is available, the valve opens.
Note:This valve is closed during engine start until NH 45% + 30s (for ATR 72-200 only). This valve is closed during UPTRIM (ATPCS) for
ATR 72-210 only.
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Crossfeed
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Bicycle Pump
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Bleed Ducts
The ducts coming from the LP and HP ports join inside the engine nacelle to form a single duct.
Several valves and pneumatic components are fitted on this duct.
The duct passes from the engine nacelle through the centre wing leading edge, the interspace between the fuselage external skin and
internal lining to the front undercarriage area.
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Thermal Switches
Two thermal switches are installed downstream the bleed air shut-off valve, to avoid over-temperature on the ducts. In case of an air
overheat, an OVHT associated light illuminates on the Air Bleed panel.
Bleed Air check valve avoids airflow towards left engine compressor, in Hotel mode. This valve is installed only on LH side.
A Crossfeed valve is installed in the pressurized underfloor area. The X valve open light, on the air bleed panel, illuminates when the
cross-feed valve is open (only on ground). The Engine Bleed push button electrically supplies the HP Bleed Valve and Bleed Air shut-off
valve, which are pneumatically actuated. They automatically close when OVHT, Leak, Fire handle pulled or prop brake on (left valve only)
and during engine start. A Fault light indicates that the Bleed Air shut-off valve position disagrees with the push button selection, or in
case of OVHT, Leak, or valve failure.
A leak detection system is installed downstream the Bleed Air shut-off valve. The system monitors duct air leaks up to the air conditioning
pack valve. In case of air leak detection, an associated Leak light illuminates on the Air Bleed Panel.
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The air leak detection system consists of two single loops, one for each engine, a control unit and an indicating system.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major part of the high temperature ducts to collect and direct
leaking air to the sensing elements.
Each loop consists of six sensing elements located along the engine bleed air ducts.
The air leak detection system protects LH and RH bleed air shut-off valves and the crossfeed valve ducts.
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Safety Precautions
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Air Conditioning
The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and
cleanliness for the comfort of the passengers and crew, both on ground and in flight.
This air also ventilates: w Components located in the avionics compartment, w The lavatory.
The conditioning air is bled from:
The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight), or by the ground cart.
The temperature and pressure of the air is controlled and distributed to the pressurized compartment. It is then discharged overboard;
the air flows continuously through the cabin.
The air pressure variations are automatically kept within limits compatible with passenger comfort.
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Control Panel
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Interfaces
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Hotel Mode
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Pack shut-off
Pressure control and hence flow control. Normal and high flow are available. The selection of high flow mode increases the pack entrance
pressure resulting in conditioning performance improvement.
Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply.
The ducts connecting the engines to the respective air cooling pack are interconnected by a crossfeed valve (ground operation only).
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The air cooling system consists of two identical air conditioning packs, each one comprising an air flow regulation, a refrigeration unit and a
water separator.
These packs enable airflow temperature and humidity to be controlled.
Air is supplied by the right engine for the passenger compartment and by the left engine for the flight compartment and 32 % of the
passenger compartment.
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a ground cooling turbo-fan which circulates the air in the heat exchangers .
The ground cooling turbo-fan is energized by bleed air, which is controlled through the turbo-fan shut-off valve.
Two check valves are installed in the cooling air duct.
There is also a nozzle spraying water in front of the heat exchangers.
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a condenser
a water extractor
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The dual heat exchanger is located in the forward landing gear fairing.
The dual heat exchanger is an air-to-air, plate-fin unit. In reality, it is two heat exchangers contained in a single housing.
There is a primary and a secondary section.
Each section consists of a rectangular plate- fin core with an inlet and outlet pans welded on opposite ends.
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The air cycle machine is located in the forward landing gear fairing.
The air cycle machine consists of :
a compressor
an expansion turbine
The compressor and turbine, forming the rotating assembly, are mounted on the same shaft support by air bearings.
Air is ducted from the primary section of the dual heat exchanger to the compressor section of the air cycle machine, where flow
temperature and pressure increase.
The compression heat is partially removed in the secondary section of the dual heat exchanger.
Air is then ducted to the cooling turbine where it expands and gets cold.
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a hot air source upstream of the conditioning pack (engine bleed air)
The right pack regulates cabin temperature and the left regulates flight compartment temperature.
Temperature regulation is achieved by :
The temperature control valve operates by a constant pressure from service pressure regulator.
The temperature control valve operates the hot bypass valve.
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The system is designed to regulate and limit the temperature of the air delivered by the packs to supply the different zones :
cabin compartment by the right pack and 32% of the left pack.
In automatic mode, each pack delivery temperature is controlled by an electronic temperature controller.
In manual mode, each pack temperature control valve is controlled directly by the zone temperature demand selector.
Flight compartment and cabin temperature auto control uses different temperature sensors located in the flight compartment and in the
cabin.
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Air is evacuated to underfloor areas through openings on the lower side wall panel.
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2 recirculation fans,
2 mixing chambers,
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Extraction is also provided for the overhead panel, the two electronic racks, the AHRS and the cockpit ambient temperature sensor box.
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Behind the extraction fan, a tapping brings in air to ventilate the batteries.
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On ground and when engine 1 is not running, air is evacuated overboard through the overboard ventilation valve. The underfloor ventilation
valve is shut to avoid recirculation in underfloor areas.
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In flight or on ground with engine 1 running, the overboard ventilation valve is closed and the underfloor ventilation valve is open. One part of
extracted air is recycled and evacuated underfloor.
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The remaining extracted air is evacuated in the forward cargo hold at the floor level.
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In case of smoke in the forward cargo compartment, flight deck air extraction duct can be closed with a lever located by the RH side
maintenance panel in order to prevent smoke entering the flight compartment from the forward cargo area.
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a low speed sensor which detects fan failure or loss of power supply.
The fan is supplied with 28 VDC unit. It comprises a rotation speed control system connected to an ambient temperature sensor.
When an underspeed and / or overheat (T > 110 C) occurs, FAULT illuminates on the exhaust mode pushbutton and "AIR" illuminates on the
crew alerting panel (CAP).
The air extraction fan stops in case of smoke detection in the aft cargo and lavatory compartments.
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Pressurization Description
The cabin and flight compartments must be pressurized to ensure comfort and safety for passengers and crew.
Compressed air is delivered by the packs. Pressure and its rate of change are controlled by the amount of cabin air discharged outboard.
The fuselage is pressurized from the front bulkhead to the rear bulkhead, except for the main and nose landing gear wheel wells.
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a manual controller
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The manual system is principally used when the automatic system has failed or for ground pressurization tests.
a manual controller
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This valve is installed below the cabin floor, close the cabin attendant seat.
The electro-pneumatic outflow valve functions are:
The valve is directly controlled by the digital controller when the system operates in AUTO mode. In this case, the valve also controls opening
of the pneumatic
outflow valve.
The valve incorporates an electrical ditching device which on command, closes the valve prior to ditching.
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Three levels of icing protection are provided and presented on the ice protection panel in flight compartment:
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The permanent ice protection, or level 1 protection, is ensured by an electrical heating of the windshields and the different probes provided
on the aircraft.
The probes electrically heated are:
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The anti-icing protection, or level 2 protection, consists of an electrical heating of several specific aircraft zones.
The zones heated by electrical power, for anti-icing protection, are: the aileron, elevator and rudder horns, the propeller blades,
the side windows.
The AC wild current primarily supplies the anti-icing system.
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The de-icing protection, or level 3 protection, is a pneumatic system supplied by air bled from the engine HP compressor and which operates
on areas of
the airframe.
The zones de-iced pneumatically are: the outer wing leading edges, the median wing leading edges, the inner wing leading edges, the
horizontal stabilizer leading edges, the engine air intakes and gas paths.
This drawing gives a summary of anti-icing and de-icing utilization conditions.
Atmospheric icing conditions exist when:
And visible moisture in the air is present in any form. The visibility is then lower than 1 mile.
Ice accretion means that ice is building up on the airframe. ICING amber light illuminates in this case.
Residual ice means that some ice is remaining on the airframe. It may be in or out of icing conditions.
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A rain removal system consisting of two windshield wipers, protects the Captain and First Officer windshield panels and maintain clear vision
through the windshield during flight.
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Interfaces
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Standby Controller
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De Icing Description
A De-Icing system on exposed critical areas uses pneumatically inflated boots to shed ice accumulation. Areas de-iced in this manner are:
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transversal boots which inflate alternate chambers (A & B) along the length of the boot for leading edges and engine gas paths.
When deflated, the boots are held to the structure thanks to a venturi supplied by bleed air.
With this type of boot, there is no need to wait for ice accumulation before selecting the system ON.
The system must be used as soon as ice accretion starts.
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Median and external boots have been extended on the upper surface. This minimizes the chances of ridge ice accretion and so reduces
potential degradation in performances.
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if SAT is greater than -20C, the airframe and engines de-icing high speed cycle is automatically selected.
if SAT is lower than -20C, the airframe and engines de-icing low speed cycle has to be selected.
The pilot must depress the MODE SEL FAST pushbutton so that the SLOW blue legend illuminates.
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Pneumatics De-Icers
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Each pneumatic de-icer is composed of 2 series of deformable boots A and B, air supplied independently one from the other.
In icing conditions, when the system is selected, air is bled from the engine compressors.
This air is then distributed to the engine de-icers by means of the dual distributor valves.
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the side windows (heated for defogging only, not for ice protection)
the propellers
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The propeller blade leading edge ice protection system is normally selected only when icing conditions are encountered. It is designed to
minimize loss of propeller performance and possible damage which could result from operation in icing conditions.
Blade anti-icing is ensured by a heating element consisting of electrical resistors embedded in an insulation material and supplied with 115
VACW. The electrical connection between the fixed part and the rotating part is provided by one brush block per engine.
The heating elements are electrically supplied in cycles. The MFCs control the heating element cycles, following two operating modes.
Propeller heating is controlled by the respective MFC and is individually selected by the associated PROP 1 or 2 pushbutton.
A manual mode is available to control heating sequence between low or high power cycle according to SAT value. ON is selected when the
SAT is lower than - 10 C.
In case of auto mode failure, a manual mode is available. The MODE SEL AUTO pushbutton must be depressed for anti-icing MODE SEL
pushbutton to be operative. The MAN white legend then illuminates. ON is selected when the SAT is lower than -10C.
Propellers anti-icing is inhibited when Np is below 63 % to prevent overheating. A minimum of 82 % Np is required at all times whilst in icing
conditions to ensure sufficient centrifugal force is developped to remove loose ice.
If significant vibrations occur because of ice accretion on the blades, the Condition Levers must be set to 100 % OVRD position for not less
than 5 minutes.
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Look at the propeller anti-icing and windshield heating PTT pushbutton. (For Maintenance purposes only).
1- This pushbutton enables ground testing of the propeller anti-icing system with engines running.
2- This pushbutton enables the entire system of windshield heating to be tested.
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Oxygen system is provided to crew members and passengers by means of several systems :
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Smoke goggles located on each side of the cockpit near oxygen crew masks.
The main system provides passenger protection through a pax valve. It controls flow to quick-disconnect outlets installed under
the overhead bins.
Diluted oxygen masks stored in front and rear storages compartments may be connected to these outlets.
Portable oxygen bottles are stored under cabin attendant seats. They permit a continuous diluted flow to both cabin attendants at 13000ft for duration of
30 mn.
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Renewal of the oxygen source can be done by changing the oxygen bottle. It also possible to fill the oxygen cylinder in workshop.
Oxygen system is designed to supply 10 % of passengers.
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Safety Precautions
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The valves and switches are fitted on the oxygen storage / supply system to allow oxygen flow control and monitoring.
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Capacity: 1870 l in standard conditions (normal temperature = 21 C and pressure = 1013 mbar)
Nominal charge: Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the oxygen distribution system.
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an inflatable harness
a regulator knob
a microphone
an airtight face piece equipped with: a manual valve which supplies oxygen through a flexible hose and permits demisting of the anti
smoke goggles.
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normal braking.
Both blue and green systems have a hydraulic fluid low quantity warning, "LO LVL": Low level.
The three pumps are monitored by two caution lights:
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Features
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Reservoir
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For safety reasons, the lines of each system are separated in the exposed zone.
The pipes are identified by labels:
a hydraulic pipe (black dots), its function (case drain) and the direction of flow (arrow)
A maximum of components are installed in the LH pod to ensure longer life for pipes and fittings which are not handled when components are
removed and to facilitate maintenance tasks.
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A common reservoir divided in two equal compartments by a diaphragm, contains fluid which is drawn by one ACW (Alternative Wild Current)
electrical pump.
The reservoir has two low level switches which trigger the "LO LVL" caution light when there is less than 2.5 liters in one compartment.
The ACW green electric pump pressurizes the system at 3000 PSI. Downstream the pump, an acoustic filter reduces the hoses noise. High
pressure is delivered, via a high pressure filter, for normal braking and landing gear operation. The high pressure filter has a red indicator
which pops out when the filter is clogged (p > 100 PSI).
On the pressure line, a line accumulator damps pump delivery pulsation and any pressure surges and compensates for pump response time
when there is a high output demand.
A valve is fitted on the case drain to provide pressure relief in case of pump regulating system failure.
A pressure line transmitter sends a signal to the pressure indicator located in the cockpit.
A return line from the users drives the fluid via a return pressure filter to the reservoir. If the return filter clogs, its by-pass opens.
A case drain will send leaks from the pump to the reservoir, via a filter . When the case drain filter clogs, an indicator appears and its by-pass
opens.
An overheat sensor illuminates "OVHT" light when temperature reaches 121 C.
A check valve is installed between the filter and the reservoir.
A low pressure switch illuminates the green system "LO PR" light when the green system pressure is below 1500 PSI.
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The blue hydraulic system has two main power lines. The first line is identical to the green system. Components operation are identical.
The first line supplies the spoilers, the nose wheel steering, the flaps and the right propeller brake.
Note: The propeller brake return line is directly connected to the reservoir.
The second line supplies the parking and emergency brake as well as the brake accumulator.
The parking brake accumulator is provided with a pressure release valve enabling the blue system pressure lines to be connected to return.
The valve is unusable only on ground.
The blue system is also fitted with an auxiliary DC motor driven pump operating automatically when the following conditions are met:
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Reservoir Description
Hydraulic Bay
The reservoir is located in the rear area of the left main gear well, in the hydraulic bay.
It is an unpressurized type, divided in two equal compartments by a diaphragm opened in the upper part.
It is equipped with:
an overflow port and two low level switches (level less than 2.5 liters in each compartment),
baffles to prevent fluid sloshing during side slip maneuvers and minimize fluid emulsion in case of high return fluid flow
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Landing Gear
ATR landing gear is a retractable tricycle, fuselage mounted type. It is electrically controlled and hydraulically actuated.
Main Landing Gear (MLG) is of lever type inboard retracting, partially below the passenger compartment floor and partially in a specific
fairing. Each main gear assembly is equipped with two wheels and an oleo-pneumatic shock absorber.
Nose Landing Gear (NLG) is forward retracting. It is housed in a wheel well aircraft nose. The two wheel nose gear assembly includes an
oleo-pneumatic shock absorber.
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normal braking mode: it is controlled by pilot's brake pedals and supplied by the green system.
emergency and parking braking mode: it is controlled by the emergency and parking brake handle and supplied by the blue system.
Each brake is equipped with an automatic adjuster, a wear indicator pin, and an overheat detector.
The wheels are fitted with tubeless tires. The main gear wheels are braked automatically as soon as the pilot selects the landing gear up.
The main gear wheels are fitted with fusible plugs which protects against tire and wheels burst in case of an overheat.
These fusible plugs are designed to release internal pressure when wheel temperature exceeds 177C / 350F.
The antiskid system is activated as soon as the gear is down and locked, and as long as the aircraft speed exceeds 10 knots.
Each wheel and each pair of external or internal wheels are monitored.
The aim of the system is to provide the maximum stopping performance by controlling brake pressure in order to minimize wheel slip, brake
and tire wear, depending on runway conditions. Touchdown protection is ensured (spin up, locked wheel).
The system consists of:
1 control box,
1 anti-skid module.
A reference velocity signal is generated. The anti-skid applies a deceleration law continuously adapting the actual wheel speed to the
reference speed.
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Steering
The hydraulically actuated nose wheel steering system is controlled by mechanical linkage from a steering tiller handle on the captain's side
panel.
Nose wheel steering is manually controlled, hydraulically actuated and electrically disabled. The nose gear has a range of 60 degrees to
either side of centre.
In addition, nose wheel deflection of 91 is possible during towing with no pressure in the system.
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Each system commands gear extension and retraction, gear anti-retraction system and the warning associated to "LDG NOT DOWN".
Note: Gear must be considered down when one system indicates three green lights. Each system has its own WOW circuit: WOW 1 into
MFC module 1B and WOW 2 into MFC module 2B. The WOW signals are used by the MFC to have the system using WOW information
switched to the appropriate air/ground configuration.
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A non-retractable type tail bumper is installed on the rear section of the A/C fuselage in order to avoid fuselage contact with the runway
when the take-off or the landing attitude has an angle of 8 degrees or greater.
The equipment includes a skid lever attached to the fuselage and a shock damper which is connected to the fuselage by a ball joint hinge.
The tail prop must be installed before passengers boarding/disembarking. A possible tip up may occur if 7 persons are at the rear of an
otherwise empty aircraft.
Note: When not used, the tail prop can be stored in the rear unpressurized area of the aircraft (behind the AFT bulkhead). Normally, it is
stored in the cabin by the cabin crew.
At each walk around, inspect skid shoe. If signs of ground contacts are observed on skid shoe, check the red indicator:
if this red indicator does not show evidence of wear, aircraft can be flown,
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a trunnion leg,
a trailling arm,
a shock absorber,
a side brace which comprises the locking and unlocking system for the gear in down position,
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The two-position (UP-DOWN) control lever is located on the upper centre instrument panel 4VU and controls the landing gear position.
The lever protrudes from a switching box that houses a solenoid operated lever latch.
The box also contains six micro switches, three of which are utilized by the landing gear control indicating and warning system.
A cam in the switching box prevents the accidental lever actuation.
Two warning lamps, housed within the grip, provide a L/G not down locked warning to the crew.
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Leak sensitive valves (hydraulic fuses) are installed to prevent hydraulic fluid loss in the braking system, should an abnormal leakage occur.
The two normal and emergency braking systems are completely independent up to downstream of the anti-skid module.
The same components and line routes of the emergency system are used to park the aircraft.
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Reservoir Location
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The unpressurized reservoir is installed at STA 2962 and is divided into two compartments.
The fluid used in the reservoir is of the same type used for the hydraulic systems: phosphate ester type IV.
Each compartment supplies oil to a dual master cylinder (pilot and copilot side), by gravity. The reservoir is equipped with a drain port and a
cap for the
refilling of both compartments. The reservoir capacity is:
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Brakes Description
Each main gear wheel is fitted with a carbon brake. The four brake units are interchangeable for either right or left hand installation.
The brakes have two rotating disks and five pistons.
They are hydraulically operated at a pressure of 3000 PSI and are fully released by five return springs.
Each brake assembly is mainly composed of:
a housing,
a backplate,
torque tube,
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The brake housing is bolted together with an integral torque tube/back plate to contain a pressure plate, two rotating and one stationary disk.
The stationary disk and the pressure plate are keyed to the torque tube to prevent their rotation.
The rotating disks are equipped with eight key slots on the outer diameter to engage the drive keys in the wheel and to transmit the brake
force to the The brake housing is provided with two pressure ports and two bleed ports for R or L installation with respect to the trailing arm.
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For Training Purpose Only
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Roll control is performed on each wing by one aileron, with a balance tab, and one spoiler,
Flaps are provided on each wing. They are the secondary flight controls.
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a solenoid-operated electric clutch block. Supplied with 28 VDC, this clutch block connects motor and cable drum.
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For Training Purpose Only
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Spoilers Description
The roll spoilers, one on each upper surface wing, improve roll control. They are actuated by the blue hydraulic system.
The roll spoilers begin to deflect as the associated aileron up - deflection exceeds 2.5. Their deployment is regulated by their associated
hydraulic Spoiler Block Valve (SBV).
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a rod,
a spoiler position feedback linkage connecting the spoiler to the valve block.
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For Training Purpose Only
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and a rudder damper which limits rudder travel speed and excessive movement generated by gusts on ground.
A trim actuator and a spring tab are mounted inside the rudder.
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For Training Purpose Only
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a set of springs which return the input lever to its central position,
and an electromagnetic brake which, when energized, releases the springs support.
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For Training Purpose Only
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an automatic normal control circuit using air speed discrete signals delivered by the two ADCs (information VTLU),
The TLU automatic control is performed when reaching 185 Kts during an acceleration and when reaching 180 Kts during deceleration,
a normal control monitoring circuit performed by modules 1A and 2A of the Multi Function Computers (MFCs),
a manual stand-by control circuit from a 3-position protected switch, on panel 25VU, which enables manual setting of the TLU (high speed or
low speed) in case of ADC failure.
a FAULT indicator light on panel 25VU, and a "LO SPD" indicator light on panel 404VU which, when illuminated, indicates that the TLU is in
low speed configuration.
The TLU is designed with dual load transfer channels so that failure of a component does not entail the loss of travel limitation at high speed.
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To enable gust lock system engagement, the ailerons must be centered and the control column positioned slightly forward.
A hydraulic damper installed between the rudder and the vertical stabilizer protects the rudder in the same way.
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When the gust lock lever is set to the ON position, the Power Levers travel is slightly limited below FI (Flight Idle).
This system provides protection against take-off when gust lock engaged, or too high power setting when in hotel mode.
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The two gust locking units are located underneath the flight compartment.
The gust lock lever operates two push-pull cables, toward the two underfloor locking units.
The captain's locking unit locks the captain's elevator channel.
The first officer's locking unit locks the first officer's elevator channel and the aileron channel.
The locking device includes a spring, which disengages the lock in the absence of a control order on the plunger.
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1- The STICK PUSHER light comes on in green when the stick pusher actuator is supplied.
2- The flaps position indicator shows the current flaps position. A EXT flag appears to indicate that the flap valve is hydraulically commanding
flap extension. When the flaps are extended, an EXT flag means that a hydraulic circuit leak exists.
3- The FLAP ASYM light illuminates amber when flaps asymmetry exceeds 6.7. Flaps are then frozen in the current position. CCAS is
activated.
4- The PITCH TRIM ASYM light illuminates amber to indicate a pitch tabs desynchronisation. CCAS is activated.
5- The roll trim position indicator shows the left hand aileron trim controlled tab travel.
6- The pitch trim tab position indicator shows right trim actuator controlled tab travel. If the indication is not in the green arc at take-off, a
CONFIG warning is triggered on the CAP. CCAS is activated.
7- The yaw trim position indicator shows units of trim motor displacement.
8- The TLU LO SPD indicator light comes on in accordance with airspeed limitations. It illuminates green below 180 kts; The TLU is released
to allow full rudder deflection. Above 185 kts, the TLU is in the reduced authority position. Full rudder deflection is not allowed. In case of TLU
automatic control failure, with airspeed below 180 kts and LO SPD position not manually selected, the maximum cross wind is 15 kts. The
TLU LO SPD light is not illuminated.
9- The stick pusher and shaker pushbutton enables the two sytems and aural warnings to be switched off. In this case, the OFF light
illuminates white. It also indicates a failure if stick pusher or shaker system in case of FAULT amber illumination.
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ATR72-100/200
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FWD Cargo,
AFT Cargo.
Lavatory,
Electronics Racks.
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The engine fire detection system is composed of two continuous loops A+B, installed in parallel and connected to an electronic control unit.
The whole engine fire detection system is supplied from DC Emergency bus bar. Each detection loop may be tested individually using the
corresponding test switch.
Note: The system is identical for each engine.
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Each engine is equipped with 10 fire sensing elements. Detection element from two loops are connected to the FDCU (Fire Detection
Control Unit).
The fire sensing element is a flexible coaxial cable; its operation is based on the variation in resistance and capacitance.
Resistance reduces and capacitance increases when a fire is detected.
Resistance reduces and capacitance does not increase when a fault is detected.
In case of breaking of a sensing element, fire detection is still possible; there is no FAULT signal following on single break. However, this
break will be indicated to the crew at the first pre-flight test following the fault.
In case of breakage of the sensing element, each end of the element connected to the aircraft electrical harness is still capable of fire
detection.
The fault will be indicated during the pre-flight test.
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On the lowest points of the lines four water drains are installed:
The left water drain support is slightly shifted. This is a mechanical fool proofing preventing any fire extinguishing line inversion.
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There is a control and indicating panel corresponding to each engine. The panels are located on the overhead panel.
Each panel consists of:
2 pushbutton switches: AGENT 1 and AGENT 2. Each pushbutton switch has two legends:
1 SQUIB TEST switch, enabling electrical continuity of the percussion resistances to be checked.
enabling percussion of the fire extinguisher bottles (the corresponding SQUIB legends come on).
Squib the first bottle, by pressing AGENT 1 pushbutton switch (discharge of the bottme is indicated by the illumination of amber DISCH
legend).
If the FIRE warning does not disappear within the 30 following seconds, the second bottle must be squibbed.
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The overheat detection system monitors RH nacelle temperature on ground, with engine running (with propeller brake engaged or
disengaged).
Overheat sensor is located only in the nacelle below the exhaust pipes.
Nacelle overheat detection signal is sent to the Nacelle Overheat Detection Control Unit. This system is inhibited in flight.
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Fuel System
The ATR Fuel system is composed of the following systems :
a storage system : 2 tanks, one in each wing, with its associated ventilation system,
a distribution system with 2 engine feed systems and a refuel/defuel system,
an indicating system (fuel quantity indicating and fuel tank temperature).
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a feeder tank,
a main tank,
a vent-surge tank,
a venting system.
The fuel is stored in two tanks, one in each wing, formed as an integral part of the wing structure. The maximum fuel capacity per tank is
3185 liters (2500 kg / 5512 lbs for a fuel density of 0,785). The total volume is 6370 liters (5000 kg / 11025 lbs).
Each tank has its own venting system which connects it to a vent-surge tank in all flight configurations.
The wing centre box structure, located above the fuselage, contains the fuel cross-feed and tank refuelling lines.
Any fuel leakage from these lines accumulates in the wing centre box, to prevent this, the wing centre box is vented and drained.
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In normal conditions, each engine is supplied from its associated wing tank.
The outboard 100 liters vent-surge tank is not a fuel storage tank but is an integral part of the fuel ventilation system. The vent-surge tank
serves as a reservoir for main tank overflow due to fuel thermal expansion.
The main tank stores the remaining fuel and supplies the feeder tank through the feeder pump action or gravity flow.
The inboard 160 kg (353 Lbs) feeder tank normally supplies the respective engine and contains most of the pumps and control valves. The
feeder tank is always full and protects the engine feed system against negative or lateral load factors.
An electrical pump and an engine feed jet pump are installed. The engine feed jet pump is activated by HP fuel from the engine H.M.U. and is
controlled by a motive flow valve.
The LP S/O valve is located between the tank outlet and the corresponding engine. It's controlled by its associated fire handle.
A cross feed valve controlled by the "X FEED" pb, located on the cockpit fuel panel, allows both engines to be fed by one fuel tank, or one
engine to be fed by both tanks.
When the cross feed valve is opened, a blue "FUEL X FEED" light illuminates on MEMO panel. The valve position is indicated by a green
horizontal flow bar on the cockpit fuel control panel and the electrical pumps are automatically activated.
Each system is equipped with a pressure drop protection.
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Fuel is stored in two integral wing tanks formed by the wing spar box between ribs 4 and 23. The centre section spar box located above the
fuselage does not store fuel. Each tank has a capacity of 2,500 kg (5,510 Lbs), for a kerosene density of 0.785, taking into account the
thermal expansion volume.
Each ATR fuel tanks are composed of :
The wing upper surface panel is comprised of two sections for each half wing from rib 0 to rib 13 and from rib 13 to rib 24. It can be
removed for inspection
and internal repair. Rib 13, located at the wing break, constitutes an anti-surge baffle.
by a vent line routed from rib 5 to rib 23 and provided with a rubber drain,
These two outlets are connected to a vent-surge tank located outboard of the fuel tank between ribs 23 and 24.
MPD Scheduled Check: Particular attention to the Detailed Inspection of the fuel tank (JIC 28-10-00 DVI 10005/10010) for general condition
and installation of all the components within the fuel tanks. That inspection must be conducted by specially trained personnel and dedicated
tools.
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The wing lower surface panel is designed so that any water collects beneath the fuel in the lowest parts of the tanks. This water is then
drained away through manually operated water drains. Three self-closing water drains per tanks are installed.
They ensure drainage of water from tanks at any aircraft attitude between 3. A water drain is installed at the lowest point of the vent surge
tank in order to evacuate water which could freeze up to siphon level in icing condition and thus prevents tank venting failure.
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CDCCL Item: Bonding of pipes within the fuel tanks is part of the design protection against electrostatic discharge. More than one bonding
lead missing, damage or untightened on each pipe inside the fuel tanks can introduce unsafe condition.
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Both tanks are vented in all flight configuration and on ground by a vent line and a float valve connected to a vent surge tank.
The vent line is vented through a NACA intake installed on the wing lower surface. The vent surge tank can contain 5 times vent line volume.
It has a capacity of approximately 100 liters.
The vent surge tank recovers fuel from the vent line, caused by thermal expansion of the fuel. Fuel is recovered by siphoning.
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The wing centre box has its own venting system. This system serves to evacuate any vapor and fuel due to leaks in the lines routed through
the centre compartment.
Air ventilation is supplied from the left side of the fuselage to wing fairings through a scoop. It is ducted into the wing centre box at front spar
level.
Two air vent ports are located at the lowest points of the wing centre box exhaust outside of the karmans, on either side of the fuselage. They
also serve for draining.
The system is designed to renew the volume of air in the wing centre box every three minutes.
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The NACA intake enables a slight overpressure of 0,3 PSI (20 mb), to be applied in the tank during the flight.
The rubber drain allows fuel and water trapped in the vent line to drain back into the tank.
A water drain installed in the lower point of the surge tank allows to avoid the accumulation of water wich in icing condition could freeze up to
the vent line syphon level and prevent the tank to be vented.
The float valve allows direct tank ventilation through the vent surge tank. It closes during roll back, or fuel tank full, to prevent fuel entering the
vent surge tank.
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Fuel is fed to each engine from a corresponding tank by means of a system installed in a feeder tank between ribs 4 and 5.
The feeder tank has a capacity of approximately 160 kg (353 lbs). System controls and indicators are displayed on the fuel panel located on
the overhead panel in the flight compartment.
The fuel system is composed of :
an electrical pump,
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The aircraft is energized and both engines are not running. FEED LO PR ambert light are illuminated because fuel feed pressure, detected
by LP pressure switch, is < 5 PSI (<4 PSI for ATR 72-210). Both fuel engine electric pumps push buttons are pressed IN and green RUN
lights illuminate. The 28 VDC electric pumps are energized and begin to supply fuel to engines. At the same time, the feeder jet pump is
activated by the electric pump output pressure. Feeder tank pump is designed to maintain feeder tank full by collecting fuel from main tank
with feeder jump suction pipe.
At this step, the engine feed jet pump is not supplied, the motive flow valve and X-feed valve are closed. The LP shut off valve is open. The
fuel flow rate delivered at engine starting in 450 l/h for a pressure of 5,5 PSI (380 mb). FEED LO PR extinguishes.
After engine starting, driving flow for the engine feed jet pump is supplied through a return line from HMU. In presence of return pressure, the
motive flow valve installed on the fuel engine HP return line, opens in order to supply the engine feed jet pump. The engine feed jet pump
begins to operate by driving fuel from the feeder tank. At the same time, it supplies the feeder jet pump.
When pressure supplied by the engine feed jet pump reaches 8.5 PSI, the pressure switch 17 (18) QA installed on the engine jet pump outlet
de- energizes the electric pump (after 30s time delay for ATR 72-210). The fuel flow supplied by the feeder jet pump is suficient to maintain
the feeder tank full in all configurations. If the feeder jet pump fails, the feeder tank is connected to the main tank through flap valves
(installed at the bottom of rib 5) which allows fuel to flow from the tank to the feeder tank. (monitoring of the feeder tank fuel level is provided
by a dedicated probe).
In the event of engine feed jet pump failure, the pressure switch 17 (18) QT provides electric pump running control which ensures fuel supply
to the engine. The electric pump delivers the necessary flow rate for engine consumption. In case of engine Fire, when corresponding engine
fire handle is pulled, it closes associated LP shut off valve. Cross feed valve could be used to supply an engine from the opposite tank. With
the X feed valve push button pressed IN, the valve opens, green flow bar is horizontal. Both electrical pump are energized.
By selecting OFF the corresponding PUMP push button, the electric pump is de- energized and the motive flow valve is supplied to close.
The engine is fed through the opposite tank.
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