ATR Technical Notes

Last updated: 27th Feb 2016  Aircraft General

 MFC

 CCAS

 Electrical

 Fuel

 Power Plant

 Fire Protection

 Pneumatic System

 Air-conditioning

 Pressurization

 Hydraulics

 Landing Gear

 Flight Controls

 Ice Protection

 Flight Instruments

 Navigation

 AFCS AIRCRAFT GENERAL

 Ground handling bus on main BAT with refueling door, cargo door and entry door open.

MFC

CCAS

ELECTRICAL

AC CONSTANT FREQUENCY

AC WILD FREQUENCY

FUEL SYSTEM

Excessive fuel flow from engine means that leakage was from the engine and not between tank and engine, so you can open x-feed valve to supply fuel from other engine. In case there was no excessive fuel flow from the engine then the leak is somewhere before (like in tank etc.) so in that case x-feed should be closed.

POWER PLANT

FIRE PROTECTION

PNEUMATIC SYSTEM

Prop brake ON = Left Bleed Valve Closed + Cross feed Valve Open Prop brake OFF = Left Bleed Valve Open + Cross feed Valve Closed

AIRCONDITIONING SYSTEM

PRESSURIZATION SYSTEM

HYDRAULICS

LANDING GEARS

FLIGHT CONTROLS

Roll

Pitch

Pitch Trim

Pitch Trim Indicator

Stick Shaker / Pusher

Yaw

Releasable Centering Unit (rudder cam) is mounted between Rudder and the linkage to the pedals. It enables rudder stabilization when no action is applied to the pedals. Due to aerodynamic design, some vibration/flutter occurs at the rudder level (both rudder plane and spring tab). The rudder cam is a box with a set of springs to reduce or cancel out this flutter. Because you need to trim the aircraft rudder for different positions, the cam needs to be disengaged momentarily until a new trim position is achieved. Prior to take off, the pedals must be centered and the rudder cam released by action on the rudder trim switch to allow the rudder to "stabilize" in the neutral position. When trimming the rudder, you are in effect changing the position of the rudder so the cam is released to allow the rudder to go to the new position then it re- engages to stabilize the rudder in the new position.

Flaps

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Gust Lock

ICE PROTECTION

Engine and Wing Protection

Historically, pilots have been taught to wait until a recommended thickness of ice builds up, typically ¼” – ½”, before activating the deicing boots because early activation of the boots was thought to result in ice bridging. Ice bridging is when the ice deforms to the shape of the expanded deicing boot without being shed, then remains in this deformed shape and hardens, rendering the boot ineffective. Also, certain manufacturers have held that waiting for a certain accretion thickness leads to more effective shedding of ice. More recent tests have shown that modern deicing boot designs are not susceptible to ice bridging (Advisory Circular (AC) 20- 73, Aircraft Ice Protection). These tests have also shown that activating the boots early and often will not degrade ice shedding from the boots, and in some conditions will improve ice shedding over the length of the icing encounter. Ice that remains on the boots after a boot cycle is residual ice that will be shed with further boot cycles, and not result in ice bridging. Residual ice occurs more often as both airspeed and outside air temperature decrease.

Propeller Anti Icing

Horns Anti Icing

Window Heat

Wiper Operation: 160 KTS

FLIGHT INSTRUMENTS

Flight Recorders

NAVIGATION Markers

DME

EGPWS

AFCS

Modes

Disclaimer: "ATR Technical Notes" are personal notes of the undersigned for training only. These notes do not sanction any pilot to violate his/her Company's Standard Operating Procedures, Aircraft Manuals or Manufacturer's Recommendations.