Fcom Atr 45 - RN 21 - Out 12

FLIGHT CREW OPERATING MANUAL 0.00.
00
P1 001
PRELIMINARY PAGES
CONTENTS NOV 98
AA
0.00.00 CONTENTS
0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)
0.03.00 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)
0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)
0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)
0.06.00 REASON OF NORMAL REVISION (R.N.R.)
0.07.00 SHIPPING NOTE NORMAL PAGES (S.N.N.P.)
0.08.00 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)
0.09.00 LIST OF MOD / MP / SB (L.O.M.)
0.10.00 CROSS REFERENCE TABLE (C.R.T.)
0.40.00 ORGANIZATION OF THE MANUAL
0.50.00 STANDARD NOMENCLATURE
0.60.00 UNITS CONVERSION TABLE
ATR 42 Model : 400/500

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FLIGHT CREW OPERATING MANUAL 0.01.00
P1 050 TQ
L.T.R.
LIST OF TEMPORARY REVISIONS OCT 12
AA
No. T.R. DATE IN DESTROYED POSITION REMARKS

AT REV 20
01 06DEC10 MOD 5567
DATED DEC 10
AT REV 21
02 MAY 11 SEE RTR
DATED OCT 12
At REV 21
03 06JAN12 MOD 5567
DATED OCT 12
AT REV 21 MOD 4273-- 3019
04 07JUN12
DATED OCT 12 MSN0610
.
INTRODUCTION 0.02.00
P1 001 ENV
R.T.R.
REASON OF THE TEMPORARY REVISIONS OCT 12
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DATE REASON OF REVISIONS AFFECTED PAGES

MAR 99 Severe icing : improvement of detection 2.02 - 2.03 - 2.04
and procedure
JUN 01 Introduction of modification 5262:
capacity of : 1.09.50 - 1.15.40
Flaps 35 Steep Slope Approach, or 2.02.12
Flaps 25 Normal Approach
FEB 02 Introductioin of modification 5313 1.15.40 - 2.01.00
EGPWS 2.01.09 - 2.04.05
APR 02 TCAS - Introduction of modification 5103
1.05.20 - 1.10.10
and 5146
2.01.06 - 2.02.15
HF 9000 Instroduction of modification 5285
1.05.10
and 5320
FEB 03 Cockpit Door Security System 1.00 - 2.01
NOV 03 Severe Icing 2.04
MAR 04 Flight Identification FID
1.05.10 - 2.03.07
Mod 5487
AUG 04 30% PAX OXYGEN
1.07.20 - 2.01.05
Mod 8371
MAR 05 ATPCS Test Correction 2.03.06 p2
ENG Test (Last flight of the day) 2.03.19 p1
PEC OFF Operations OEB 3.12.27
Static Inverter Double Loss OEB 3.12.28
List of Effective OEB 3.12.20
MAY 06 FUEL LO LVL Procedure Updating 2.05.03
Page for VHF8.33 and HF9000 1.05.10
MAR 07 3.12.20
Mod 5736 : OEB 9 : Cockpit Voice Recorder
3.12.29
MAR 08 FWD SMK and AFT SMK procedure
2.04.03 p4 - p5 - p6
wording correction
APR 11 Mod 6135 - T2CAS 11540 - 20109
MAY 11 New Emergency procedure: UNRELIEABLE
2.04.05
AIRSPEED INDICATION
ATR 42 Model : 400/500

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FCOM FLIGHT CREW OPERATING MANUAL 0-04 page 1-050
ATR L.E.T.P.
OCT 12
42-400/500 List of EffectiveTemporary Pages
You must hold in your manual the following pages

Issue P CH SE Page Seq Date Label Modification expression
Validity expression
REV21 0 01 00 001 050 OCT 12 L.T.R. TQ
ALL
REV21 0 02 00 001 001 OCT 12 R.T.R.
ALL
REV21 0 04 00 001 050 OCT 12 L.E.T.P. TQ
ALL
End TQ
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P1 001
L.N.R.
LIST OF NORMAL REVISIONS OCT 12
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N REV DATE IN INSERTION DATE NAME

00 MAY 95 PRELIMINARY
01 DEC 95 TOTALE
02 MAR 96
03 NOV 96
04 MAY 97
05 NOV 97
06 MAY 98
07 NOV 98
08 NOV 99
09 NOV 00
10 NOV 01
11 NOV 02
12 DEC 03
13 DEC 04
14 DEC 05
15 DEC 06
16 DEC 07
17 APR 08
18 OCT 08
19 DEC 09
20 DEC 10
21 OCT 12
ATR 42 Model : 400/500

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P1 001
R.N.R.
REASON OF NORMAL REVISION NOV 98
AA
DATE REASON FOR ISSUE CHAP

INVOLVED
MAR 96 * INTRODUCTION OF THE MODIFICATION :
- 1384 or 4264 : REMOVE THE EMERGENCY BEACON 1.05.10
- 4273 : MODIFY A/C FOR CONTAINER CARRYING 1.08.10

2.04.03
* ACTION ON THE PART
- CAPTAIN EHSI IS SUPPLIED BY DC STBY BUS AND SO, 1.06.60
USABLE (LIKE CAPTAIN EADI) IN CASE OF DUAL DC GEN LOSS. 1.10.30
WORDING 2.01.04
- IDEM AS PART ABOUT CAPTAIN EHSI 2.04.04
2.05.04
- MODIFICATION OF THE PROCEDURE TO AVOID AN UNTIMELY 2.02.11
ENGINE FLAME OUT
- IMPROVEMENT OF THE PROCEDURE 2.02.10
2.02.12
2.03.08
2.03.09
2.03.18
2.05.02
- WORDING AND STANDARDIZATION 2.05.09

- CORRECTION OF VMO OVERSHOOT 3.05
NOV 96 * INTRODUCTION OF THE MODIFICATION
- 1547 : PANEL 20 VU MODIFY POSITION OF LIGHTING SWITCHES 1.00.40
- 1548 : INSTALL AN INDICATOR LIGHT TO PROHIBIT ACCESS TO
FLIGHT COMPARTMENT
- 3808 : INSTALL A PARK BRAKE APPLIED EXTERIOR INDICATING 1.00.30
LIGHT 1.14.40
- 4372 + 4540 : AILERON SPRING TAB + FLAPS VANE 1.01-1.02
DELETION 1.06-1.09
1.14.20
2.01.03
2.02.06
2.02.08
2.05.10
3.03-3.04
3.08-3.09
3.11
- 4462 : INCREASE ATR 42-500 VFE 15 FROM 170 TO 180 KTS 1.02-1.09
2.01.03
2.02.04
- 4564 : TAKE-OFF WITH FLAPS 25 1.02
2.01.03
2.02.08
2.02.10
2.03.12
3.03
ATR 42 Model : 400/500
P2 001
R.N.R.
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INVOLVED
NOV 96 - 4601 : CRZ 2 POSITION SUPPRESSION 1.13-1.16
2.02.08
2.03.13
3.02-3.05
3.06-3.07
* ACTION ON PART
- WORDING AND STANDARDIZATION 1.00-1.09
- NEW PRESENTATION OF EADI 1.10
- IMPROVEMENT OF THE EXTERNAL POWER DESCRIPTION 1.06
- IMPROVEMENT OF THE VFE ALARM PRESENTATION 1.02
* ACTION ON PART
- WORDING AND STANDARDIZATION 2.01-2.02-2.03
- IMPROVEMENT OF OVERTORQUE LIMIT GRAPH 2.01.04
- IMPROVEMENT IN TCAS DESCRIPTION 2.01.05
- IMPROVEMENT OF VmHB/VmLB TABLES 2.02.01
- FLIGHT PATTERNS IMPROVEMENT 2.02.10
- IMPROVEMENT OF GPS FAULT MONITORING DESCRIPTION 2.02.13
- IMPROVEMENT OF PROCEDURE 2.03.08
2.03.19
2.03.20
2.04.04
2.05.02
2.05.04
2.05.07
2.05.09
MAY 97 * INTRODUCTION OF MODIFICATIONS
- 4568 MODIFY FLAP OUTPUT LOGIC 1.01.10
- 4711 ETOPS 3.11.09
- 4718 OPERATIONS ON NARROW RUNWAYS 3.11
* ACTION ON PART
- WORDING AND STANDARDIZATION
* ACTION ON PART
- LIMITATIONS 2.01.03 - 2.01.04
- Prop Brk Indicating 2.02.11
- IMPROVEMENT OF THE PROCEDURE 2.03.05 - 2.03.19
2.04.01 - 2.04.04
2.05.01 - 2.05.02
2.05.04 - 2.05.07
2.05.09 - 2.05.10
2.05.12
- WORDING 2.02.01
* ACTION ON PART
- NEW EXAMPLES NET CEILINGS 3.09
ATR 42 Model : 400/500

P3 001
R.N.R.
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INVOLVED
NOV 97 * INTRODUCTION OF MODIFICATION
- 4366 : MOD AUTO FLIGHT ELECT PWR SPLY BASIC 500 1.06 1.10
- 4403 & 4404 : STEEP APPROACH ALERT INHIBITION 1.15 2.02
- 4292 : OXYGEN 100 % SYSTEM 1.07 2.01 2.03
- 4654 : GNSS HT 1000 1.15 2.02
* ACTION ON PART
- HARMONIZATION AND INTRODUCTION OF ANTI-MOD 1.13 2.02 2.05
FOR THE ENGINE ANTI-ICING SYSTEM
* ACTION ON PART
- MFC failed for take-off : wording 2.01
- GO AROUND procedure improvement and harmonization 2.02 2.03
- Both elevator Reconnect Procedure 2.02
- Equivalent Runway Status correction 2.02
- Dual DC GEN Loss procedure improvement and harmonization 2.04
- ENG Restart in Flight procedure 2.05
- Oxygen Limitation harmonization 2.01
* ACTION ON PART
- Chapter reference correction 3.03
- Air Conditioning effect correction 3.03
- VR correction in icing condition 3.03
- Technical correction on PWR MGT selector 3.05
- Addition of KVSR for CAT II 3.08
- Modification number correction 3.08
- Technical harmonization 3.09
- Fuel policy updating 3.10
- Flight with Landing Gear down: harmonization with AFM 3.11
- Minor correction 3.09
3.11
MAY 98 * INTRODUCTION OF MODIFICATIONS
- 4497 ATC MODE A ANC C 0.00 - 1.05
- 4541 TCAS PROVISION MODIFY VSI TCAS 1.10
- 4583 CAT II WIND LIMITS 2.02
- 4885 GNSS HT 1000 BR NAV 0.00 - 1.15
2.01 - 2.02
- 4890 GPS KLN 90 B BR NAV 0.00 - 1.15
2.01 - 202
ATR 42 Model : 400/500

P4 001
R.N.R.
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INVOLVED
* ACTION ON PART
- Corrections and Harmonization 1.00 - 1.03
1.05 - 1.07
1.08 - 1.10
1.16
* ACTION ON PART
- Tail Wind Limit from 10 to 15 kt 2.01
- Go Around 2.02 - 2.03
- Strong crosswind at landing 2.02
- Strong winds with spring tab 2.02
- A/C de/anti icing on ground 2.02
- ENG OIL LO PR procedure 2.02 - 2.05
- FDEP (Flight number) 2.03
- PLs in the notch before climb 2.03
- SMOKE procedures 2.04
* ACTION ON PART
- Tail Wind 15 kt : brake energy limitation 3.03
- Close/remote obstacle introduction 3.03
- Net ceiling : new graphs 3.09
- Correction following FOS revision 3.09
- DHR calculation example 3.09
NOV 98 * INTRODUCTION OF MODIFICATIONS

- MOD 4439 : Carbon fin 2.01.02
- MOD 5008 : Icing light flashing logic 1.13 - 2.02.08
- MOD 4358 : Service door open device mechanism 1.07
- MOD 5017 : Cabin & flight crew call system 1.05
- MOD 5018 : Cabin & flight crew call system 1.05
* ACTION ON PART
- Corrections and harmonization 1.05 - 1.06
1.07 - 1.08
1.10 - 1.11
1.13 - 1.15
1.16
- GNSS nomenclature 0.00
* ACTION ON PART
- New TCAS and GPS sections 2.01.00 - 2.01.06
2.01.07
- Max seats number 2.01.01
- V1 limited by VMCG bleed off 2.01.03
- Operations in wind conditions 2.02.08
- Procedures improvement 2.04 - 2.05.02
ATR 42 Model : 400/500

P5 001
R.N.R.
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INVOLVED
NOV 98 * ACTION ON PART
- LOGO correction 3.03.03
- DRIFT DOWN tables layout 3.09.03
- Dispatch with one TQ indicator inoperative 3.11.07
- Narrow runways operations : V1 limited by VMCG bleed OFF 3.11.10
(See 2.01.03)
NOV 99 YELLOW PAGES TO BE TURNED TO WHITE 1.03 - 1.05
1.04
1.10 - 1.15
1.13
2.01 - 2.02 - 2.04
* INTRODUCTION OF MODIFICATION
- 4273 : CONTAINER TRANSPORTATION ATR 42-400
- 4584 : AIR LEAK DETECTION SYSTEM. TEMP. LIMIT. 1.03 - 1.08 - 2.04
- 5016 : PRIMUS 660 RADAR SYSTEM 1.03 - 2.05
- 5067 : PHOTOLUMINESCENT FLOOR PATH MARKING 1.15
- 5171 : PHOTOLUMINESCENT FLOOR PATH MARKING 1.00 - 2.01
- 5022 : NEW VERSION GPS KLN90B/BRNAV 1.00 - 2.01
1.04 - 1.10 -
- 5150 : ADVANCED FORWARD CG LIMIT 1.15 -2.01
2.01
- ICING LT UPDATING AND WORDING 1.13
- ADDITIONAL INFORMATION AIL LOCK 1.09
- ADDITIONAL INFORMATION MAN IGNITION 1.16
- CORRECTIONS 1.06
MAX NUMBER OF PAX SEATS 2.01
- OIL TEMP LIMIT FOR HOTEL MODE (42-400) 2.01
- TCAS AMENDMENT 2.01
- VmLB IN FLAPS 0 CONF 2.02
- AIR BLEED NORMAL PROC 2.03
- AIR COND SMOKE PROC 2.04
- DUAL DC GEN LOSS PROC 2.04
- AIL LOCK LIT PROC 2.05
- PEC1 (2) FAULT PROC 2.05
- MANUAL MANAGEMENT 2.05
- GRAPH LAYOUT 2.06
- HARMONIZATION - CORRECTIONS 3.02
- LOOSE SNOW DEFINITION - CORRECTIONS 3.03
- NON DRY RUNWAYS DEFINITION 3.03.03
- WORDING 3.03.04
- KVs FOR VmLB0 3.04.04
- ICING CONDITIONS DEFINITION 3.06.01
- MINOR CHANGES 3.07
. EFFECT OF REVERSE ON CONTAMINATED RUNWAY 3.08.03
. RUNWAY SLOPE BETWEEN - 2 % AND - 4.5 %
- HARMONIZATION 3.10.01
- NEW SUPPLEMENT : UNPAVED RUNWAY 3.11.11
ATR 42 Model : 400/500

P6 001
R.N.R.
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DATE REASON FOR ISSUE CHAPTER

NOV 00 * NEW MODIFICATIONS
-5176 : GNSS 1.04 - 1.10 - 1.15
2.01 - 2.02
- 4972 : STEEP SLOPE APPROACH with performance credit 2.02.12
- 5205 : ATC/TCAS via BUS ARINC 429 2.05
- 4928, 5007 : VHF 8.33 KHz instead of 25 KHz : 1.05
-5021 : GPS KLN90B+ 1.04 - 1.10 - 1.15

2.01
* ACTION ON PART I
-Minor modifications 1.01 - 1.05 - 1.09
1.10 - 1.11 - 1.16
-CNTNR SMK pb logic 1.08
-TCAS/ATC 1.10
-STBY altimeter allowable deviation correction 1.10
-ICE DET indication light logic 1.13
* ACTION ON PART II
-Center of Gravity Envelope graph 2.01.02
-TCAS layout improvement 2.01.06 - 2.03
-Task Sharing in CAT II operation 2.02.04
-Icing fluids type II/IV 2.02.08
- Breakers circuit for ADC 2.05.12

* ACTION ON PART III
-Minor changes 3.03.02
-Holding table from FL 140 to FL 200 3.06 - 3.09
-Effect of reverse on contaminated runway 3.08
-Net ceiling methodology 3.09
- Dispatch combination 3.11
ATR 42 Model : 400/500

P7 001
R.N.R.
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DATE REASON FOR ISSUE CHAPTER

- 8259 TCAS COLLINS on KING AVIONIC 1.05 - 1.10 - 2.01
2.02
- 5146 TCAS TTR 921 1.05
- 4331 HF COLLINS 1.05
- 5262 Steep slope approach 1.09 - 1.15 - 2.02
- 4839 or 4656 DUAL GNSS & DME COLLINS 1.15
- 5243 DUAL HT 1000 GNSS 2.01
* ACTIONS ON PART I
- STBY altimeter allowable deviation correction 1.10
- Typing error, wording, layout 1.00 - 1.01 - 1.02
1.04 - 1.07 - 1.13
1.15
* ACTIONS ON PART II
- Layout, wording 2.05
- ATPCS test (ACW power lost) 2.03
- Note improvement 2.01
- ENG requirement 2.05
- Procedure improvement 2.02
- Procedure improvement 2.04
- OXY MASKS boxed item 2.04
- New procedure One prop remaining at Np 100 % after CLB 2.05
SEL."
* ACTIONS ON PART III
- FOS charts examples insertion 3.03 - 3.08
- Yellow pages to be turned to white 1.09 - 1.15 - 2.02
ATR 42 Model : 400/500

P8 001
R.N.R.
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DATE REASON FOR ISSUE CHAP INVOLVED

-MOD 3019 : Cargo door, install an internal opening mechasism 1.00.30
-MOD 4580 : Indicating/recording systems- Provide landing with 1.09.50

flaps at 25
-MOD 5285 : HF 9000 1.05.10
-MOD 3832 or 5103 or 5146 : 1.05-1.10-2.01

Replace COLLINS TCAS Computer -2.02
-MOD 5313: EGPWS 1.15-2.01-2.04
-MOD 5350: Installation of a second navigation light in wing tip 1.00.40

and tail cone
-MOD 3019 : 1.00.30

* ACTION ON PART I
- Hostess panel description 1.00.40
- MFC Code: left engine boot B fault 1.01.10
- Minor modifications 1.10.50
* ACTION ON PART II
-Engine Parameters Tolerance decription 2.02.11

-Use of rudder informations: structural limit 2.01.03-2.02.06
-Severe Icing Emergency Procedure updating according to the 2.04.05
AFM : Approach and Landing with reduced Flaps case
-Reduced Flap Landing Procedure updating according to the 2.05.06
AFM
-Lost of ice indicator in case of ACW BUS 2 OFF 2.05.04
-Minor modifications 2.05.04
Minor modifications 3.05.01
Yellow pages to be turned to white 1.05-2.01-2.04
ATR 42 Model : 400/500

P9 001
R.N.R.
REASON OF NORMAL REVISION DEC 03
AA
DATE REASON FOR ISSUE PAGES INVOLVED

DEC 03 Yellow pages to be turned to white
- MOD 5377 + 5434 : COCKPIT DOOR SECURITY SYSTEM 1.00.25 p1 to p4
1.00.30 p2
2.01.10 p1 to p4
* NEW MODIFICATIONS
- MOD 5016 : INSTALL PRIMUS 660 WEATHER RADAR 1.15.50 p 6
- MOD 5403 : NAVIGATION - CERTIFICATION OF GNSS 2.01.07 p1
PRNAV
- MOD 5358 : light - supply ouput in cabin & cargo compartment 1.08.10 p5 p1
* ACTION ON PART I
- Emergency lighting power supply 1.00.40 p3&p9
- Hostess panel lighting 1.00.40 p8
- AFCS schematic : TAS/TEMP 1.04.10 P 11/12
(Mod 3952 or 4890 or 5021 or 5022 only)
- TCAS aural alerts inhibition heights (MOD 5103 or 5146 only) 1.05.20
- FLAPS SCHEMATIC 1.09.50 p7/8
- MOD 5243 : DUAL GNSS 1.10.30p10
1.15.60p1 to p9
* ACTION ON PART II
- TCAS limitations : crew actions following resolution advisory 2.01.06 p1
- Enhanced PULL UP" warning GPWS 2.01.10 p3
- Daily trim check 2.02.16 p1
- Unfeathering propeller during cold weather operation (PEC 2.03.07 p4
aircraft only) 2.03.08 p3
- After landing TCAS on STBY 2.03.09 p2
- Improved ENG FLAME OUT AT TAKE OFF procedure 2.03.19 p1
- Cargo operations with one pack only 2.04.02 p5
- New severe icing procedure 2.04.03 p4&p6
- PEC Fault procedure : before landing CL 100 OVRD 2.04.05 p9
- Fuel feeder tank high level lost 2.05.02 p28
- Procedures following failure: steep slope approach prohibited 2.05.03p4
2.05.06 p1, p6, p7,
- Bleed leak occurence on ground p10, p11, p12
2.05.08p3
- Methodology for the TOW determination: clearer presentation 3.03.02 p3
- Climb gradient charts 3.04.00 p1
3.04.5 p1 to p5
Minor modifications 1.00.00 p1
1.01.10 p13
1.15.40 p8
2.03.10 p 1
ATR 42 Model : 400/500

P 10 001
R.N.R.
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DATE REASON FOR ISSUE PAGES INVOLVED

-MOD 5487 : Flight Identification FID 1.05.10 p7
2.03.07 p4
-MOD 8371 : 30% PAX Oxygen 1.07.20 - 2.01.05
*NEW MODIFICATIONS
-MOD 5465 : Securized Cockpit Door new version 2.01.10 p3
-MOD 5467 : EGPWS new version 1.15.40
2.04.05 p2 and p5
-MOD 5262 or 5357 : Steep Slope Approach mod equivalence 2.02.12 p4A
*ACTION ON PART I
-Signification of fluorescent painting for PB 1.00.20 p4
-Name of level 1" CAP lights 1.02.10 p4
-COMPT TEMP panel graph improvement 1.03.30 p5
-Oxygen System Schematics Updating 1.07.20 p7/8
-AIRFRAME DE-ICING PB FAULT logic 1.13.30 p3
-EGPWS MOD / MODELS correction 1.15.40 p6
*ACTION ON PART II
-Use of JP4 is prohibited 2.01.04 p5
-Towing with TOWBARLESS system is prohibited 2.01.05 p1
-Securized Cockpit Door Jammed procedure improvement 2.01.10 p3
-Severe Icing detection / procedure improvement 2.02.08 p13
-ATPCS Test before ENG run up 2.03.06 p2
2.03.07 p11
-Trims Daily Check correction (according AFM) 2.03.07 p4
-SMK DET FANS FAULT procedure introduction 2.05.00 p4
2.05.12 p14
-NO NH during ENG START procedure improvement 2.05.02 p3
-New FUEL LEAK procedure 2.05.03 p5
*ACTION ON PART III
-None
ATR 42 Model : 400/500

P 11 001
R.N.R.
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DATE REASON FOR ISSUE CHAP INVOLVED

- ATPCS Test 2.03.06 - 2.03.19
- OEB 3.12
* NEW MODIFICATIONS
- MPC Multi Purpose Computer 2.02.21
- ACARS Aircraft Communication Addressing and Reporting System 2.02.22
* ACTION ON PART 0
- New layout for manual presentation 0.40.00
* ACTION ON PART I
- Seat Position Sight Gauge 1.00.20
- MFC Maintenance Memory Reading : see Job Instruction Card 1.01.10
- Stick Pusher/Shaker YES TEST Improvement 1.02.10
- GNSS2 (if installed) electrical supply is on CD Bus 1 1.15.60
* ACTION ON PART II
- Updating for JP4 prohibiited 2.01.04
- Braking Failure on one Side Procedure Introduction 2.05.00 - 2.05.07
- ELEV JAM procedure : same as in QRH 2.05.06
- New layout for OEB chapter and OEB updating 3.12
* WORDING 2.03.04 - 3.10.01
* TYPING CORRECTION 1.01.10 - 1.16.40
2.05.00
ATR 42 Model : 400/500

P 12 001
R.N.R.
REASON OF THE REVISION DEC 06
AA
DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

- VHF and HF communication systems 1.05.10
- FUEL LO LVL Procedure Updating - MOD 4650 2.05.03
* NEW MODIFICATIONS
- MOD 4650 : Add LOW Level Detection System 2.05.03
* ACTION ON PART 0
- None
* ACTION ON PART I
- Graph Correction for Cabin PRESS Indicator 1.03.40
- BLUE and GREEN PUMP PWR ACW Electrical Distribution 1.06.60
- TOILET SYS ACW Electrical Distribution
- EFIS Control Panel : impact of MOD 5506 1.10.30 - 1.15.60
- Flight Recorders : impact of MOD 5567 1.10.50
- Correction multidisc brakes 1.14.40
- HT1000 Controls : impact of MOD 5506 1.15.60
* ACTION ON PART II
- Use of Jet B is prohibited 2.01.04
- TCAS TA wording improvement 2.01.06
- 2.02 Part Content Updating 2.02.00
- AHRS Caution linked with attitudes and heading errors 2.02.14
- AHRS and Weather Radar Layout 2.02.14
- High Latitudes Operations new section 2.02.19
- EMERGENCY DESCENT procedure Improvement 2.04.05
- DITCHING and FORCED LANDING procedures Improvement 2.04.05
- MFC Module Equipment List : see QRH 2.05.10
- ADC DISAGREEMENT procedure editorial improvement 2.05.12
- Typing error 3.03.02
- Holding : Flight Level 15 Correction 3.06.02
ATR 42 Model : 400/500

P 13 001
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- Cockpit Voice Recorder MOD 5736 3.12.20 & 3.12.29
* NEW MODIFICATIONS
- MOD 5840 : Completion for 100% Oxygen installation (50pax) 2.01.05
- MOD 5736 : Cockpit voice recorder 3.12.29
* ACTION ON PART 0
- None
* ACTION ON PART I
- Hydraulic System - General : indent correction for green system 1.12.10
- AIRFRAME AIR BLEED FAULT light activation time correction 1.13.30
* ACTION ON PART II
- Operational parameters improvements 2.01.03
- Fuel Feeding wording correction 2.01.04
- TCAS title and content update 2.01.06
2.02.15
- Flight characteristics content : narrow runways and steep slope 2.02.12
approach informations update
- MPC wording and graph improvement 2.02.21
- Part 2.04 EMERGENCY PROCEDURES improvement 2.04.00
2.04.02
2.04.03
2.04.04
2.04.05
- Loading and fuel chart - WBM link update for cargo loading 2.06.02

- Special operations : harmonization with supplements and 3.11.00
appendix located in AFM. Links towards AFM added 3.11.12 to .19
ATR 42 Model : 400/500

P 14 001
R.N.R.
REASON OF THE REVISION APR 08
AA

APR 08 Yellow pages to be turned to white
- FWD SMK and AFT SMK procedure wording correction 2.04.03
* NEW MODIFICATIONS
- New engine PW127M Whole Manual
- GNSS HT1000 RNAV, MOD 5768 2.01.07
* ACTION ON PART 0
- None
* ACTION ON PART I
- None 1.12.10
* ACTION ON PART II
- Normal procedures re-- writing 2.03
- Procedures following failures re-- writing 2.05
- None except PW127M impact
ATR 42 Model : 400/500

P 15 001
R.N.R.
REASON OF THE REVISION OCT 08
AA

OCT 08
* ACTION ON PART 0
- None
* ACTION ON PART I 1.05.10
- Wording and contents correction / improvements 1.15.60
- PW127M mention added 1.16.10
* ACTION ON PART II
- RTO and MCT rating comments precised 2.01.04
and Fuel RT and TS1 added
- TAWS wording 2.01.09
- Normal Procedures : 2.03.05
Exterior inspection action corrections : pitot probes, nav and
strobe lights
- Procedures following failure :
contents pages updated 2.05.00
SINGLE ENG OPERATION : 2.05.02
- precision added for item fuel pump affected side
NO NH DURING START : item added :
- engine start rotary selector for start A or start B
ABNORMAL ENG PARAMETERS IN FLIGHT : item added :
- PL to be retarded in green sector
PEC FAULT : Before landing items reorganized
PROP OVER LIMIT : 101% NP condition according to AFM
DC EMER BUS OFF : use of CM2 instruments in case of 2.05.04
disagreement note added
DC SVCE/UTLY BUS SHED : page reference in comments
paragraph correction
BOTH MAIN HYD PUMPS LOSS : 2.05.05
- FLAPS 35 instead of FLAPS 30
Lost equipment list correction in the following procedures : 2.05.04
- DC BUS 1 OFF & DC BUS 2 OFF :
- AC BUS 1 OFF & AC BUS 2 OFF
- ACW BUS 1 OFF & ACW BUS 2 OFF & ACW TOTAL LOSS
- BOTH HYD SYS LOSS 2.05.05
Titles correction in the following procedures :
- BOTH HYD SYS LOSS
- DE-- /ANTI-- ICING ENG FAULT 2.05.09
DE-- ICING MODE SEL FAULT : wording correction in comments 2.05.09
paragraph
All MFC FAULT procedures amended : 2.05.14
- Module precised on procedure items
- Part 3:
Wording correction following translation error. 3.03.00
NL Charts graphs updated: runway slope correction 3.03.02
Net celing in normal conditions graph replacement for page 3 3.09.02
ATR 42 Model : 400/500

P 16 001
R.N.R.
AA
DEC 09 * NEW MODIFICATIONS:
- Mod 6336-- 6337: Video cabin entertainement system 2.02.21 & 2.02.23
* ACTION ON PART III:
- Time values removed, source of confusion for pilots 1.13.30&2.05.09
- Wording correction : ...gear NOT down... 1.15.40
- Maximum demonstrated crosswind reviewed 2.01.03
- Volcanic Ash: content description and procedure 2.02.08
- Reverse phases informations added and Operations out of the 2.02.11
notch informations added
- APM procedure wording improvements 2.02.21
- Hot Environment Start procedure 2.03.06
- PL1+2 .... to be checked at Ground Idle 2.03.06
- APM item to be set and checked before take off, 2engines 2.03.08&2.03.10
running
- Fuel saving informations added (reduced power setting in cruise) 2.03.13
- CCAS alerts non-- inhibited added 2.04.01&2.05.01
- ENG FLAME OUT AT TAKE OFF: Autofeather item moved 2.04.02
- Reminder to apply SMOKE procedure first added in all relevant 2.04.03
smoke procedures.
- AIR COND SMOKE : warning changed to caution
- DITCHING and FORCED LANDING : TAWS wording 2.04.05
- EMERGENCY EVACUATION ON GROUND: dump function to
be used after aircraft stops and wording improvements
- New: RECOVERY AFTER STALL OR ABNORMAL ROLL
CONTROL
- SINGLE ENG OPER.: 1+2 deleted, and APM turned to OFF 2.05.02
added
- ABNORMAL ENG ...IN FLIGHT: wording correction
- FIRE LOOP FAULT:Memory item added
- ONE EEC and PEC FAULT: noteadded: ACW BTC to be
checked closed to avoid ACW loose on ground
- ENG FLAME OUT: memory item extended
- ENG OVER LIMIT: note: bleed valve to be selected off to reduce
excessive ITT in flight.
- Lost equipment lists reviewed with some corrected alerts 2.05.04
conditions
- Title changed into DUTCH ROLL TENDENCY / RUDDER 2.05.06
CENTERING UNIT FAIL and procedure improved
- EFIS COMP: memory item, procedure improved and comments 2.05.12
* ACTION ON PART III:
- Fuel saving information added 3.04.01
- Take Off methodology reviewed 3.03.02&3.03.05
ATR 42 Model : 400/500

P 17 001
R.N.R.
DEC 10 * NEW MODIFICATION(S):
- Mod 6477:Cold Soak (-- 45). 2.01.03 & 2.02.20
* ACTION ON PART I
- Glossary completed with CDLS. 0.50.00
- Wording correction. 1.03.30
- ELT(EmergencyBeacon) moredetailed. 1.05.10
- Oxygen pressure informations simplified. 1.07.20
- Steep app pushbutton info added.(mod 4404+5357) 1.15.40
* ACTION ON PART II
- Crosswind reviewed. 2.01.03
- CAT 2 informations updated. 2.02.04
- Fuel crossfeed procedure : note updated. 2.02.07
- Wording corrected for de-- /anti icing and control columns. 2.02.08
- Start-- up sequence: informations updated and. 2.02.11
- Push back and Power back operations added
Normal Procedures :
- Recorder test informations improved. 2.03.06
- Preliminary cockpit preparation: slight improvements.
- ATPCS test (dynamic and static) informations improved.-- After 2.03.19
landing procedure: engine/ATPCS test...
Emergency procedures:
- CCAS alert corrected. 2.04.01
- BOTH ENGINES FLAME OUT procedure: improvements. 2.04.02
- AIR COND SMOKE: amber engine caution. 2.04.03
- FWD SMOKE: Smoke preliminary procedure to be reminded in first.
- RECOVERY AFTER STALL OR UNCOMMANDED ROLL 2.04.05
CONTROLprocedure reviewed.
Following failures procedure:
- CCAS alert corrected. 2.05.01
- ENG NAC OVHT : title and wording improvement. 2.05.02
- ABNORMAL ENG PARAMETERS IN FLIGHT: procedure reviewed.
- ONE EEC FAULT: wording correction
- PROP OVER LIMIT: procedure reviewed
- UNCOMMANDED 100%NP ON ONE OR TWO PROPELLERS;
procedure title and content changed instead of ONE PROPELLER
REMAINING AT NP 100% AFTER CLB POWER SELECTION
- Page header corrected (variant page) 2.05.04
- TLU FAULT procedure: correction 2.05.06
- ELEVATOR JAM: comments reviewed
- ANTI SKID FAULT: anti skid set to OFF item added. 2.05.07
- PACK VALVE FAULT : condition corrected. 2.05.08
- DUCT OVHT: temperature alert correction.
- SMK DET FANS FAULT: procedure title changed to generalize. 2.05.13
- DOORS UNLK IN FLIGHT: wording improvement.
- MFC 2A+2B FAULT: item added for correctio n. 2.05.14
* ACTION ON PART III :
- NL chart: graph improved and slightly corrected. 3.03.02
- Take Off methodology : wording correction. 3.03.05
P 18 001
R.N.R.
REASON OF THE REVISION OCT 12
OCT 12 * NEW MODIFICATION:
- Mod 6135:T2CAS. 1.15.40 & 2.01.09
TR 22 blanking:
Unreliable airspeed indication procedure. 2.04.05
* ACTION ON PART 0
- email contact.adress updated for support 0.40.00
* ACTION ON PART I
- Anti Icing advisory sytem: content and graph corrections 1.13.20
- Sytem operating : Wording correction 1.16.30
* ACTION ON PART II
- Limitations :
Airspeed and operational parameters : page updated 2.01.03
- Procedures and techniques :
- Operating speed , Air : Wording correction. 2.02.01&2.02.03
- AFCS ; Video cabin system : Wording correction. 2.02.04&2.02.23
Normal Procedures : Entirely reviewed 2.03 (full chapter)
Emergency procedures:
- Contents page updated. 2.04.00
- Procedure improved: IN FLIGHT ENG FIRE OR....DAMAGE and 2.04.02
ON GROUND ENG FIRE OR.....DAMAGE.
- New procedures : ENG FIRE AT TAKE OFF & ENG FLAME OUT 2.04.02
AT TAKE OFF
- Bomb on board reviewed. 2.04.05
Following failures procedure:
- Flight control : Wording correction 2.05.06
- Avionics reviewed 2.05.12
* ACTION ON PART III :
- Holding :
Introduction : Wording correction 3.06.01
- Approach landing :
- landing distance updated 3.08.03
- Special operations :
- Contents page : Updated. 3.11.00
ATR L.E.N.P.
OCT 12
42-400/500 List of Effective Normal Pages
You must hold in your manual the following normal pages

M P CH SE Page Seq Date Label
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NORMAL REVISION N 21
0 00 00 001 001 NOV 98

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OCT 12

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1 00 20 002A 001 DEC 05
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TQ0501-0502 TQ0506
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1 00 30 002 001 DEC 03
TQ0501-0503 TQ0505-0509
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N 1 00 30 002 090 DEC 03 MOD 4273
TQ0504
1 00 30 003 001 DEC 95
1 00 30 004 001 DEC 95
TQ0503 TQ0505-0509
1 00 30 003 080 NOV 96 500 MOD 3808
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TQ0501-0502
N 1 00 30 003 090 NOV 02 MOD 3019 or 4273
N 1 00 30 004 090 NOV 02 MOD 3019 or 4273
TQ0504
1 00 30 005 001 DEC 95
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ALL
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TQ0505 TQ0507-0508
1 00 40 003 100 DEC 03 MOD 5067 or 5171
1 00 40 004 001 DEC 95
TQ0503-0504 TQ0506 TQ0509
Turn TQ
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OCT 12

Validity expression
1 00 40 003 100 DEC 03 MOD 5067 or 5171

1 00 40 004 030 NOV 96 MOD 1547
TQ0501-0502
1 00 40 005 001 NOV 01
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TQ0503-0509
1 00 40 005 130 NOV 01 500 MOD 1547+1548
1 00 40 006 001 NOV 96
TQ0501-0502
1 00 40 007 001 DEC 95
1 00 40 008 001 DEC 03
TQ0503-0509
1 00 40 007 030 NOV 96 500 MOD 1547
1 00 40 008 001 DEC 03
TQ0501-0502
1 00 40 009 001 DEC 03
1 00 40 010 001 DEC 95
ALL
1 00 50 001 001 DEC 95
ALL
1 01 00 001 001 DEC 95
ALL
1 01 10 001 001 NOV 96
1 01 10 002 001 DEC 95
ALL
1 01 10 003 001 NOV 96
1 01 10 004 001 DEC 95 500
ALL
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1 01 10 006 001 DEC 95
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1 01 10 008 001 DEC 95
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1 01 10 010 001 MAY 97
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1 01 10 011 001 DEC 95
1 01 10 012 001 DEC 05
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OCT 12

Validity expression
1 01 10 013 001 DEC 05

1 01 10 014 001 DEC 05
ALL
1 01 10 015 001 DEC 05
1 01 10 016 001 DEC 05
ALL
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1 02 10 004 001 DEC 04
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1 02 10 006 001 NOV 96
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1 02 10 008 001 DEC 95
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1 02 10 010 001 NOV 96
ALL
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1 02 10 012 001 DEC 05
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1 02 10 014 001 DEC 95
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ALL
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ALL
1 03 10 003-004001 DEC 95 500
ALL
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ATR L.E.N.P.
OCT 12

Validity expression
1 03 20 001 001 MAY 98

1 03 20 002 100 NOV 99 MOD 4584
ALL
1 03 20 003 100 NOV 99 MOD 4584
1 03 20 004 001 DEC 95
ALL
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1 03 20 006 001 DEC 95
ALL
1 03 20 007-008001 NOV 99 500
ALL
1 03 30 001 001 MAR 96 500
1 03 30 002 001 DEC 95
TQ0501-0503 TQ0505-0509
1 03 30 001 001 MAR 96 500
N 1 03 30 002 090 NOV 99 MOD 4273
TQ0504
1 03 30 003 001 MAR 96
1 03 30 004 001 DEC 95
ALL
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1 03 30 008 001 DEC 95
ALL
1 03 30 009 001 DEC 95
1 03 30 010 001 DEC 95 500
TQ0501-0503 TQ0505-0509
1 03 30 009 001 DEC 95
N 1 03 30 010 090 NOV 99 500 MOD 4273
TQ0504
1 03 30 011-012001 MAR 96
ALL
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ALL
1 03 30 015-016001 DEC 95 500
TQ0501-0503 TQ0505-0509
N 1 03 30 015-016090 NOV 99 500 MOD 4273
TQ0504
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 03 40 001 001 DEC 95

1 03 40 002 001 DEC 95
ALL
1 03 40 003 001 DEC 95
1 03 40 004 001 MAR 96
ALL
1 03 40 005 001 DEC 95
1 03 40 006 001 DEC 95
ALL
1 03 40 007 001 DEC 95
1 03 40 008 001 DEC 06
ALL
1 03 40 009-010001 MAY 97
ALL
1 03 40 011-012001 NOV 96
ALL
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ALL
1 04 10 001 001 NOV 98
1 04 10 002 001 DEC 95
ALL
1 04 10 003 001 DEC 95
1 04 10 004 001 DEC 95
ALL
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1 04 10 006 001 DEC 95
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1 04 10 008 001 DEC 95
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1 04 10 010 001 DEC 95
ALL
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TQ0503-0509
1 04 10 011-012080 DEC 03 MOD 3952 or 4890 or 5021 or 5022
TQ0501-0502
1 04 20 001 001 DEC 95
1 04 20 002 001 NOV 01
ALL
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ATR L.E.N.P.
OCT 12

Validity expression
1 04 30 001 001 DEC 95

1 04 30 002 001 DEC 95
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1 04 40 002 001 DEC 95
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1 04 40 003-004001 DEC 95
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1 04 40 005-006001 DEC 95
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1 04 40 007 001 DEC 95
1 04 40 008 001 DEC 95
ALL
1 04 40 009 001 DEC 95
1 04 40 010 001 DEC 95
ALL
1 04 40 011-012001 DEC 95
ALL
1 04 40 013-014001 DEC 95
ALL
1 04 40 015-016001 DEC 95
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1 04 40 017-018001 DEC 95
ALL
1 04 50 001 001 DEC 95
ALL
1 05 00 001 060 NOV 02 MOD 3832 or 5103 or 5146
ALL
1 05 10 001 001 DEC 95
1 05 10 002 001 MAR 96
TQ0505 TQ0508-0509
1 05 10 001 001 DEC 95
1 05 10 002 090 NOV 01 500 MOD 0032 or 2267 or 4331
TQ0501-0502 TQ0506
1 05 10 001 001 DEC 95
1 05 10 002 110 NOV 00 MOD 4928 or 5007
TQ0503-0504 TQ0507
1 05 10 003 001 NOV 96
1 05 10 004 001 DEC 95
TQ0501-0502 TQ0506-0507
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 05 10 003 050 NOV 99 MOD 5017 or 5018

1 05 10 004 001 DEC 95
TQ0503-0505 TQ0508-0509
1 05 10 005 010 DEC 95 MOD 0043
1 05 10 006 010 DEC 95 MOD 0043
TQ0501-0502 TQ0505-0506 TQ0508-0509
1 05 10 005 030 NOV 00 MOD 0043+(4928 or 5007)
1 05 10 006 030 NOV 00 MOD 0043+(4928 or 5007)
TQ0503-0504 TQ0507
1 05 10 007 110 OCT 08 MOD 0043
1 05 10 008 001 OCT 08
TQ0501-0502
1 05 10 007 250 NOV 00 MOD 0043+4497
1 05 10 008 001 OCT 08
TQ0506
1 05 10 007 300 DEC 04 MOD 5487
1 05 10 008 001 OCT 08
TQ0503-0505 TQ0507-0509
1 05 10 009 001 DEC 95
1 05 10 010 001 DEC 10
TQ0501-0502 TQ0506-0507
1 05 10 009 100 NOV 99 MOD 5017 or 5018
1 05 10 010 001 DEC 10
TQ0503-0505 TQ0508-0509
1 05 10 011 001 DEC 95
1 05 10 012 001 DEC 95
TQ0503-0505 TQ0508-0509
1 05 10 011 090 NOV 01 500 MOD 0032 or 2267 or 4331
1 05 10 012 090 NOV 01 MOD 0032 or 2267 or 4331
TQ0501-0502 TQ0506-0507
1 05 10 013 001 DEC 95
1 05 10 014 001 DEC 95
ALL
1 05 10 015 001 DEC 95
1 05 10 016 001 DEC 95
ALL
1 05 10 017 001 DEC 95
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1 05 10 019-020001 DEC 95
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OCT 12

Validity expression
1 05 20 001 060 NOV 02 MOD 3832 or 5103 or 5146

1 05 20 002 060 NOV 02 MOD 3832 or 5103 or 5146
ALL
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1 05 20 004 060 NOV 02 MOD 3832
TQ0501-0502
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TQ0501-0502
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TQ0503-0509
1 06 00 001 001 DEC 95
ALL
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1 06 20 004 001 NOV 99
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1 06 20 008 001 DEC 95
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1 06 20 011 001 NOV 98
1 06 20 012 001 DEC 95
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Validity expression
1 06 20 015-016001 DEC 95
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1 06 20 023-024001 DEC 95
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1 06 30 002 001 NOV 96
ALL
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1 06 30 004 001 DEC 95
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1 06 30 006 001 DEC 95
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1 06 40 002 001 DEC 95
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1 06 40 004 001 NOV 96
ALL
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1 06 40 006 001 DEC 95
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1 06 50 002 001 NOV 96
ALL
1 06 50 003 001 DEC 95
ALL
1 06 60 001 001 NOV 97 500
1 06 60 002 001 MAR 96
ALL
1 06 60 003 001 NOV 97 500
1 06 60 004 001 NOV 97
ALL
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ATR L.E.N.P.
OCT 12

Validity expression
1 06 60 005 001 NOV 97
1 06 60 006 001 DEC 95
ALL
1 06 60 007 100 NOV 97 500 MOD 4372
1 06 60 008 001 NOV 97
ALL
1 06 60 009 100 NOV 96 500 MOD 4372
1 06 60 010 001 NOV 96
TQ0501-0503 TQ0505-0509
N 1 06 60 009 200 NOV 99 MOD 4273+4372
1 06 60 010 001 NOV 96
TQ0504
1 06 60 011 001 NOV 97
1 06 60 012 001 DEC 95
ALL
1 06 60 013 001 DEC 95
1 06 60 014 001 DEC 95
ALL
1 06 60 015 001 DEC 95
1 06 60 016 001 DEC 95
ALL
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1 06 60 018 001 DEC 95
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1 06 60 019 001 DEC 95
1 06 60 020 001 DEC 95
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1 06 60 022 001 DEC 06
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1 06 60 024 001 DEC 95
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1 07 00 001 001 DEC 95
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1 07 10 001-002001 DEC 95
ALL
1 07 10 003-004001 DEC 95
ALL
1 07 20 001 001 NOV 98
1 07 20 002 001 DEC 10
TQ0501-0502 TQ0506-0507
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ATR L.E.N.P.
OCT 12

Validity expression
1 07 20 001 050 DEC 04 MOD 8371
1 07 20 002 001 DEC 10
TQ0503-0505
N 1 07 20 001 100 NOV 98 MOD 4292
N 1 07 20 002 100 DEC 10 MOD 4292
TQ0508-0509
1 07 20 003 001 NOV 98
1 07 20 004 001 DEC 95
ALL
1 07 20 005-006001 DEC 95
ALL
1 07 20 007-008001 DEC 04
TQ0501-0507
N 1 07 20 007-008100 NOV 97 MOD 4292
TQ0508-0509
1 07 20 009-010001 DEC 95
ALL
1 07 30 001 090 DEC 95 MOD 4019
1 07 30 002 090 DEC 95 MOD 4019
TQ0501-0502
1 07 30 001 110 NOV 98 MOD 4019+4358
1 07 30 002 110 NOV 98 MOD 4019+4358
TQ0503-0509
1 08 00 001 001 DEC 95
ALL
1 08 10 001 001 NOV 98
1 08 10 002 001 NOV 97
TQ0501-0503 TQ0505-0509
N 1 08 10 001 090 NOV 00 MOD 4273
1 08 10 002 001 NOV 97
TQ0504
1 08 10 003 001 DEC 95
1 08 10 004 001 MAY 98
ALL
1 08 10 005 001 DEC 95
1 08 10 006 001 MAR 96
TQ0501-0503 TQ0505-0509
N 1 08 10 005 090 NOV 99 MOD 4273
N 1 08 10 006 090 NOV 99 MOD 4273
TQ0504
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ATR L.E.N.P.
OCT 12

Validity expression
1 08 10 007 001 MAR 96

1 08 10 008 001 MAY 97
TQ0501-0503 TQ0505-0509
1 08 10 007 001 MAR 96
N 1 08 10 008 100 NOV 97 MOD 4273
TQ0504
1 09 00 001 100 NOV 96 500 MOD 4372
ALL
1 09 10 001 100 NOV 96 500 MOD 4372
ALL
1 09 20 001 100 NOV 00 500 MOD 4372
1 09 20 002 001 NOV 96
ALL
1 09 20 003 001 NOV 96
ALL
1 09 30 001 001 NOV 00
1 09 30 002 001 DEC 95
ALL
1 09 30 003 001 DEC 95
1 09 30 004 001 DEC 95
ALL
1 09 30 005-006001 DEC 95
ALL
1 09 30 007-008001 DEC 95
ALL
1 09 40 001 001 NOV 96
1 09 40 002 001 DEC 95
ALL
1 09 40 003 001 DEC 95
1 09 40 004 001 DEC 95
ALL
1 09 40 005-006001 DEC 95
ALL
1 09 40 007-008001 DEC 95
ALL
1 09 50 001 001 NOV 96
1 09 50 002 001 DEC 95
ALL
1 09 50 003 001 DEC 95
1 09 50 004 100 NOV 96 500 MOD 4462
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 09 50 005-006001 NOV 96
ALL
1 09 50 007-008001 DEC 03
ALL
1 09 60 001 100 MAY 97 500 MOD 4372
1 09 60 002 100 MAY 97 500 MOD 4372
ALL
1 09 60 003 100 NOV 99 500 MOD 4372
ALL
1 10 00 001 001 DEC 95
ALL
1 10 10 001 060 NOV 02 MOD 3832 or 5103 or 5146
1 10 10 002 001 DEC 95
TQ0503-0509
1 10 10 001 150 NOV 02 MOD (3832 or 5103 or 5146) +(3952 or 4890 or
5021 or 5022)
1 10 10 002 001 DEC 95
TQ0501-0502
1 10 10 003 001 DEC 95
1 10 10 004 001 DEC 95
ALL
1 10 10 005 001 NOV 01
1 10 10 006 060 NOV 02 MOD 3832 or 5103 or 5146
TQ0501-0507
1 10 10 005 001 NOV 01
N 1 10 10 006 080 MAY 98 MOD 4541
TQ0508-0509
1 10 10 006A 060 NOV 02 MOD 3832 or 5103 or 5146
ALL
1 10 10 007 001 MAR 96
1 10 10 008 001 NOV 97
ALL
1 10 10 009-010060 NOV 02 MOD 3832 or 5103 or 5146
TQ0503-0509
1 10 10 009-010150 NOV 02 MOD (3832 or 5103 or 5146) +(3952 or 4890 or
TQ0501-0502 5021 or 5022)
1 10 20 001 001 DEC 95
1 10 20 002 001 NOV 96
ALL
1 10 20 003 001 DEC 95
1 10 20 004 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 10 20 005 001 NOV 96
ALL
1 10 30 001 001 DEC 95
1 10 30 002 001 NOV 96
ALL
1 10 30 003 001 NOV 98
ALL
1 10 30 003A 001 NOV 96
ALL
1 10 30 004 001 DEC 95
ALL
1 10 30 005 001 DEC 95
1 10 30 006 001 DEC 95
ALL
1 10 30 007 001 DEC 95
1 10 30 008 001 DEC 95
ALL
1 10 30 009 001 NOV 97
1 10 30 010 001 DEC 95
TQ0503-0509
1 10 30 009 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
1 10 30 010 001 DEC 95
TQ0501-0502
1 10 30 011 001 DEC 95
1 10 30 012 001 DEC 95
ALL
1 10 30 013 001 DEC 95
1 10 30 014 001 NOV 96
ALL
1 10 30 015-016001 DEC 95
ALL
1 10 40 001 001 DEC 95
ALL
1 10 50 001 100 DEC 06 MOD 5567
1 10 50 002 100 DEC 06 MOD 5567
ALL
1 10 50 003 001 DEC 95
1 10 50 004 001 DEC 95
ALL
1 11 00 001 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 11 10 001 001 DEC 95
1 11 10 002 001 DEC 95
ALL
1 11 10 003 001 DEC 05
1 11 10 004 001 DEC 95
ALL
1 11 10 005 001 DEC 95
1 11 10 006 001 NOV 98
ALL
1 11 10 007 001 NOV 00
1 11 10 008 001 DEC 95
ALL
1 11 10 009 001 DEC 95
1 11 10 010 001 DEC 95
ALL
1 11 10 011-012001 DEC 95
ALL
1 11 10 013-014001 DEC 95
ALL
1 12 00 001 001 DEC 95
ALL
1 12 10 001 001 DEC 95
1 12 10 002 001 DEC 07
ALL
1 12 10 003 001 MAY 98
1 12 10 004 001 DEC 95
ALL
1 12 10 005 001 DEC 95
1 12 10 006 001 DEC 95
ALL
1 12 10 007-008001 NOV 96
ALL
1 13 00 001 001 DEC 95
1 13 00 002 001 DEC 95
ALL
1 13 10 001-002001 DEC 95
ALL
1 13 10 003-004001 DEC 95
ALL
R 1 13 20 001 001 OCT 12
1 13 20 002 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 13 20 003 050 NOV 99 MOD 5008
1 13 20 004 001 DEC 95
ALL
1 13 30 001 001 NOV 96
1 13 30 002 001 NOV 01
ALL
1 13 30 003 001 DEC 09
1 13 30 004 001 MAY 97
ALL
1 13 30 005 001 NOV 01
1 13 30 006 001 DEC 95
ALL
1 13 30 007 001 DEC 95
1 13 30 008 001 NOV 01
ALL
1 13 30 009-010001 MAR 96
ALL
1 13 40 001 001 DEC 95
1 13 40 002 001 DEC 95 500
TQ0501
1 13 40 001 001 DEC 95
1 13 40 002 100 NOV 96 500 MOD 4601
TQ0502-0509
1 13 40 003 001 NOV 01
1 13 40 004 001 NOV 01
ALL
1 13 40 005 001 DEC 95
ALL
1 13 50 001 001 DEC 95
1 13 50 002 001 DEC 95
ALL
1 13 50 003 001 DEC 95
ALL
1 13 60 001 001 DEC 95
1 13 60 002 001 DEC 95
ALL
1 13 70 001 001 NOV 97
ALL
1 14 00 001 001 DEC 95
ALL
1 14 10 001 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 14 20 001 001 DEC 95
1 14 20 002 001 DEC 95
ALL
1 14 20 003 001 DEC 95
1 14 20 004 001 DEC 95
ALL
1 14 20 005 001 DEC 95
1 14 20 006 001 NOV 96
ALL
1 14 20 007 100 NOV 96 500 MOD 4372
ALL
1 14 30 001 001 DEC 95
1 14 30 002 001 DEC 95
ALL
1 14 30 003-004001 DEC 95
ALL
1 14 40 001 001 DEC 06
1 14 40 002 001 DEC 95
ALL
1 14 40 003 001 DEC 95
1 14 40 004 001 DEC 95
TQ0503-0509
1 14 40 003 001 DEC 95
1 14 40 004 080 NOV 96 500 MOD 3808
TQ0501-0502
1 14 40 005 001 DEC 95
1 14 40 006 001 DEC 95
ALL
1 14 40 007-008001 DEC 95
ALL
1 14 40 009-010001 DEC 95
ALL
1 15 00 001 001 DEC 95
TQ0501
1 15 00 001 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0502-0509
1 15 10 001 001 DEC 95
1 15 10 002 001 DEC 95
ALL
1 15 10 003 001 DEC 95
1 15 10 004 001 NOV 96
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 15 10 005 001 DEC 95
1 15 10 006 001 DEC 95
ALL
1 15 10 007 001 DEC 95
1 15 10 008 001 DEC 95
ALL
1 15 20 001 001 DEC 95
1 15 20 002 001 DEC 95
ALL
1 15 20 003 001 NOV 99
ALL
1 15 30 001 001 DEC 95
1 15 30 002 001 DEC 95
ALL
1 15 40 001 110 DEC 04 MOD (5313 or 5467)
1 15 40 002 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 002A 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 003 110 DEC 04 MOD (5313 or 5467)
1 15 40 004 110 DEC 09 MOD (5313 or 5467)
ALL
1 15 40 004A 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 005 110 DEC 04 MOD (5313 or 5467)
1 15 40 006 130 DEC 04 MOD 5313
TQ0501
1 15 40 005 110 DEC 04 MOD (5313 or 5467)
1 15 40 006 150 DEC 04 MOD 5467
TQ0502-0509
1 15 40 006A 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 006B 110 DEC 04 MOD 5313
TQ0501
1 15 40 006B 150 DEC 04 MOD 5467
TQ0502-0509
1 15 40 006C 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 007 110 DEC 04 MOD (5313 or 5467)
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 15 40 007A 110 DEC 04 MOD (5313 or 5467)

TQ0501 TQ0503-0507
1 15 40 007A 150 DEC 10 MOD (5313 or 5467)+(4404 + 5357)
TQ0502 TQ0508-0509
1 15 40 007B 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 008 110 DEC 04 MOD (5313 or 5467)
ALL
1 15 40 009-010110 DEC 04 MOD (5313 or 5467)
ALL
1 15 50 001 001 DEC 95
1 15 50 002 001 DEC 95
TQ0501-0502 TQ0506-0509
1 15 50 001 010 NOV 99 MOD 5016
1 15 50 002 010 NOV 99 MOD 5016
TQ0503-0505
1 15 50 003 001 DEC 95
1 15 50 004 001 DEC 95
TQ0501-0502 TQ0506-0509
1 15 50 003 010 NOV 99 MOD 5016
1 15 50 004 010 NOV 99 MOD 5016
TQ0503-0505
1 15 50 005 001 DEC 95
1 15 50 006 001 DEC 95
TQ0501-0502 TQ0506-0509
1 15 50 005 010 NOV 99 MOD 5016
1 15 50 006 010 DEC 03 MOD 5016
TQ0503-0505
1 15 60 001 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
1 15 60 002 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
TQ0501
N 1 15 60 001 100 OCT 08 MOD (4654 or 4885 or 5020) +(4839 or 4656)
1 15 60 002 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0508-0509
1 15 60 001 110 OCT 08 MOD 5176
1 15 60 002 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0503-0505 TQ0507
1 15 60 001 120 OCT 08 MOD 5176+(4839 or 4656)
1 15 60 002 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0502 TQ0506
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 15 60 003 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022

1 15 60 004 100 NOV 00 MOD 5021 or 5022
TQ0501
1 15 60 003 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
N 1 15 60 004 090 NOV 00 MOD 4654 or 4885 or 5020
TQ0508-0509
1 15 60 003 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
1 15 60 004 110 NOV 00 MOD 5176
TQ0502-0507
N 1 15 60 005 090 NOV 00 MOD 4654 or 4885 or 5020
N 1 15 60 006 090 NOV 00 MOD 4654 or 4885 or 5020
TQ0508-0509
1 15 60 005 100 NOV 00 MOD 5021 or 5022
1 15 60 006 100 NOV 00 MOD 5021 or 5022
TQ0501
1 15 60 005 110 NOV 00 MOD 5176
1 15 60 006 110 NOV 00 MOD 5176
TQ0502-0507
N 1 15 60 007 090 NOV 00 MOD 4654 or 4885 or 5020
N 1 15 60 008 090 NOV 00 MOD 4654 or 4885 or 5020
TQ0508-0509
1 15 60 007 100 NOV 00 MOD 5021 or 5022
1 15 60 008 120 NOV 00 MOD 5021 or 5022
TQ0501
1 15 60 007 110 NOV 00 MOD 5176
1 15 60 008 110 NOV 00 MOD 5176
TQ0502-0507
N 1 15 60 009 090 NOV 00 MOD 4654 or 4885 or 5020
1 15 60 010 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0508-0509
1 15 60 009 110 NOV 00 MOD 5176
1 15 60 010 090 NOV 00 MOD 4654 or 4885 or 5020 or 5176
TQ0502-0507
1 15 60 009 120 NOV 00 MOD 5021 or 5022
1 15 60 010 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
TQ0501
1 15 60 011-012090 NOV 01 MOD 4654 or 4885 or 5020 or 5176
TQ0503-0505 TQ0507
1 15 60 011-012100 NOV 00 MOD 4890 or 5021 or 5022
TQ0501
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 15 60 011-012110 NOV 01 MOD (4654 or 4885 or 5020 or 5176) +(4839 or

TQ0502 TQ0506 TQ0508-0509 4656)
1 16 00 001 001 DEC 95
ALL
1 16 10 001 001 OCT 08 500
ALL
1 16 20 001 001 DEC 95
1 16 20 002 001 DEC 95 500
ALL
1 16 20 003 001 NOV 98 500
1 16 20 004 001 NOV 99 500
ALL
1 16 20 005 001 DEC 95
1 16 20 006 001 DEC 95 500
TQ0501
1 16 20 005 001 DEC 95
1 16 20 006 100 MAY 97 500 MOD 4601
TQ0502-0509
1 16 20 007-008001 DEC 95
ALL
1 16 20 009-010001 DEC 95 500
ALL
1 16 20 011-012001 DEC 95 500
ALL
1 16 20 013-014001 DEC 95 500
TQ0501
1 16 20 013-014100 NOV 96 500 MOD 4601
TQ0502-0509
1 16 30 001 001 DEC 95
1 16 30 002 001 NOV 98
ALL
1 16 30 003 001 NOV 98 500
1 16 30 004 001 NOV 98
TQ0501
1 16 30 003 100 NOV 98 500 MOD 4601
1 16 30 004 001 NOV 98
TQ0502-0509
1 16 30 005 001 DEC 95 500
1 16 30 006 001 NOV 96 500
TQ0501
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 16 30 005 100 NOV 96 500 MOD 4601

1 16 30 006 100 NOV 96 500 MOD 4601
TQ0502-0509
1 16 30 007 001 DEC 95
1 16 30 008 001 DEC 95
ALL
R 1 16 30 009 001 OCT 12
1 16 30 010 001 DEC 95
ALL
1 16 40 001 001 DEC 95 500
1 16 40 002 001 MAY 98
ALL
1 16 40 003 001 DEC 95 500
1 16 40 004 001 DEC 05
ALL
1 16 40 005 001 DEC 95
1 16 40 006 001 DEC 95
ALL
1 16 40 007 001 NOV 97 500
1 16 40 008 001 DEC 95 500
ALL
1 16 40 009 001 NOV 98 500
1 16 40 010 001 NOV 97 500
ALL
1 16 40 011 001 DEC 95
1 16 40 012 001 DEC 95
ALL
1 16 40 013 001 MAR 96
1 16 40 014 001 DEC 95
ALL
1 16 40 015 001 MAR 96 500
1 16 40 016 001 DEC 95
TQ0501
1 16 40 015 100 NOV 96 500 MOD 4601
1 16 40 016 001 DEC 95
TQ0502-0509
1 16 50 001 001 DEC 95 500
1 16 50 002 001 DEC 95
ALL
1 16 60 001 001 DEC 95
1 16 60 002 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
1 16 60 003 001 DEC 95
1 16 60 004 001 DEC 95
ALL
2 01 00 001 001 OCT 08
ALL
2 01 01 001 001 MAY 97
2 01 01 002 001 NOV 99
ALL
2 01 02 001 001 NOV 98 500
TQ0501-0502 TQ0507
2 01 02 001 050 NOV 99 500 MOD 5150
TQ0503-0505
2 01 02 001 100 NOV 00 500 MOD 5175
TQ0506
N 2 01 02 001 150 NOV 00 500 MOD 5150+5175
TQ0508-0509
2 01 03 001 100 NOV 02 500 MOD 4462
2 01 03 002 200 MAY 97 500 MOD 4372+4540
ALL
R 2 01 03 003 001 OCT 12 500
R 2 01 03 004 001 OCT 12 500
ALL
2 01 03 005 001 DEC 10 500
ALL
2 01 04 001 001 OCT 08 500
2 01 04 002 001 APR 08 500
ALL
2 01 04 003 001 APR 08 500
2 01 04 004 001 APR 08 500
ALL
2 01 04 005 001 OCT 08
2 01 04 006 001 DEC 07
ALL
2 01 05 001 001 DEC 04 500
2 01 05 002 001 NOV 00
TQ0501-0502 TQ0506-0507
2 01 05 001 001 DEC 04 500
2 01 05 002 050 DEC 04 MOD 8371
TQ0503-0505
2 01 05 001 001 DEC 04 500
N 2 01 05 002 100 DEC 07 MOD 4292 or 5840
TQ0508-0509
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 01 05 003 001 MAY 97
ALL
2 01 06 001 050 DEC 07
2 01 06 002 050 DEC 07
ALL
2 01 06 003 050 DEC 07
2 01 06 004 050 DEC 07
ALL
2 01 06 005 080 DEC 07 MOD 5205
ALL
N 2 01 07 001 250 NOV 99 MOD (4654+4885) or 5020
TQ0508-0509
2 01 07 001 270 NOV 00 MOD 5176
TQ0502 TQ0506-0507
2 01 07 001 280 NOV 00 MOD (4890+5022) or 5021
TQ0501
2 01 07 001 500 DEC 03 MOD 5403
TQ0503-0505
2 01 08 001 001 NOV 99
TQ0505 TQ0507-0508
2 01 08 001 100 NOV 99 MOD 5067 or 5171
TQ0501-0504 TQ0506 TQ0509
2 01 09 001 110 OCT 08 MOD 5313 or 5467
ALL
2 01 10 001 200 DEC 03 MOD 5377+5434
2 01 10 002 200 DEC 03 MOD 5377+5434
TQ0501-0502 TQ0506
2 01 10 003 300 DEC 04 MOD 5465
2 01 10 004 200 DEC 03 MOD 5377+5434
TQ0501-0502 TQ0506
2 02 00 001 001 DEC 10
ALL
2 02 01 001 001 DEC 95
2 02 01 002 001 MAY 98
ALL
2 02 01 003 001 NOV 99 500
R 2 02 01 004 001 OCT 12
ALL
2 02 02 001 001 MAR 96
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 02 03 001 001 DEC 95

R 2 02 03 002 001 OCT 12
ALL
2 02 03 003 001 NOV 96
2 02 03 004 001 DEC 95
ALL
R 2 02 04 001 001 OCT 12
2 02 04 002 001 DEC 95
ALL
2 02 04 003 001 NOV 96
2 02 04 004 001 NOV 96
ALL
2 02 04 005 001 DEC 95
2 02 04 006 001 DEC 95
ALL
2 02 04 007 001 MAY 98
2 02 04 008 020 DEC 10 MOD 1112
ALL
2 02 04 009 020 DEC 10 MOD 1112
2 02 04 010 020 DEC 10 MOD 1112
TQ0501-0502 TQ0506
2 02 04 009 210 DEC 10 MOD 1112+4583
2 02 04 010 020 DEC 10 MOD 1112
TQ0503-0505 TQ0507-0509
2 02 04 011 020 DEC 10 MOD 1112
2 02 04 012 020 DEC 10 500 MOD 1112
ALL
2 02 05 001 001 DEC 95 500
2 02 05 002 001 NOV 96 500
ALL
2 02 05 003 001 DEC 95
ALL
2 02 06 001 001 NOV 96
2 02 06 002 001 NOV 97
ALL
2 02 06 003 100 MAY 98 500 MOD 4372
2 02 06 004 001 NOV 96
ALL
2 02 06 005 001 NOV 02
ALL
2 02 07 001 001 DEC 10
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 02 08 001 001 DEC 09
2 02 08 002 001 DEC 95
ALL
2 02 08 003 001 DEC 95
2 02 08 004 200 MAY 97 500 MOD 4372+4540
ALL
2 02 08 005 001 DEC 95
2 02 08 006 001 NOV 00 500
TQ0501
2 02 08 005 001 DEC 95
2 02 08 006 100 NOV 00 500 MOD 4601
TQ0502-0509
2 02 08 007 050 NOV 00 MOD 5008
2 02 08 008 001 NOV 00
ALL
2 02 08 009 001 MAY 98
2 02 08 010 001 DEC 09
ALL
2 02 08 011 001 MAY 97
2 02 08 012 001 NOV 99
ALL
2 02 08 013 001 DEC 04
2 02 08 014 001 MAY 97
ALL
2 02 08 015 001 NOV 99
2 02 08 016 001 DEC 95
ALL
2 02 08 017 001 DEC 10
2 02 08 018 001 NOV 96
ALL
2 02 08 019 001 NOV 00
2 02 08 020 001 NOV 00
ALL
2 02 08 021 001 NOV 98
2 02 08 022 001 NOV 98
ALL
2 02 08 023 001 DEC 09
2 02 08 024 001 DEC 09
ALL
2 02 08 025 001 DEC 09
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 02 09 001 001 NOV 97

2 02 09 002 001 MAY 97
ALL
2 02 09 003 001 MAY 97
ALL
2 02 10 001 001 MAY 98
2 02 10 002 001 MAY 98
ALL
2 02 10 003 001 MAY 98
2 02 10 004 001 MAY 98
ALL
2 02 10 005 001 MAY 98
2 02 10 006 001 MAY 98
ALL
2 02 10 007 001 NOV 96
2 02 10 008 001 NOV 97
ALL
2 02 10 009 001 DEC 95
ALL
2 02 11 001 001 DEC 10
2 02 11 002 001 NOV 02
ALL
2 02 11 002A 001 DEC 10
ALL
2 02 11 003 001 NOV 96
2 02 11 004 001 DEC 95
ALL
2 02 11 005 001 MAY 97
2 02 11 006 001 APR 08 500
ALL
2 02 11 007 001 APR 08 500
2 02 11 008 001 DEC 09
ALL
2 02 12 001 001 DEC 07
2 02 12 002 001 DEC 95
ALL
2 02 12 003 001 NOV 99
2 02 12 004 001 DEC 07
ALL
2 02 12 005 001 NOV 01
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 02 13 001 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
2 02 13 002 080 NOV 00 MOD 3952 or 4890 or 5021 or 5022
TQ0501
N 2 02 13 001 090 NOV 99 MOD (4654 or 4885) or 5020
N 2 02 13 002 090 NOV 99 MOD (4654 or 4885) or 5020
TQ0508-0509
2 02 13 001 110 NOV 00 MOD 5176
2 02 13 002 110 NOV 00 MOD 5176
TQ0502-0507
2 02 13 003 080 MAY 98 MOD 3952 or 4890
2 02 13 004 080 NOV 00 MOD 3952 or 4890
TQ0502
2 02 13 003 100 NOV 00 MOD 5021 or 5022
2 02 13 004 100 NOV 00 MOD 5021 or 5022
TQ0501
2 02 14 001 001 DEC 06
2 02 14 002 001 DEC 06
ALL
2 02 15 001 060 DEC 07
2 02 15 002 060 DEC 07
ALL
2 02 16 001 001 DEC 03
ALL
2 02 19 001 001 DEC 06
ALL
2 02 21 001 100 DEC 05
2 02 21 002 100 DEC 05
ALL
2 02 21 003 100 DEC 05
2 02 21 004 100 DEC 05
ALL
2 02 21 005 100 DEC 05
2 02 21 006 100 DEC 05
ALL
2 02 21 007 100 DEC 07
2 02 21 008 100 DEC 05
ALL
2 02 21 009 100 DEC 07
2 02 21 010 100 DEC 05
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 02 21 011 100 DEC 09

2 02 21 012 100 DEC 05
ALL
2 02 21 013 100 DEC 05
2 02 21 014 100 DEC 05
ALL
2 02 21 015 100 DEC 05
2 02 21 016 100 DEC 05
ALL
2 02 21 017 100 DEC 05
2 02 21 018 100 DEC 05
ALL
2 02 21 018A 100 DEC 05
ALL
R 2 03 00 001 001 OCT 12
ALL
R 2 03 01 001 001 OCT 12
ALL
R 2 03 02 001 001 OCT 12
ALL
R 2 03 03 001 001 OCT 12
R 2 03 03 002 001 OCT 12
ALL
R 2 03 03 003 001 OCT 12
ALL
R 2 03 04 001 001 OCT 12
ALL
R 2 03 05 001 001 OCT 12
R 2 03 05 002 001 OCT 12
ALL
R 2 03 05 003 001 OCT 12
R 2 03 05 004 001 OCT 12
ALL
R 2 03 05 005 001 OCT 12
R 2 03 05 006 001 OCT 12
ALL
R 2 03 05 007 001 OCT 12
ALL
R 2 03 06 001 001 OCT 12
R 2 03 06 002 001 OCT 12
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
R 2 03 06 003 001 OCT 12
R 2 03 06 004 001 OCT 12
ALL
R 2 03 06 005 001 OCT 12
R 2 03 06 006 001 OCT 12
ALL
R 2 03 06 007 001 OCT 12
R 2 03 06 008 001 OCT 12
ALL
R 2 03 06 009 001 OCT 12
N 2 03 06 010 001 OCT 12
ALL
N 2 03 06 011 001 OCT 12
N 2 03 06 012 001 OCT 12
ALL
R 2 03 07 001 001 OCT 12
R 2 03 07 002 001 OCT 12
ALL
R 2 03 07 003 001 OCT 12
R 2 03 07 004 001 OCT 12
ALL
R 2 03 07 005 001 OCT 12
R 2 03 07 006 001 OCT 12
ALL
R 2 03 07 007 001 OCT 12
N 2 03 07 008 001 OCT 12
ALL
N 2 03 07 009 001 OCT 12
N 2 03 07 010 001 OCT 12
ALL
N 2 03 07 011 001 OCT 12
N 2 03 07 012 001 OCT 12
ALL
N 2 03 07 013 001 OCT 12
N 2 03 07 014 001 OCT 12
ALL
R 2 03 08 001 001 OCT 12
ALL
R 2 03 09 001 001 OCT 12
N 2 03 09 002 001 OCT 12
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
R 2 03 10 001 001 OCT 12

ALL
R 2 03 11 001 001 OCT 12
N 2 03 11 002 001 OCT 12
ALL
R 2 03 12 001 001 OCT 12
N 2 03 12 002 001 OCT 12
ALL
R 2 03 13 001 001 OCT 12
ALL
R 2 03 14 001 001 OCT 12
N 2 03 14 002 001 OCT 12
ALL
N 2 03 14 003 001 OCT 12
ALL
R 2 03 15 001 001 OCT 12
N 2 03 15 002 001 OCT 12
ALL
N 2 03 15 003 001 OCT 12
ALL
R 2 03 16 001 001 OCT 12
R 2 03 16 002 001 OCT 12
ALL
R 2 03 17 001 001 OCT 12
ALL
R 2 03 18 001 001 OCT 12
N 2 03 18 002 001 OCT 12
ALL
R 2 03 19 001 001 OCT 12
ALL
R 2 03 20 001 001 OCT 12
N 2 03 20 002 001 OCT 12
ALL
R 2 03 21 001 001 OCT 12
N 2 03 21 002 001 OCT 12
ALL
N 2 03 22 001 001 OCT 12
ALL
N 2 03 23 001 001 OCT 12
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
N 2 03 24 001 001 OCT 12

N 2 03 24 002 001 OCT 12
ALL
N 2 03 24 003 001 OCT 12
ALL
R 2 04 00 001 001 OCT 12
ALL
2 04 01 001 001 DEC 95
2 04 01 002 001 DEC 09
ALL
R 2 04 02 001 001 OCT 12
R 2 04 02 002 001 OCT 12
ALL
N 2 04 02 002A 001 OCT 12
ALL
2 04 02 003 001 DEC 10
2 04 02 004 001 DEC 95
ALL
R 2 04 02 005 001 OCT 12
ALL
2 04 03 001 001 DEC 07
2 04 03 002 001 DEC 09
ALL
2 04 03 003 001 DEC 10
2 04 03 004 001 DEC 10
ALL
2 04 03 005 001 APR 08
2 04 03 006 001 DEC 09
ALL
2 04 04 001 001 DEC 07
2 04 04 002 001 NOV 99
ALL
2 04 05 001 001 DEC 07
2 04 05 002 001 DEC 09
ALL
2 04 05 003 001 DEC 95
2 04 05 004 001 DEC 95
ALL
2 04 05 005 001 DEC 09
2 04 05 006 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 04 05 007 001 DEC 09
R 2 04 05 008 001 OCT 12
ALL
2 04 05 009 001 DEC 03
2 04 05 010 001 NOV 99
ALL
2 04 05 011 001 DEC 10
N 2 04 05 012 001 OCT 12
ALL
N 2 04 05 013 001 OCT 12
ALL
2 05 00 001 001 DEC 10
2 05 00 002 001 DEC 09
ALL
2 05 00 003 001 OCT 08
2 05 00 004 001 DEC 10
ALL
2 05 01 001 001 APR 08
2 05 01 002 001 DEC 09
ALL
2 05 02 001 001 DEC 09
2 05 02 002 001 APR 08
ALL
2 05 02 003 001 APR 08
2 05 02 004 001 OCT 08
ALL
2 05 02 005 001 DEC 10
2 05 02 006 001 DEC 10
ALL
2 05 02 007 001 APR 08
2 05 02 008 001 APR 08
ALL
2 05 02 009 001 APR 08
2 05 02 010 001 DEC 10
ALL
2 05 02 011 001 APR 08
2 05 02 012 001 APR 08
ALL
2 05 02 013 001 DEC 09
2 05 02 014 001 APR 08
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 05 02 015 001 APR 08

2 05 02 016 001 DEC 10
ALL
2 05 02 017 001 DEC 09
2 05 02 018 001 APR 08
ALL
2 05 02 019 001 DEC 09
2 05 02 020 001 DEC 10 PW127E-127M
ALL
2 05 02 021 001 APR 08 PW127E-127M
2 05 02 022 001 APR 08
ALL
2 05 02 023 001 APR 08
ALL
2 05 03 001 001 APR 08
2 05 03 002 001 APR 08
ALL
2 05 03 003 001 APR 08
2 05 03 004 001 APR 08
TQ0501
2 05 03 003 500 APR 08 MOD 4650
2 05 03 004 001 APR 08
TQ0502-0509
2 05 04 001 001 DEC 09
2 05 04 002 001 DEC 09
ALL
2 05 04 003 001 DEC 09
2 05 04 004 001 DEC 09
ALL
2 05 04 005 001 DEC 09
2 05 04 006 001 APR 08
ALL
2 05 04 007 001 APR 08
2 05 04 008 001 OCT 08
ALL
2 05 04 009 001 APR 08
2 05 04 010 001 OCT 08
ALL
2 05 04 011 001 APR 08
2 05 04 012 001 DEC 10
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 05 04 013 001 APR 08

2 05 04 014 001 APR 08
ALL
2 05 05 001 001 APR 08
2 05 05 002 001 OCT 08
ALL
2 05 05 003 001 OCT 08
2 05 05 004 001 APR 08
ALL
2 05 06 001 001 APR 08
2 05 06 002 001 APR 08
ALL
2 05 06 003 001 APR 08
R 2 05 06 004 001 OCT 12
ALL
2 05 06 005 001 APR 08
2 05 06 006 001 DEC 09
ALL
2 05 06 007 001 APR 08
2 05 06 008 001 DEC 10
ALL
2 05 06 009 500 APR 08 500 MOD 4372
2 05 06 010 001 DEC 10
ALL
2 05 06 011 001 APR 08
R 2 05 06 012 001 OCT 12
ALL
2 05 07 001 001 APR 08
2 05 07 002 001 APR 08
ALL
2 05 07 003 001 APR 08
2 05 07 004 001 APR 08
ALL
2 05 07 005 001 APR 08
2 05 07 006 001 APR 08
ALL
2 05 07 007 001 DEC 10
ALL
2 05 08 001 001 APR 08
2 05 08 002 001 APR 08
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 05 08 003 001 APR 08

2 05 08 004 001 DEC 10
ALL
2 05 08 005 001 APR 08
2 05 08 006 001 DEC 10
ALL
2 05 08 007 001 APR 08
2 05 08 008 001 APR 08
ALL
2 05 08 009 001 APR 08
ALL
2 05 09 001 001 DEC 09
2 05 09 002 001 APR 08
ALL
2 05 09 003 001 OCT 08
2 05 09 004 001 APR 08
ALL
2 05 09 005 001 OCT 08
2 05 09 006 001 APR 08
ALL
2 05 09 007 001 APR 08
ALL
2 05 10 001 001 APR 08
2 05 10 002 001 APR 08
ALL
2 05 11 001 001 APR 08
ALL
2 05 12 001 001 APR 08
R 2 05 12 002 001 OCT 12
ALL
2 05 12 003 001 APR 08
2 05 12 004 050 APR 08 MOD 5205
ALL
2 05 12 005 001 APR 08
ALL
2 05 13 001 001 DEC 10
2 05 13 002 001 DEC 10
ALL
2 05 13 003 001 APR 08
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 05 14 001 001 OCT 08

2 05 14 002 001 OCT 08
ALL
2 05 14 003 001 OCT 08
2 05 14 004 001 OCT 08
ALL
2 05 14 005 001 OCT 08
2 05 14 006 001 OCT 08
ALL
2 05 14 007 001 OCT 08
2 05 14 008 001 OCT 08
ALL
2 05 14 009 001 DEC 10
2 05 14 010 001 OCT 08
ALL
2 06 00 001 001 DEC 95
ALL
2 06 01 001 001 DEC 95
ALL
2 06 02 001 001 DEC 07
ALL
2 06 03 001 001 DEC 95
2 06 03 002 001 DEC 95
ALL
2 06 03 003 001 DEC 95
2 06 03 004 001 DEC 95
ALL
2 06 03 005 001 DEC 95
2 06 03 006 001 DEC 95
ALL
2 06 03 007 001 DEC 95
2 06 03 008 001 DEC 95
ALL
2 06 03 009 001 DEC 95
2 06 03 010 001 DEC 95
ALL
2 06 03 011 001 DEC 95
ALL
2 06 04 001 001 DEC 95
2 06 04 002 001 DEC 95
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
2 06 04 003 001 DEC 95
2 06 04 004 001 NOV 99 500
ALL
3 01 00 001 001 DEC 95
ALL
3 01 01 001 001 DEC 95
3 01 01 002 001 DEC 95
ALL
3 01 01 003 001 DEC 95
ALL
3 01 02 001 001 DEC 95
ALL
3 01 03 001 001 DEC 95
ALL
3 01 04 001 001 DEC 95
3 01 04 002 001 DEC 95
ALL
3 01 05 001 001 DEC 95
ALL
3 02 00 001 100 NOV 98 MOD 3761 or 4601 or (4372 +4540)
ALL
3 02 01 001 001 NOV 99
3 02 01 002 001 DEC 95
ALL
3 02 02 001 001 APR 08 500 - PW127E-127M
3 02 02 002 001 APR 08 500 - PW127E-127M
ALL
3 02 02 003 001 APR 08 500 - PW127E-127M
3 02 02 004 001 APR 08 500 - PW127E-127M
ALL
3 02 02 005 001 APR 08 500 - PW127E-127M
3 02 02 006 001 APR 08 500 - PW127E-127M
ALL
3 02 02 007 001 APR 08 500 - PW127E-127M
3 02 02 008 001 APR 08 500 - PW127E-127M
ALL
3 02 02 009 001 APR 08 500 - PW127E-127M
3 02 02 010 001 APR 08 500 - PW127E-127M
ALL
3 02 02 011 001 APR 08 500 - PW127E-127M
3 02 02 012 100 APR 08 MOD 4601 or (4372+4540)
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 02 02 013 100 APR 08 MOD 4601 or (4372+4540)
3 02 02 014 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 02 02 015 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 03 00 001 001 OCT 08
ALL
3 03 01 001 001 NOV 99
3 03 01 002 200 APR 08 MOD 4372+4540
ALL
3 03 02 001 001 DEC 95
3 03 02 002 001 NOV 00
ALL
3 03 02 003 001 DEC 09
3 03 02 004 200 APR 08 MOD 4372+4540
ALL
3 03 02 005 200 DEC 10 500 MOD 4372+4540
3 03 02 006 200 APR 08 500 MOD 4372+4540
ALL
3 03 03 001 001 APR 08
3 03 03 002 200 APR 08 MOD 4372+4540
TQ0501 TQ0503-0509
3 03 03 001 001 APR 08
3 03 03 002 300 APR 08 MOD 4372+4540+4971
TQ0502
3 03 03 002A 200 APR 08 MOD 4372+4540
ALL
3 03 03 003 200 APR 08 MOD 4372+4540
3 03 03 004 001 APR 08
ALL
3 03 03 004A 001 APR 08
ALL
3 03 03 005 200 APR 08 MOD 4372+4540
ALL
3 03 03 005A 200 APR 08 MOD 4372+4540
ALL
3 03 03 006 200 APR 08 MOD 4372+4540
ALL
3 03 03 007 200 APR 08 MOD 4372+4540
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 03 04 001 200 APR 08 MOD 4372+4540

3 03 04 002 200 APR 08 MOD 4372+4540
ALL
3 03 04 003 200 APR 08 MOD 4372+4540
3 03 04 004 200 APR 08 MOD 4372+4540
ALL
3 03 04 005 200 APR 08 MOD 4372+4540
3 03 04 006 200 APR 08 MOD 4372+4540
ALL
3 03 04 007 200 APR 08 MOD 4372+4540
3 03 04 008 200 APR 08 MOD 4372+4540
ALL
3 03 04 009 200 APR 08 MOD 4372+4540
3 03 04 010 200 APR 08 MOD 4372+4540
ALL
3 03 04 011 200 APR 08 MOD 4372+4540
3 03 04 012 200 APR 08 MOD 4372+4540
ALL
3 03 04 013 200 APR 08 MOD 4372+4540
ALL
3 03 05 001 001 DEC 10
3 03 05 002 200 APR 08 MOD 4372+4540
ALL
3 03 06 001 001 NOV 01
ALL
3 04 00 001 001 DEC 03
ALL
3 04 01 001 001 DEC 09
ALL
3 04 02 001 200 APR 08 MOD 4372+4540
3 04 02 002 001 APR 08
ALL
3 04 02 003 001 APR 08
ALL
3 04 03 001 200 APR 08 MOD 4372+4540
3 04 03 002 001 APR 08
ALL
3 04 03 003 001 APR 08
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 04 04 001 001 APR 08

3 04 04 002 001 APR 08
ALL
3 04 04 003 001 APR 08
3 04 04 004 001 APR 08
ALL
3 04 04 005 001 APR 08
3 04 04 006 001 APR 08
ALL
3 04 04 007 001 APR 08
3 04 04 008 001 APR 08
ALL
3 04 04 009 001 APR 08
3 04 04 010 001 APR 08
ALL
3 04 04 011 200 APR 08 MOD 4372+4540
ALL
3 04 05 001 001 DEC 03
3 04 05 002 001 DEC 03
ALL
3 04 05 003 001 DEC 03 500 - PW127E
3 04 05 004 001 APR 08
ALL
3 04 05 005 001 APR 08
ALL
3 05 00 001 001 DEC 95
ALL
3 05 01 001 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 05 02 001 100 APR 08 MOD 4601 or (4372+4540)
3 05 02 002 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 05 02 003 100 APR 08 MOD 4601 or (4372+4540)
3 05 02 004 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 05 02 005 100 APR 08 MOD 4601 or (4372+4540)
3 05 02 006 100 APR 08 MOD 4601 or (4372+4540)
ALL
3 05 02 007 100 APR 08 MOD 4601 or (4372+4540)
3 05 02 008 100 APR 08 MOD 4601 or (4372+4540)
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 05 03 001 001 APR 08
3 05 03 002 001 APR 08
ALL
3 05 03 003 001 APR 08
3 05 03 004 001 APR 08
ALL
3 05 03 005 001 APR 08
3 05 03 006 001 APR 08
ALL
3 05 03 007 001 APR 08
3 05 03 008 001 APR 08
ALL
3 05 03 009 001 APR 08
ALL
3 06 00 001 001 DEC 95
ALL
R 3 06 01 001 100 OCT 12 MOD 4601 or (4372+4540)
ALL
3 06 02 001 200 APR 08 MOD 4372+4540
3 06 02 002 200 APR 08 MOD 4372+4540
ALL
3 06 03 001 200 APR 08 MOD 4372+4540
3 06 03 002 200 APR 08 MOD 4372+4540
ALL
3 07 00 001 001 DEC 95
ALL
3 07 01 001 100 NOV 99 500 MOD 4601 or (4372+4540)
ALL
3 07 02 001 001 APR 08
3 07 02 002 001 APR 08
ALL
3 07 03 001 001 APR 08 500 - PW127E-127M
3 07 03 002 001 APR 08
ALL
3 08 00 001 001 NOV 01
ALL
3 08 01 001 020 MAY 97 MOD 1112
3 08 01 002 200 APR 08 MOD 4372+4540
ALL
3 08 01 002A 220 MAY 97 500 - PW127E MOD 1112+4372+4540
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 08 01 003 001 DEC 95
3 08 01 004 200 APR 08 MOD 4372+4540
ALL
3 08 01 004A 320 APR 08 MOD 1112+4372+4540
ALL
3 08 02 001 200 NOV 97 500 MOD 4372+4540
ALL
3 08 03 001 001 MAY 97
R 3 08 03 002 200 OCT 12 500 MOD 4372+4540
ALL
R 3 08 03 003 001 OCT 12 500
3 08 03 004 001 DEC 95
TQ0501 TQ0503-0509
R 3 08 03 003 100 OCT 12 500 MOD 4971
3 08 03 004 001 DEC 95
TQ0502
3 08 04 001 001 NOV 01
ALL
3 09 00 001 001 DEC 95
ALL
3 09 01 001 001 MAY 98
ALL
3 09 02 001 001 DEC 95
3 09 02 002 001 NOV 00
ALL
3 09 02 003 001 OCT 08 500
3 09 02 004 200 APR 08 500 MOD 4372+4540
ALL
3 09 02 005 200 NOV 00 500 MOD 4372+4540
3 09 02 006 001 APR 08 500
ALL
3 09 02 007 001 APR 08 500
3 09 02 008 001 APR 08 500
ALL
3 09 02 009 001 APR 08 500
ALL
3 09 03 001 001 MAY 98
3 09 03 002 001 MAY 98
ALL
3 09 03 003 001 NOV 98
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 09 10 001 200 APR 08 500 MOD 4372+4540
3 09 10 002 200 APR 08 500 MOD 4372+4540
ALL
3 09 10 003 200 APR 08 500 MOD 4372+4540
3 09 10 004 200 APR 08 500 MOD 4372+4540
ALL
3 09 15 001 200 APR 08 500 MOD 4372+4540
3 09 15 002 200 APR 08 500 MOD 4372+4540
ALL
3 09 15 003 200 APR 08 500 MOD 4372+4540
3 09 15 004 200 APR 08 500 MOD 4372+4540
ALL
3 09 16 001 001 APR 08 500
3 09 16 002 001 APR 08 500
ALL
3 09 16 003 001 APR 08 500
3 09 16 004 001 APR 08 500
ALL
3 09 17 001 001 APR 08 500
3 09 17 002 001 APR 08 500
ALL
3 09 17 003 001 APR 08 500
3 09 17 004 001 APR 08 500
ALL
3 09 20 001 001 APR 08 500
3 09 20 002 001 APR 08 500
ALL
3 09 20 003 001 APR 08 500
3 09 20 004 001 APR 08 500
ALL
3 09 20 005 001 APR 08 500
3 09 20 006 001 APR 08 500
ALL
3 09 20 007 001 APR 08 500
3 09 20 008 001 APR 08 500
ALL
3 09 25 001 001 APR 08 500
3 09 25 002 001 APR 08 500
ALL
3 09 25 003 001 APR 08 500
3 09 25 004 001 APR 08 500
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 09 25 005 001 APR 08 500
3 09 25 006 001 APR 08 500
ALL
3 09 25 007 001 APR 08 500
ALL
3 09 30 001 200 APR 08 500 MOD 4372+4540
3 09 30 002 200 APR 08 500 MOD 4372+4540
ALL
3 09 35 001 200 APR 08 500 MOD 4372+4540
3 09 35 002 200 APR 08 500 MOD 4372+4540
ALL
3 10 00 001 001 DEC 95
ALL
3 10 01 001 001 DEC 05
3 10 01 002 001 DEC 95
ALL
3 10 02 001 001 APR 08 500
3 10 02 002 001 APR 08 500
ALL
3 10 03 001 001 APR 08 500
ALL
3 10 04 001 001 APR 08 500
3 10 04 002 001 APR 08 500
ALL
3 10 04 003 001 APR 08 500
3 10 04 004 001 APR 08 500
ALL
R 3 11 00 001 001 OCT 12
3 11 00 002 001 NOV 00
ALL
3 11 01 001 001 APR 08 500
3 11 01 002 200 APR 08 500 MOD 4372+4540
ALL
3 11 01 003 200 APR 08 500 MOD 4372+4540
3 11 01 004 200 APR 08 500 MOD 4372+4540
ALL
3 11 01 005 200 APR 08 500 MOD 4372+4540
3 11 01 006 001 APR 08 500
ALL
3 11 01 007 001 APR 08 500
3 11 01 008 001 APR 08 500
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 11 01 009 001 APR 08 500
3 11 01 010 200 APR 08 500 MOD 4372+4540
ALL
3 11 01 011 001 APR 08 500
ALL
3 11 02 001 001 MAY 98
ALL
3 11 03 001 001 NOV 96
ALL
3 11 04 001 001 APR 08 500
ALL
3 11 05 001 001 APR 08 500
ALL
3 11 06 001 001 NOV 96
ALL
3 11 07 001 001 NOV 98
ALL
3 11 08 001 001 APR 08 500
ALL
3 11 09 001 001 MAY 97
TQ0501-0505 TQ0507-0509
3 11 09 001 100 APR 08 500 MOD 4711
3 11 09 002 100 APR 08 500 MOD 4711
TQ0506
3 11 09 003 100 APR 08 500 MOD 4711
3 11 09 004 100 APR 08 500 MOD 4711
TQ0506
3 11 09 005 100 APR 08 500 MOD 4711
3 11 09 006 100 APR 08 500 MOD 4711
TQ0506
3 11 09 007 100 APR 08 500 MOD 4711
TQ0506
3 11 10 001 001 NOV 97
TQ0503-0505 TQ0508-0509
3 11 10 001 100 APR 08 500 MOD 4718
TQ0501-0502 TQ0506-0507
3 11 11 001 001 NOV 96
ALL
3 11 12 001 001 DEC 07
ALL
Turn TQ
ATR L.E.N.P.
OCT 12

Validity expression
3 11 13 001 001 DEC 07

ALL
3 11 14 001 001 DEC 07
ALL
3 11 15 001 001 DEC 07
ALL
3 11 16 001 001 DEC 07
ALL
3 11 17 001 001 DEC 07
ALL
3 11 18 001 001 DEC 07
ALL
3 11 19 001 001 DEC 07
ALL
3 12 00 001 001 DEC 05
ALL
3 12 10 001 001 DEC 05
ALL
3 12 20 001 001 DEC 07
ALL
3 12 21 001 001 SEP 95 500
ALL
3 12 23 001 001 JUN 97 MOD 4654
TQ0502 TQ0506-0507
3 12 24 001 001 OCT 97 MOD 0043+4654
TQ0502 TQ0506-0507
3 12 25 001 002 DEC 98 MOD 4890 or 5022
TQ0501
3 12 27 001 001 DEC 05 500
ALL
3 12 28 001 001 DEC 05
ALL
End TQ
.
ATR L.O.M.
OCT 12
42-400/500 List of Modifications
MODIF PARTS TITLE

VALIDITY
0032 1 COMMUNICATIONS - INSTALLATION OF 2

HF SYSTEMS
TQ0506-0507
0041 1 NAVIGATION - INSTALL OF ATC 2
(COLLINS)
TQ0501-0502
0043 1.3 REPLACE KING RADIO NAV-RADIO COMM
EQUIPMENT BY COLLINS
ALL
1112 2.3 AUTO FLIGHT - RETROFIT CAT. 2
CAPABILITY TO A/C DELIVERED WITH
CAT. 1 CAPABILITY
ALL
1547 1 LIGHTS - PANELS 20 VU - MODIFY
POSITION OF LIGHTING SWITCHES
TQ0501-0502
1548 1 LIGHTS - INSTALL AN INDICATOR LIGHT
TO PROHIBIT ACCESS TO FLIGHT
COMPARTMENT
TQ0501-0502
3019 1 DOORS - CARGO DOOR - ADD AN
INTERNAL OPENING MECHANISM
TQ0504
3713 2.3 POWER PLANT - INSTALL PW127E
ENGINES
ALL
3808 1 LANDING GEAR - INSTALL A PARK BRAKE
APPLIED EXTERIOR INDICATING LIGHT
TQ0501-0502
3832 1.2 NAVIGATION- TCAS - REPLACE COLLINS
TCAS-COMPUTER
ALL
3952 1.2 NAVIGATION - INSTALL ONE SYSTEM GPS
KLN 90A BENDIX/KING PA AND EFIS
COUPLED
TQ0501-0502
4019 1 DOORS - PASSENGER/CREW DOOR -
REPLACE A 2ND HANDRAIL BY A SEMI
AUTOMATIC HANDRAIL
ALL
Turn TQ
ATR L.O.M.
OCT 12
MODIF PARTS TITLE

VALIDITY
4273 1.2 FIRE PROTECTION - EQUIPT.
FURNISHINGS - MODIFY A/C FOR
CONTAINER CARRYING
TQ0504
4292 1.2 OXYGEN - INSTALL A 100% PAX OXYGEN
DISTRIBUTION SYSTEM
TQ0508-0509
4331 1 COMMUNICATIONS - SYSTEME HF -
INSTALL MONO HF COLLINS
TQ0501-0502 TQ0507
4358 1 DOORS - SERVICE DOOR - REPLACE THE
OLD OPENING DEVICE BY A NEW RIGID
MECHANISM
TQ0503-0509
4372 1.2.3 FLIGHT CONTROLS - AIRLERONS
CONTROLS - INSTALL SPRING TAB
ALL
4403 1.2 NAVIGATION - INSTALL SUNDSTRAND
MK7 GPWS
ALL
4404 1.2 NAVIGATION - GPWS - ACTIVATE "STEEP
SLOPE APPROACH" FUNCTION
TQ0502 TQ0508-0509
4439 2 FUSELAGE - SECT. 18 - INSTALL
VERTICAL FIN WITH CARBON EPOXY BOX
TQ0503-0509
4462 1.2 GENERAL - INCREASE ATR 42-500 VFE 15
FROM 170 TO 180 KTS
ALL
4497 1 NAVIGATION - ATC - INSTALL 2ND
COLLINS ATC FEATURING MODES A AND
C
TQ0503-0509
4540 2.3 WINGS - INB. & OUTB.FLAPS - DELETE
DEFLECTORS
ALL
4541 1 NAVIGATION - TCAS - FLAG INHIBIT ON
VSI IN TCAS FULL PROV. CONFIG
TQ0508-0509
4568 1 INDICATING/RECORDING SYSTEMS -
MODIFY FLAP EXTINTION LOGIC ON ST4
& ST5
ALL
Turn TQ
ATR L.O.M.
OCT 12
MODIF PARTS TITLE

VALIDITY
4583 2 AUTO FLIGHT - AUTOPILOT - IMPROVE
GLIDE GUIDANCE LAW
TQ0503-0505 TQ0507-0509
4584 1.2 PNEUMATIC - AIR LEAK DETECTION
SYSTEM - REPLACE SENSING ELEMENTS
ALL
4597 1 NAVIGATION - INHIBIT GPS KLN 90A
INSTALLATION
TQ0501-0502
4601 1.2.3 PROPELLERS - PROPELLER CONTROL -
DELETE 77 % NP
TQ0502-0509
4650 2 FUEL - QUANTITY INDICATION - ADD LOW
LEVEL DETECTION SYSTEM
TQ0502-0509
4654 1.2.3 NAVIGATION - (incompatible KLN90)
INSTALL HT1000 GNSS ON FULL
PROVISION
TQ0502 TQ0506-0507
4656 1 NAVIGATION - GNSS - PROVIDE DME'S
COUPLING
TQ0502 TQ0506 TQ0508-0509
4711 3 NAVIGATION - CAPABILITY FOR ETOPS
FLIGHT
TQ0506
4718 3 GENERAL - RUNWAYS : OPERATION ON
NARROW RUNWAYS
TQ0501-0502 TQ0506-0507
4885 1.2 NAVIGATION - GNSS - REPLACE NPU BY
A NEW ONE
TQ0502 TQ0506-0507
4890 1.2.3 NAVIGATION - (incompatible HT1000)
INSTALL KLN 90B+ GPS
TQ0501
4928 1 COMMUNICATIONS - VHF SYSEM -
INSTALL 8,33 KHZ CHANNEL SPACING
VHF SYSTEM
TQ0503-0504 TQ0507
4971 3 GENERAL - RUNWAYS : OPERATION ON
RUNWAY SLOPES BETWEEN 2 % & 4,5 %
(42-500)
TQ0502
Turn TQ
ATR L.O.M.
OCT 12
MODIF PARTS TITLE

VALIDITY
5008 1.2 ICE AND RAIN PROTECTION - MODIFY
FLASHING LOGIC OF "ICING" LIGHT
LOGIC OF "ICING" LIGHT(ASSOCIATED TO
ICE DETECT. SYSTEM)
ALL
5016 1 NAVIGATION - INSTALL NEW PRIMUS 660
WEATHER RADAR
TQ0503-0505
5017 1 COMMUNICATIONS - CABIN & FLIGHT
CREW CALL SYSTEMS - ADD "EMER
CALL" ON A NEW-LOOK CONFIG.
ATTENDANT HANDSET
TQ0503-0505 TQ0508-0509
5020 2 NAVIGATION - INSTALL HT1000
GNSS/GPS BUS WIRING PROVISION
TQ0503-0505 TQ0508-0509
5022 1.3 NAVIGATION - KLN90B / RNAV WITH EFIS
COMPATIBLE WITH "BRNAV"
TQ0501
5067 1.2 LIGHTS - PAX COMPARTMENT EXT;
LIGHTING - REPLACE ESCAPE PATH
MARKING SYSTEM
TQ0501-0504 TQ0506
5103 1 NAVIGATION - TCAS - REPLACE THE
CURRENT COLLINS TCAS BY A COLLINS
TCAS COMPLYING WITH CHANGE 07
(ACASII)
TQ0507
5146 1 NAVIGATION - TCAS - TCAS COLLINS TTR
921 INSTALLATION
TQ0503-0509
5150 2 STRUCTURE - EXTENSION OF THE FWD
CG LIMITS
TQ0503-0505 TQ0508-0509
5171 1.2 LIGHTS - PAX COMPARTMENT EXT.
LIGHTING - REPLACE ESCAPE PATH
MARKING SYSTEM
TQ0509
5175 2 GENERAL - INCREASE MZFW BY 300 KG
TQ0506 TQ0508-0509
5176 1 NAVIGATION - GNSS - LOAD SOFTWARE
FINAL BASELINE
TQ0502-0507
Turn TQ
ATR L.O.M.
OCT 12
MODIF PARTS TITLE

VALIDITY
5205 2 NAVIGATION - ATC/ATS - ACQUIRE
ALTITUDE VIA BUS ARINC 429
ALL
5313 1.2 NAVIGATION - EGPWS MKVIII -
ENHANCED PART ACTIVATON
ALL
5357 NAVIGATION - STEEP SLOPE APPROACH
CAPABILITY WITH MK VIII EGPWS
TQ0508-0509
5377 1.2 EQUIPMENTS/FURNISHINGS - WIRING
FOR COCKPIT ENTRANCE SECURISED
TQ0501-0502 TQ0506
5403 2 NAVIGATION - CERTIFICATION OF GNSS
P-RNAV
TQ0503-0505
5434 1.2 EQUIPMENTS/FURNISHINGS - INSTALL
DOOR ON ELECTRICAL PROVISION
TQ0501-0502 TQ0506
5465 2 EQUIPMENTS/FURNISHINGS -
SECURIZED DOOR - REPLACE FITTINGS
ON STRUCTURE
TQ0501-0502 TQ0506
5467 1 NAVIGATION - EGPWS - INSTALL EGPWS
MKVIII P/N 965-1206-011
TQ0502-0509
5487 1 NAVIGATION - ELEMENTARY
SURVEILLANCE FID TRANSMISSION
TQ0503-0505 TQ0507-0509
5567 1 INDICATING/RECORDING SYSTEMS -
INSTALL AND ACTIVATE MPC
ALL
8371 1-2 GENERAL - 30% PAX OXYGEN SUPPLY
TQ0503-0505
End TQ
.
ATR C.R.T.
OCT 12
42-400/500 Cross Reference Table
This table shows, for each delivered aircraft, the cross reference between :
- the fleet serial number (F.S.N.)
- the manufacturing serial number (M.S.N.)
- the registration number
It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.
F.S.N. M.S.N. REGISTRATION
TQ0501 0503 PP-PTV

TQ0502 0510 PP-PTW
TQ0503 0609 PR-TKC
TQ0504 0610 PR-TKB
TQ0505 0604 PR-TKD
TQ0506 0556 PR-TKE
TQ0507 0579 PR-TKF
TQ0508 0581 PR-TKG
TQ0509 0584 PR-TKH
End TQ
.
P1 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL OCT 12
AA
The Flight Crew Operating Manual (FCOM) provides operating crew members and flight
operations engineers with information on the ATR 42-- 400/500 technical description,
procedures and performances characteristics. It may be used as a crew manual for
training purposes and flight preparation.
FCOM mainly comprises :

- manuel management in Part 0
- systems description in Part 1
- limitations with comments in Part 2
- procedures : normal, following failure and emergency, in Part 2 with comments
- procedures and techniques in Part 2.02
- performances (conservative and simplified compared with AFM) in Part 3
- Special Operations in Part 3
- OEB (Operations Engineering Bulletin) : validated by the ATR Chief Test Pilot, their aim
is to cover temporary equipment discrepancy. They are printed on pale green paper and
are situated at the very end of FCOM.
For any question, comment or suggestion regarding this manual, or technical

documentation in general, we recommend to use following e-- mail :
R flight-- ops-- support@atr.fr
stating at the minimum :
- aircraft model(s)
- manual(s) concerned
- precise page(s) if applicable
DEFINITION OF THE PAGE

A page is defined by :
- a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20.
- an effectivity criterion determining the page sequence
example : Equipment, Modification, Engine...
A page with a given reference may have several sequences :
example : 2.05.10 page 20
No criterion . . . . . . . . . . . Sequence 001
Mod XXXX . . . . . . . . . . . . Sequence 002
Mod XXXX + YYYY . . . . . . Sequence 003
All the sequences cover, for a given reference, all technical solution or variant for aircraft
types covered by the manual.
Airlines receive a part of these sequences to cover their fleet.
A sequence can be valid for several aircraft but an aircraft can not have several
sequences: an aircraft receives the page with the highest sequence among all pages for
which it has a validity.
ATR 42 Model : 400/500

P2 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL DEC 05
AA
R
(1) GIE ATR logo, with aircraft type and manual type
(2) Title of Chapter
(3) Part, chapter and section in the manual
(4) Page Numbering - Particular case : a page followed by an alphabetic letter must be
inserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12.
(5) Sequence number
(6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX
(7) Date of revision (date of page issue)
(8) Zone for standard
(9) Zone for unit
(10) Title of section
(1) Modification zone : contains expression of modifications characterizing the content of

this page.
(2) Indication of engine type installed on aircraft ; if there is ALL or if there is no Eng
reference, the content of the page does not depend on a particular engine.
(3) Indication of aircraft type ; if there is ALL or if there is no Model reference, the
content of the page does not depend on a particular model.
ATR 42 Model : 400/500

P3 001
PRELIMINARY PAGES
AA
R
RECTO- VERSO
The FCOM is published in recto-- verso paper AT5 format customized for each airline.
In the LENP (0.08.00) List of Effective Normal Pages, when recto and verso are printed,
each sheet is represented by 2 lines :
- the first line concerns the recto.
- the second line concerns the verso.
If only recto sheet is printed, it is represented by only one line.
Then for each sheet, we find the validity line with an expression containing one or several
numbers which represent FSN (Fleet Serial Number) of aircraft for which this sheet is
applicable.
To understand the effectivity of the sheets, you must read :
Example : XX0001-- 0003 = XX FSN0001 to FSN003 - - > 3 aircraft valid
XX0001 XX0003 = XX FSN0001 and FSN0003 - - > only 2 aircraft valid
In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial
Number) and registration number.
MANUAL UPDATING
Your manual comprises 2 types of pages :

- white pages or NORMAL pages
- yellow pages or TEMPORARY pages
These 2 families of pages have a separated management.
NORMAL PAGES (white)
For its first issue FCOM was published in white normal pages.
Then on a yearly basis at the minimum, a normal revision is performed amending previous
issue by revising pages (sheet replacement), creating new pages (sheet insertion) or
deleting pages (sheet deletion).
Detailed and exhaustive information for manual normal revision updating is in SNNP
(0.07.00), Shipping Note for Normal Pages.
Operator must refer to SNNP and new LENP to update properly its manual.
SNNP lists all revised, created or deleted white sheets.
LENP gives aircraft validity information for all concerned white sheets.
It is important to note that the action given in SNNP is valid for the sheet (recto-- verso) not
for one page.
Normal Revisions are listed in LNR (0.05.00) List of Normal Revisions.
Reasons of revision are highlighted in RNR (0.06.00) Reason of Normal Revisions.
ATR 42 Model : 400/500

P4 001
PRELIMINARY PAGES
AA
R
MANUAL UPDATING (contd)
TEMPORARY PAGES (yellow)
Between two normal revisions some subjects may present a particular urgency. In those
cases we perform a Temporary Revision. It may concern only one customer or the whole
fleet.
All temporary pages at a given moment are listed in LETP (0.04.00), List of Effective
Temporary Pages. Temporary pages are recto-- only pages.
When a white page exists with the same reference, a yellow page is inserted in face or
before corresponding white page and its content amends the content of white page. If
there is no white page with the same reference, yellow page(s) is(are) inserted just after
the last adapted white page or chapter.
Detailed and exhaustive information for manual temporary revision updating is in SNTP
(0.03.00), Shipping Note for Temporary Pages.
Operator must refer to SNTP and new LETP to update properly its manual.
SNTP lists all revised, created or deleted yellow pages.
LETP gives aircraft validity information for all concerned yellow pages.
It is important to note that the action given in SNTP is valid for the yellow page (no verso on
yellow page).
Temporary Revisions are listed in LTR (0.01.00) List of Temporary Revisions. Each
operator has its own LTR as Temporary Revision does not necessarily concern all
customer : TR01 for an operator may be equivalent to TR10 for another operator and TR20
for ENV.
Reasons of revision are highlighted in RTR (0.02.00) Reason of Temporary Revisions.
AIRCRAFT CONFIGURATION
All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List
Of Modifications.
As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to
have correspondence between FSN and MSN.
ATR 42 Model : 400/500

P1 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE NOV 98
AA
GLOSSARY OF STANDARD NOMENCLATURE

AAS Anti-icing Advisory System
ABNORM (ABN) Abnormal
AC Alternating Current
ACARS ARINC Communication Addressing and Reporting System
AC BTC AC Bus Tie Contactor
AC BTR AC Bus Tie Relay
ACCU Accumulator
AC EBTC AC Emer Bus Transfer Contactor
ACW Alternating Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADI Attitude Director Indicator
ADS Air Data System
ADU Advisory Display Unit
A/EREC Auto Erection
AFCS Automatic Flight Control System
A/FEATH Auto Feathering
AFT Rear Part
AFU Auto Feather Unit
AGB Accessory Gear Box
AGL Above Ground Level
AH Ampere - Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AIL Aileron
ALT Altitude
ALTM Altimeter
ALTN Alternate
AMP Ampere
ANN Annunciator
AOA Angle of Attack
AP Auto-Pilot
APC Active Phase Control
APP Approach
APU Auxiliary Power Unit
ARM Armed
ASAP As soon As possible
ASCB Avionics Standard Communication Bus
ASD Accelerate Stop Distance
ASI Air Speed Indicator
ASTR AC Stand by Bus Transfer Relay
ASYM Asymmetry
ATR 42 Model : 400/500

P2 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE DEC 10
AA
ATC Air Traffic Control

ATE Automatic Test Equipment
ATPCS Automatic Take off Power Control System
ATT Attitude
ATTND Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AZ Azimuth
BARO Barometric
BAT Battery
BC Back Course
BITE Built in Test Equipment
BPCU Bus Power Control Unit
BPU Battery Protection Unit
BRG Bearing
BRK Brake
BRNAV Basic Area Navigation
BRT Bright
BSC Battery Start Contactor
BTC Bus Tie Contactor
BTR Bus Tie Relay
BXR Battery Transfer Relay
CAB Cabin
CAC Crew Alerting Computer
CAP Crew Alerting Panel
CAPT Captain
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CCW Counter Clockwise
CD Coefficient of Drag
CDI Course Deviation Indicator
R CDLS Cockpit Dorr Locking System
CFC Constant Frequency Contactor
CG Center of Gravity
CHAN Channel
CHC Charge Contactor
CHG Charge
C/L Check List
CL Condition Lever
CL Coefficient of Lift
CLA Condition Lever Angle
CLB Climb
ATR 42 Model : 400/500

P3 001
PRELIMINARY PAGES
AA
CLR Clear
CM Crew Member
CMPTR Computer
COM Communication
COMPT Compartment
CONFIG Configuration
CONT Continuous
CORRECT Correction
CPL Auto Pilot Coupling
CRC Continuous Repetitive Chime
CRS Course
CRT Cathodic Ray Tube
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
CW Clockwise
DADC Digital Air Data Computer
DADS Digital Air Data System
DC Direct Current
DEC Declination, Decrease
DELTA P Differential Pressure
DEV Deviation
DFDR Digital Flight Data Recorder
DFZ 600 Flight Control Computer
R DGR Degraded
DH Decision Height
DIFF Differential
DISCH Discharge
DIM Light Dimmer
DIST Distance
DME Distance Measuring Equipment
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator
EBCC Emergency Battery Charge Contactor
EBTC Emer Bus Transfer contactor
ECU Electronic Control Unit
EEC Engine Electronic control
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
EHV Electro Hydraulic Valve
ELEC Electrical
ATR 42 Model : 400/500
P4 001
PRELIMINARY PAGES
AA
ELV Elevation
EMER Emergency
ENG Engine
EPC External Power Contactor
EQPT Equipment
ESS Essential
ET Elapsed Time
ETOPS Extended Twin Operations
EXT Exterior, External
EXC External Power/Service Bus Contactor
F Farenheit
FAIL Failed, Failure
FCOC Fuel Cooled Oil Cooler
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH, FTR Feathered, Feathering
FF Fuel Flow
FGC Flight Guidance Computer
FGS Flight Guidance System
FI Flight Idle
FLT Flight
FMA Flight Modes Annunciators
FMS Flight Monitoring System
F/O First Officer
FOS Flight Operations Software
FQI Fuel Quantity Indication
FT Foot, Feet
FTO Final Take Off
FU Fuel Used
FWD Forward
GA Go Around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GMT Greenwich Mean Time
GND Ground
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPU Ground Power Unit
GPWS Ground Proximity Warning System
ATR 42 Model : 400/500

P5 001
PRELIMINARY PAGES
AA
GRD Ground
G/S Glide Slope
GSPD Ground Speed
GXS ACW Generator/Service Bus Contactor
HBV Handling Bleed Valve
HD Head Down
HDG Heading
HDLG (HDL) Handling
HEBTC Hot Emer Battery Transfer Contactor
HF High Frequency
HI High
HLD Hold
HMBTC Hot Main Battery Transfer Contactor
HMU Hydromechanical Unit
HOBV Handling Overboard Valve
HP High Pressure
HSI Horizontal Situation Indicator
HTG Heating
R HU Head Up
HYD Hydraulic
IAF Initial Approach Fix
IAS Indicated Air Speed
IDT Ident
IGN Ignition
ILS Instrument Landing System
IMU Initial Measurement Unit
IN Inertial Navigation
IN, in Inche(s)
INC Increase
IND Indicator
IN/HG Inches of Mercury
INHI Inhibit
INOP Inoperative
INS Inertial Navigation System
INST Instrument
INT Interphone
INU Inertial Navigation Unit
INV Inverter
IRS Inertial Reference System
ISOL Isolation
ISV Isolation Shut-off Valve
ITT Inter Turbine Temperature
KHZ Kilo-Hertz
ATR 42 Model : 400/500
P6 001
PRELIMINARY PAGES
AA
KT Knot
LAT Lateral
LAV Lavatory
LB Pound
LBA Lowest Blade Angle
LDG Landing
L/G Landing Gear
LH Left Hand
LIM Limitation
R LNAV Lateral Navigation
LO Low
LOC Localizer
LO-PR Low Pressure
LP Low Pressure
LT Light
LVL Level
MAC Mean Aerodynamic Chord

MAN Manual
MAP Ground Mapping
MAX Maximum
MB Milibar
MBCC Main Battery Charge Contactor
MBTC Main Bus Transfer Contactor
MC Master Caution
MCDU Multifunction Control Display Unit
MCT Maximum Continuous
MEA Minimum en Route Altitude
MECH Mechanic
MFC Multi Function Computer
MFCU Mechanical Fuel Control Unit
MGT Management
MHZ Megahertz
MIC Microphone
MIN Minimum
MISC Miscellaneous
MKR Marker
MLS Microwave Landing System
MLW Maximum Landing Weight
MM Millimeter
MMO Maximum Operating Mach
MOD Modification
MSG Messages
MSN Manufacturer Serial Number
ATR 42 Model : 400/500
P7 001
PRELIMINARY PAGES
AA
MTOW Maximum Take Off Weight
MW Master Warning
MZFW Maximum Zero Fuel Weight
NAC Nacelle
NAV Navigation
NDB Non Directional Beacon
NDB (GPS) Navigation Data Base
NEG Negative
NH High Pressure Spool Rotation Speed
NIL Nothing, No Object
NL Low Pressure Spool Rotation Speed
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
NPU Navigation Processor Unit
N/W Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature

R OBS Omni Bearing Selector
OT Other Traffic
OUTB Outboard
OVBD Overboard
OVERTEMP Overtemperature
OVHT Overheat
OVRD Override
OXY Oxygen
PA Passenger Address
PB Push Button
PCU Propeller Control Unit
PEC Propeller Electronic Control
PF Pilot Flying
PFTS Power Feeder Thermal Sensor
PIU Propeller Interface Unit
PL Power Lever
PLA Power Lever Angle
PNF Pilot No Flying
PNL Panel
POS Position
PRESS Pressurization, Pressure
PRIM Primary
PRKG Parking
PROC Procedure
PROP Propeller
ATR 42 Model : 400/500
P8 001
PRELIMINARY PAGES
AA
PRV Pressure Regulating Valve
PSEU Proximity Switch Electronic Unit
PSI Pound per Square Inch
PSU Pax Service Unit
PSV Propeller Servo Valve
PT Point
PT (TCAS) Proximity Traffic
PTT Push To Talk, Push To Test
PTW Pitch Thumb Wheel
PVM Propeller Valve Module
PWM Pulse Width Modulation
PWR Power
QAR Quick Access Recorder

QT Quart
QTY Quantity
RA (TCAS) Resolution Advisory

RA Radio Altitude
RAD/ALT Radio Altitude
RAD/INT Radio/Interphone
R RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCU Releasable Centering Unit
RECIRC Recirculation
REV Reverse
RGA Reserve Go-Around
RGB Reduction Gear Box
RH Right Hand
RLY Relay
RMI Radio Magnetic Indicator
RNP Required Navigation Performance
RPM Revolution Per Minute
RQD Required
RTO Reserve Take-Off
RUD Rudder
SAT Static Air Temperature

SB Service Bulletin
SBTC Stand by Bus Transfer Contactor
SBY Stand By
SC Single Chime, Starter Contactor
SCU Signal Conditioning Unit
SDTC Static Inverter Override Transfer
SEL Selector
ATR 42 Model : 400/500
P9 001
PRELIMINARY PAGES
AA
SGL Single
SGU Symbol Generator Unit
R SID Standard Instrument Departure
SMK Smoke
SMKG Smoking
S/O Shut Off
SOV Shut Off Valve
SPD Speed
SPLR Spoiler
SPLY Supply
SSR Service Bus Select Relay
STAB Stabilizer
R STAR Standard Arrival
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYNPHR Synchrophaser
SYS System
TA (TCAS) TRAFFIC Advisory
TAS True Air Speed
TAT Total Air Temperature
TBD To be Determined
TCS Touch Control Steering
TEMP Temperature
TGT Target
TK Tank
TLU Travel Limiting Unit
TM Torque Motor
T/O (TO) Take off
TOD Take-Off Distance
TOR Take-Off Run
TOW Take off weight
TQ Torque
TRU Transformer Rectifier Unit
TTG Time To Go
UBC Utility Bus Contactor
U/F Underfloor
UHF Ultra High Frequency
UNCPL Uncouple
UNDV Undervoltage
UNLK Unlock
ATR 42 Model : 400/500
P 10 001
PRELIMINARY PAGES
AA
UTLY Utility
R VAPP Approach Speed

VC Calibrated Airspeed
VENT Ventilation
VERT Vertical
VHF Very High Frequency
VMCA Minimum Control Speed in flight
VMCG Minimum Control Speed on ground
VMCL Minimum Control Speed during landing approach
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF OMNI Directional Range
VSI Vertical Speed Indicator
VU Visual Unit
WARN Warning
WAT Weight Altitude Temperature
WBM Weight and Balance Manual
WOW Weight On Wheel
XFEED Cross feed

XFR Transfer
YD Yaw Damper
ZA Aircraft Altitude
ZCTH Theoretical Cabin Altitude
ZFW Zero Fuel Weight
ZP Pressure Altitude
ZRA Radio Altimeter Altitude
ATR 42 Model : 400/500

P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE NOV 98
AA
ATR 42 Model : 400/500

P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE NOV 98
AA
ATR 42 Model : 400/500

AIRCRAFT GENERAL 1.00.00
P1 001
CONTENTS DEC 03
AA
1.00.00 CONTENTS
1.00.10 GENERAL
1.00.20 COCKPIT
R 1.00.25 COCKPIT DOOR SECURITY SYSTEM (if installed)
1.00.30 DOORS
30.1 DESCRIPTION
30.2 CONTROLS
30.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
1.00.40 LIGHTING
40.1 DESCRIPTION
40.2 CONTROLS
40.3 ELECTRICAL SUPPLY/MFC LOGIC
1.00.50 WATER AND WASTE SYSTEM
50.1 DESCRIPTION
50.2 ELECTRICAL SUPPLY
ATR 42 Model : 400/500

.
P 2A 001
COCKPIT PHILOSOPHY DEC 05
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position.
It assures to the crew a correct view of instrument panels as well as runway environment,
especially when flying low visibility instrument approaches.
This indicator is composed of three colored balls. Center ball is red and is horizontally
shifted compared with the other two white balls.
For proper seat position, respective white ball is obscured by the red one.
ATR 42 Model : 400/500

.
P4 001
COCKPIT PHILOSOPHY DEC 04
AA
COCKPIT PHILOSOPHY
Status and failure indications are integrated in the pushbuttons (PB). PB positions and
illuminated indications are based on a general concept with the light out" condition for
normal continuous operation according to the basic rule.
With few exceptions, the light illuminates to indicate a failure or an abnormal condition.
Whenever possible, the failure alert is integrated in the PB which has to be operated for
corrective action.
R Some PB (such as ACW...) are painted in amber to help crew to find them in case of smoke
R (fluorescent painting).
PB POSITION BASIC FUCTION

IN (DEPRESSED) ON, AUTO, NORM
OUT (RELEASED) OFF, MAN, ALTN, SHUT
COLOR INDICATION
No light illuminated except flow bars Normal basic operation
BLUE Temporarily required system in normal
operation
GREEN Back up or alternate system selected

WHITE Selection other than normal basic operation
AMBER Caution indication
RED Warning indication
ATR 42 Model : 400/500

P1 200
COCKPIT DOOR SECURITY SYSTEM DEC 03
AA
25.1 Cockpit door description

An aft opening double hinged door separate the cockpit from the cargo compartment. It
has an electromagnetic locking system controlled by the pilots. In normal conditions,
when the door is closed, it remains locked.
To open the door, the locking system has to be unlocked, then pull first the right door
panel,then move the handle located on the cockpit side and pull the left panel.
Upon receiving an entry request, the flight crew can authorize entry by unlocking the door
which remains closed until it is pulled open.
When the flight crew does not respond to a request for entry, the cabin crew may unlock the
door by pressing the Emergency push-button of the door call panel installed on the right
door panel on cargo compartment side.
The door is bulletproof, intrusion resistant and fully compliant with the rapid
decompression requirements.
The right door panel can be removed from the cockpit in case of the door becomes jammed
by using the quick release hinges that are only accessible from inside the cockpit.
25.2 Cockpit Door Locking System Description
The cockpit door locking system (CDLS) provides a means of electrically locking and
unlocking the cockpit door. The system is mainly composed of :
- a Door Call panel located on the cargo compartment side on the right door panel
- a toggle switch, located on the center pedestal's Cockpit Door Control panel (811VU)
- a Cockpit Door Control Unit located in the forward avionics bay
- a buzzer
- a Cockpit Door Locking System Switch located on the 121VU
The door call panel enables the cabin crew to request access to the cockpit. There are two
different access request modes : a Routine" access request type and an Emergency"
access request.
The toggle switch enables the flight crew to lock or unlock the cockpit door, following an
access request, thereby allowing or denying entry into the cockpit.
The Cockpit Door Control Unit is the system controller in charge of :
- Locking and unlocking the electromagnetic locks, upon flight crew action
- Alert annunciation to indicate failure of electromagnetic locks
- Activating the access request buzzer and turning on the Door Call panel LED's
The buzzer sounds in the cockpit for a minimum of 2 seconds (duration = duration of
pushbutton activation + 2 seconds) to indicate that a routine access request has been
made or sounds continuously if an emergency access procedure has been initiated.
The Cockpit Door Locking System Switch enables the Cockpit Door Locking System to be
switched ON or OFF at the beginning or at the end of the flight and to facilitate
maintenance tasks and ground operations.
Mod : 5377 + 5434

P2 200
AA
25.3 Door Call Panel

The Door Call Panel is used by the cabin crew to request pilots to open the door.
1 OPEN Green LED illuminates :

The door has been unlocked either by a flight crew action or automatically (during 10
seconds) when no flight crew action has been performed during the delay (30 seconds),
following an emergency access request. The door right panel can then be pulled open
OPEN Green LED flashes :
An emergency request to enter the cockpit has been made; the buzzer will sound
continuously in the cockpit, but no action has yet been taken by the flight crew.
2 DENIED LIGHT illuminates :

When the flight crew has denied access. The door remains locked. If no crew action is
taken, the light remains illuminated for 3 minutes. During this delay any action on the call
panel will be inhibited.
3 CALL push-button switch :

It is used to sound the buzzer in the cockpit for at least 2 seconds
4 EMER push-button switch :

It is protected by a rotating plate to prevent inadvertent activation. It is used to initiate the
emergency opening of the door when the flight crew does not respond. The buzzer will
sounds continuously in the cockpit, the OPEN green LED on the Door Call Panel will flash.
Mod : 5377 + 5434

P3 200
AA
25.4 Cockpit Door Control Panel

The cockpit door opening is controlled by a toggle switch, located on the central pedestal
1 Toggle Switch
OPEN Position : This position is used to enable the cabin crew member to open the
cockpit door. The switch must be pulled and maintained in the open
position until the right door panel is pulled open. To open the left
door panel, move the handle located on the cockpit side and pull
the left panel aft.
CLOSE Position : The door is locked, and emergency access is possible for the cabin
crew
DENY position : Once the button has been moved to this position, the door is
locked. EMERGENCY access, the buzzer and the Door Call
Panel are inhibited for 3 minutes.
Note -If the DENY position has not been used by the pilot for at least 3 minutes,
the cabin crew is able to request either the routine or the emergency
access.
-The OPEN position overrides and resets any previous selection
-In case of an electrical supply failure, the cockpit door is automatically
unlocked.
2 Fault/open Indication
OPEN light ON : The door is not closed, or not locked
OPEN light flashes : The cabin crew has started an emergency access procedure. If
there is no reaction from the flight crew, the door will unlock at the
end of the 30 seconds delay.
FAULT : This light comes on when a system failure has been identified
(Example : electromagnetic lock, control unit, electrical supply)
3 Buzzer
Buzzer sounds : For at least 2 seconds after the cabin crew has request an access
through the CALL push-button on the Door Call Panel,
or
continuously when the cabin crew has started an emergency
access procedure
Mod : 5377 + 5434

P4 200
AA
25.5 COCKPIT DOOR LOCKING SYSTEM ON/OFF CONTROL

The Cockpit Door Locking System ON/OFF Control Switch is located behind the First
Officer on the 121VU panel.
ON/OFF Control Switch

ON : The cockpit door locking system is operative
OFF : The cockpit door locking system is deactivated. The door is unlocked,
the door right panel can be opened from the cargo compartment side by
pulling it. To open the door left panel, move the handle located on the
cockpit side and pull the left panel. If the system is switched off and the
aircraft power is available, the FAULT light on the pedestal Cockpit
Door Control panel comes on.
25.6 ELECTRICAL SUPPLY / SYSTEM MONITORING
ELECTRICAL SUPPLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
Cockpit Door Locking System DC BUS 2
Cockpit Door Fault light ESS BUS 2

(on central pedestrial cockpit door control
panel)
Mod : 5377 + 5434

P2 001
DOORS DEC 03
AA
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of 69 cm
(27") wide and 1.27 m (50") high.
Open position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
A forward opening hinged door separates the forward cargo compartment and the
passenger compartment. A latch operated by a knob on the cabin side and a safety key
from the cargo side is provided. In case of emergency it can be forced open in either
direction.
R Except when a cockpit Door Security System is installed (see in this case 1.00.25), smoke
doors separate the forward cargo compartment from the cockpit. Four safety pins are
provided (two on each side) in order to remove the doors in case of emergency.
ATR42 Model : 400/500

P2 090
DOORS DEC 03
AA
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of 69 cm
(27") wide and 1.27 m (50") high.
Open position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
R Except when a cockpit Door Security System is installed (see in this case 1.00.25), smoke
doors separate the forward cargo compartment from the cockpit. Four safety pins are
provided (two on each side) in order to remove the doors in case of emergency.
Mod : 4273 ATR42 Model : 400/500

P3 090
DOORS NOV 02
AA
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 door in the open
position. It also protects the door from wind gusts.
OPERATING FROM OUTSIDE

The cargo door is operated from a panel located outside.
1 Panel cover switch

Connects the Ground Handling Bus on line when the panel cover is open.
2 Ground Handling Bus "ON BAT" red light
Is ON when Ground Handling bus is directly supplied by Hot main Bat Bus.
Note : This light shows that the main battery is emptying even if the BAT toggle
switch is in "OFF" position (visible even when the panel cover is closed).
3 Cargo Bay light switch
Allows illumination of the cargo bay light from outside.
4 Actuator Selection Switch
Is used to operate the door (opening or closing) when the "CARGO DOOR ARMED"
green light is ON.
5 "CARGO DOOR LCHD" blue light
Is ON when all door hooks and latch locks are fully engaged.
Note : The door can be locked and latched only from outside.
R Mod : 3019 or 4273 ATR 42 Model : 400/500

P4 090
DOORS NOV 02
AA
6"CARGO DOOR ARMED" green light

Is ON when Actuator Selection Switch working conditions are met.
These conditions are :
- Panel cover open
- Door unlocked by operating handle : all hooks are disengaged.
CAUTION : Door must be mechanically closed by outboard handles only in order to
be sure that latching and locking mechanisms are in the closed position.
OPERATING FROM INSIDE
OPENING
D Push upwards handle 1 (Latch lock flap get free)
D Push downward handle 2 on the vent door (the door is unlocked)
D Rotate downwards the handle 3 (Hooks are disengaged and the door is
unlatched)
D Use the actuator selection garded switch located in the internal operating panel.
CLOSING
D Use the actuator selection garded switch located in the internal operating panel.
Note : The locking and latching are not possible from inside. However, the latching
position can be inspected from inside through the view ports located on the
bottom part of the door.
FORWARD AVIONICS COMPARTMENT ACCESS HATCH

An inward opening manually operated hatch in forward section of the nose landing
gear bay gives external access to the avionics compartment behind the main
instrument panel.
COCKPIT COMMUNICATION HATCH

A machined door with a net opening of 17.5 cm (7") wide and 15 cm (6") high is
located immediately below the CAPT side window.
R Mod : 3019 or 4273 ATR 42 Model : 400/500

.
P3 001
LIGHTING DEC 03
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor and lights are supplied with 6V DC.
Two sources are available :
R - DC STBY BUS via a voltage divider.
R - 6V integral batteries charged from the DC STBY BUS with a 10 mn capacity.
R In case of system activation, light will be supplied by DC STBY BUS. If this source fails, the
batteries will be utilized automatically.
R In case of flight with DC STBY BUS only, the cockpit lighting is restricted to :
- RH DOME light with the possibility to switch it off.
- LH three lights located below the glareshield.
- Overhead panel light illumination the pedestal
One light is provided in the toilet, illuminating when associated door is locked.
Note : Emergency flash lights are provided (see 1.07).
ATR 42 Model : 400/500

P3 100
LIGHTING DEC 03
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor is a photoluminescent system. EXIT,
CEILING and EXTERIOR EMERGENCY lights are supplied with 6V DC. Two sources are
available :
Mod : 5067 or 5171 ATR 42 Model : 400/500

P3 100
LIGHTING DEC 03
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor is a photoluminescent system. EXIT,
CEILING and EXTERIOR EMERGENCY lights are supplied with 6V DC. Two sources are
available :
Mod : 5067 or 5171 ATR 42 Model : 400/500

P5 001
LIGHTING NOV 01
AA
(1) NO SMOKING sw
NO SMOKING Associated signs come on in the cabin, associated with a single chime.
The NO SMOKING" light illuminates blue in the memo panel.
OFF Associated signs and memo panel light are extinguished.
(2) SEAT BELTS sw
SEAT BELTS FASTEN SEAT BELTS" signs in the cabin and RETURN TO SEAT"
sign in the toilet come on associated with a single chime upon
illumination. The SEAT BELTS" light illuminates blue in the memo
panel.
OFF Associated signs and cockpit light are extinguished.
Note : When switching off NO SMOKING" or SEAT BELTS" signs, single chime
sounds in cabin.
(3) EMER EXIT LIGHT slector
ON Emergency light s illuminate.
ARM Normal selector position in operation. Emergency lights will :
- Illuminate if DC EMER BUS voltage is below 18V or if the two
generators are lost.
- Extinguish if DC EMER BUS voltage is over 20V and at least one
generator running.
R Note : With GPU power AVAIL and selected on, non engine running, the emergency
lights will illuminate.
DISARM Normal selector position with engines stopped. Emergency light
system is deactivated.
Note : Cabin attendant's EMER LIGHT sw will override the ARM and DISARM
positions of the selector.
(4) DISARM light
Illuminates amber when the emergency light system is deactivated.
Light illuminate blue when associated switch is selected ON.

ATR 42 Model : 400/500
P5 130
LIGHTING NOV 01
AA
(1) NO SMOKING sw
NO SMOKING Associated signs come on in the cabin, associated with a single chime.
The NO SMOKING" light illuminates blue in the memo panel.
OFF Associated signs and memo panel light are extinguished.
(2) SEAT BELTS sw
SEAT BELTS FASTEN SEAT BELTS" signs in the cabin and RETURN TO SEAT"
sign in the toilet come on associated with a single chime upon
illumination. The SEAT BELTS" light illuminates blue in the memo
panel.
OFF Associated signs and cockpit light are extinguished.
Note : When switching off NO SMOKING" or SEAT BELTS" signs, single chime
sounds in cabin.
(3) EMER EXIT LIGHT slector
ON Emergency exist lights and evacuation path markings illuminate.
ARM Normal selector position in operation. Emergency exit lights and
evacuation path marking will :
- Illuminate if DC EMER BUS voltage is below 18V or if the two
generators are lost.
- Extinguish if DC EMER BUS voltage is over 20V and at least one
generator running.
R Note : With GPU power AVAIL and selected on, non engine running, the emergency
lights will illuminate.
DISARM Normal selector position with engines stopped. Emergency exit light
system is deactivated.
Note : Cabin attendant's EMER LIGHT sw will override the ARM and DISARM positions
of the selector.
(4) DISARM light
Illuminates amber when the emergency light system is deactivated.
(5) STERILE LT sw
STERILE LT A blue it illuminates above the cockpit door to indicate that cockpit
access is prohibited.
OFF The blue it is extinguished.
Light illuminate blue when associated switch is selected ON.

Mod : 1547 + 1548 ATR 42 Model : 400/500
P8 001
LIGHTING DEC 03
AA
HOSTESS PANEL
Lat Ceiling Galley Lav Entrance Cargo Reading

Pass
LAT PASS switch : control lateral passengers lighting
CEILING switch : control the ceiling lighting
GALLEY switch : control the galley lighting
LAV switch : control lavatory lighting. A diffuser switches ON when lavatory latch is closed
ENTRANCE switch : control entrance lighting
CARGO switch : control cargo lighting
READING switch : when depressed, passenger reading lights are operational

R
EMERGENCY light : controls emergency exit light and evacuation path marking causing
emergency lights to illuminate (overriding crew switching)
ATR 42 Model : 400/500

P8 001
LIGHTING DEC 03
AA
HOSTESS PANEL
Lat Ceiling Galley Lav Entrance Cargo Reading

Pass
LAT PASS switch : control lateral passengers lighting
CEILING switch : control the ceiling lighting
GALLEY switch : control the galley lighting
LAV switch : control lavatory lighting. A diffuser switches ON when lavatory latch is closed
ENTRANCE switch : control entrance lighting
CARGO switch : control cargo lighting
READING switch : when depressed, passenger reading lights are operational

R
EMERGENCY light : controls emergency exit light and evacuation path marking causing
emergency lights to illuminate (overriding crew switching)
ATR 42 Model : 400/500

DEC 03
R Emergency exit lights DC STBY BUS

.
.
MFC 1.01.10
P 12 001
GENERAL DEC 05
AA
R For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000
ATR 42 Model : 400/500

MFC 1.01.10
P 13 001
GENERAL DEC 05
AA
R LEFT INTENTIONALLY BLANK
ATR 42 Model : 400/500

MFC 1.01.10
P 14 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

MFC 1.01.10
P 15 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

MFC 1.01.10
P 16 001
GENERAL DEC 05
AA
ATR 42 Model : 400/500

.
.
DEC 04
R ADVISORY lights (level 1)

CCAS 1.02.10
P9 001
GENERAL NOV 01
AA
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall threshold
as follows :
Note : - During and after take-off, the icing AOA stall alert threshold has initially the
value described in the TAKE OFF table, and change over to EN ROUTE values
occurs when 10 mn have elapsed after litft off or when flaps are retracted to 0
whichever occurs first.
- Stall alarm alert and shaker are inhibited when aircraft is onthe ground.
- Stick pusher activation is inhibited :
S on ground,
R S during 10 seconds after lift off,
S in flight, provided radio altimeter is operative, when the aircraft descends
below 500 ft.
- if radio alitimeter gives an erroneous < 500 ft" signal meanwhile IAS > 180 kt for
more than 120 seconds (cruise), STICK PUSHER FAULT amber light will come
on to notify the crew that stick pusher is inhibited.
ATR 42 Model : 400/500

CCAS 1.02.10
P 12 001
GENERAL DEC 05
AA
10.5 LATERAL MAINTENANCE PANEL

On LH maintenance panel, a WARN section allows testing, on ground, of several
warnings which cannot be tested on their own system.
This section includes :
- a rotary selector to select the system to be tested ;
- a Push To Test (PTT) pushbutton to activate the selected test.
Note : The rotary selector must be replaced in NORM FLT position before flight.
WARN SECTION
ATR 42 Model : 400/500

CCAS 1.02.10
P 13 001
GENERAL DEC 05
AA
R ROTARY selector
R System which can be tested :
R - EXCESS CAB P : MW, CRC, EXCESS CAB P red light on CAP
R - LDG GEAR NOT DOWN : MW, CRC, LDG GEAR NOT DOWN red light on CAP,
R red light in landing gear lever.
R - PITCH DISCONNECT : MW, CRC, PITCH DISCONNECT red light on CAP
R - EXCESS CAB ALT : MW, CRC, EXCESS CAB ALT red light on CAP
R - SMK : MW, CRC, FWD SMK, AFT SMK, and ELEC SMK red lights on CAP
R - VMO: clacker
R - STICK PUSHER SHAKER - YES :
R S Stall cricket and both stick shakers are activated
R S After 5 seconds, GPWS FAULT illuminates amber on CAP *
R S After 10 seconds : - CHAN 1, CHAN 2 illluminate
R - Stick pusher is activated
R - Stick pusher indicators illuminate green
R S Select WARN rotary selector to NORM FLT
R S Monitor : - STICK PUSHER lights OFF
R - C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in.
- STICK PUSHER SHAKER - TEST 1 :

S Stall cricket and left stick shaker are activated
S After 5 seconds :
- GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S Stall cricket and right stick shaker are activated
S After 5 seconds :
- GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S CHAN 1, CHAN 2 illuminate
S Stall cricket and both stick shakers are activated
S After 5 seconds, GPWS FAULT illuminates amber on CAP *
* only when Enhanced GPWS not installed
Note : If ICING AOA is illuminated :
- YES procedure is the same.
- Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate
- Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate
- Test 3 procedure is the same except that stick pusher is activated in the
same time as shakers.
CHAN lights
Illuminate green to check the two angle of attack channels for correct operation.
ATR 42 Model : 400/500

.
.
.
.
AIR 1.03.20
P1 001
PNEUMATIC SYSTEM MAY 98
AA
20.1 DESCRIPTION (See schematic p 7/8)
Compressed air is bled from the engine compressors at the LP or HP stages.

The pneumatic system consists of all the systems designed to supply air to the
various aircraft systems, zones or engines, with associated control, monitoring and
indicating components. It supplies under pressure air for air conditioning,
pressurization and ice protection system.
A protection against overheat due to possible leakage around the hot air ducts is
provided.
AIR BLEED
- Air conditioning and pressurization
The system is designed to :
S select the compressor stage from which air is bled, depending on the pressure
and/or temperature existing at these stages.
S regulate air pressure in order to avoid excessive pressures
Air is generally bled from the low compressor stage (LP). At low engine speed when
pressure from LP stage is insufficient, air source is automatically switched to the
high compressor stage HP. (This may occur on ground and during descent at F.I.).
Transfer of air is achieved by means of a pneumatically operated and electrically
controlled butterfly valve, (HP valve) which remains closed in absence of electrical
supply :
S when the HP valve is closed, air is directly bled from the LP stage through LP
bleed air check valves.
S when the HP valve is open, the HP air pressure is admitted into the LP pneumatic
ducting and closes the check valves ; air is therefore bled from HP stage only,
without any recirculation into the engine.
- Wing and engine de-icing.

Air is bled from the HP compressor stage. Transfer of air is achieved through a
pressure regulating valve which is electrically controlled.
ISOLATION
Downstream of the junction of the LP and HP ducting, air is admitted into the duct by
a pneumatically operated, electrically controlled butterfly bleed valve which acts as a
shut off valve. It includes a single solenod which locks the valve closed when
deenergized. The bleed valve automatically closes in the following cases :
- Bleed duct OVHT
- Bleed duct LEAK
- Actuation of associated ENG FIRE handle
R - Engine failure at TO (UP TRIM signal)
- PROPELLER BRAKE selected ON (for left bleed valve only).
In the absence of air pressure, the valve is spring-loaded closed regardless of
electrical power supply.
Note : During a starting sequence, the bleed valves opening is inhibited.
ATR42 Model : 400/500

AIR 1.03.20
P2 100
PNEUMATIC SYSTEM NOV 99
AA
CROSSFEED
The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH
air lbeed systems.
- On the ground, it is always open except when both engines are running and
propeller brake is disengaged.
- In flight, the crossfeed valve is normally closed. This is a spring loaded closed,
solenoid controlled, pneumatic shut off valve. The valve is closed with solenoid
deenergized.
LEAK DETECTION SYSTEM

A continuous monitoring system is installed in order to detect overheat due to duct
leakage and to protect the structure and components in the vicinity of hot air ducts :
- Wing leading edge and wing to fuselage fairing,
- Upper and lower fuselage floor,
- Air conditioning pack area.
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.
The sensing system includes two single loop detection assemblies, one for the RH
and one for the LH air duct systems.
The sensing elements comprise a control lead (nickel wire) embedded in an insulating
material and are integrated in an inconel tube connected to aircraft ground.
Each sensing element is permanently subjected to the temperature of the
compartment it protects. For any temperature higher than a preset value : 153C
(307F) applied to a part of the sensing element, the resistance of the eutectic mixture
rapidly decreases and the central lead is grounded. This results in an alert signal
processed in a control unit which triggers illumination of LEAK It. After one second
time delay, the associated pack valve, HP valve and BLEED valve (and GRD X FEED
valve if the left loop is affected) are automatically latched closed.
Note : In case of LEAK, the crew must consider the associated bleed system as
inoperative for the rest of the flight.
OVERHEAT CONTROL SYSTEM

This system includes switches (thermal resistances) which are installed on the
engines, near the HP compressors exit.
These switches, which are duplicated for safety, ensure that the bleed valve and the
bleed air shut-off valve are closed whenever any abnormal over temperature
conditions occur. They operate at 274C (525F) and are controlled by the MFC.
Note : In case of OVHT, the associated bleed system may be recovered after a
cooling time.
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P3 100
AA
20.2 CONTROLS
AIR BLEED PANEL
TOFA010320003100AA
1 ENG BLEED pbs

Controls the associated HP valve and BLEED valve.
ON (pb pressed in) associated HP and bleed valves solenoids are energized.
The valves will open if pressure is available.
OFF (pb released) associated HP and bleed valves are closed. OFF light
illuminates white.
FAULT The light illuminates amber and the CCAS is activated when the bleed
valve position disagrees with the selected position, this especially occurs
in case of leak or overheat.
2
OVHT light
The light illuminates amber and the CCAS is activated when either of the respective
bleed duct dual overheat sw operates (T u 274C/525F).
3
LEAK light
The light comes on amber and the CCAS is activated when respective bleed leak
detection system signals an alert (T loop u 153C/307F).
4
X VALVE OPEN light
The light illuminates amber when the GRD X FEED valve is open.
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P5 100
AA
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
- Bleed valve position in disagree with command.

D See BLEED VALVE FAULT procedure in chapter 2.05.08
- Overheat in bleed duct (T duct u 274C/525F).
D See BLEED OVHT procedure in chapter 2.05.08
- Bleed air leak (Loop u 153C/307F).
D See BLEED LEAK procedure in chapter 2.05.08
Mod : 4584 ATR 42 Model : 400/500

AIR 1.03.20
P 7/8 001
AA
20.5 SCHEMATIC
ATR 42 Model : 500

.
AIR 1.03.30
P2 090
AIR CONDITIONING NOV 99
AA
AIR VENTILATION
Conditioned air is blown into the cabin by outlet ramps located under the hot racks
through two electrical isolating valves (CAB VENT).
It is then evacuated through guides along the cabin side walls at floor level. A part of
it is recirculated by the fans, the other part being evacuated overboard through the
outflow valves installed in the rear under floor.
The toilet is ventilated by differential pressure through a vent line.
R Mod : 4273 ATR 42 Model : 400/500

DEC 04
R FLT COMPT CABIN

DEC 10
R Low speed to High speed depending on

AIR 1.03.30
P 10 090
AA
ELECTRICAL SUPPLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
LH SIDE
Pack valve DC ESS BUS
(on lateral panel PACK VALVE)
Recirculation fan DC UTIL BUS 1
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel PACK and RECIRC FAN
CAUTION)
FLT COMPT DC ESS BUS
automatic temperature control (on lateral panel AUTO)
FLT COMPT Manual DC ESS BUS
temperature control (on lateral panel MAN)
RH SIDE
Pack valve DC ESS BUS
(on lateral panel PACK VALVE)
Recirculation fan DC UTIL BUS 2
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel PACK and RECIRC FAN
CAUTION)
Automatic temperature control DC ESS BUS
(on lateral panel AUTO)
Manual temperature control DC ESS BUS
(on lateral panel MAN)
Compartment and duct DC BUS 1
temperature ind. (on lateral panel COMPT and DUCT TEMP
IND)
TURBO FAN SHUT OFF DC BUS 1
VALVE 1 CTL (On lateral panel)
TURBO FAN SHUT OFF DC BUS 2
VALVE 2 CTL (On lateral panel)
Isolating valves DC ESS BUS
(CAB VENT) (on lateral panel)
R Mod : 4273 ATR 42 Model : 500

.
.
.
AIR 1.03.30
P 15/16 090
AA
R Mod : 4273 ATR 42 Model : 500

.
DEC 06
R
.
.
.
AFCS 1.04.10
P1 001
GENERAL NOV 98
AA
The aircraft is provided with an automatic flight control system. It achieves :

Autopilot function and/or yaw damper (AP and/or YD)
Flight director function (FD)
Altitude alert
Main components are :
one computer
one control panel
one advisory display unit (ADU)
three servo-actuators (one for each axis).
The computer receives data from the two Air Data computers (ADC), the two Attitude
R and Heading Reference Systems (AHRS), the two SGU, the radio-altimeter, the GPS
R (if installed) and from some sensors.
It generates commands to the flight control actuators and to the FD bars.
Dual microprocessor architecture and digital servo-monitoring technique are used to
provide an adequate safety level.
COMPONENT LAYOUT
1 AFCS advisory display, control box and computer (cockpit and electronic rack).
2 Yaw and pitch servo actuators.
3 Roll servo actuator.
ATR 42 Model : 400/500

AFCS 1.04.10
P9 001
GENERAL NOV 97
AA
10.3 ELECTRICAL SUPPLY / MFC LOGIC
ELECTRICAL SUPPLY
DC BUS SUPPLY AC BUS SUPPLY
EQUIPMENT
(C/B) (C/B)
R AP/FD computer DC EMER BUS - Nil -
+ YD DISC circuit (on overhead panel CMPTR)
+ control box
+ GUIDANCE"
indication (*)
R ADU DC STBY BUS - Nil -
(on overhead panel ADU)
R Servo controls DC STBY BUS - Nil -
(on overhead panel SERVO)
AP OFF lights DC ESS BUS - Nil -
+ AP DISC circuit (on overhead panel WARN)
(*) if installed
MFC LOGIC
See chapter 1.01
ATR 42 Model : 400/500

.
.
AFCS 1.04.20
P2 001
AUTOPILOT / YAW DAMPER NOV 01
AA
MANUAL DISENGAGEMENT
- Action on the AP pb on the control panel, or quick disconnect pb on each control column,
or GA mode activation, or STBY or NORMAL pitch trim switch activation or effort on
control column disengage the AP function without disengaging the YD function. Th AP
white arrows extinguish, the AP OFF it illuminates red and the cavalry charge" aural
warning is generated.
- On the ADU, the RESET pb illuminates amber and the AP DISENGAGED" message is
displayed in amber on the second line. Action on the RESET pb or quick disconnect pb
clears the warnings and message.
Note :If a failure occurs, the PITCH TRIM FAIL", PITCH MISTRIM" or AILERON
MISTRIM" message is displayed on the ADU.
The crew has to disengage AP and manually fly the aircraft.
- Action on the YD pb on control panel or effort on pedals disengages the YD and AP. The
AP and YD white arrows extinguish. The AP OFF" It illuminates red and the cavalry
charge" aural warning is generated. On the ADU, the RESET" pb illuminates amber and
the AP/YD DISENGAGED" message is displayed in amber on the second line. Action
on the RESET pb or the quick disconnect pb clears the warnings and message.
AUTOMATIC DISENGAGEMENT
The warnings and messages are the same as those which occur in case of manual
disengagement but AP OFF", light and AP" or AP/YD DISENGAGED" message are
flashing. Action on RESET" pb clears warnings and messages.
R Note : If PITCH TRIM ASYM Lt illuminates on central panel, AP automatically
disengages and cannot be reengaged.
AP/YD MONITORING RECOVERY
When a monitored failure is detected, AP and/or YD is disengaged. If the pilot clears
messages displayed on ADU (by using RESET pb) the FGC will attempt a monitor
recovery". The AP/YD can be once again engaged.
If initial failure condition still exists, AP/YD is disengaged again.
Conditions which will inhibit all recovery attemps are :
- Loss of AP, YD and AFCS controls panel.
- Trim inoperative monitor failures.
- Any APP mode.
- GA mode.
- LOC or BC modes.
ATR 42 Model : 400/500

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COMMUNICATIONS 1.05.00
P1 060
CONTENTS NOV 02
AA
1.05.00 CONTENTS
1.05.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
10.4 SCHEMATIC
1.05.20 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
20.1 DESCRIPTION
20.2 CONTROLS
20.3 OPERATION
R Mod : 3832 or 5103 or 5146 ATR 42 Model : 400/500

.
P2 090
GENERAL NOV 01
AA
VHF COMMUNICATION SYSTEM

Two systems are provided.
Each system has its own transceiver to provide communications on 720 channels from
118.000 to 136.975 MHz with 25 KHz spacing, and is controlled by a VHF control box with
dual frequency selection.
In case of audio control panel loss, two AUDIO SEL pbs allow to select one VHF on each
side.
HF COMMUNICATION SYSTEM
The system provides the pilot access to 40 programmable channels, plus a full 280,000
operating frequencies in the 2.0 to 29.9999 MHz range.
It is controlled by a HF control box through its transceiver.
R Mod : 0032 or 2267 or 4331 ATR 42 Model : 500

P2 110
GENERAL NOV 00
AA
VHF COMMUNICATION SYSTEM
Two systems are provided.

Each system has its own transceiver to provide communications on more than 2000 channels
from 118.000 to 136.975 MHz with 8.33 KHz spacing, and is controlled by a VHF control box
with dual channel selection.
In case of audio control panel loss, two AUDIO SEL pbs allow to select one VHF on each side.
Mod 4928 or 5007 ATR 42 Model : 400/500

P3 050
GENERAL NOV 99
AA
INTERPHONE SYSTEM
- To interconnect all stations (ground crew station + cockpit + cabin attendant) :
D Depress INT transmissions key
D Use PTT pbs
- Cockpit crew interphone
Using boom set or oxy mask :
D Set the RAD/INT selector on "INT" position without use of PTT pb or,
D Set the PTT selector (control wheels) in the forward position regardless of the
RAD/INT selector position
R - To call cabin attendant from the cockpit (see 1.05.10 p 9)
R D Depress the ATTND pb (overhead panel) for a normal call or press the ATTND
R pb three times successively for an emergency call.
R A single chime (or three for an emer call) is generated in the cabin and the CAPT white light
illuminates on the cabin attendant panels. As soon as the cabin attendant selects "INT",
the CAPT It extinguishes.
- To call cockpit from cabin attendant station
R D Depress INT pb (besides the hostess panel) for a normal call or press the EMER pb
R for an emergency call.
Associated ATTND light illuminates on overhead panel and a door bell is generated by
the MFC. By pressing RESET, both visual and aural calls will be cancelled.
R - To call the ground crew from the cockpit (see 1.05.10 p 9)
D Depress MECH pb (overhead panel)
A horn call is generated in the nose gear bay.
- In case of ground crew call
MECH pb illuminates blue on overhead panel and a door bell is generated by the
MFC. By pressing RESET, both visual and aural calls will be cancelled.
PASSENGER ADDRESS SYSTEM
The passenger address system allows the crew and the cabin attendant to make
announcements to the passengers. Passenger address system also generates single
chime sound in the cabin. The passenger address system is connected to :
- The RCAU which allows the cockpit crew to make announcements to the
passengers by selecting PA key on audio control panel.
- The cabin attendant handset
- The cabin attendant call pb distributed in the cabin for the passengers
- The cabin attendant call pb in the cockpit
- The NO SMOKING/FASTEN SEAT BELTS controls
- The cockpit voice recorder
- Loudspeakers distributed in the cabin (one of them being installed in the toilet)
DISTRIBUTION OF AURAL ALERTS
Generated by CCAS (refer to chapter 1.02)
Generated by GPWS (refer to chapter 1.15)
Generated by TCAS (when installed, refer to 1.05.20)
Mod : 5017 or 5018 ATR 42 Model : 400/500

P5 030
GENERAL NOV 00
AA
TOFA-01-05-10-005-A010AA
1
- ON/OFF and volume knob
Energizes the control box and the associated VHF. SQ OFF position disables the
receiver squelch circuit.
2
- Channel selector
In normal use, controls the preset channel display :
- an outer knob is used for selection of numbers left of the decimal point
- an inner knob is used for selection of numbers right of the decimal point
3
- Channel display
The active channel is displayed on the first line.
The preset channel is displayed on the second line.
Annunciators are displayed on both lines.
3
- XFR/MEM switch
This is a three positions spring loaded toggle switch.
- NEUTRAL
- XFR : exchanges preset and active channel.
- MEM : successive actions cycle the six memory channels through the display.
Mod 0043 + (4928 or 5007) ATR 42 Model : 400/500

P6 030
GENERAL NOV 00
AA
5
- STO button
Allows entering six channels in the memory. When depressed, the upper window
displays the channel number of available memory (CH1 to CH6). For 5 seconds,
the MEM swith may be used to advance through the channel numbers.
Push the STO button a second time enters the preset channel.
6
- STO button
Allows to change the active channel .When depressed, second line displays
dashes,
and first line can directly be tuned from channel selector.
Returns to the initial configuration when depressed a second time.
7
-TEST button
Is used to initiate the radio self-test diagnostic routine.
8
- Annunciators
Three types of messages can appear in this location.
MEM illuminates when a preset channel is being displayed on the second line.
RMT illuminates when the VHF is remotely tuned (by an FMS e.g.)
TXi illuminates when the VHF is transmitting.
9
- Compare annunciator
ACT signal illuminates when channels are being changed.
ACT flashes if the actual channel is not identical to the channel in the active channel
display.
10
- Light sensor
Automatically controls the display brightness.
CAUTION: Untimely squelch triggering may accur on the following channels

124.990 , 128.390 , 128.400 , 129.990 and 134.990 without disturb
emission and reception.
Mod 0043 + (4928 or 5007) ATR 42 Model : 400/500

OCT 08
R
OCT 08
R RAD PTT SW on NOSE WHEEL STEERING CONTROL

R HANDWHEEL
ATR 42 Model : 400 / 500

P7 250
GENERAL NOV 00
AA
ATC CONTROL BOX
1 - Power and mode switch

OFF ATC control box and transceiver are deenergized.
SBYATC system is under power, but does not transmit replies.
ON ATC Transponder replies to both Mode A and Mode C interrogations but without
flight level information.
ALT Normal operating position. Transponder replies with flight level information.
2
- Code display
Displays selected code.
3
- Code select knobs
- Outer knob controls the two left-hand digits.
- Inner knob controls the two right-hand digits.
4
- IDENT button
When depressed, causes the transponder to transmit IDENT" signal.
5
- Annunciators
- TX is displayed when the ATC replies to an interrogation.
- RMT is displayed when the ATC is remotely tuned.
6
- ACT Compare annunciator
ACT is displayed during code changes.
ACT flashes when the actual reply code is not identical to the code shown in the
active code display.
7
- PRE button (Preset)
Push and hold the PRE button while turning the code select knobs to select a preset
code for storage.
The storage code can be recalled by momentarily pressing the PRE button again.
8
- TEST button
Press the TEST button to initiate the radio self test routine.
9
- Photo cell
10
R - Switch 1/2
Selects either of two transponders that may be controlled by the control box.
Mod. : 0043 + 4497 ATR 42 Model : 400/500

OCT 08

R HANDWHEEL
ATR 42 Model : 400 / 500

P7 300
GENERAL DEC 04
(*)
(1) - Power and mode switch

OFF ATC control box and transceiver are deenergized.
STBYATC system is under power, but does not transmit replies.
ON ATC Transponder Mode S replies to both Mode A and Mode C interrogations but
without from ground or air.
ALT Normal operating position. Transponder replies with flight level information.
FID Elementary Surveillance. Flight IDentification (FID) display and selection.
(2) - ATC Code and FID Display
Display selected ATC code and Flight ID.
(3) - Code select knobs
ATC : - Outer knob controls the two left-hand digits.
- Inner knob controls the two rigth-hand digits.
FID : - Outer knob selects digits.
- Inner knob controls digits.
(4) - IDENT button
When depressed, causes the transponder to transmit IDENT" signal.
(5) - Annunciators
- TX is displayed when the ATC replies to an interrogation.
- RMT is displayed when the ATC is remotely tuned.
(6) - ACT Compare annunciator
ACT is displayed during code changes. ACT flashes when the actual reply code is not identical
to the code shown in the active code display.
(7) - PRE button (Preset)
Push and hold the PRE button while turning the code select knobs to select a preset code for
storage. The stored code can be recalled by momentarily pressing the PRE button again.
(8) - Test button
Press the TEST button to initiate the radio self test routine.
(9) - Photo cell
(10) - Switch 1/2 (*)
Selects either of two transponders that may be controlled by the control box.
(*) : depending on versions
Mod. : 5487 ATR 42 Model : 400/500

OCT 08

R HANDWHEEL
ATR 42 Model : 400 / 500

P 10 001
GENERAL DEC 10
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry
door and the toilet door. The antenna is located in the fairing ahead of the stabilizer
fin. This system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243 MHz and
406 MHz when deceleration exceeds 5 g (X MIT ALERT It
illuminates amber).
MAN allows commanded operation (X MIT ALERT It illuminates amber)
AUTO TEST RST Is used in case of undue alert (resert), or to test the emergency
beacon. Two cases are possible for the test :
R ELT96A / ELT97A ELT ADT 406
R Correct = X MIT ALERT Continuous during 2 Sec Continuous during 10 Sec
R Failure = X MIT ALERT Blinking during 10 Sec Blinking during 10 Sec
CAUTION : The test must not be performed in MAN mode.
Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
after 30 seconds, the mechanical horn is triggered too.
ATR 42 Model : 400/500

P9 100
GENERAL NOV 99
AA
LOUDSPEAKERS VOLUME KNOBS
Communication reception over cockpit loudspeakers is controlled by an individual

knob for each of the two cockpit loudspeakers.
Note : In case of aural alert :
- Normal volume is always available regardless of knobs position.
- During any transmission, the volume of both loudspeakers is muted.
AUDIO SEL PB(s)
Controls functioning of associated RCAU processing board.

NORM (pb depressed) RCAU functions normally.
FAULT illuminates amber and the CCAS is activated when when an associated RCAU
processing board failure or power loss is detected.
ALTN (pb released) affected crew station is connected directly to :
VHF 1 if CAPT station is affected or VHF 2 if F/O station is affected.
Volume is adjusted by affected loudspeaker volume control.
Note : On the affected side PA, interphone and other VHF can not be used any longer.
CALLS PB(s)
See 1.05.10 p 3
Mod : 5017 or 5018 ATR 42 Model : 400/500
P 10 001
GENERAL DEC 10
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry
door and the toilet door. The antenna is located in the fairing ahead of the stabilizer
fin. This system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243 MHz and
406 MHz when deceleration exceeds 5 g (X MIT ALERT It
illuminates amber).
MAN allows commanded operation (X MIT ALERT It illuminates amber)
AUTO TEST RST Is used in case of undue alert (resert), or to test the emergency
beacon. Two cases are possible for the test :
R ELT96A / ELT97A ELT ADT 406
R Correct = X MIT ALERT Continuous during 2 Sec Continuous during 10 Sec
R Failure = X MIT ALERT Blinking during 10 Sec Blinking during 10 Sec
CAUTION : The test must not be performed in MAN mode.
Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
after 30 seconds, the mechanical horn is triggered too.
ATR 42 Model : 400/500

P 11 090
GENERAL NOV 01
AA
HF CONTROL BOX
(1) ON/OFF and CLARIFIER knobs

- Inner knob turns ON and OFF the system, and controls the volume.
- Outer knob (clarifier) adjusts received frequency in case of single sideband operating
mode.
(2) SQUELCH/FREQ-CHAN selector
- Inner knob allows to reduce background noise when not receiving a signal.
- Outer knob selects chanel mode or discrete frequency mode of operation.
FREQ : selection knobs (3) allow to directly select used frequency
(displayed on (4)).
CHAN : selection knobs (3) allow to select :
- Either a 2-digit channel number (displayed on (6) received to store a
frequency on this channel.
- Either a 4-digit ITU (Maritime) channel number (displayed on (6/7))
corresponding to a duplex function : on each ITU channel, a received
frequency and a transmit frequency are automatically stored.
When an ITU channel is selected, received frequency is displayed on (4).
When transmitting, transmit frequency is displayed on (4).
(3) CHANNEL/FREQUENCY selection knobs
- When FREQ/CHAN selector is in FREQ" position.
Left outer knob : Selects and displays the MHz digits (1 through 29).
Left inner knob : * Pushed in : selects the 100 Hz digits (0 through 9).
* Pulled out : selects HF modes (USB, AM or LSB).
Right outer knob : Selects and displays the 10 KHz digit (0 through 9).
Right inner knob: * Pushed in : selects the 1 KHz digit (0 trough 9).
* Pulled out : selects the 100 Hz digit (0 through 9).
- When FREQ/CHAN selector is in CHAN" position.
- Left outer knob : Selects the ITU band (first two digits) in case of ITU channel
selection. When turned down, the two first digits disappear,
and right outer knob displays a storing channel.
Left inner knob : * Pushed in : has no effect.
Left inner knob : * Pulled out : selects modes (TEL SUP CAR or TEL PLT CAR)
in case of ITU channel selection.
R Mod : 0032 or 2267 or 4331 ATR 42 Model : 500
P 12 090
GENERAL NOV 01
AA
- Right outer knob : Selects the individual channel number (last two digits) in case of
ITU channel selection.
Selects the two digits storage channel in case of programming
use.
When selecting beyond 1 or 40 channel number, ITU channels will
appear.
- Right inner knob : Has no effect.
(4) Frequency display
Displays the frequency (directly selected or channel-stored).
(5) Mode display
Display the associated mode (for normal frequencies or ITU channels).
(6) CHANNEL display - Right digits
Displays the individual channel number, or the storage channel number.
(7) CHANNEL display - Left digits
Displays the ITU band in case of ITUchannel selection.
(8) PGM (Program) switch
Allows to store frequencies in the 40 available channels by the following mode :
- Selector on CHAN" position.
- Select the desired user channel by using selecting knobs (3).
- Press PGM button. The whole display blinks.
- Select the desired frequency and mode by using selecting knobs (3).
- Press PGM button again to store the frequency.
At this point, three ways are possible.
- Store a received only frequency : only wait 20 s that the display blinking stops.
- Store a simplex channel : press PGM button a third time to store the blinking
frequency as a transmit frequency. Received and transmit frequencies are now the
same.
- Store a half duplex channel : during the display blinking time (20 s) a second
frequency can be selected as a transmit frequency. The considered channel stores
the first frequency as a receive one, and the second frequency as a transmit one.
(9) Indicator
- R" indicates that the system is in received mode.
- T" indicates that the system is in transmit mode.
(10) Photo cell
- Automatically adjusts display brightness.
Note :Depending on version one or two identical HF control boxes may be installed.
Only one antenna is associated with these two control boxes permitting two
receptions but only one emission at the same time.

.
P1 060
TCAS NOV 02
AA
20.1 DESCRIPTION
The TCAS is an on-board collision avoidance and traffic situation display system with
computer processing to identify and display potential and predicted collision targets,
and issue vertical resolution advisories on the pilot's and copilot's TCAS vertical speed
indicator (TCAS VSI) to avoid conflict. From the transponder replies, TCAS determines
relative altitude, range, and bearing of any aircraft equipped with a mode C or S
transponder. From this, TCAS will determine the threat using standardized algorithms.
Outputs from the TCAS System are voice messages and visual displays on the TCAS
VSI's for Resolution Advisories (TCAS RA's) and Traffic Advisories (TCAS TA's).
The TA is informative and indicates potential threats. The RA displays a threat resolution
in the form of a vertical maneuver if the potential conflict is projected to occur.
Threat aircraft with mode A transponders will not provide altitude information : therefore
TCAS will not issue resolution advisories for these threats. The TCAS will not detect
aircraft without transponders.
The TCAS is a single system installation consisting of :
- one TCAS processor,
- two high resolution bearing antennae (one top mounted and one bottom mounted),
- two mode S transponders,
- two modified TCAS VSIs each integrating traffic advisory display and vertical speed
information,
- one pylon mounted TCAS control box,
- two overhead speakers for voice messages and associated wiring.
Following definitions are intended to be used for TCAS operations :
(A) Advisory :
A message given to the pilot containing information relevant to collision avoidance.
(B) Corrective resolution advisory :
A resolution advisory that advises the pilot to deviate from current vertical speed,
e.g., CLIMB when the aircraft is levelled.
(C) Intruder :
A target that has satisfied the TCAS threat detection logic and thus requires a traffic
advisory.

P2 060
TCAS NOV 02
AA
(D) Mode S :
Type of secondary surveillance radar (SSR) equipment which provides replies to
mode A and Mode C interrogations and discrete address interrogations from the
ground or air.
(E) Preventive resolution advisory :
A resolution advisory that advises the pilot to avoid certain deviations from the
current vertical speed because certain vertical speed restrictions exist.
(F) Proximate traffic :
Nearby aircraft within "850 ft and 6NM which are neither an RA nor a TA.
(G) Resolution advisory (RA) :
Oral and visual information provided to the flight crew to avoid a potential collision.
(H) Threat :
A target that has satisfied the threat detection logic and thus requires a resolution
advisory.
(I) Traffic advisory (TA) :
Information given to the pilot pertaining to the position of another aircraft in the
immediate vicinity. The information contains no resolution information.

P3 260
TCAS NOV 02
AA
20.2 CONTROL
TCAS CONTROL BOX
1 TCAS rotary selector

Enables TCAS to be set to standby (STBY), automatic (AUTO), or traffic advisories
only (TA ONLY) mode of operation.
STBY : TCAS system is under power, but TCAS functions (intruder visualisation,
Traffic Advisory mode or resolution Advisory) are not operative.
AUTO : Normal operating mode of TCAS.
TA only
- Disables the RA mode of operation.
- May be selected but should be used only to prevent unnecessary resolution
advisory when operating near closely spaced parallel runways or in the cases
TCAS could command Climb maneuvers resulting in an unsafe situation for the
aircraft (see limitations on 2.01.05).
Note : - If altitude reporting is off or not valid Mode S transponder is selected,
TCAS will be in standby (RA OFF on TCAS VSI)
- If appropriate, TCAS will automatically go into the TA only mode when the
TCAS equipped aircraft is below the RA descent altitude and in a climb
inhibit configuration.
2 TCAS test function
- The TCAS should be tested by pressing the Test" button during cockpit
preparation.
- Use of the self-test function in flight will inhibit TCAS operation for up to
20 seconds depending upon the number of targets being tracked.
- The mode S ATC transponder will not function during some portion of the self-test
sequence.
R Mod : 0043 + (3832 or 5103 or 5146) ATR 42 Model : 400/500
P4 060
TCAS NOV 02
AA
20.3 OPERATION
The TCAS provides two levels of threat advisories :
If the traffic gets between 20 and 48 seconds (depending on aircraft altitude) of projected
Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision threat using
the traffic advisory display and the voice message, TRAFFIC TRAFFIC". It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 15 and 35 seconds (depending on aircraft altitude), of CPA, it
is considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver using modified TCAS VSI's and voice
messages to provide adequate vertical separation from the threat aircraft, or prevents
initiation of a maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
A
"CLIMB, CLIMB, CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI).
B
DESCEND, DESCEND, DESCEND" :
(Descend at the rate depicted by the green (fly to) arc.).
C
MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED" :
(Spoken only once if issued after a previous corrective advisory). Assure that vertical
speed is out of the illuminated TCAS VSI red arc.
D
REDUCE CLIMB-REDUCE CLIMB" :
(Reduce vertical speed to a value within the illuminated green arc).
E
CLEAR OF CONFLICT" :
(Range is increasing, and separation is adequate, return to assigned clearance).
F
CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Safe separation
will best be achieved by climbing through the threat's flight path.
G
REDUCE DESCENT-REDUCE DESCENT" :
(Reduce vertical speed to a value within the illuminated green arc).
H
DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND" :
(Descend at the rate depicted by the green (fly to) arc or the TCAS VSI) safe
separation will best be achieved by descending through the intruder's flight path.
R Mod : 3832 ATR 42 Model : 400/500

P3 260
TCAS NOV 02
AA
20.2 CONTROL
TCAS CONTROL BOX
1 TCAS rotary selector

Enables TCAS to be set to standby (STBY), automatic (AUTO), or traffic advisories
only (TA ONLY) mode of operation.
STBY : TCAS system is under power, but TCAS functions (intruder visualisation,
Traffic Advisory mode or resolution Advisory) are not operative.
AUTO : Normal operating mode of TCAS.
TA only
- Disables the RA mode of operation.
- May be selected but should be used only to prevent unnecessary resolution
advisory when operating near closely spaced parallel runways or in the cases
TCAS could command Climb maneuvers resulting in an unsafe situation for the
aircraft (see limitations on 2.01.05).
Note : - If altitude reporting is off or not valid Mode S transponder is selected,
TCAS will be in standby (RA OFF on TCAS VSI)
- If appropriate, TCAS will automatically go into the TA only mode when the
TCAS equipped aircraft is below the RA descent altitude and in a climb
inhibit configuration.
2 TCAS test function
- The TCAS should be tested by pressing the Test" button during cockpit
preparation.
- Use of the self-test function in flight will inhibit TCAS operation for up to
20 seconds depending upon the number of targets being tracked.
- The mode S ATC transponder will not function during some portion of the self-test
sequence.
R Mod : 0043 + (3832 or 5103 or 5146) ATR 42 Model : 400/500
P4 080
TCAS NOV 02
AA
20.3 OPERATION
The TCAS provides two levels of threat advisories :
If the traffic gets between 20 and 48 seconds (depending on aircraft altitude) of projected
Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision threat using
the traffic advisory display and the voice message, TRAFFIC TRAFFIC". It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 15 and 35 seconds (depending on aircraft altitude), of CPA, it
is considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver using modified TCAS VSI's and voice
messages to provide adequate vertical separation from the threat aircraft, or prevents
initiation of a maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
A CLIMB, CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI).
B "DESCEND, DESCEND" :
(Descend at the rate depicted by the green (fly to) arc.)
C "MONITOR VERTICAL SPEED" :
Initial preventive RAs (adjust vertical speed to a value within the illuminated green
arc).
D "MAINTAIN VERTICAL SPEED, MAINTAIN" :
(Non crossing maintain rate RAs (corrective)).
E "MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN" :
(Altitude crossing, maintain rate RAs (corrective)).
F "CLEAR OF CONFLICT" :
(Range is increasing, and separation is adequate, return to assigned clearance).
G "CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Safe separation
will best be achieved by climbing through the threat's flight path.
H "ADJUST VERTICAL SPEED, ADJUST" :
(Adjust vertical speed to a value within the illuminated green arc)
I "DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND" :
(Descend at the rate depicted by the green (fly to) arc on the TCAS VSI) safe
separation will best be achieved by descending through the intruder's flight path.
R Mod : 5103 or 5146 ATR 42 Model : 400/500

P5 060
TCAS NOV 02
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial
TCAS RA does not provide sufficient vertical separation. The tone and inflexion must
constate increased urgency.
A
"INCREASE DESCENT, INCREASE DESCENT" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received
after DESCEND" advisory, and indicates additional descent rate required to achieve
safe vertical separation from a maneuvering threat aircraft.
B
INCREASE CLIMB, INCREASE CLIMB" :
(climb at the rate depicted by the green (fly to) arc on the VSI). Received after CLIMB"
advisory, and indicates additional climb rate required to achieve safe vertical
separation from a maneuvering threat aircraft.
C
CLIMB-CLIMB NOW, CLIMB-CLIMB NOW" :
(climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a
DESCENT" resolution advisory and indicates a reversal in sense is required to
achieve safe vertical separation from a maneuvering threat aircraft.
D
DESCEND-DESCEND NOW, DESCEND-DESCEND NOW" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI).
Received after a CLIMB" resolution advisory and indicates a reversal is required to
All TCAS aural alerts are inhibited :
- below 1100 ft AGL when aircraft is climbing.
- below 900 ft AGL when aircraft is descending.
R Mod : 3832 ATR 42 Model : 400/500

P6 060
TCAS NOV 02
AA
TCAS OPERATING CHARACTERISTICS
S NON ICING CONDITIONS of inhibition
CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS 0_ AUTHORIZED AUTHORIZED
FLAPS 15_ AUTHORIZED INHIBITED
S ICING CONDITIONS of inhibition

S The increase climb" RA is inhibited for certain above conditions.

In non altitude crossing encounters for which a CLIMB" RA is posted, the threat may
maneuver or accelerate toward own aircraft and cause a reduction in vertical separation
despite the RA. Since the increase climb" RA is inhibited, the climb RA remains posted.
As soon as the threat passes through own aircraft's altitude, the RA sense will be reversed
and a DESCEND" RA will be posted. If the threat never crosses through, the CLIMB" RA
will remain posted for the duration of the encounter.
S DESCEND" RA's are inhibited :

- below 1200 ft AGL (during a climb) at take-off.
- below 1000 ft AGL in approach (during a descent).
S INCREASE DESCEND" RA's are inhibited below 1450 ft AGL.
S All RA's are inhibited :
R - - below 1100 ft AGL when aircraft is climbing,
R
S There can be a case where the threat aircraft track on altitude information is lost during
an RA. In this case, the RA will terminate without a CLEAR OF CONFLICT"
annunciation.
Mod : 3832 ATR 42 Model : 400/500

P5 080
TCAS DEC 03
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial
TCAS RA does not provide sufficient vertical separation. The tone and inflexion must
constate increased urgency.
A
"INCREASE DESCENT, INCREASE DESCENT" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received
after DESCEND" advisory, and indicates additional descent rate required to achieve
safe vertical separation from a maneuvering threat aircraft.
B
INCREASE CLIMB, INCREASE CLIMB" :
(climb at the rate depicted by the green (fly to) arc on the VSI). Received after CLIMB"
advisory, and indicates additional climb rate required to achieve safe vertical
separation from a maneuvering threat aircraft.
C
CLIMB-CLIMB NOW, CLIMB-CLIMB NOW" :
(climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a
DESCENT" resolution advisory and indicates a reversal in sense is required to
D
DESCEND-DESCEND NOW, DESCEND-DESCEND NOW" :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI).
Received after a CLIMB" resolution advisory and indicates a reversal is required to
R Traffic Advisory (TA) aural alert is inhibited
R - below 600 ft AGL when aircraft is climbing.
R - below 400 ft AGL when aircraft is descending.
R All Resolution Advisory (RA) aural alerts are inhibited
R - below 1100 ft AGL when aircraft is climbing.
R - below 900 ft AGL when aircraft is descending.
Mod : 5103 or 5146 ATR 42 Model : 400/500

P6 080
TCAS NOV 02
AA
TCAS OPERATING CHARACTERISTICS
S NON ICING CONDITIONS of inhibition

S ICING CONDITIONS of inhibition

S The increase climb" RA is inhibited for certain above conditions.

In non altitude crossing encounters for which a CLIMB" RA is posted, the threat may
maneuver or accelerate toward own aircraft and cause a reduction in vertical separation
despite the RA. Since the increase climb" RA is inhibited, the climb RA remains posted.
As soon as the threat passes through own aircraft's altitude, the RA sense will be reversed
and a DESCEND" RA will be posted. If the threat never crosses through, the CLIMB" RA
will remain posted for the duration of the encounter.
S DESCEND" RA's are inhibited :

- below 1200 ft AGL (during a climb) at take-off
- below 1000 ft AGL in approach (during a descent).
S INCREASE DESCEND" RA's are inhibited :
- below 1650 ft AGL during a climb
- below 1450 ft AGL during a descent
S All RA's are inhibited :
- below 1100 ft AGL when aircraft is climbing,
S There can be a case where the threat aircraft track on altitude information is lost during
an RA. In this case, the RA will terminate without a CLEAR OF CONFLICT"
annunciation.
Mod : 5103 or 5146 ATR 42 Model : 400/500

.
ELECTRICAL SYSTEM 1.06.10
P 1/2 001
GENERAL NOV 96
AA
The electrical power generation is provided by the following sources :

- Main and emergency batteries
- Two engine-driven DC starter/generators
- Two AC wild frequency generators
R - Two external power units (AC and DC)
In addition, two static inverters (supplied by the DC system) provide constant
frequency AC power.
The ACW electrical system can also supply DC electrical system through a
transformer rectifier unit (TRU).
The electrical distribution is ensured by busses which feed equipments.
Two seperate networks (left and right) run individually and can be connected in case
of generation failure thanks to bus tie contactors (BTC).
ATR 42 Model : 400/500

.
.
P4 001
DC POWER NOV 99
AA
DC SVCE BUS
The DC SVCE BUS supplies power in flight, and on ground during airplane servicing
operations.
The DC SVCE BUS can be supplied by :
- DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the
cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin
attendant control panel.
- EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be
performed with batteries switched OFF.
GND HDLG BUS
The GND HDLG BUS supplies the DC loads required for airplane servicing on the
ground even with BAT sw selected OFF. Since these loads are not required during
flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be
supplied :
- When EXT PWR is available, from DC SVCE BUS.
- When EXT PWR is not available, from HOT MAIN BAT BUS provided :
D Cargo door operating panel door is open (micro switch), or
D Refueling panel is open (micro switch), or
D Entry door is open (micro switch).
TRANSFER (see schematics p. 15 to p. 26)
With all switches in normal position, the DC power transfer is achieved by automatic
opening and/or closure of electrical contractors according to the particular electrical
conditions.
- On ground
D When EXT PWR is connected (p. 15/16)
Note : The electrical power transfer is achieved in the same way as in flight as long
as EXT POWER is not connected.
- In flight
D Both engine driven generator operating (p. 19/20)
* The engine driven generator 1 supplies the DC BUS 1,
* The engine driven generator 2 supplies the DC BUS 2,
* The BTC is open.
D If one engine driven generator fails (p. 21/22)
* The BTC closes (BTC green flow bar illuminates),
* The entire electrical network is supplied by the remaining engine driven
generator.
D If both engine driven generators fail (p. 23/24)
* DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the
TRU, if selected ON.
* DC EMER BUS is supplied from the emergency battery or from the TRU, if
selected ON.
D If both engine driven generators fail and TRU is inoperative (p. 25/26)
* When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this
bus may be recovered by selecting OVERRIDE pb.
R
ATR 42 Model : 400/500

P5 001
DC POWER DEC 95
AA
20.2 CONTROLS
GENERATION
1 DC GEN pb
Controls the energization of associated generator and the resetting of the protection
system after failure.
ON (pb pressed in) Associated generator is energized and associated
generator contactor closes if the network electrical parameters are
normal.
OFF (pb released) Associated generator is deenergized and associated
generator contactor is open. The OFF light illuminates white.
FAULT illuminates amber and the CCAS is activated in event of:
- A protection trip initiated by the associated GCU. If it is caused by a
generator underspeed, reset will be automatic. For the other cases, a
manual reset has to be performed.
- An opening of a generator contactor except if pb is selected OFF.
In both cases, the BUS TIE CONTACTOR closes and affected DC BUS is
automatically supplied form the remaining generator.
ATR 42 Model : 400/500

P 11 001
DC POWER NOV 98
AA
MFC LOGIC See chapter 1.01

SYSTEM MONITORING
- One DC generation channel inoperative.
D See DC GEN FAULT procedure in chapter 2.05.04
- DC BUS 1 not supplied
D See DC BUS 1 OFF procedure in chapter 2.05.04
- DC BUS 2 not supplied
D See DC BUS 2 OFF procedure in chapter 2.05.04
R - Incipient battery thermal runaway or charge contactor failure.
D See CHG FAULT procedure in chapter 2.05.04
- DC EMER BUS no longer supplied.
D See DC EMER BUS OFF procedure in chapter 2.05.04
- Battery (ies) discharge in flight (but DC main sources available).
D See BATTERY (IES) DISCHARGE IN FLIGHT in chapter 2.05.04
- One UTLY BUS automatically shed after a source overload
D See SVCE and UTLY BUS SHED procedure in chapter 2.05.04
ATR 42 Model : 400/500

.
.
.
.
.
.
.
P1 001
AC CONSTANT FREQUENCY NOV 99
AA
30.1 DESCRIPTION
GENERATION
The source of constant frequency (400 Hz) AC power consists of two static inverters
(INV).
The inverters are rack mounted and cooled by forced air with provisions for natural
convection cooling.
The static inverter design characteristics are as follows :
- Power 500 VA
- Output voltage 115 V " 4V and 26 V " 1V
- Frequency 400 Hz " 5 Hz
- Type single phase
The two inverters are powered respectively from DC BUS 1 and DC BUS 2. The input
voltage range is between 18 VDC and 31 VDC for satisfactory operation.
In event of one DC BUS loss, corresponding inverter is not supplied, but corresponding
AC BUS is supplied by AC BTR (BTC pb).
In event of both DC BUS power loss, INV1 is automatically supplied by HOT MAIN BAT
BUS, or by HOT EMER BAT BUS in OVRD configuration or by TRU when selected ON.
The maximum power available on each 26 VAC BUS is 250VA.
Note : Two AC electrical networks are supplied by the inverters :

115 VAC and 26 VAC. Only one is shown on the schematics.
ATR 42 Model : 400/500

.
DISTRIBUTION P1 001
EQUIPMENT LIST NOV 97
AA
Note : *" = option
DC BUS 1
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - DUCT/COMPT Cockpit and cabin Temperature
IND
- Automatic Pressure CTL
- TURBOFAN SOV 1 CTL
- EXTRACT FAN PWR SPLY (Back-up DC BUS 2)
R
23 COMMUNICATIONS * - SEL CAL
* - HF 1 when two HF are installed
* - FLIGHT INTERPHONE and AUDIO CONTROL
PANEL OBSV
* - HF FERRY
27 FLIGHT CONTROLS - SPOILERS IND

- STICK PUSHER PWR and CTL
- LEFT STICK SHAKER
28 FUEL - LP VALVE 1 (Normal)

- TANK TEMP IND
30 ICE AND RAIN - CAPT STATIC PORTS

PROTECTION - STBY STATIC PORTS
- LH SIDE WINDOW ANTI ICING
- RH WINDSHIELD HTG IND
31 INDICATING/RE
CORDING - MFC 1B (Primary)
33 LIGHTS - GENERAL ILLUMINATION :

LEFT LATERAL RAMP (1 FLUORESCENT
LIGHT
OUT OF 2)
- CAPT LTS :
DOME, CHARTHOLDER, CONSOLE, READING
- F/O DOME (Normal)
- STORM
- F/O PANELS
- NAVIGATION (Back-up DC SVCE BUS)
- ANNUNCIATOR LT TEST
- BEACON (Back-up DC SVCE BUS)
ATR 42 Model : 500

DISTRIBUTION P3 001
AA
DC BUS 2
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - Landing elevation IND
- TURBOFAN SOV 2 CTL
- EXTRACT FAN PWR SPLY (Primary)
R
23 COMMUNICATIONS - VHF 2
26 FIRE PROTECTION - NAC 1 (when installed) and 2 OVHT DET
27 FLIGHT CTL - PITCH TRIM STBY COMMAND

(Back-up DC EMER BUS for NORMAL
command)
- RIGHT STICK SHAKER
28 FUEL - LP VALVE 2 (Normal)
29 HYDRAULIC POWER - DC AUX HYD PUMP NORM CTL, IND and PWR
in flight
30 ICE AND RAIN - DE ICE VALVES

PROTECTION - ENG 2 BOOTS A and B (Normal)
- WINGS and EMPENNAGE BOOTS B (Normal)
- F/O WIPER
- F/O STATIC PORTS
- F/O PROBES IND
- LH WINDSHIELD HTG INDICATOR
- RH SIDE WINDOW ANTI ICING
31 INDICATING/RE - F/O CLOCK

CORDING - MFC 2B (Primary)
32 LANDING GEAR - WOW 2 CTL

Secondary IND
ATR 42 Model : 500

DISTRIBUTION P4 001
AA
ATA SYSTEM FUNCTION

33 LIGHTS - PASSENGER SIGNS
- WING LIGHTS
- F/O LTS :
CHARTHOLDER, CONSOLE, READING
- UTILITY SPOT and FLOOD
- NORMAL INSTRUMENTS SPLY and LABELS
INTEGRATED LT CTL
- TAXI and TAKE OFF CTL
- GENERAL ILLUMINATION : RIGHT LATERAL
RAMP (1 FLUORESCENT LIGHT OUT OF 2)
34 NAVIGATION * - ATC 2
* - DME 2
- VOR/ILS 2
* - ADF 2
- CAPT RMI
- SGU 2
- F/O EADI
- AHRS 1 (Auxiliary)
(Back-up DC EMER BUS)
- AHRS 2 (Primary)
R - F/O EHSI
* - GPS
36 PNEUMATIC - HP VALVE 2
52 DOORS - ALERTS
61 PROPELLERS - OVSPD TEST ENG 2

- AFU 2 (Normal)
73 ENGINE FUEL and CTL - FUEL FLOW, FUEL USED IND 2

- FUEL TEMP IND 2
- FUEL CLOG IND 2
- EEC 2 (Normal)
- IDLE GATE FAIL IND
79 OIL - Press, Temp IND 2
ATR 42 Model : 400/500

DISTRIBUTION P5 001
AA
HOT EMER BAT BUS
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - DC EMER BUS AND DC STBY BUS CTL
(BUSSES REMAIN SUPPLIED BY DC BUS 1)
- EMER BAT AMMETER
- EMER BAT VOLT IND
- EMER BUS and INV 1 ON EMER BAT IND
(ARROW)
- TRU IND
28 FUEL - LP VALVES 1 and 2 (Back up DC BUS 1 - DC

BUS 2)
31 INDICATING/RE - MFC 1 MOD A (Auxiliairy)

CORDING (Back up DC ESS BUS SECT 1)
34 NAVIGATION - STBY HORIZON Back up

R - ADC 1 Back up
R - ADC 2 Back up
ATR 42 Model : 400/500

DISTRIBUTION P7 100
AA
DC EMER BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - OVERBOARD and UNDERFLOOR VALVES CTL
and IND and AIR COOLING HIGH FLOW IND
- PRESSURE IND and EXCESS ALTITUDE IND
- PNEUMATIC OUTFLOW VALVES
R 22 AUTO FLIGHT - AP/FD computer and guidance IND (when
installed)
23 COMMUNICATIONS - VHF
- F/O COCKPIT AMPLIFIER
- RCAU
24 ELECTRICAL POWER - GCU 1 DC (Back-up)
- AC BUS OFF 1 and 2 IND
- ACW BUS OFF 1 and 2 IND
- INV FAULT 1 IND
- DC BUS OFF 1 and 2 IND
- BPCU DC (Back-up)
- DC STBY BUS IND (UNDV - OVRD)
- EMER BAT : CHG IND
- DC STBY BUS CTL (BUS REMAIN SUPPLIED BY
DC BUS 1)
- AC 1 BUSSES CTL
(BUSSES REMAIN SUPPLIED BY INV 2)
26 FIRE DETECTION - ENG FIRE EXTINGUISHING CTL and IND (Nor
mal)
- FIRE HANDLE IND ENG 1 and 2
- FIRE DETECTION ENG 1 and 2
27 FLIGHT CONTROLS - PITCH TRIM NORMAL COMMAND
- RUDDER TRIM
- AILERON TRIM
- AILERON LOCKING IND.
29 HYDRAULIC POWER - BLUE PUMP CTL and IND
- GREEN PUMP IND
30 ICE and RAIN - AAS IND and ALERTS
PROTECTION - AAS CTL
- WING, EMPENNAGE BOOTS A
- ENG 1 BOOTS A and B
- PROPELLERS 1 and 2 ANTI-ICING CTL and IND
- WING, EMPENNAGE BOOTS B and ENG 2
BOOTS A and B (Back-up DC BUS 2)
- HORNS ANTI-ICING IND and CTL
Mod : 4372 ATR 42 Model : 500
DISTRIBUTION P8 001
AA
ATA SYSTEM FUNCTION

31 INDICATING/RE - CAPT CLOCK
CORDING - FDAU ON GROUND
- MFC 1B (Auxiliary)
(Back-up DC BUS 1)
- MFC 2 A (Primary)
- MFC 2B (Auxiliary)
(Back-up DC BUS 2)
32 LANDING GEAR - ANTISKID OUTBOARD

- NOSE WHEEL STEERING
- WOW 1 CTL
33 LIGHTS - CAPT PANELS

- PYLON
- STBY COMPASS
- LAVATORY (EMERGENCY)
- F/O DOME (Back-up DC BUS 1)
34 NAVIGATION - ATC 1
- AHRS 2 (ON GROUND, Auxiliary)
- AHRS 1 (Primary)
R - ADC 1 (Primary)
R - ADC 2 (Primary)
61 PROPELLERS - AFU 1 and 2 (Back-up DC BUS 1 - DC BUS 2)

- A/F AUX PUMPS CTL
- TORQUE IND 1 and 2
- PEC 1 and PEC 2 (Normal), associated PVM
and
PIU
73 ENGINE FUEL and CTL - EEC 1 and 2 PWR and IND

(Back-up - DC BUS 1)
- DC BUS 2)
76 ENGINE CTL - CL FIRE IND 1 and 2
ATR 42 Model : 400/500

DISTRIBUTION P9 200
AA
DC ESS BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - PACK 1 and RECIRC FAN 1 IND
- PACK 1 VALVE
- EXTRACT FAN CTL
- PACK 2 and RECIRC FAN 2 IND
- PACK 2 VALVE
- LANDING ELEVATION IND (ALPHANUMERIC
DISPLAY)
- COCKPIT and CABIN AUTOMATIC and MANUAL
TEMPERATURE CTL and IND
22 AUTOFLIGHT - AP OFF IND
- AP DISC BY QUICK DISCONNECT
23 COMMUNICATIONS - FLIGHT INTERPHONE CAPT and F/O
- AUDIO CONTROL PANELS CAPT and F/O
- CAPT COCKPIT AMPLIFIER
- PASSENGER ADDRESS
- MECHANIC CALL
- COCKPIT and CABIN CREW CALL
- CVR
24 ELECTRICAL POWER - GCU 2 DC (Backup)
- GCU 1 and 2 ACW (Back-up)
- BPCU ACW (Back-up)
- DC SVCE and UTLY BUSSES 1 and 2 CTL
- MAIN BAT CHG IND
- INV 2 FAULT IND
- AC 2 and STBY BUSSES CTL
(BUSSES REMAIN SUPPLIED BY INV 1)
26 FIRE PROTECTION - TOILETS SMK DET
- AVIONICS SMK DET
- FWD and AFT COMPT SMK DET
- AFT COMPT and TOILETS DET FANS CTL and
IND
- FWD COMPT DET FANS CTL and IND
- CABIN VENTILATION ISOLATING VALVES CTL
- CONTAINER SMK CTL and IND
27 FLIGHT CONTROLS - CLUTCH REENGAGEMENT SYSTEM
- AILERON LOCKING CTL
28 FUEL - FQI 1 and 2
- CROSS FEED VALVE
- STARTING PUMP 1 and 2 and MOTIVE FLOW
VALVES 1 and 2
R Mod : 4273 + 4372 ATR 42 Model : 400/500
DISTRIBUTION P 11 001
AA
DC STBY BUS
ATA SYSTEM FUNCTION

22 AUTO FLIGHT - AP/FD SERVOS
R - ADU
27 FLIGHT CONTROLS - FLAPS CTL
29 HYDRAULIC POWER - PRESS TRIPLE IND

- INTERCONNECTING VALVE
32 LANDING GEAR - PRIMARY IND

- LANDING GEAR CTL (HYDRAULIC VALVE)
- ANTISKID INOP and BRAKE OVTEMP IND
- R and L INBOARD and OUTBOARD BRAKES
TEMP XMITTERS
33 LIGHTS - EMERGENCY
34 NAVIGATION - VOR/ILS/MKR 1
- SGU 1
- CAPT EADI
R - CAPT EHSI
- RMI F/O
- ADF 1
ATR 42 Model : 400/500

P 22 001
DISTRIBUTION EQUIPMENT LIST DEC 06
AA
115 ACW BUS 1
ATA SYSTEM FUNCTION

R 29 HYDRAULIC - BLUE PUMP PWR
30 ICE AND RAIN - CAPT PITOT

PROTECTION - CAPT ALPHA
- CAPT TAT
- STBY PITOT (Normal)
33 LIGHTS - EMER INSTRUMENTS SPLY INTEGRATED LT

(Primary)
- NORMAL INSTRUMENTS SPLY AND LABELS
INTEGRATED LT PWR
- LEFT LANDING PWR
- LEFT AND REAR STROBES
- PASSENGERS READING PWR (LEFT SIDE) *
R 38 WATER / WASTE - TOILET SYS
ATR 42 Model : 400/500

P 23 001
DISTRIBUTION EQUIPMENT LIST DEC 06
AA
115 ACW BUS 2
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - TRU CTL
R 29 HYDRAULIC - GREEN PUMP PWR
30 ICE AND RAIN - F/O PITOT

PROTECTION - F/O ALPHA
- F/O TAT
- ICE DETECTOR
33 LIGHTS - TAXI AND TAKE OFF PWR

- RIGHT LANDING PWR
- RIGHT STROBE
- PASSENGERS READING PWR (RIGHT SIDE) *
ATR 42 Model : 400/500

.
.
EMERGENCY EQUIPMENT 1.07.10
P 3/4 001
GENERAL DEC 95
AA
SCHEMATICS
ATR 42 Model : 400/500

.
P1 001
OXYGEN SYSTEM NOV 98
AA
20.1 DESCRIPTION (see schematic p 7/8)
The system consists of a main system supplying the cockpit crew and the passengers
and a portable unit for the cabin attendant.
A high pressure cylinder of 2188 l (77 cu.ft) capacity, supplies oxygen to the
distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the
distribution system. A discharge part is provided to face overpressures.
An external oxygen refilling connection has been installed to fill quickly the oxygen
bottle without removing it.
CREW MEMBERS (see schematic p 9/10)
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 3 cockpit crew for a duration of 120 mn (10 minutes to
R descend from 25 000 ft to 13 000 ft and continuation of flight between 13 000 ft and
10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 3 cockpit crew for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNIT
- One portable oxygen bottle is available at the cabin attendant station. It permits a
R continuous diluted flow to one cabin attendant at 13 000 ft for a duration of 30 mn.
The bottle is equipped with a diluted oxygen mask.
- Protective breathing equipments are located in the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to 12 oxygen masks installed in the hat racks.
Oxygen system capability allows to supply 25 % of the passengers with a continuous
diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend
R from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and
10 000 ft) in addition to the cockpit crew 120 minutes consumption.
ATR 42 Model : 400/500

P2 001
OXYGEN SYSTEM DEC 10
AA
1 HP ind.
Oxygen bottle pressure is displayed in PSI X 1000.
R
R
2 MAIN SUPPLY pb
Controls the low pressure supply solenoid valve.
ON (pb pressed in). The valve is open, low pressure oxygen is supplied to
the cockpit crew oxygen masks.
OFF (pb released). The valve is closed. OFF illuminates white.
LO PR Illuminates amber and the CCAS is activated when a low pressure (below
50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY pb
ON (pb pressed in) Passengers supply valve is open. ON illuminates blue.
OFF (pb released) Passengers supply valve is closed.
ATR 42 Model : 400/500

P1 050
AA
20.1 DESCRIPTION (see schematic p 7/8)
and a portable unit for the cabin attendant.
An external oxygen refilling connection has been installed to fill quickly the oxygen
bottle without removing it.
CREW MEMBERS (see schematic p 9/10)
oxygen is provided to 3 cockpit crew for a duration of 120 mn (10 minutes to
descend from 25 000 ft to 13 000 ft and continuation of flight between 13 000 ft and
10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 3 cockpit crew for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNIT
- One portable oxygen bottle is available at the cabin attendant station. It permits a
continuous diluted flow to one cabin attendant at 13 000 ft for a duration of 30 mn.
The bottle is equipped with a diluted oxygen mask.
- Protective breathing equipments are located in the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve.
It controls flow to 14 (for 46 pax configuration) or 15 (for 48 to 50 pax configuration)
oxygen masks installed in the hat racks.
from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and
Mod : 8371 ATR 42 Model : 400/500

P2 001
AA
1 HP ind.
R
R
2 MAIN SUPPLY pb
Controls the low pressure supply solenoid valve.
ON (pb pressed in). The valve is open, low pressure oxygen is supplied to
the cockpit crew oxygen masks.
OFF (pb released). The valve is closed. OFF illuminates white.
LO PR Illuminates amber and the CCAS is activated when a low pressure (below
50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY pb
ON (pb pressed in) Passengers supply valve is open. ON illuminates blue.
OFF (pb released) Passengers supply valve is closed.
ATR 42 Model : 400/500

P1 100
AA
and one portable unit for the cabin attendant.
CREW MEMBERS (See schematic p 9/10)
oxygen is provided to 2 pilots and 1 observer for a duration of 120 mn at demand flow
R (10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight
R between 13 000 ft and 10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, xith the dilution control in the 100 %
position, oxygen is provided to 2 pilots and 1 observer for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNITS
- One 120 l (4.25 cu ft) portable oxygen bottle is stowed under the cabin attendant
R seat. It permits a continuous diluted flow to cabin attendant at 13 000 ft for a duration
of 30 mn. The bottle is equipped with a diluted oxygen mask.
- Protective breathing equipments are located in the baggage box of the cabin.
- The cabin attendant station is equiped with automatic oxygen masks boxes.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to oxygen masks installed in the cabin under the hat racks and in the
toilets. They are stored into mask boxes with automatic opening.
R from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and
Mod : 4292 ATR 42 Model : 400/500

P2 100
AA
20.2 CONTROLS
OXYGEN PANEL
1 HP ind.
R
R
2 MAIN SUPPLY pb
Controls the low pressure supply solenod valve.
pb pressed in : The valve is open, low pressure oxygen is supplied to the cockpit
crew oxygen masks.
OFF : (pb released) the valve is closed. OFF illuminates white.
LO PR : illuminates amber and the CCAS is activated when a low pressure
(below 50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY SW
MAN OVRD Controls manually the oxygen masks unfolding and PAX SUPPLY
Valve opening at cabin altitude between 10000 ft and 25000 ft..
AUTO : Oxygen masks unfolding in case of depressurization. The PAX
SUPPLY Valve is connected to the ALT PRESS switch which
engage when cabin altitude is above 13250 ft (+/-- 250 ft).
OFF : Passengers oxygen supply is closed. This position stops the pax
oxygen supply and then the oxygen is dedicated to the crew.
4 PAX SUPPLY ON Lt
A light indicator ON illuminates white when the pax supply valve is open.
Mod. : 4292 ATR 42 Model : 400/500

P3 001
AA
COCKPIT CREW OXYGEN MASK
The cockpit crew oxygen masks are of the quick donning inflatable harness type,
stowed in a container at each crew station. It can be donned with one hand. A
regulator is incorporated in the mask.
1 Release clips
Squeezing the red release clips unlocks the container doors. It also enables
automatic inflation of mask harness, provided that pb 4 is held in TEST position or
mask is extracted from container. The blinker momentarily displays a yellow cross.
2 Blinker
Displays a yellow cross when there is oxygen flow, and black when there is no
oxygen flow.
3 N/100% rocker
Controls the selection of normal or 100% oxygen for mask delivery. It is locked in
the 100% position by the UNLOCK rocker.
- 100% The mask delivers 100% undiluted oxygen.
- N The mask delivers diluted oxygen.
4 TEST/RESET pb
Permits a test of oxygen flow without removing the mask from the container. It is
springloaded to the RESET position.
- TEST Provided MAIN SUPPLY pb is selected ON, oxygen flows through the
mask. The blinker momentarily displays yellow cross, and the flow is
audible.
A lengthened hose is provided on the observer mask enabling access to the cargo with
the mask.
RECOVERING BOOMSET/MICRO FUNCTION WHEN THE OXYGEN MASK IS OUT
OF ITS CONTAINER :
Oxygen mask remaining out of its container :
- Close the oxygen mask container doors.
- Pres the test push button in front of the container and release it, (yellow cross
disappears).
The boomset/micro function is now recovered.
R Note : If the pilot wishes to use the oxygen mask again and recover the mask micro,
it just has to open the container doors.
ATR 42 Model : 400/500
.
P 7/8 001
AA
20.4 SCHEMATICS
(number depends on configuration)
ATR 42 Model : 400/500

.
P 7/8 100
AA
20.4 SCHEMATICS
Mod. : 4292 ATR 42 Model : 400/500

.
.
P1 110
EMERGENCY EVACUATION NOV 98
AA
EMERGENCY EVACUATION IN CASE OF DITCHING

A EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR
Note : Be sure that safety pin is removed.
Mod. : 4019 + 4358 ATR 42 Model : 400/500

P2 110
EMERGENCY EVACUATION NOV 98
AA
EMERGENCY EVACUATION IN CASE OF FORCED LANDING
A EMERGENCY EXIT
B SERVICE DOOR C PASSENGER/CREW DOOR
C Note : Be sure that safety pin is removed.
Mod. : 4019 + 4358 ATR 42 Model : 400/500

.
FIRE PROTECTION 1.08.10
P1 001
GENERAL NOV 98
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :

- Detection for :
each engine fire
right nacelle overheat (on ground only)
each cargo compartment and toilets smoke
avionics compartment smoke
- Extinguishing for :
each engine
cockpit, cabin and each cargo compartment
toilets waste bin
ENGINE FIRE DETECTION SYSTEM
Each engine is equipped with a fire detection system which consists of :
- Two identical detection loops (A and B) mounted in parallel.
- A fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
Red ENG. FIRE illuminates on CAP in case of :
- Fire signal detected by both loops A and B or,
- Fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM

Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM
Forward cargo and after cargo are each equipped with one optical smoke detector.
R Ambient transmittance is monitored by reflection measurement.
Toilets are equipped wih one photoelectric smoke detector.
In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC.
ATR 42 Model : 400/500

P2 001
GENERAL NOV 97
AA
R AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)

R The avionics extract air duct is provided with a smoke detection device, linked to the
R CCAS. Smoke detection between the avionics compartment and the extract fan
R activates a ELEC SMK" red alert on CAP.
ENGINE FIRE EXTINGUISHING SYSTEM

It includes two extinguishers bottles which may be used for engine n 1 or engine
n 2. They are located on each side of the fuselage. Dual squibs are installed in the
discharge heads on each bottle. For fire extinguishing, the squibs are ignited by
depressing the correcponding illuminated AGENT pb on the ENG FIRE panel.
The extinguishing agent (freon or halon) is pressurized by nitrogen.
COCKPIT, CABIN AND CARGO COMPARTMENTS FIRE EXTINGUISHING SYSTEM

Portable extinguishers are provided to be operated manually (refer to schematic
1.07.10 p. 2 for location).
TOILETS WASTE BIN FIRE EXTINGUISHING SYSTEM

The system operates automatically when fire is detected (when the temperature is
greater than 78C (172F).
ATR 42 Model : 400/500

P1 090
GENERAL NOV 00
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :

Detection for : each engine fire
right nacelle overheat (on ground only)
each cargo compartment and toilets smoke
avionics compartment smoke
Extinguishing for : each engine
cockpit, cabin and each cargo compartment
toilets waste bin
ENGINE FIRE DETECTION SYSTEM
Each engine is equipped with a fire detection system which consists of two identical
detection loops (A and B) mounted in parallel and a fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
Red ENG. FIRE illuminates on CAP in case of fire signal detected by both loops A and
B or, fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM

Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM
Forward cargo and after cargo are each equipped with one optical smoke detector.
Ambient transmittance is monitored by reflection measurement.
Toilets are equipped wih one photoelectric smoke detector.
In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC.
CONTAINER SMOKE DETECTION SYSTEM
CARGO CONFIGURATION
- The handle located on the RH side of the forward cargo compartment is closed.
- Make sure that the 4 smoke detectors located in the container bay are extended.
R - The CNTR SMK pb (on the overhead panel) is switched ON.
PAX CONFIGURATION
- The handle located on the RH side of the forward cargo compartment is open.
- The 4 smoke detectors must be retracted.
R - The CNTR SMK pb (on the overhead panel) is released.
In case of smoke detection, a signal is sent to the CCAS .
FWD SMK and AFT SMK red alerts are triggered on CAP.
Mod : 4273 ATR 42 Model : 400/500

P2 001
GENERAL NOV 97
AA
R AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)

R The avionics extract air duct is provided with a smoke detection device, linked to the
R CCAS. Smoke detection between the avionics compartment and the extract fan
R activates a ELEC SMK" red alert on CAP.
ENGINE FIRE EXTINGUISHING SYSTEM

It includes two extinguishers bottles which may be used for engine n 1 or engine
n 2. They are located on each side of the fuselage. Dual squibs are installed in the
discharge heads on each bottle. For fire extinguishing, the squibs are ignited by
depressing the correcponding illuminated AGENT pb on the ENG FIRE panel.
The extinguishing agent (freon or halon) is pressurized by nitrogen.
COCKPIT, CABIN AND CARGO COMPARTMENTS FIRE EXTINGUISHING SYSTEM

Portable extinguishers are provided to be operated manually (refer to schematic
1.07.10 p. 2 for location).
TOILETS WASTE BIN FIRE EXTINGUISHING SYSTEM

The system operates automatically when fire is detected (when the temperature is
greater than 78C (172F).
ATR 42 Model : 400/500

P4 001
GENERAL MAY 98
AA
4 LOOP pb
Allows activation of aural and visual alerts when a fire signal (FIRE) or a fault signal
(LOOP) is generated by the fire detection control unit for the related loop.
(pb pressed in) Aural and visual alerts are activated when a fire or a fault signal is
generated by the fire detection control unit for the related loop.
OFF (pb released) Aural and visual alerts are inhibited for the related loop. The
OFF light illuminates white. LOOP amber light illuminates on CAP.
FAULT The light illuminates amber and the CCAS is activated when the
associated pb is pressed in and a fault signal is generated by the fire
detection control unit. LOOP amber light illuminates on CAP.
5 TEST sw Spring Loaded in neutral position

Spring loaded in neutral position allows a test of the detection of fire and fault
signals when both LOOP pbs are selected ON :
FAULT - FAULT lights of both LOOP A and LOOP B pb illuminate

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

- FUEL SO light illuminates in associated CL if CL isn't in fuel shut off
position
R - CCAS is activated, ENG FIRE red light illuminates on CAP.
CL FUEL LT
Illuminates red in case of fire signal from associated engine. Extinguishes after CL is
set at fuel shut off position or if fire detection signal terminates.
ATR 42 Model : 400/500

P5 090
GENERAL NOV 99
AA
CARGO COMPARTMENTS AND TOILET SMOKE DETECTION
1 AFT COMPT/LAV FANS Pb

Pb pressed in : One fan runs.
FAULT : The fan is out of order
FAULT illuminates amber and CCAS is activated.
ALTN : (Pb released) the alternate fan runs, ALTN light illuminates white.
2 SMK TEST Pb
Allows to test the FWD and AFT smoke detectors working.
3 CAB VENT AIRFLOW pb
Allows to inhibit cabin ventilation in case of smoke detection.
pb pressed in : Normal use. Both cabin ventilation isolating valves are opened.
OFF It is extinguished.
OFF : (pb released) Both cabin ventilation isolating valves are closed.
OFF It illuminates white.
4 CONTAINER SMK ACTIVATION pb
ON : (pb pressed in) in cargo configuration, allows to connect the
container smoke detectors. ON It illuminates white.
pb released : in pax configuration, only FWD and AFT smoke detectors are used.
5 CONTAINER SMK Its
Are associated to the container smoke detectors (only when pb 4 is ON).
Illuminate red in conbination with FWD SMK or/and AFT SMK red It on CAP in case
of smoke detection. CCAS is then activated.
6 SMK TEST pb
Allows to test the 4 specific container smoke detectors working.
R Mod : 4273 ATR 42 Model : 400/500
P6 090
GENERAL NOV 99
AA
SMOKE DETECTION
CARGO CONFIGURATION (CNTNR SMK pb is ON)
CAUTION : FWD SMK or AFT SMK CAP alert may be associated or not with
CONTAINER SMK local alert on overhead panel.
PAX CONFIGURATION (CNTNR SMK pb is released)
R Mod : 4273 ATR 42 Model : 400/500

P8 100
GENERAL NOV 97
AA
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY

(C/B) (C/B)
Avionics DC ESS BUS - Nil -
smoke detector (on lateral panel ELEC SMK DET)
Toilets smoke detector DC STBY BUS - Nil -
(on lateral panel)
Aft cargo and toilets - Nil - AC STBY BUS
ventilation fans PWR (on lateral panel
FANS PWR)
Aft cargo and toilets DC ESS BUS - Nil -
ventilation fans CTL. (on lateral panel AFT FANS IND)
Forward cargo DC ESS BUS - Nil -
ventilation fans CTL (on lateral panel)
Forward cargo - Nil - AC STBY BUS
ventilation fans PWR (on lateral panel)
Cabin ventilation DC ESS BUS - Nil -
isolating valves (on lateral panel)
control
SYSTEM MONITORING
- ENG fire signal
See ENG FIRE procedure in chapter 2.04.02.
- Smoke detected in the avionics ventilation circuit
See ELECTRICAL SMOKE procedure in chapter 2.04.03.
- Smoke detected in the FORWARD cargo compartment
See FWD CARGO SMOKE procedure in chapter 2.04.03.
- Smoke detected in the aft cargo compartment or in the lavatory
See AFT COMPT SMOKE procedure in chapter 2.04.03.
- Nacelle temperature exceeds 170C ( 338F)when aircraft is on ground.
See NAC OVHT procedure in chapter 2.05.02.
- Fire Loop fault signal
See FIRE LOOP FAULT procedure in chapter 2.05.12.
- Smoke detected in the cargo bay (containers transportation only)
See CARGO BAY SMOKE" procedure in chapter 2.04.03.
Mod : 4273 ATR 42 Model : 400/500

.
.
FLIGHT CONTROLS 1.09.20
P1 100
ROLL NOV 00
AA
20.1 DESCRIPTION
Roll control is achieved through control wheels.
SPRING TAB
A spring tab provides a flexible compensation which automatically increases with the
aerodynamic loads applied on the ailerons, thus ensuring a reduction of the pilot's
efforts.
R Wheel travel : 87
Ailerons travel : 14 up, 14 down
ROLL TRIM
Aileron trim is performed by varying the neutral position setting of the left aileron
spring tab with respect to the aileron.
It is electrically controlled from a twin control sw through an electrical actuator.
R LH aileron trim controlled tab travel : 6.7 up, 6.7 down.
Full roll trim travel requires about 15s.
TOFA-01-09-20-001-A100AA
Mod : 4372 ATR 42 Model : 500

.
P1 001
PITCH NOV 00
AA
30.1 DESCRIPTION
(See schematic p7/8)
Each control column mechanically drives the associated elevator and, through a pitch
coupling mechanism, the other elevator and the opposite control column.
In case of jamming, pitch control will be recovered by applying on both control columns a
differential force (52daN) disengaging the pitch coupling system.
The non affected channel allows the aircraft to be operated safety. System recoupling has
to be performed on ground.
Pitch uncoupling generates PITCH DISCONNECT" red alert.
Control column travel : 11.25 up, 6.75 down.
Elevators travel : 23up, 13 down
R Elevators automatic tab travel 60 % of the pitch control course.
Pitch trim is performed by offsetting both tabs neutral position.

Normal trim (control column) and STBY trim (pedestal) supply appropriate part of each
actuator.
Each trim tab is activated by a dedicated actuator. The two actuators are synchronized by
a flexible shaft.
In case of pitch tabs desynchronization :
- An alert is generated by the CCAS

- Normal and STBY pitch trim control are inoperative
- AP disconnects
Trim tab travel, displayed on the pitch trim position indicator is added to the automatic tab
travel.
Elevators trim controlled tab travel : 9 up, 4 down
Full pitch trim travel requires about 30s in normal and in STBY control.
A stick pusher and a stick shaker are provided, preventing the aircraft from reaching a
critical angle of attack. When the detected incidence becomes too high, the MFC sends a
signal to an electric actuator which shakes the control column at stall alert thresholds.
If angle of attack keeps increasing, a further threshold is reached and the MFC activates
the stick pusher ; the complete pitch control linkage assembly is pushed forward.
Note : There are two stick shakers, one for each control column but only one stick pusher
actuator located on the captain pitch channel. In case of pitch uncoupling when the
pusher triggering angle of attack is reached, only the captain control column is
pushed forward.
ATR 42 Model : 400/500

.
.
.
.
P2 001
FLAPS DEC 95
AA
50.2 CONTROL
FLAPS CONTROL LEVER
Controls the flaps operation. Distinct positions correspond to flaps 0, 15, 25

and 35.
To change flaps position, pull up the lever, move it to the selected position (an amber
strip at the bottom of the lever is visible as long as the lever is not in one of the three
distinct positions) and release the lever.
FLAPS POSITION IND
Indicates flaps position.

A blue EXT flag appears to indicate that the flap valve is hydraulically commanding
flap extension.
Note : If EXT flag appears when flaps are extended, it means that there is a leak in
the flaps hydraulic circuit.
FLAP ASYM It
Illuminates amber when flaps asymmetry exceeds 6,7.

ATR 42 Model : 400/500
.
DEC 03
.
P3 100
GUST LOCK NOV 99
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY

(C/B)
Aileron lock ind. DC EMER BUS
(on lateral panel AIL TRIM & AIL LOCK WARN)
Aileron lock CTL DC ESS BUS
(on lateral panel GUST LOCK AIL)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts.
- Disagree between Aileron locking actuators and gust lock control (Temporized alert
8 sec).
. "MC" flashing amber
. "FLT CTL" amber light illuminates on CAP
. "AIL LOCK" amber light illuminates on the pedestal
. Aural alert is single chime (SC)
R - Aileron locking actuators not fully retracted and PL on TO position.
. "MW" flashing red
. "CONFIG" red light illuminates on CAP
. "FLT CTL" amber light illuminates on CAP
. Aural alert is Continuous Repetitive Chime (CRC)
R - Disagree between aileron locking actuators and gust lock control during the T.O.
R CONFIG TEST
R . "MW" flashing red
R . "CONFIG" red light illuminates on CAP
R . "FLT CTL" amber light illuminates on CAP
R . Aural alert is Continuous Repetitive Chime (CRC)
Mod : 4372 ATR 42 Model : 500

.
.
FLIGHT INSTRUMENTS 1.10.10
P1 060
AIR DATA SYSTEM NOV 02
AA
10.1 DESCRIPTION
The flight environment data are provided by three independent air data systems :
- Two main systems,
- One standby system.
MAIN SYSTEMS
Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC). Each
computer is supplied with :
- static air pressure provided by its specific static ports,
- total air pressure provided by its specific pitot probe,
- total air temperature provided by its specific TAT probe.
Probes and ports are located on the LH and RH side of the fuselage and are electrically
heated.
From this data, each ADC computes :
- pressure altitude,
- vertical speed,
- Indicated Air Speed (IAS),
- True Air Speed (TAS),
- Total Air Temperature (TAT),
- Static Air Temperature (SAT).
ADC 1 supplies :
- CAPT flight instruments (altimeter, airspeed ind., vertical speed ind.),

- other systems : AHRS 1, FDAU, MFC, GPWS, pressurization, AFCS, ATC 1 and
ATC 2 through TCAS control box, and TCAS through ATC 1and ATC 2 (if installed
and mode S only).
ADC 2 supplies :
- F/O flight instruments (altimeter, airspeed ind., vertical speed ind.),

- other systems : AHRS 2, FDAU, MFC, pressurization, AFCS, ATC 1 and ATC 2
Note : If ATC 2 mode S is installed, ADC 2 supplies TCAS through ATC 1 and ADC 2
EEC's, TAT/SAT/TAS indicator are supplied either by ADC 1 and ADC 2 according to
ADC selector on capt panel.
STANDBY SYSTEM
The standby system consist of :
- two static ports,
- a pitot probe.
These supply raw data directly to the standby airspeed ind. and the standby altimeter.
P1 150
AA
10.1 DESCRIPTION
The flight environment data are provided by three independent air data systems :
- Two main systems,
- One standby system.
MAIN SYSTEMS
Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC). Each
computer is supplied with :
- static air pressure provided by its specific static ports,
- total air pressure provided by its specific pitot probe,
- total air temperature provided by its specific TAT probe.
Probes and ports are located on the LH and RH side of the fuselage and are electrically
heated.
From this data, each ADC computes :
- pressure altitude,
- vertical speed,
- Indicated Air Speed (IAS),
- True Air Speed (TAS),
- Total Air Temperature (TAT),
- Static Air Temperature (SAT).
ADC 1 supplies :
- CAPT flight instruments (altimeter, airspeed ind., vertical speed ind.),

- other systems : AHRS 1, FDAU, MFC, GPWS, pressurization, AFCS, ATC 1 and
ATC 2 through TCAS control box, and TCAS through ATC 1 and ATC (if installed and
mode S only).
ADC 2 supplies :
- F/O flight instruments (altimeter, airspeed ind., vertical speed ind.),
- other systems : AHRS 2, FDAU, MFC, pressurization, AFCS, ATC 1 and ATC 2
Note : If ATC 2 mode S is installed, ADC 2 supplies TCAS through ATC 1 and ATC 2
EEC's, TAT/SAT/TAS indicator and GPS are supplied either by ADC 1 or ADC 2
according to ADC selector on capt panel.
STANDBY SYSTEM
The standby system consist of :
- two static ports,
- a pitot probe.
These supply raw data directly to the standby airspeed ind. and the standby altimeter.
R Mod : (3832 or 5103 or 5146) + (3952 or 4890 or 5021 or 5022) ATR 42 Model : 400/500
P5 001
AA
STANDBY ALTIMETER (Mb Counter)

TOFA-01-10-10-005-A010AA
1 Baroset value
Is displayed in millibars (875 to 1 050 mb).
2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of feet. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
ATR 42 Model : 400/500

NOV 02

P5 001
AA
STANDBY ALTIMETER (Mb Counter)

TOFA-01-10-10-005-A010AA
1 Baroset value
Is displayed in millibars (875 to 1 050 mb).
2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of feet. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
ATR 42 Model : 400/500

P6 080
AIR DATA SYSTEM MAY 98
AA
TCAS VERTICAL SPEED INDICATOR (TCAS FUNCTION NOT AVAILABLE)
1 Vertical speed pointer

Indicates rate of climb/descent from 0 to 6000 ft/mn.
From 0 to 1000 ft/mn the scale is graduated in 100 ft/mn increments, and from
1000 to 6000 ft/mn in 500 ft/mn increments. Display accuracy is 40 ft/mn.
2 Vertical speed flag
- Appears if the indicator is not able to display vertical speed information
- In that case, the vertical speed pointer disappears when V/S flag appears.
3 Test
When depressed, indicator will display a test pattern.
4 Light sensort
5 Not available
Mod : 4541 ATR 42 Model : 400/500

NOV 02

.
P8 001
AA
10.3 ELECTRICAL SUPPLY / SYSTEM MONITORING
ELECTRICAL SUPPLY

(C/B) (C/B)
R ADC 1 / ADC 2 DC EMER BUS - Nil -
R (Primary on overhead panel
R ADC 1/2 EMER)
R HOT EMER BAT BUS - Nil -
R (Back-up on overhead panel
R ADC 1/2 HOT)
CAPT airspeed ind. - Nil - 26 VAC STBY BUS
and vertical speed (on overhead panel
ind. ASI VSI ALTM)
TAS/Temperature ind.
CAPT altimeter + - Nil - 26 VAC STBY BUS
recording FDAU (on overhead panel ALTM)
F/O airspeed ind. and - Nil - 26 VAC BUS 2
vertical speed ind. (on overhead panel ASI VSI)
F/O altimeter - Nil - 26 VAC BUS 2
(on overhead panel ALTM)
Standby altimeter DC BUS 1 - Nil -
vibrator (on overhead panel
STBY ALTM)
SYSTEM MONITORING
The following conditions are monitored by visual alerts :
- Loss of ADC
See ADC FAULT procedure in chapter 2.05.12.
- Incorrect ADC switching
See ADC SW FAULT procedure in chapter 2.05.12.
ATR 42 Model : 400/500

P 9/10 060
AA
10.4 SCHEMATIC

.
P 9/10 150
AA
10.4 SCHEMATIC
R Mod : (3832 or 5103 or 5146) + (3952 or 4890 or 5021 or 5022) ATR 42 Model : 400/500
.
.
P3 001
EFIS NOV 98
AA
8 Lateral ARM & CAPTURE

See chapter 1.04.10.
9 Vertical ARM 1 CAPTURE
See chapter 1.04.10.
10 Flight Director Command bars (magenta)
Display computed commands to capture and maintain a desired flight path. The
commands are satisfied by flying the aircraft symbol to the command bars.
11 Glideslope and Localizer indication
R . Deviation from ILS glideslope is indicated by an index on a scale which is marked
by dots.
. Deviation from localizer is indicated by an index on a scale which is marked by
dots.
Note : Indexes and scales are visible only when an ILS frequency is selected on the
related NAV control box.
12 DH indication and annunciator
. Displays the selected decision height in feet (blue), and the "DH" letters in
white. When selected DH is set to zero, DH information disappears from EADI.
Maximum selectable Decision Height is 990 ft.
. When aircraft radio-altitude reaches selected decision height + 100 ft, a white
box appears near the radio altitude information on EADI.
When aircraft radio-altitude becomes lower than selected decision height, the
amber "DH" symbol illuminates inside the white box.
13 Radio altitude indication
Displays in blue the radio-altitude and in white the RA letters. When radio-altitude
indication is not valid, this information is replaced by amber dashes.
Range of readable radio-altitude is from - 20 ft to 2500 ft.
Above 2500 ft, radio altitude information is not displayed. See chapter 1.15.30.
ATR 42 Model : 400/500

.
.
.
P9 001
EFIS NOV 97
AA
EFIS CONTROL PANEL (ECP)
1 FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2 GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3 ADI/DIM/DH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
Automatic setting is also performed when ambient brighness changes.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
R . Test of the EFIS is only functional on the ground, all failure messages appear on
R EFIS.
R . Radio altimeter test is performed in flight as well as on ground. RA
R indication displays 100 ft on EADI.
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4 HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
- Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set
average brightness in relation to other traces.
5 N 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1.
On OFF position, blue pointer disappears from EHSI.
6 N 2 BRG () selector
To select green bearing pointer to VOR 2 or to ADF 2.
On OFF position, green pointer disappears from EHSI.
ATR 42 Model : 400/500
P9 080
EFIS NOV 00
AA
EFIS CONTROL PANEL (ECP)
1 FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2
GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3
ADI/DIM/DH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
. Test of the EFIS is only functional on ground, all failure messages appear on
EFIS.
. Radio altimeter test is performed in flight as well as on ground. RA indication
displays 100 ft on EADI.
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4
HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
- Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set
average brightness in relation to other traces.
5
N 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1 or to GPS active waypoint.
On OFF position, blue pointer disappears from EHSI.
Note : RNV1 position is inoperative when MAP display is active.
6
N 2 BRG () selector
To select green bearing pointer to VOR 2 or to ADF 2 or to GPS active waypoint.
On OFF position, green pointer disappears from EHSI.
Note : RNV2 position is inoperative when MAP display is active.
7
Refer to 1.15.60.
R Mod : 3952 or 4890 or 5021 or 5022 ATR 42 Model : 400/500
.
.
P1 100
FLIGHT RECORDERS DEC 06
AA
50.1 DESCRIPTION
The aircraft is equipped with :

- a Cockpit Voice Recorder, CVR, and
- a Digital Flight Data Recorder, DFDR.
The recorders are automatically energized as soon as the aircraft is on its own electrical
supply and are switched OFF automatically TeN minutes after engines cut. When the
aircraft is on external power, recorders are OFF until one engine is started. They can be
energized by selecting ON the RCDR pushbutton, and deenergized by pushing the RESET
pushbutton.
Each recorder is equipped with an underwater acoustic beacon which is used to locate the
recorder in the event of an aircraft accident over the sea. The beacons actuate immediately
after immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range
is 3.5 km (4,000 yards).
CVR
All crew communications transmitted through the RCAU are recorded.
In addition, a CVR microphone, located below the overhead panel, acquires cockpit
conversation and aural alerts for recording. Cabin crew announcements are also recorded.
Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording
may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the
parking break is set.
DFDR
Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts
them into digital data.
The data are recorded by the DFDR which stores them on a magnetic tape. The 25 last
hours of flight are retained.
Mod : 5567
P2 100
FLIGHT RECORDERS DEC 06
AA
50.2 CONTROLS
FLIGHT DATA ENTRY PANEL (FDEP)
NOT APPLICABLE
Mod : 5567
.
FUEL SYSTEM 1.11.10
P3 001
GENERAL
DEC 05
AA
ENGINE FEED (See schematic p 13/14)
In normal conditions, each engine is supplied from its associated wing tank. Fuel flow/fuel
used ind. allow the crew to monitor fuel consumption for each engine.
Each tank is fitted with a 200 l feeder compartment always full of fuel protecting the engine
feed system against negative or lateral load factors. In the feeder compartment, an
electrical pump and a jet pump are installed. The jet pump is activated by HP fuel from the
engine HMU and is controlled by a motive flow valve.
Note : Each electrical pump is able to supply one engine in the whole flight envelope.
In normal operation, the electrical pump is only used to start the engine. After start , jet
pump takes over automatically.
R If jet pump pressure drops below 350 mbar (5PSI), the electrical pump is automatically
activated to supply the engine.
A crossfeed valve, controlled by an electrically operated actuator, allows both engines to
be fed from one side or one engine to be fed by either tank, allowing control of an
unbalance situation.
When the crossfeed valve is open, a blue FUEL X FEED light comes on memo panel. In
this case, the two electrical pumps are automatically actuated. Its possible to use only
one fuel tank by switching off the opposite pump pb.
At the fuel outlet of each tank a fuel LP valve, controlled by the associated fire handle, is
installed.
ATR 42 Model :400/500

FUEL SYSTEM 1.11.10
P6 001
GENERAL NOV 98
AA
FUEL QTY PANEL
1
FUEL QTY indications
Fuel quantity in each tank is displayed in kg.
2 Test pb
Pressing the test button will check both measurement channels and, if the
functioning is normal, display all 8's.
At the same time, CCAS is activated, MC flashes amber, SC is heard.
3 LO LVL amber lights
Each light illuminates amber and the CCAS is activated when quantity of the
concerned display becomes lower than 160 kg ; in addition, the corresponding
electrical pump is automatically actuated.
FF/FU IND.
A fuel flow/fuel used ind. is provided for each engine.

1 FF indication
The mass fuel flow to the engine is indicated by a pointer on a scale graduated in
kg/h X 100
R 2
FU counter
On the digital read out, fuel used is indicated in kg. This value is computed by
integration of the fuel flow parameter.
3
FU reset knob
The fuel used counter is reset to 0 by pulling associated ind. reset knob.
Note : All the digits (on the FU counter as well as on the FUEL QTY ind.) may be
tested by the overhead panel ANN LIGHT switch on TEST position.
ATR 42 Model : 400/500

FUEL SYSTEM 1.11.10
P7 001
GENERAL NOV 00
AA
xxx
Yellow sector : -54C to 0C

Green sector : 0C to 50C
Yellow sector : 50c to 57C
Red dash : -54C and +57C
ATR 42 Model : 400/500

.
.
.
DEC 07
R -
HYDRAULIC SYSTEM 1.12.10
P3 001
GENERAL MAY 98
AA
10.2 CONTROLS
HYD PWR PANEL
1
Main pumps pbs
Control activation/deactivation of ACW electric motor driven pumps.
ON (pb pressed in) Pump is energized
OFF (pb released) Pump is deactivated, OFF It illuminates white.
LO PR The light illuminates amber and the CCAS is activated through the MFC
when the associated pump delivered fluid pressure drops below 1500 PSI
(103,5 bars).
2 Auxiliary pump pb
Controls operating mode of DC auxiliary pump.
AUTOMATIC (pb pressed in) Pump runs as soon as the following conditions are
met :
- ACW blue pump pressure below 1500 PSI and,
- propeller brake released and,
- gear handle selected DOWN and,
- at least one engine running
OFF (pb released) Auxiliary pump is deactivated, OFF illuminates white.
LO PR The light illuminates amber and CCAS is activated when auxiliary
pump outlet pressure is detected lower than 1500 PSI and
functioning conditions are met.
3 XFEED pb
Controls opening and closure of the crossfeed valve.
OFF (pb released) Crossfeed valve is closed. Both hydraulic circuits are
separated.
ON (pb pressed in) Crossfeed valve is selected open. Both hydraulic circuits are
R connected. ON It illuminates white.
4
OVHT It
The It illuminates amber and the CCAS is activated when pump case drain line
overheat is detected (T > 121 C/250 F)
5 LO LEVEL It
The It illuminates amber and the CCAS is activated when associated tank
compartment fluid quantity drops below 2.5 l (0.67 US gal). The X FEED
automatically closes.
ATR 42 Model : 400/500
.
.
.
ICE AND RAIN PROTECTION 1.13.20
P1 001
ANTI ICING ADVISORY SYSTEM OCT 12
AA
20.1 DESCRIPTION
An anti icing advisory system (AAS) is installed.
The AAS system includes :
- An ice detector
- An icing evidence probe
- Three lights in the cockpit
S icing( amber)and ICING AOA (green) lights on central panel
S DE ICING blue light on memo panel
This system has been designed to alert the crew on the correct procedures to be applied
when flying in icing conditions :
- Increase of minimum maneuver/operation speeds + selection of anti-- icing
- Selection of the deicing system at first indication of ice accretion
R - Switching the deicing and anti icing systems OFF when leaving the icing conditions
R - Resetting the ICING AOA P/B when the aircraft is visually verified clear of ice.
ICE DETECTOR
The ice detector, located under the left wing, alerts the crew as soon as and as long as ice
accretion is sensed by the probe.
Alert is generated by the amber ICING light on the central panel.
The system is self tested constantly, and any failure generates a FAULT light illumination
with single chime.
Detection of ice accretion and associated alert are performed under following cycle :
CAUTION
The ice detector indicates ice accretion is building up on aircraft. Therefore, extinguishing
of the icing light must be regarded as an end of ice accretion and not as an absence of ice
on the aircraft. Consequently a visual check must be performed to assure aircraft is leared
of ice after having encountered ice accretion conditions.
ATR 42 Model : 400/500
P3 050
ANTI ICING ADVISORY SYSTEM NOV 99
AA
20.2 CONTROLS
ICE DETECTOR PANEL
1 ICE DET INDICATION LIGHT

R ICING illuminates steady amber when ice accretion is detected provided both horns
R anti icing and airframe de icing are selected ON.
ICING flashes amber when ice accretion is detected and horns anti icing and/or
R airframe de icing are not selected ON.
FAULT illuminates amber when a system failure is detected (detector fault, loss
of power supply).
2 ICE DET PTT
The push to test pb is used to check the ice detector correct operation.
Press and hold test button for 3 seconds.
- ICING amber light flashes on central panel (with associated warning) if system
works correctly.
- ICE DET FAULT illuminates, (with associated central warnings) if an ice detector
failure is detected.
3 ICING AOA pb
- ICING AOA It illuminates green as soon as one horns anti icing Pb is selected ON,
reminding the crew of stall alarm threshold being lower in icing conditions.
- ICING AOA It can only be extinguished manually by depressing it, provided both
horns anti icing are selected OFF. In this case, stall alarm threshold recovers the
values defined for flight in normal conditions.
Mod : 5008 ATR 42 Model : 400/500

P2 001
ENGINE AND WING PROTECTION NOV 01
AA
TIME SEQUENCE DIAGRAM

NORMAL MODE (AUTOMATIC SELECTION PILOTED BY MFC)
BEGINNING OF THE FOLLOWING SEQUENCE AT :

- 60 SEC (FAST MODE)
-180 SEC (SLOW MODE)
OVRD MODE (SEPARATED TIMER)
R BEGINNING OF THE FOLLOWING SEQUENCE AT 60 SEC (FAST MODE)
Note : When de icing OVRD mode is selected, boots inflate according to a separate timer
and MFC is totally by passed.
ATR 42 Model : 400/500

P3 001
ENGINE AND WING PROTECTION DEC 09
AA
30.2 CONTROLS
ENGINE/WING DE ICING PANEL
1 AIRFRAME AIR BLEED pb

Controls both de ice and isolation valves.
Pb pressed in Normal operation.
Both DE ICE and ISOLATION VALVES are open.
OFF (pb released) OFF light comes on white.
Both DE ICE and isolation valves are closed.
However engine de-- icing may be used (engine de-- icing selected ON
will open de-- ice valve).
But airframe de-- icing is never available.
FAULT The light illuminates amber and the CCAS is activated when :
- Air pressure downstream of the de-- ice valves stays below 14 PSI.
R
- Air temperature upstream of the de-- ice valves exceeds 230C.

The alert is inhibited when pb is released.
2 AIRFRAME pb
Controls the outputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the MFC in order to initiate a
de-- icing cycle depending on MODE SEL pb.
ON light illuminates blue.
Pb released In normal operation. Associated boots stay deflated.
FAULT The light illuminates amber and the CCAS is activated when inflation
sequencing of airframe boots A and B is not correct :
- Associated distribution valve output has been controlled open but
no downstream pressure has been detected, or
- Associated distribution valve output has been controlled closed
but a downstream pressure is detected.
ATR 42 Model : 400/500
P5 001
AA
6 MODE SEL AUTO pb
Pb release Normal operation (automatic operating mode). The DE-ICING MODE

SEL pb (4) is inoperative.
R The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and
MFC2B.
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
R and/or ADC failure occurs. The DE-ICING MODE SEL pb (4) is
inoperative.
In this case the FAST mode is automatically activated.
MAN (pb pressed in) The DE-ICING MODE SEL pb (4) is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
ATR 42 Model : 400/500

P8 001
AA
SYSTEM MONITORING
- LOW pressure in the de icing common air manifold (p < 14 PSI and t > 6s)
See AIRFRAME AIR BLEED FAULT procedure in chapter 2.05.09
- Distribution valve output controlled open but no downstream pressure detected or
controlled closed but downstream pressure detected.
See AIRFRAME or ENG, DE ICING FAULT procedure in chapter 2.05.09
- Power loss on a horn anti-icing unit
See HORNS ANTI ICING FAULT procedure in chapter 2.05.09
R - MFC 1B or 2B and/or ADC failure. Discrepancy between outputs
See MODE SEL AUTO FAULT procedure in chapter 2.05.09
Boots do not operate following MFC failure or both boots A and B of the same
engine are supplied 200 sec after eng cycle beginning or Boots A(B) of both engines
are supplied while boots B(A) are not supplied 20 sec after eng. cycle beginning.
See DE ICING MODE SEL FAULT procedure in chapter 2.05.09
ATR 42 Model : 400/500

.
P3 001
PROPELLER ANTI ICING NOV 01
AA
3
MODE SEL AUTO pb (Same pb as ENGINE AND WING PROTECTION)
Pb released Normal operation (automatic operating mode). The ANTI-ICING

MODE SEL pb (2) is inoperative.
R The cycle selection is provided by ADC1, MFC1B, MFC1B, ADC2 and
MFC2B.
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
R and/or ADC failure occurs. The ANTI-ICING MODE SEL pb (2) is
inoperative.
In this case the HIGH POWER mode is automatically activated.
MAN (pb pressed in) The ANTI-ICING MODE SEL pb (2) is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
ATR 42 Model : 400/500

P4 001
PROPELLER ANTI ICING NOV 01
AA
ELECTRICAL SUPPLY
(C/B) (C/B)
Propeller 1 - Nil - AC wild BUS 1
anti-icing PWR (on lateral panel PROP1
ANTI ICING PWR SPLY)
Propeller 2 - Nil - AC wild BUS 2
anti-icing PWR (on lateral panel PROP2
ANTI ICING PWR SPLY)
Prop anti-icing DC EMER BUS

CTL and Ind (on lateral panel PROP
CTL and IND)
Note : Propeller anti icing is inhibited when Np is below 63 %.
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
- One or more blade heating unit (s) inoperative.
SSee PROP ANTI-ICING FAULT procedure in chapter 2.05.09.
R - MFC 1B or 2B and/or ADC failure, discrepancy between outputs.
SSee MODE SEL AUTO FAULT procedure in chapter 2.05.09.
ATR 42 Model : 400/500

.
.
P1 001
RAIN PROTECTION NOV 97
AA
70.1 DESCRIPTION
Rain removal from front windshields is provided by two wipers : each wiper is driven
by a two speed electric motor. They are controlled by two WIPER selectors on the
overhead panel : one for the Captain, and one for the F/O. Maximum speed to operate
the wipers is 160 kt.
70.2 CONTROLS
WIPER rotary selector

Controls the windshield wiper on the associated side.
FAST wiper operates at 130 cycles/mn.
SLOW wiper operates at 80 cycles/mn.
OFF wiper operation stops at the end-of-travel (Park) position.

(C/B)
R Captain wiper DC ESS BUS
(on lateral panel CAPT)
F/O wiper DC BUS 2
(on lateral panel F/O
ATR 42 Model : 400/500

.
.
.
.
.
DEC 06
R brakes, each operated

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.
NAVIGATION SYSTEM 1.15.00
P1 090
CONTENTS NOV 00
AA
1.15.00 CONTENTS
1.15.10 VOR/ILS/MKR/DME SYSTEM

10.1 DESCRIPTION
10.2 CONTROLS
1.15.20 ADF SYSTEM

20.1 DESCRIPTION
20.2 CONTROLS
1.15.30 RADIO ALTIMETER

30.1 DESCRIPTION
1.15.40 GROUND PROXIMITY WARNING SYSTEM

40.1 DESCRIPTION
40.2 CONTROLS
40.3 ELECTRICAL SUPPLY/SYSTEM MONITORING
40.4 SCHEMATIC
1.15.50 WEATHER RADAR

50.1 DESCRIPTION
50.2 CONTROLS
1.15.60 GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)

60.1 DESCRIPTION
60.2 CONTROLS
60.4 SCHEMATIC

.
P3 001
ADF SYSTEM NOV 99
AA
6 STO button
Allows to enter frequencies into the four memory positions.
- Preset the frequency to be stored.
- Push the STO button : upper window displays an available memory channel.
- For 5 seconds, the MEM switch may be used to change the channel number.
- Push the STO button a second time : displayed frequency is stored in the
displayed channel.
- After 5 seconds, the control returns to normal operation.
7 ACT button
In normal operation, frequency select knobs(2) change the preset frequency
display. After a 2 second push on the ACT button the bottom, window displays
dashes, the knobs directly act on the active frequency. A second push on the button
enables return to normal operation.
8 TEST button
Is used to initiate the radio self test diagnostic routine.
9 Annonciators
MEM (Memory) : illuminates when a preset frequency is being displayed in the
lower window.
RMT (Remote) : illuminates when the ADF control box is being remotely
controlled by an other system (FMS, NCS, etc...).
10 Light sensor
Automatically adjusts the display brightness.

(C/B)
ADF 1 DC STBY BUS
(on overhead panel ADF 1)
R ADF 2 (if installed) DC BUS 2
(on overhead panel ADF 2)
ATR 42 Model : 400/500

.
P1 110
GPWS DEC 04
AA
40.1 DESCRIPTION
(See schematic p 9/10)
The Enhanced Ground Proximity Warning System (EGPWS) provides visual and aural
alerts in case of dangerous flight path conditions which would result in inadvertent ground
contact if maintained.
The EGPWS performs the following alert modes :
- Basic GPWS 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 callouts
- Enhanced modes :
. Terrain Clearance Floor (TCF)
. Terrain Awareness & Display (TAD)
The system includes :
- one EGPWS computer
- two GPWS/GS" lights illuminated when alert is activated
- one FAULT/OFF" light and a selector dedicated to basic GPWS part
- one TERR" pushbutton dedicated to enhanced mode
- two DSP SEL" pushbuttons for display selection on EFIS
To operate, the system requires data supply from ADC1, ILS2, Radio Altimeter, AHRS1,
R GNSS or EGPWS internal GPS card, WX Radar, flaps position transmitter and gear lever
position transmitter. The system provides SGU1 & 2 with terrain data to perform display on
EFIS.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P2 110
GPWS DEC 04
AA
ALERT MODES
MODE 1 - EXCESSIVE DESCENT RATE
If the aircraft penetrates the outer envelope, the SINK RATE" voice alert is generated
and the red GPWS" warning lights illuminate.
If the aircraft penetrates the inner envelope, the PULL UP" voice alert is generated and
the red GPWS" warning lights illuminate.
This mode does not depend on the aircraft configuration.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P2A 110
GPWS DEC 04
AA
MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE
S FLAPS NOT IN LANDING CONFIGURATION
When the aircraft penetrates the envelope, the TERRAIN - TERRAIN" voice alert is
generated and the red GPWS" warning lights illuminate.
If the aircraft continues to penetrate the envelope, the PULL UP" voice alert is now
generated with the red GPWS" lights always illuminated.
When the warning conditions no longer exist, the TERRAIN - TERRAIN" aural
message is heard until the aircraft pressure altitude has increased by 300 feet of
altitude or 45 seconds has elapsed.
Note that the upper altitude limit is reduced to 1250 feet if Geometric Altitude is valid.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P3 110
GPWS DEC 04
AA
S FLAPS IN LANDING CONFIGURATION

When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is
MODE 3 - ALTITUDE LOSS AFTER TAKE-OFF

When the aircraft penetrates the envelope, the DON'T SINK" voice alert is generated
and the red GPWS" warning lights illuminate.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 4 110
GPWS DEC 09
AA
MODE 4 - UNSAFE TERRAIN CLEARANCE
S GEAR UP
This mode is active during cruise and approach with gear not in landing
configuration.
When the aircraft penetrates the envelope at a speed higher than 190 kts with gear
R not down and locked, the TOO LOW TERRAIN voice alert is generated and the red
GPWS warning lights illuminate.
Note that the TOO LOW TERRAIN warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
If penetration is performed at a speed lower than 190 kts with gear not down, the
TOO LOW GEAR voice alert is generated and the red GPWS warning lights
illuminate.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 4A 110
GPWS DEC 04
AA
S FLAPS UP
This mode is active during cruise and approach with gear down and flaps not in
landing configuration.
When the aircraft penetrates the envelope at a speed higher than 159 kts, the TOO
LOW TERRAIN" voice alert is generated and the red GPWS" warning lights
illuminate.
Note that the TOO LOW TERRAIN" warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
if penetration is performed at a speed lower than 159 kts, the TOO LOW FLAPS"
voice alert is generated and the red GPWS" warning lights illuminate.
The GPWS selector enables a landing with flaps not in landing configuration without
incuring a warning.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 5 110
GPWS DEC 04
AA
S TAKE OFF
This mode is active during take off with either gear and flaps not in landing
configuration.
When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is
MODE 5 - BELOW GLIDESLOPE

This mode is active during front course ILS approaches.
When the aircraft is more than 1.3 dots below the beam and penetrates the outer
envelope , the GLIDE SLOPE" voice alert is generated softly.
If the inner envelope is penetrated, the same voice alert repeats faster with an higher
volume.
In both cases the amber G/S" caution lights illuminate.
These alerts can be inhibited below 2000 feet AGL if ILS is tuned by depressing one of
the GPWS/GS" switches. The mode automatically rearms by ascent above 2000 feet
AGL or landing or selection of a non-ILS frequency.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 6 130
GPWS DEC 04
AA
MODE 6 - ALTITUDE CALLOUTS
- A FIVE HUNDRED" foot callout is available during non-precision approach or if the

aircraft is outside 2 dots glideslope deviation.
- A MINIMUM - MINIMUM" audio callout is generated when the aircraft passes with
gear down through the selected decision height.
R Mod. : 5313 ATR 42 Model : 400/500

P 5 110
GPWS DEC 04
AA
S TAKE OFF
This mode is active during take off with either gear and flaps not in landing
configuration.
When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is
MODE 5 - BELOW GLIDESLOPE

This mode is active during front course ILS approaches.
When the aircraft is more than 1.3 dots below the beam and penetrates the outer
envelope , the GLIDE SLOPE" voice alert is generated softly.
If the inner envelope is penetrated, the same voice alert repeats faster with an higher
volume.
In both cases the amber G/S" caution lights illuminate.
These alerts can be inhibited below 2000 feet AGL if ILS is tuned by depressing one of
the GPWS/GS" switches. The mode automatically rearms by ascent above 2000 feet
AGL or landing or selection of a non-ILS frequency.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

P 6 150
GPWS DEC 04
AA
MODE 6 - ALTITUDE CALLOUTS
- A FIVE HUNDRED" foot callout is available during non-precision approach or if the

aircraft is outside 2 dots glideslope deviation.
- A MINIMUM - MINIMUM" audio callout is generated when the aircraft passes with
gear down through the selected decision height.
- A BANK ANGLE - BANK ANGLE" aural warning is available to cover excessive roll
angle
Mod. : 5467 ATR 42 Model : 400/500

P 6A 110
GPWS DEC 04
AA
TERRAIN CLEARANCE FLOOR

The Terrain Clearance Floor (TCF) mode creates an increasing terrain clearance
envelope around the airport runway directly related to the distance from the runway.
The alert is based on current aircraft location, nearest runway center point position and
radio altitude.
TCF is activated during takeoff, cruise and final approach and complement existing
Mode 4 by providing an alert based on insufficient terrain clearance even when in
landing configuration.
A Runway Field Clearance Floor (RFCF) alert is also provided for runways that are
located on top of a hill. This alert is similar to the TCF alert but is based on height above
runway.
The aural message Too Low Terrain" will occur once at the initial TCF envelope
penetration and one time thereafter for each 20% degradation in radio altitude.
At the same time GPWS" red alert lamp are illuminated and remain on until the alert
envelope is exited.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 6B 110
GPWS DEC 04
AA
TERRAIN AWARENESS
This function uses aircraft geographic position provided by an aircraft GPS or an
optional internal GPS card, aircraft altitude and a worldwide terrain database to predict
potential conflicts between the aircraft flight path and the terrain, and to provide aural
alert and graphic displays of the conflicting terrain.
S Terrain Alerting
Caution and Warning envelopes below and ahead of the aircraft path are computed
as a function of airspeed and flight path angle.
It the aircraft penetrates the Caution envelope boundary, an aural message
TERRAIN AHEAD. TERRAIN AHEAD" is generated with the red GPWS" lights
illuminated on each instrument panel. Simultaneously, terrain areas, which conflict
with the Caution criteria, are shown in solid yellow on the Terrain Display.
If the aircraft penetrates the Warning envelope boundary, an aural message
TERRAIN AHEAD, PULL UP" is generated with the red GPWS" lights illuminated
on each instrument panel. Simultaneously, terrain areas, which conflict with the
Caution criteria, are shown in solid red on the Terrain Display.
S Terrain Display
The terrain data can be displayed on the Electronic Flight Instrument System (EFIS).
When the Terrain Display is present, it replaces the Weather Radar display and can
be available to the flight crew at any time.
A discrete pop-up signal provided by EGPWS is used to automatically display on
EFIS the detected threatening terrain with an auto-range of 10Nm,whatever is the
previous information displayed.
The local terrain forward of the aircraft is depicted as variable density dot patterns in
green, yellow or red. The density and color being a function of how close the terrain is
relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening
terrain as solid yellow or red.
R Mod. : 5313 ATR 42 Model : 400/500

.
P 6B 150
GPWS DEC 04
AA
TERRAIN AND OBSTACLE AWARENESS

This function uses aircraft geographic position provided by an aircraft GPS or an
optional internal GPS card, aircraft altitude and a worldwide terrain database to predict
potential conflicts between the aircraft flight path and the terrain, and to provide aural
alert and graphic displays of the conflicting terrain.
S Terrain / Obstacle Alerting
Caution and Warning envelopes below and ahead of the aircraft path are computed
as a function of airspeed and flight path angle.
It the aircraft penetrates the Caution envelope boundary, an aural message
TERRAIN AHEAD. TERRAIN AHEAD" or OBSTACLE AHEAD, OBSTACLE
AHEAD" (for obstacle detection) is generated with the red GPWS" lights illuminated
on each instrument panel. Simultaneously, terrain areas, which conflict with the
Caution criteria, are shown in solid yellow on the Terrain Display.
If the aircraft penetrates the Warning envelope boundary, an aural message
TERRAIN AHEAD, PULL UP" or OBSTACLE AHEAD, PULL UP" (for obstacle
detection) is generated with the red GPWS" lights illuminated on each instrument
panel. Simultaneously, terrain areas, which conflict with the Caution criteria, are
shown in solid red on the Terrain Display.
S Terrain /Obstacle Display
The terrain data can be displayed on the Electronic Flight Instrument System (EFIS).
When the Terrain Display is present, it replaces the Weather Radar display and can
be available to the flight crew at any time.
A discrete pop-up signal provided by EGPWS is used to automatically display on
EFIS the detected threatening terrain or obstacle with an auto-range of
10Nm,whatever is the previous information displayed.
The local terrain forward of the aircraft is depicted as variable density dot patterns in
green, yellow or red. The density and color being a function of how close the terrain is
relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening
terrain or obstacle as solid yellow or red.
Mod. : 5467 ATR 42 Model : 400/500

.
P 6C 110
GPWS DEC 04
AA
An optional Peaks display adds additional density patterns and level threshold to the
standard mode display. At altitudes safely above all terrain for the display range chosen,
the terrain is displayed independently of aircraft altitude.
The Peaks display includes a solid green level to indicate the highest non-threatening
terrain. The red and yellow dot patterns, and solid red and yellow colors are unchanged
with regard to the standard display.
The terrain identified as water (0 feet MSL) is displayed as cyan dots.
Two elevation numbers (in hundreds of feet above MSL) with the highest terrain on top and
the lowest terrain under it are displayed with the corresponding colors to indicate the
highest and lowest terrain currently being displayed. A single elevation number (high
altitude) is displayed when the screen is all black or blue as a result of flying over water or
relative flat terrain where there is no appreciable difference in terrain elevations.
Peaks terrain background display
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 7 110
GPWS DEC 04
AA
40.2 CONTROLS
GPWS - G/S FB
The pbs on CAPT and F/O panels are identical and connected in parallel. GPWS and G/S
indications are integrated into the pbs.
GPWS illuminates red as long as any mode 1 - 2 - 3 - 4 - TCF - TAD alert is activated.
The illumination is accompanied by the voice alert for the particular mode.
G/S illuminates amber as long as a mode 5 alert is activated.
The illumination is accompanied by the voice alert for this particular mode.
Pressed . On ground will perform the system test
- both GPWS and TERR FAULT lights illuminate on left panel
- GPWS FAULT light on CAP turns on
- G/S amber lights on both pilot panel turn on
- GLIDESLOPE aural alert is broadcast
- G/S amber lights turn off
- GPWS red lights on both pilot panels turn on
- PULL UP aural alert is broadcast
- GPWS red lights turn off
- TERR blue lights on DSP SEL pbs on both pilot panels turn on
- Terrain Display test pattern is displayed on each EFIS
- TERRAIN AHEAD PULL UP aural alert is broadcoast
- After 12 sec, Terrain Display test pattern disappears on each EFIS
- both GPWS and TERR FAULT lights on left panel turn off
- GPWS FAULT light on CAP turns off
. below 2000 feet, will inhibit the mode 5 alert (aural and visual)
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 7A 110
GPWS DEC 04
AA
GPWS SELECTOR
The selector is guarded and wirelocked on NORM position.
NORM All basic GPWS modes alerts are operative.

FLAP OVRD Mode 4 alert caused by flap extension, at less than landing
configuration is inhibited to avoid nuisance warnings in case of landing
with reduced flap setting.
OFF All basic GPWS modes alerts are inhibited.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 7A 150
GPWS DEC 10
AA
GPWS SELECTOR
The selector is guarded and wirelocked on NORM position.
NORM All basic GPWS modes alerts are operative.

FLAP OVRD Mode 4 alert caused by flap extension, at less than landing
configuration is inhibited to avoid nuisance warnings in case of landing
with reduced flap setting.
OFF All basic GPWS modes alerts are inhibited.
STEEP APP PB
Modifies the SINK RATE envelope, illuminates blue when pressed in.
Mod: (5313 or 5467) and (4404 + 5357) ATR 42 Model : 400/500

.
P 7B 110
GPWS DEC 04
AA
GPWS Light
FAULT illuminates amber when some or all GPWS basic modes are lost.
OFF illuminates white when GPWS selector on OFF position.
TERR Guarded pb
Pressed all Enhanced (TAD & TCF) modes are operative.

FAULT illuminates amber when some or all Enhanced modes are lost.
OFF illiminated white when TERR pb is released to inhibit Enhanced modes.
DSP SEL pb
RDR illuminates blue when Weather Radar display is selected on EFIS.

TERR illuminates blue when Terrain display is selected on EFIS.
R Mod. : 5313 or 5467 ATR 42 Model : 400/500
.
P 8 110
GPWS DEC 04
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B)
EGPWS computer
GPWS-G/S alert
GPWS light DC BUS 1
TERR pb (on overhead panel EGPWS COMPTR & WARN)
DSP SEL pb
GPWS FAULT indication on CAP DC BUS 2 (on overhead panel)
SYSTEM MONITORING
The conditions are monitored by visual alerts :
- EGPWS computer internal failure or power supply loss.
S GPWS FAULT amber light illuminates on CAP
S both GPWS and TERR FAULT amber lights illuminate on left panel.
- ADC1 loss
S GPWS FAULT amber light amber light illuminates on CAP
S both GPWS and TERR FAULT amber lights illuminate on left panel.
- Radio altimeter loss
S GPWS FAULT amber light illuminates on CAP and on the 2VU left panel
- GNSS or AHRS1 loss
S GPWS FAULT amber light illuminates on CAP
S TERR FAULT amber light illuminates on the 2VU left panel
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P 9/10 110
GPWS DEC 04
AA
40.4 SCHEMATIC
R Mod. : 5313 or 5467 ATR 42 Model : 400/500

.
P1 010
WEATHER RADAR NOV 99
AA
50.1 DESCRIPTION
Weather radar system is designed for weather impediments detection, up to 300 NM in a

45 degree sector on each side of aircraft path.
Weather impediments are displayed on the EHSI(S) in ARC mode, in 4 colors according to
the intensity of rain detected.
Weather radar can also be used in MAP mode to display ground obstacles.
System is controlled with the weather radar control panel. Modes selected on this panel
are displayed on the EHSI.
Mod : 5016 ATR 42 Model : 400/500

P2 010
AA
50.2 CONTROLS
WEATHER RADAR CONTROL PANEL

TOFA-01-15-50-002-010AA
1 Mode selector
Enables the selection of the operating mode.

OFF position : The radar system is turned off (WX displayed amber on the EFIS).
SBY position : (STBY displayed green on the EFIS) Places the radar in a ready
state with the antenna scan stopped and the transmitter inhibited.
WX position : (WX displayed green on the EFIS) Selects the weather detection
mode, displaying five different levels.
Level 0 : Black No detectable cloud
Level 1 : Green Moderate storm
Level 2 : Yellow Less severe storm
Level 3 : Red Strong storm
Level 4 : Magenta Intense storm
On the ground, the system is automatically forced in SBY position
for safety. If needed, it is possible to restore the active WX mode by
pushing the STAB button four times in three seconds.
GMAP position : (GMAP displayed green on the EFIS) Selects the ground mapping
mode using four different levels.
Level 0 : Black No return
Level 1 : Cyan Least reflective return
Level 2 : Yellow Moderate return
Level 3 : Magenta Strong return
FP position : (FPLN displayed green on the EFIS). Clears the screen of radar
data and put it in the flight plan mode. The target alert mode (TGT)
can be used in FP mode.
TST position : (TEST displayed on the EFIS) displays a test pattern to verify the
system.
Mod : 5016 ATR 42 Model : 400/500

P3 010
AA
2
TILT control
Is used to adjust the antenna pitch from 15o down to 15o up.
3
RANGE push buttons
Select the different operating ranges from 5 to 300 NM. In the FP mode, additional
ranges of 500 and 1000 miles are available.
4
GAIN rotary control and push/pull switch
When the switch is pushed, the system enters the preset, calibrated gain mode, in
this mode, the rotary control does nothing.
When the switch is pulled, the system enters the variable gain mode, adjustable by
the rotary control (VAR is displayed amber on the EFIS).
5 RCT push button

Activates or deactivates the REACT mode which compensates for attenuation of the
radar signal as it passes through rain fall.
The cyan field indicates areas where further compensation is not possible. Any target
detected in these areas will be displayed in magenta and should be considered
dangerous.
6
STAB push button
Turns the pitch and roll stability ON and OFF.
7
TGT push button
Activates and deactivates the radar target alert mode. When activated, TGT is
displayed green on the EFIS and the system monitors beyond the selected range and
7.5o on each side of the aircraft heading.
If a characteristic return is detected in the monitored area, the TGT legend on the
EFIS changes from green to amber. TGT alert can only be selected in the WX and FP
modes.
8
SECT push button
Is used to select either the normal 12 looks/mn 120o scan or the faster update
24 looks/mn 60o sector scan.
Mod : 5016 ATR 42 Model : 400/500

P4 010
AA
EHSI DISPLAY
wx
TOFA011550004010AA
1
Radar Mode Annunciator
Appears as soon as the weather radar is switched on.

D WAIT (green) : corresponds to the radar unit warning up time (is illuminated
during 90 seconds)
D STBY (green) : radar is in STBY mode.
D TEST (green) : illuminates green when a test is initiated
D WX : - illuminates green when radar is operative
- illuminates amber to indicate that radar is not working when
it is either :
. selected ON on EFIS Control Panel (ECP) but OFF on
Radar Control box.
. or selected ON on both ECP and Radar Control box but
antenna is not scanning.
D G MAP (green) : enables to display the ground obstacles
D RCT (green) : Rain Echo Attenuation Compensation Technique mode is engaged.
D TX (magenta) : illuminates when radar operates with the screen dimmed.
2 Distance indication (white)
Appears as soon as ARC mode is selected on EHSI.
3
Weather indication
Is displayed in four colors.
Mod : 5016 ATR 42 Model : 400/500

P5 010
AA
LEFT INTENTIONALLY BLANK
Mod : 5016 ATR 42 Model : 400/500

P6 010
WEATHER RADAR DEC 03
AA

(C/B) (C/B)
Weather radar DC BUS 1 26 VAC STBY BUS
(on overhead panel 28 VDC) (on overhead panel 26 VDC)
Mod : 5016 ATR 42 Model : 400/500

GLOBAL POSITIONING SYSTEM P1 080
GPS NOV 00
AA
60.1 DESCRIPTION (See schematic P. 11/12)
Using information provided by a constellation of 24 satellites (Bendix-King KLN 90

is able to track up to 8 satellites at a time), GPS is an automatic tridimensional
(latitude, longitude, altitude) location and navigation means (KLN 90 is set for KLN 90A(s)
or KLN 90B(s) depending on installed version). It also uses data recorded in a data
base (two different data bases are available : North American one or International one).
The data base is housed in a cartridge plugged into the back of the KLN 90
and is updated every 28 days by means of diskettes and a computer (a jack located
on left maintenance panel provides a means of interfacing the KLN 90 with the
computer via an interface cable).
Each data base contains information about airports, communication frequencies,
VORs, NDBs, Intersections, flight service stations (SID and STAR).
There is also room for up to 250 user defined way points and 25 different flight plans with
30 waypoints each.
Finally, KLN 90 receives indications from ADC and AHRS and gives information to
autopilot and SGUs (which are displayed on EHSI).
FUNCTIONS
KLN 90 is capable of performing all the functions associated with great circle
navigation.
It mainly allows to perform :
- Direct to" navigation
- Flight plans navigation
- Navigation to nearest airport (or nearest VOR, NDB...)
and can also be used as a flight calculator.
To know all the functions available, refer to the table of contents of the KLN 90 pilot's
guide.
Note : Fuel Management Pages" described in the pilot's guide are not available.
R Mod : 3952 or 4890 or 5021 or 5022 ATR42 Model : 400/500

GPS NOV 00
AA
60.2 CONTROLS
KLN 90 CONTROLS
The screen is normally divided in two sides controlled by two sets of concentric knobs
and two cursor buttons. Each can present a variety of information in a number of
different page formats.
The various display types can be considered as chapters in a book, each chapter
having a many as 26 numbered pages at once. With a few exceptions, each of these
pages can be changed independently.
Generally the 2 concentric knobs and the cursor button to the left of the screen are
used to select data on LH page, just as the right knobs and cursor on the right control
the RH page. The selected page is displayed at the bottom of the screen.
The large outer knobs control the chapters and the small inner knobs turn the pages.
To change data in a page use the cursor function. This function is an area of inverse
video on the screen brought up by depressing the cursor buttons.
Then rotate the outer knob to position the cursor and the inner knob to select the
desired characters. Repeat this operation as many times as necessary and valid (ENT
button).
R Mod : 3952 or 4890 or 5021 or 5022 ATR42 Model : 400/500

GLOBAL NAVIGATION SATELLITE SYSTEM P1 100
GNSS OCT 08
AA
60.1 DESCRIPTION
(See schematic p. 11/12)
Using information provided by a constellation of 24 satellites (the HT 1000 is
able to track up to 12 satellites at a time), GNSS is an automatic tridimensional
(latitude, longitude, altitude) location and navigation means. It also uses data
recorded in a data base.
The data base is stored in the NPU and is updated every 28 days on the ground
using a specific data loader. The effective date periods are displayed on the
MCDU IDENT page.
The navigation is normally performed using the GPS sensor (GPS mode). In the
R case of the GPS position becomes unavailable, the HT1000 reverts to DME-- DME mode
R (if installed) and radio coverage allows it. If not, the dead reckoning mode (DR)
R is used as a back-- up using true airspeed, heading and the last
computed wind data.
FUNCTIONS
HT 1000 is capable of performing all the functions associated with the great circle
navigation.
It mainly allows to perform:
- Direct To navigation
- Flight plan navigation
To know all the functions available, refer to the table of contents of the HT 1000
pilots guide.
Mod : (4654 or 4885 or 5020) + (4839 or 4656) ATR 42 Model 400/500

GNSS NOV 00
AA
60.2 CONTROLS
HT 1000 CONTROLS
The MCDU is the pilot interface for operation and data entry of the HT 1000 and
also displays routes and advisory data on a color 5.5" liquid crystal display. The
display has 14 lines of data with 24 characters per line. The MCDU keyboards
provides for data input and display selection and control.
R Mod : 4654 or 4885 or 5020 or 5176 ATR 42 Model 400/500

GNSS OCT 08
AA
60.1 DESCRIPTION
MCDU IDENT page.
computed wind data.
FUNCTIONS
navigation.
- Vertical navigation (non coupled to auto pilot)
- Non precision approach
pilots guide.
Mod 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
60.2 CONTROLS
HT 1000 CONTROLS

GNSS OCT 08
AA
60.1 DESCRIPTION
MCDU IDENT page.
computed wind data.
FUNCTIONS
navigation.
- Vertical navigation (non coupled to auto pilot)
- Non precision approach
pilots guide.
Mod 5176 + (4839 or 4656) ATR 42 Model 400/500

GNSS NOV 00
AA
60.2 CONTROLS
HT 1000 CONTROLS

GPS NOV 00
AA
EFIS CONTROL PANEL
1 Map pb
Repetitive action on this pb selects alternately MAP display and ARC display on
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the active
waypoint which is magenta.
2
V/L pb
Action on this pushbutton causes selection of the VOR/LOC mode.
3 RNV pb
Action on this pushbutton causes selection of the GPS mode.
4 Refer to 1.10.30.

GPS NOV 00
AA
EHSI - MAP DISPLAY
1 NAV source annunciation

Identifies the source which supplies the EHSI.
This information is blue when only one crew member uses GPS. It becomes amber
when both Pilot and F/O use GPS as navigation source.
2 Distance counter
Indicates the distance computed by GPS to the next waypoint.
3 Next waypoint (magenta)

indicates a VOR
indicates an airport
indicates an ADF, an intersection or a user defined waypoint
R Mod : 5021 or 5022 ATR 42 Model : 400/500

GNSS NOV 00
AA
EFIS CONTROL PANEL
1
Map pb
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the
active waypoint which is magenta.
2 V/L pb
3 RNV pb
Action on this pushbutton causes selection of the GNSS mode.
4
Refer to 1.10.30.

GNSS NOV 00
AA
EHSI - MAP DISPLAY

This information is blue when only one crew member uses GNSS. It
becomes amber when both Pilot and F/O use GNSS as navigation source.
2 Distance counter
Indicates the distance computed by GNSS to the next waypoint.
3
Waypoints
G next waypoint (magenta)
G other waypoint (white)
f indicates an airport
indicates a VOR
R Mod : 4654 or 4885 or 5020 ATR 42 Model 400/500

GNSS NOV 00
AA
EFIS CONTROL PANEL
1
Map pb
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the
active waypoint which is magenta.
2 V/L pb
3 RNV pb
Action on this pushbutton causes selection of the GNSS mode.
4
Refer to 1.10.30.

GNSS NOV 00
AA
EHSI - MAP DISPLAY
V
< 15

This information is blue when only one crew member uses GNSS. It
becomes amber when both Pilot and F/O use GNSS as navigation source.
2 Distance counter
Indicates the distance computed by GNSS to the next waypoint.
3
Waypoints
G next waypoint (magenta)
G other waypoint (white)
f indicates an airport
indicates a VOR
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
4
Ground speed indicator
Indicates the ground speed calculated by the GNSS.
5 Track deviation
Indicates in NM and tenths of NM the track deviation to the left (L)
or to the right (R) of the intended track.
6
Wind indicator
An arrow and a figure indicates the direction and the velocity (in kt) of the
wind.
7 VOR/RNV symbols
G RNV
VOR
Only VOR/DME or RNV waypoints will be presented on the MAP display.
VOR/RNV 1 is displayed in blue.
VOR/RNV 2 is displayed in green.
8 WPT/DGR alerting
WPT illuminates amber when approaching a waypoint
DGR illuminates amber when the UNABLE RNP" message is displayed on
the MCDU.
9 TO/FROM indicator (magenta)
10 Drift angle indicator (magenta)
11 Radar's range selector may be used to select the distance scale.
12
DME 1/2
Indicates the distance given by DME 1/2.
13
OFS (cyan)
Indicates that a parallel offset has been activated.
14 RADAR status
R Mod 4654 or 4885 or 5020 ATR 42 Model 400/500

GNSS NOV 00
AA
EHSI - ARC DISPLAY

when both Capt and F/O use GPS as navigation source.
2 Distance counter
3 Ground speed indicator
Indicates the ground speed calculated by the GPS.
4
Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting
the MCDU.
7 TO/FROM annunciator
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase. (Not applicable)
OFS illuminates cyan when an offset has been activated.

GPS NOV 00
AA

5 Track deviation
Indicates in NM and tenths of NM the track deviation to the left (L) or to the
right (R).
6 Wind indicator
An arrow and a figure indicates the direction and the velocity (in kt) of the wind.
7
VOR symbols
Only VOR/DME will be presented on the MAP display
VOR 1 is displayed in blue
VOR 2 is displayed in green
8 WPT or DGR alerting

- WPT illuminates amber when approaching a waypoint.
- DGR illuminates amber when the integrity is lost.
10
Drift angle indicator (magenta)
11
Radar's range selector may be used to select the distance scale.
R Mod : 5021 or 5022 ATR 42 Model : 400/500

GPS NOV 00
AA
EHSI - ARC DISPLAY
1
NAV source annunciation
2 Distance counter
3
4
Desired track indication
5 Lateral deviation to the track
6
WPT alerting
Illuminates amber when approaching a waypoint.
R Mod : 5021 or 5022 ATR 42 Model : 400/500

GNSS NOV 00
AA
4
Indicates the ground speed calculated by the GNSS.
5 Track deviation
Indicates in NM and tenths of NM the track deviation to the left (L)
or to the right (R) of the intended track.
6
Wind indicator
An arrow and a figure indicates the direction and the velocity (in kt) of the
wind.
7 VOR/RNV symbols
G RNV
VOR
Only VOR/DME or RNV waypoints will be presented on the MAP display.
VOR/RNV 1 is displayed in blue.
VOR/RNV 2 is displayed in green.
8 WPT/DGR alerting
the MCDU.
10 Drift angle indicator (magenta)
11 Radar's range selector may be used to select the distance scale.
12
DME 1/2
Indicates the distance given by DME 1/2.
13
OFS (cyan)
Indicates that a parallel offset has been activated.
14 RADAR status
15 Vertical deviation
Scale and index
Mod 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EHSI - ARC DISPLAY

2 Distance counter
4 Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting
the MCDU.
7
TO/FROM annunciator
8
RADAR status
9
APP/OFS
APP illuminates cyan when in approach phase.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EHSI - FULL MODE

2 Distance counter
6
WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase. (Not applicable)

GNSS NOV 00
AA
EADI
Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU:
- UNABLE RNP: message annunciated when ANP exceeds RNP or integrity is greater
than twice the selected RNP (Once the value for approach). The conditions for
displaying this message are flight phase dependent as follows:
PHASE OF FLIGHT DEFAULT RNP (NM) Unable RNP Time to Alarm (s)
OCEANIC 12 80
EN ROUTE 2 80
TERMINAL 1 60
APPROACH * 0.3 10
* Not applicable
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning
(GPS and DME modes are lost).
- VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than
default current RNP.
- VERIFY RNP-POS REF: message annunciated when flight phase changes and current
pilot
entered RNP is greater than the default RNP for new flight mode.
- UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM
prediction at FAF/MAP fails, or navigation source is not GPS.
In addition there are some advisory messages such as:
- RAIM LIMIT EXCEEDS XX NM: message annunciated when the GPS RAIM protection
Limit
exceeds TSO-C129 requirement for current flight phase.
- CHECK DEST RAIM-POS REF: message annunciated within 30 NM of destination airport
if active route contains approach and approach RAIM predicted to be non available for
some period of time within 15 minutes of destination ETA.
RNV MSG will extinguish when the associated MCDU message is cancelled.
GPS NOV 00
AA
EHSI - FULL MODE

2
Distance counter

6 WPT alerting
Illuminates amber when approaching a waypoint.
R Mod : 5021 or 5022 ATR 42 Model : 400/500

GPS NOV 00
AA
RNV MSG" lights
"RNV MSG" illuminates amber on EADI when a message appears on the GPS screen or
when RAIM function is lost.
RNV MSG will extinguish when these cases are taken into account (MSG pb on GPS
control panel).
R Mod. : 5021 or 5022 ATR 42 Model : 400/500

GNSS NOV 00
AA
EHSI - FULL MODE

2 Distance counter
6
WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA
EADI
Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU:
- UNABLE RNP: message annunciated when ANP exceeds RNP or integrity is greater
than twice the selected RNP (Once the value for approach). The conditions for
displaying this message are flight phase dependent as follows:
PHASE OF FLIGHT DEFAULT RNP (NM) Unable RNP Time to Alarm (s)
OCEANIC 12 80
EN ROUTE 2 80
TERMINAL 1 60
APPROACH * 0.3 10
* Not applicable
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning
(GPS and DME modes are lost).
- VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than
default current RNP.
- VERIFY RNP-POS REF: message annunciated when flight phase changes and current
pilot entered RNP is greater than the default RNP for new flight mode.
- UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM
prediction at FAF/MAP fails, or navigation source is not GPS.
- VERTICAL TRACK CHANGE ALERT
This message and annunciator is displayed prior reaching a vertical track change.
- END OF DESCENT
This message appears whenever the aircraft reaches the last altitude constraint on the
descent path.
Mod : 5176 ATR 42 Model 400/500

GNSS NOV 00
AA

GNSS DC STBY BUS
(on overhead panel GPS)

GLOBAL NAVIGATION SATELLITE SYSTEM P 10 090
GNSS NOV 00
AA

GNSS NOV 00
AA
R In addition there are some advisory messages such as:

R - RAIM LIMIT EXCEEDS XX NM: message annunciated when the GPS RAIM protection
R Limit exceeds TSO-C129 requirement for current flight phase.
R - CHECK DEST RAIM-POS REF: message annunciated within 30 NM of destination airport
R if active route contains approach and approach RAIM predicted to be non available for some
R period of time within 15 minutes of destination ETA.-
R - RNV MSG will extinguish when the associated MCDU message is cancelled.

GNSS DC STBY BUS
Mod : 5176 ATR 42 Model 400/500

GLOBAL NAVIGATION SATELLITE SYSTEM P 10 090
GNSS NOV 00
AA

GPS NOV 00
AA
ELECTRICAL SUPPLY

GPS DC BUS 2
SYSTEM MONITORING
The following conditions are monitored by visual alert :
- The number and/or the geometry of the received satellites are not sufficient for the
RAIM to assure the positioning reliability.*
- One of the received and used satellites is not valid. The position is erroneous.**
- If a local message or a system failure are detected.

There are no priority of displayed message for RAIM function.
D RNV MSG illuminates amber on EADI.

D DGR illuminates amber on EHSI.
The crew can find the right origin of the alert by viewing the MESSAGE page of the
GPS.
* In that case the crew may consider GPS information but must crosscheck with
usual means of navigation.
** In that case the crew has to use only usual means of navigation.
R Mod : 5021 or 5022 ATR 42 Model : 400/500

GLOBAL POSITIONING SYSTEM P 10 080
GPS NOV 00
AA
60.4 LATERAL MAINTENANCE PANEL
This jack enables to connect a computer to update the data base.

GLOBAL NAVIGATION SATELLITE SYSTEM P 11/12 090
GNSS NOV 01
AA
60.4 SCHEMATIC
R Mod : 4654or 4885 or 5020 or 5176 ATR 42 Model 400/500

.
GLOBAL POSITIONING SYSTEM P 11/12 100
GPS NOV 00
AA

60.5 SCHEMATIC

.
GLOBAL NAVIGATION SATELLITE SYSTEM P 11/12 110
GNSS NOV 01
AA
60.4 SCHEMATIC
Mod : (4654or 4885 or 5020 or 5176) + (4839 or 4656) ATR 42 Model 400/500
.
.
POWER PLANT 1.16.10
P1 001
GENERAL OCT 08
R The engine is a PW127E or PW127M certified for a 2400 SHP max take off rating.
However, in normal operation, take off rating will be 2160 SHP with an automatic power
increase to 2400 SHP (Reserve Take Off rating RTO) in case of other engine failure.
Power setting is characterized by constant power lever and condition lever positions. The
power adapted to the flight phase is selected by the pilot through a power management
selector.
The engine comprises two spool gas generators driving a six blade propeller via a free
turbine/concentric shaft/reduction gear box assembly. Propeller regulation is
electronically controlled.
The propeller is a HS 568 F.
- Diameter : 3.93 m (12.9 ft)
- Rotation : clockwise (looking forward)
- 100% NP : 1200 RPM
- Weight : 180 kg.
The engine accessories are mounted on two accessory gear boxes, one driven by the HP
spool, and one by the propeller reduction gear box.
ATR 42 Model : 500

.
POWER PLANT 1.16.20
P3 001
SYSTEMS DESCRIPTION NOV 98
AA
R 20.2 FUEL SYSTEM

The fuel supplied from the A/C fuel tank flows through :
- A fuel heater which includes :
. a screen 1 with a by-pass capability.
. a fuel heater element 2 . The source of heat is engine oil, and the fuel
temperature is thermostatically controlled. A fuel heater outlet temperature
indication is provided.
- A HP pump 3 with a filter, a clogging indicator is provided on pilot's panel.
- The Hydro Mechanical Unit (HMU) which has two functions :
. to meter the fuel flow delivery to the engine by a metering valve assembly 4 ,
the excess being returned to HP pump inlet,
. to provide the HP motive flow required by the fuel tank jet pump through an
engine valve 5 .
- A fuel flowmeter 6 .
- A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating
system by using fuel system as cooling source.
- A flow divider 8 to the fuel nozzles.
ATR 42 Model : 500

POWER PLANT 1.16.20
P4 001
SYSTEMS DESCRIPTION NOV 99
AA
20.3 LUBRICATION SYSTEM (See schematic p 11/12)
Synthetic oil specification MIL-L-23699.

A single oil system serves the turbo machinery, the reduction gear box and the
propeller pitch change system.
- Oil tank
Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank. Quantity
indication is checked by sight glass (or by a dipstick) on the side of the tank.
- Pressure system
A gear pump 2 driven by the accessory gear box supplies oil through an air cooler
3 mounted in the nacelle and a filter 4 both fitted with by-passes in case of
clogging.
RGB oil is also cooled in a fuel heater, 5 as well as in the FCOC 6 . An oil
temperature sensor is provided.
Oil pressure is controlled by a regulating valve 7 . A low temp. valve 8 is
provided to eliminate damaging pressures surges on cold starts. A pressure
transducer 9 and a low pressure switch 10 are installed.
- Scavenge system
Scavenging is blown down or gravity drained except for N 6 and 7 bearing cavity and
the reduction gear box, on which gear pumps are used.
20.4 IGNITION SYSTEM

Each engine is equipped with a high energy ignition system. It consists of two engine
mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark
R igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25 sec,
R the intensity is 5 to 6 sparks/sec and then, the intensity becomes 1 spark/sec.
The engine ignition system provides ignition for :
- On ground starting using exciter A, exciter B, or exciters A + B (according to ENG
START rotary selector position).
Note : Using exciter A or exciter B may allow to detect an hidden failure.
- In flight starting using exciters A + B regardless of start selection.
In addition, for each engine, in case of NH drop below 60 %, exciters A + B are
automatically activated. This action is inhibited if :
- NH drops below 30 %, or
- EEC is deselected, or
- CL is set on feather or fuel S/O position, or
- On the failed engine in case of ATPCS sequence.
Note : When EEC is deselected, exciters A + B can manually be activated, using the
MAN IGN guarded push-button.
ATR 42 Model : 500

.
.
.
.
.
POWER PLANT 1.16.30
P2 001
SYSTEMS OPERATING NOV 98
AA
30.2 ENGINE GOVERNING

MAIN UNITS (HMU-EEC-PVM-PWR MGT)
HYDROMECHANICAL UNIT (HMU)
- Performs fuel metering in steady state operation and protects the system in case of
transients.
- Commands a rotor speed in accordance with 2 laws (NH = f (PLA)) :
. 1 st law (called top) used when EEC is ON to protect NH overspeeds.
. 2 nd law (called base) used when EEC is OFF.
- Includes a stepper motor which adjusts the flow controlled by the hydromechanical
channel, in accordance with commands transmitted by the EEC.
- Ensures engine shutdown (HP fuel S/O).
- Delivers a motive flow to the fuel tank jet pump.
ENGINE ELECTRONIC CONTROL (EEC)
- Regulates a given power, by controlling the stepper motor, to obtain a predicted
torque as a function of :
D the power lever position
D the PWR MGT selector position
D flight conditions
D the position status of the bleed air valves
Note : Operating line with EEC ON may be placed above or below the HMU BASE
R LAW depending on weather conditions.
ATR 42 Model : 400/500

POWER PLANT 1.16.30
P3 001
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-off, automatic uptrimmed take-off power
to the valid engine (ATPCS) by responding to the signal generated by the
Auto-Feather Unit (AFU) of the failed engine.
- Controls the modulated opening of the Handling Bleed valve (HBV) so as to ensure
correct LP compressor operation.
PROPELLER VALVE MODULE (PVM)
- At high power, controls the propeller maximum speed Np, according to the PWR
MGT selection.
- Controls propeller pitch at low power and when using reverse.
- Ensures low pitch through a solenoid (when PLA are below FI position).
PWR MGT SELECTOR
LINE A : One engine out operation
LINE B : Normal TO or CLB
LINE C : CRZ1 or 2
Note : Sensible sector designed to allow fix throttle engine control
ATR 42 Model : 500

POWER PLANT 1.16.30
P4 001
AA
ENGINE POWER CONTROL LAWS
R 1 TOP LAW (EEC ON)

This is a TQ (PLA) control law, ensuring a constant power.
It is backed-up by an NH (PLA) law which becomes active :
- At low power (authority of engine torque control is gradually reduced to be
cancelled out at FI),
- In case of engine torque control failure,
- In Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
ATR 42 Model : 400/500

POWER PLANT 1.16.30
P3 100
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-off, automatic uptrimmed take-off power
to the valid engine (ATPCS) by responding to the signal generated by the
Auto-Feather Unit (AFU) of the failed engine.
- Controls the modulated opening of the Handling Bleed valve (HBV) so as to ensure
correct LP compressor operation.
PROPELLER VALVE MODULE (PVM)
- At high power, controls the propeller maximum speed Np, according to the PWR
MGT selection.
- Controls propeller pitch at low power and when using reverse.
- Ensures low pitch through a solenoid (when PLA are below FI position).
PWR MGT SELECTOR
LINE A : One engine out operation
LINE B : Normal TO or CLB
LINE C : CRZ
Note : Sensible sector designed to allow fix throttle engine control
Mod. : 4601 ATR 42 Model : 500

POWER PLANT 1.16.30
P4 001
AA
ENGINE POWER CONTROL LAWS
R 1 TOP LAW (EEC ON)

This is a TQ (PLA) control law, ensuring a constant power.
It is backed-up by an NH (PLA) law which becomes active :
- At low power (authority of engine torque control is gradually reduced to be
cancelled out at FI),
- In case of engine torque control failure,
- In Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
ATR 42 Model : 400/500

POWER PLANT 1.16.30
P9 001
SYSTEM OPERATING OCT 12
AA
HOTEL MODE
This mode, available on the RH engine only, is exclusively used on the ground to provide
aircraft autonomy in terms of air conditioning and DC power supply with the gas generator
operating and the propeller locked by a hydraulic brake.
- PL is controlling the power of the generator (NH = f(PL)) since the fuel governing function
of the EEC is automatically cancelled when selecting feather. A throttle stop is provided
by the gust lock lever to avoid an overtorque risk. Without this protection, hotel mode
cannot be selected.
- CL has to be set to feather prior to selecting hotel mode and must be left in this position.
Hotel mode can be used with EEC ON or OFF. The gust lock stop precludes
overpowering the engine.
R SM : Stepper Motor
ATR 42 Model : 400/500

POWER PLANT 1.16.40
P2 001
CONTROLS MAY 98
AA
TRIGGERING CONDITIONS
One torque below 21 %
SEQUENCE AFTER TRIGGER
Time Trigger 2.15 s t

ATPCS
R ARMED uptrim is triggered and autofeather is activated
R ON GROUND bleed valve is shut off on on the affected engine
the remaining engine
- feather solenoid activated
- feathering electric pump
energized
- inhibition of autofeather on
the remaining engine
- ARM light extinguishes
ARMED autofeather is activated on the

IN FLIGHT affected engine
Note : Nothing happens on the affected engine for 2.15 seconds, but uptrim is
energized on the remaining engine. This feature enables to perform an
acceleration stop without having autofeather in order to benefit from some
reversing action on the failed engine.
In this case, the throttle reduction occuring within 2.15 seconds period
automatically disarms the mode.
Once the mode has been triggered, its cancellation can only result from either :
- PWR MGT other than TO, or
- ATPCS Pb set to OFF, or
- both PL retarded.
CAUTION : If the engine is restarted, IT WILL BE NECESSARY TO SELECT PWR MGT
to MCT position after relight in order to be able to UNFEATHER the
propeller.
ATR 42 Model : 400/500

DEC 05
R FI
POWER PLANT 1.16.40
P7 001
CONTROLS NOV 97
AA
Two sensing torque probes are located on the reduction gear box. One of them sends
a signal to the AFU which supplies the analogic torque ind. (pointer). The other one
sends a signal to the EEC which supplies the electronic torque ind. (digital counter).
1 Digital counter
Actual torque is displayed.
If 000" is displayed, torque sensor is failed.
if "" is displayed, EEC cannot control the HBV which is then closed.
R If LAB" is displayed, a wrong EEC is installed.
2 Pointer
Actual torque is displayed.
Green sector : 0-100 %
Normal T.O. mark : 90 %
Red mark : 100 %
Red dashed radial : 121.8 %
Red dot : 137 %
3 FDAU target
Displays the maximum torque value computed by the FDAU depending on the PWR
MGT selection (except on the T.O. position where reserve T.O. torque is displayed).
Notes : 1) In case of FDAU target failure associated with a pointer misfunctioning,
an AFU failure may be suspected (see page 1).
2) 15 sec are necessary to obtain a valid FDAU target indication on non
affected side after a rotary selector change.
4 Manual target
Controlled by the knob 5, displays a manually selected torque target.
5 Knob
Enables setting of target bug 4.
6 Test pb
Allows to test the ind. During test, both counter and pointer will display 115 %.
Note : A blue dot is provided on the ind. scale to identify 115 %.
ATR 42 Model : 500

POWER PLANT 1.16.40
P9 001
CONTROLS NOV 98
AA
ITT IND
1 Digital counter
Actual ITT (T6) is displayed.
R 2 Pointer
Actual ITT is displayed
Green sector : 300-765C
Red point + H : 715C (Hotel mode)
Amber sector : 765-800C
Red mark : 765C (Temperature limit during normal take-off to be checked
in chapter 2.01)
White/red mark : 800C (Temperature limit in uptrim conditions)
Red point : 840C (Temperature limit for 20 sec)
Red point + S : 950C (Temperature limit for 5 sec for start)
3 Alert It
Illuminates amber and the CCAS is activated when ITT > 800C or 715C in hotel
mode.
4 Test pb
Allows to test the ind. During test, both counter and pointer will displayed 1150C.
Note : A blue dot is provided on the ind. scale to identify 1150C.
ATR 42 Model : 500

POWER PLANT 1.16.40
P 10 001
CONTROLS NOV 97
NH/NL IND
1 Digital counter
Actual NH is displayed.
2 Pointer
Actual NH is displayed.
Green sector : 62-102.7 %
Red mark : 102.7 %
3 Pointer
Actual NL is displayed.
Green sector : 62-104.2 %
Red mark : 104.2 %
4 Test pb
Allows to test the ind. During test, both counter and pointer will display 115 %.
Note : A blue dot is provided on the ind. scale to identify 115 %.
OIL IND
1 OIL PRESS indication

Actual oil pressure is displayed.
Green sector : 55-65 PSI
Amber sector : 40-55 PSI
Red mark : 40 PSI

Dashed white/red radial at 55 PSI
2 OIL LOW PRESS lt
Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure
switch activates the CCAS at 40 PSI.
3 OIL TEMP indication
Actual oil temperature is displayed.
Green sector : 45-125_C
Amber sector : 125-140_C and below 0_C
Red mark : 140_C
ATR42 Model : 500

LIMITATIONS 2.01.00
P1 001
CONTENTS OCT 08
AA
2.01.00 CONTENTS
2.01.01 GENERAL
2.01.02 WEIGHT AND LOADING
2.01.03 AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04 POWER PLANT
2.01.05 SYSTEMS
R 2.01.06 TCAS (if installed)
R 2.01.07 GPS (if installed)
2.01.08 CABIN LIGHTING
R 2.01.09 TAWS (if installed)
R 2.01.10 COCKPIT DOOR SECURITY SYSTEM (if installed)
ATR 42 Model : 400/500

.
LIMITATIONS 2.01.01
P2 001
GENERAL NOV 99
AA
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = + 2.5 TO - 1 G

FLAPS EXTENDED = + 2 TO 0 G
GEAR DOWN = + 2 TO 0 G
The corresponding positive accelerations limit the bank angle in turns and the severity
of pull up maneuvers.
CARGO DOOR OPERATION
Do not operate cargo door with a cross wind component of more than 45 kt.
DISPATCHIBILITY
For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL.
MAXIMUM NUMBER OF PASSENGER SEATS
60
R
R
R
ATR 42 Model : 400/500

LIMITATIONS 2.01.02
P1 001
WEIGHT AND LOADING NOV 98
AA
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 16700 36817
CENTER OF GRAVITY ENVELOPE
The limits of the center of gravity are given in percentage of the mean aerodynamic
chord (MAC), landing gear extended.
R The MAC is 2.285 meters long (89.961 in).
R Station 0 is located 2.362 meters (92.992 in) forward of the fuselage nose.
R The distance from station 0 to reference chord leading edge is 11.425 meters (449.803 in).
CARGO COMPARTMENT LOADING LIMITATIONS

See W.B.M. : 1.10.04 p 1
ATR 42 Model : 500

.
LIMITATIONS 2.01.02
P1 050
AA
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 16700 36817

The MAC is 2.285 meters long (89.961 in.).
Station 0 located 2.362 meters (92.992 in.) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 11.425 meters (449.803 in.).

See W.B.M. : 1.10.04 p 1
R Mod : 5150 ATR 42 Model : 500

.
LIMITATIONS 2.01.02
P1 100
AA
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 17000 37478

37.
17000 48
1
7

See W.B.M. : 1.10.04 p 1
Mod : 5175 ATR 42 Model : 500

.
LIMITATIONS 2.01.02
P1 150
AA
RAMP 18770 41380
TAKE-OFF 18600 41005
LANDING 18300 40344
ZERO FUEL 17000 37478


See W.B.M. : 1.10.04 p 1
Mod : 5150 + 5175 ATR 42 Model : 500

.
LIMITATIONS 2.01.03
P1 100
AIRSPEED AND OPERATIONAL PARAMETERS NOV 02
AA
AIRSPEEDS
* MAXIMUM OPERATING SPEED

THIS LIMIT MUST NOT BE INTENTIONALLY EXCEEDED IN ANY FLIGHT REGIME.
VMO = 250 kt IAS
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED
FULL APPLICATION OF ROLL AND YAW CONTROLS AS WELL AS MANEUVERS
INVOLVING ANGLES OF ATTACK NEAR THE STALL SHOULD BE CONFINED TO
SPEEDS BELOW VA.
VA = 160 kt IAS
CAUTION : Rapidly alternating large rudder applica-
R tions in combination with large sideslip
angles may result in structural failure at
any speed.
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS

VFE = VFO FLAPS 15 180 kt
FLAPS 25 160 kt
FLAPS 35 150 kt
* MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS
VLE = 180 kt
VLo RET = 160 kt
VLo LOW = 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPERS OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).
MOD 4462 ATR 42 Model : 500

LIMITATIONS 2.01.03
P3 001
AIRSPEED AND OPERATIONAL PARAMETERS OCT 12
AA
V1 limited by VMCG (FLAPS 15)

CAUTION : INCREASE BY 1.5 KT FOR TAKE-- OFF BLEED ON
R
ATR 42 Model : 500

LIMITATIONS 2.01.03
P4 001
AIRSPEED AND OPERATIONAL PARAMETERS OCT 12
AA
VMCA (FLAPS 15)

R
VMCL
FLAPS VMCL(CAS)
35 96.5
25 96
15 98.5
ATR 42 Model : 500

LIMITATIONS 2.01.03
P5 001
AIRSPEED AND OPERATIONAL PARAMETERS DEC 10
AA
OPERATIONAL PARAMETERS
ENVIRONMENTAL ENVELOPE
Altitude Zp (ft)
TAKE-- OFF AND LANDING

TAIL WIND LIMIT : 15 KT
R
MAXIMUM MEAN RUNWAY SLOPE : 2 %
R
CROSS WIND
The maximum demonstrated cross wind is :
- Take off: . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 kt
- Landing Flaps 25_: . . . . . . . . . . . . . . . . . . . 45 kt
Flaps 35_: . . . . . . . . . . . . . . . . . . . (*) 44 kt
Braking Action TO LDG Maximum Crosswind
(TO and LDG)
GOOD 1 1 (*) 45 kt
GOOD/MEDIUM 2 2 37 kt
MEDIUM 3 -- 6 5/6 30 kt
MEDIUM/POOR 4 5 22 kt
POOR 7 7 15 kt
Runway status: 1: dry runway, 2:wet up to 3mm depth, 3 (TO only): slush or water from 3 to
6mm depth, 4 (TO only):slush or water from 6 to 12.7mm depth,
5: slush or water from 3 to 12.7mm depth, 6: compact snow, 7: ice
ATR 42 Model : 500
.
LIMITATIONS 2.01.04
P1 001
POWER PLANT OCT 08
AA
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
OPERATING TIME TQ ITT NH NL NP OIL PRESS OIL TEMP
CONDITION LIMIT (%) (C) (%) (%) (%) (PSI) (C) (2)
RESERVE 10 mn 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF (6)
NORMAL 5 mn 90 (1) (5) 101.9 101.4 101 55 to 65 0 to 125

TAKE OFF
MAXIMUM NONE 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS (6)
GROUND 66 40 mini - 40 to 125

IDLE mini (4)
HOTEL (7) 715 55 to 65 125

MODE
TRANSIENT 20 s 137.5 840 104.3 106.5 106 (3) 40 to 100
5s 120
20 mn 140
STARTING 5s 950 - 54 mini
1) Value linked to 100 % NP.

2) Oil temperature must be maintained above 45 C to ensure protection for the
engine air inlet against ice accumulation.
3) Permissible for completion of flight provided TQ does not exceed 85 % during
climb and 84 % during cruise.
4) Up to 75 % NH only.
5) ITT limits depend on outside air temperature. Refer to 2.01.04 p 3.
R 6) - RTO : Time beyond 5 mn is linked to actual single engine operations only.
R - MCT rating is the max power certified for continuous use. In-- flight
R emergencies are the only conditions for which MCT use is authorized.
7) A qualified person is required to use engine 2 in HOTEL mode.
Note : Flight with an engine running and the propeller feathered is not permitted.
R ATR 42 Model : 500
R
LIMITATIONS 2.01.04
P2 001
POWER PLANT APR 08
AA

APR 08
R
APR 08
R
LIMITATIONS 2.01.04
P5 001
POWER PLANT OCT 08
AA
STARTER
3 STARTS WITH A 1 MINUTE 30 SECONDS MAXIMUM COMBINED STARTER
RUNNING TIME, FOLLOWED BY 4 MINUTES OFF
OIL SYSTEM
Approved lubricating oils
- Aero Shell Turbine oil 500

- Aero Shell Turbine oil 560
- Royco Turbine oil 500
- Royco Turbine oil 560
- Mobil Jet oil II
- Mobil Jet oil 254
- Castrol 4000
- Castrol 5000
- Exxon Turbo oil 2380
Mixing of different brands of oil or viscosities of oil is not recommended.
FUEL SYSTEM
- Use of JP 4 or JET B is prohibited.

- Acceptable fuels (refer to PWC Documentation to determine equivalent approved fuels).
MINIMUM FUEL TEMP (C) MAXIMUM
FUELS FREEZING POINT FUEL TEMP
(C) Starting Operation (C)
JET A - 40 - 34 - 38 + 57
JET A1 - 50 - 34 - 48 + 57
R RT, TS1 - 60 - 34 - 60 + 57
JP 5 - 46 - 26 - 33 + 57
- Approved anti icing additives (maximum concentration allowed : 0.15 % per volume) :
- Philips PFA 55 MB
- MIL-- I-- 27 686 D
- Ethylene Glycol Monomethyl Ether as defined in MIL-- I-- 27 686 E.
DEC 07
R
LIMITATIONS 2.01.05
P1 001
SYSTEMS DEC 04
AA
AIR - PRESSURIZATION
MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE
FULL OPEN SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20.000 ft
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIMIT

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn
SINGLE DC GEN OPERATION
In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM
SPECIFICATION : HYJET IV OR SKYDROL LD 4
LANDING GEAR
R TOWING WITH TOWBARLESS SYSTEM IS PROHIBITED
DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH FULLY

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
TAKE OFF WITH MORE THAN ONE FAILED MFC MODULE IS PROHIBITED.
ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 001
SYSTEMS NOV 00
AA
OXYGEN
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
R Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
R flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
R flight continuation at an altitude below 13,000 ft.
R A 25 % pax oxygen consumption is assumed.
R In case of smoke emission, the system protects the flight crew members during 15 min.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors
ATR 42 Model : 400/500

LIMITATIONS 2.01.05
P1 001
SYSTEMS DEC 04
AA

ELECTRICAL SYSTEM

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn
HYDRAULIC SYSTEM
LANDING GEAR

MFC
ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 050
SYSTEMS DEC 04
AA
OXYGEN
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
Minimum bottle pressure required to cover a cabin depressurization at mid-time of

theflight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and
a flight continuation at an altitude below 13,000 ft.
A 30 % pax oxygen consumption is assumed
In case of smoke emission, the system protects the flight crew members during 15 min.
- Ref. Temp errors
Mod : 8371 ATR 42 Model : 400/500

LIMITATIONS 2.01.05
P1 001
SYSTEMS DEC 04
AA

ELECTRICAL SYSTEM

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
TRU 60A NONE
90A 5 mn
HYDRAULIC SYSTEM
LANDING GEAR

MFC
ATR 42 Model : 500

LIMITATIONS 2.01.05
P2 100
SYSTEMS DEC 07
AA
OXYGEN
Minimum flight crew oxygen pressure with and without observer and capacity with full pax
(50 cabin occupants).
HOLDING ALTITUDE
AVAILABLE TIME AFTER
DECOMPRESSION
MIN BOTTLE PRESS

INDICATION (PSI)
TOFA-- 02 - 01 - 05 - 002 - A100AA
MINIMUM BOTTLE PRESS

(STANDARD CONDITION 21C)
(PSI)
This graph gives the minimum bottle pressure required after loss of cabin pressure to
provide crew members and 100 % of passengers protection with diluted oxygen during
descent from FL 250 to holding level followed by descent to FL100 (rate 3000 ft/minutes).
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground.
= Cabin Temperature, in flight.
- Ref. Temp errors
R Mod. : 4292 or 5840 ATR 42 Model : 500

.
LIMITATIONS 2.01.06
P1 050
TCAS DEC 07
AA
R TCAS
R Applicable only when a ATR TCAS solution is installed. In case of TCAS STC
R (Supplier Type Certificate) solution installed, operator must consider STC
R provider documentation.
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
1-- TCAS operation is approved for use in VFR meteorological conditions (VMC) and
IFR meteorological conditions (IMC).
2-- The pilot must not initiate evasive maneuvers using information from the traffic
display only or from a traffic advisory (TCAS TA) only.
These displays and advisories are intended only for assistance in visually locating
the traffic and lack the resolution necessary for use in evasive maneuvering.
3-- Compliance with TCAS resolution advisory is required unless the pilot considers it
unsafe to do so.
However, maneuvers which are in the opposite direction of the resolution advisory
(TCAS RA) are extremely hazardous and are prohibited unless it is visually
determined they are the only means to assure safe separation.
CAUTION : Once a non crossing RA has been issued the vertical speed should be
accurately adjusted to comply with the RA, in order to avoid negating
the effectiveness of a co-- ordinated maneuvre by the intruder.
WARNING : Non compliance with a crossing RA by one airplane may result in

reduced vertical separation. Therefore, safe horizontal separation
must also be assured by visual means.
4-- Evasive maneuvring should be made with the autopilot disengaged, and limited to
the minimum required to comply with the RA. The pilot must promptly return to the
previous ATC clearance when the TCAS CLEAR OF CONFLICT voice message is
announced.
5-- Prior to perform RAs climb or increase climb, the crew should select the appropriate
engine power setting on the power MGT rotary selector and, if necessary, manually
adjust CLs.
6-- When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-- around phase, a normal procedure of go-- around should
be followed including the appropriate power increase and configuration changes.
R ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P2 050
TCAS DEC 07
AA
R TCAS (CONTD)
7-- Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RAs would be
appropriate, however it is not possible to do so. In these cases, TCAS may command
maneuvers which may significantly reduce stall margins or result in stall warning.
Conditions where this may occur include operations with a bank angle (wings level is
assumed), weight, altitude and temperature combinations outside those noted
below, leaving aircraft in landing configuration during climb RA on approach, engine
out operations, and abnormal configurations such as landing gear not retracted or
stick pusher/shaker failure.
The table below entitled Flight Envelope in which climb resolution advisory can be
accomplished without stick pusher/shaker activation outlines the parameters used
in the development of the performance inhibits. This table does not consider worst
turboprop flight conditions especially operations using minimum operating
airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In
all cases, stall warning must be given precedence over climb RA commands.
NOTE : TCAS is viewed as a supplement to the pilot who, with the aid of the
ATC system, has the primary responsibility for avoiding mid-- air
collisions.
WARNING : Priority must be granted to increasing airspeed when reaching stall

warning even when this requires deviation from an RA command
issued by the TCAS.
R ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P3 050
TCAS DEC 07
AA
R TCAS (CONTD)
FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN

BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME
G INITIAL MIN.
TEMP.
Take off FAR25/JAR Take off 15 Up V2 + 20 1.13 VSR
25
Climb limit
Approach FAR25/JAR Spin up to go around 15 UP 1.51 1.13 VSR
25 power during VSR
Climb limit maneuver from
power for level flight
Landing FAR25/JAR Spin up to go around Transition DN VAPP +10 1.13 VSR
Transitioning 25 power during maneuver from to
to go around Climb limit from power required for 35 to 15 Up
at RA 3 Glide Slope
Enroute Critical Wt/ Power for level flight Up Up Long Higher of
Alt increase to Max Range 1.13 VSR if
giving 1.3G Continuous Cruise defined
to or buffet
buffet onset onset
Temperature range up to ISA + 27
- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed
R ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P4 050
TCAS DEC 07
AA
R TCAS (CONTD)
8-- Inhibition schemes
8.1-- Non icing conditions

FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 25 Landing AUTHORIZED INHIBITED
8.1-- Icing conditions

FLAPS 0 AUTHORIZED AUTHORIZED
NOTE 1 : Pilots are authorized to deviate from their current ATC clearance to
the extent necessary to comply with a TCAS resolution advisory.
NOTE 2 : Maneuvers based solely on information displayed on the traffic
display are not authorized.
R ATR 42 Model : 400/500

LIMITATIONS 2.01.06
P5 080
TCAS DEC 07
AA
R TCAS (CONTD)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
- Engine out operations
- Stick pusher/shaker failure
- Flight with landing gear down
The TCAS must be turned STBY in the following cases:
- ATC request
- LOSS OF RADIO ALTIMETER INFORMATION
- Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.
R Mod : 5205 ATR 42 Model : 400/500

.
LIMITATIONS 2.01.07
GPS NOV 99
AA
GPS
R 1 - GENERAL
R The Honeywell/Trimble GNSS 1000 :
R - complies with TSO C 129 and TSO C 115A,
R - is installed in compliance with FAA AC 20-138 and DGAC CRI S-01,
R - has been demonstrated to meet the requirements of JAA TGL n 2, REV1
R and FAA AC 20-138 for European B-RNAV operations and FAA Notice
R N8110-60 for oceanic and remote operations where only one long range
R navigation system is required.
R 2 - LIMITATIONS
R Compliance with the above regulations does not constitute an
R operational approval/authorization to conduct operations. Aircraft
R operators must apply to their Authority for such an approval/
R authorization.
R - The HT 1000 pilot's guide must be available on board.
R - The system must operate with HT 1000-05H software version or any
R later approved version.
R - The system must be used with an updated active data base and the
R waypoints position must be cross-checked with official charts.
R - This equipment is approved for use as a VFR and IFR supplemental
R navigation means, en route and in terminal area up to the Initial Approach
R Fix (IAF).
R - The system must not be used for approaches, beyond IAF.
R 3 - PROCEDURES
R - In the event of DGR alarm illumination the flight crew must cross-check
R the aircraft position using conventional means or must revert to an
R alternative means of navigation.
R - In addition, where the coupled DME option is not installed or if the
R coupled DME is not operative, the following procedures apply for
R B-RNAV operations :
R (a) during the pre-flight planning phase, the availability of GPS integrity
R (RAIM) must be confirmed for the intended flight (route and time).
R Dispatch must not be made in the event of predicted continuous loss of
R RAIM of more than 5 minutes for any part of the intended flight.
R (b) Traditional navigation equipment must be selected to available aids
R so as to allow immediate cross-checking or reversion in the event of loss
R of GPS navigation capability.
R Mod. : (4654 + 4885) or 5020 ATR 42 Model : 400/500
.
LIMITATIONS 2.01.07
GPS NOV 00
AA
GPS
1 - GENERAL
The Honeywell/Trimble GNSS 1000 :
- complies with TSO C 129 and TSO C 115B,
- is installed in compliance with FAA AC 20-129, AC 20-130A, AC 20-138 and
DGAC CRI S-9902,
- has been demonstrated to meet the requirements of JAA TGL n2, REV1 and FAA
AC 20-138 and FAA Notice N8110-60.
2 - LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to their
Authority for such an approval authorization.
- The HT 1000 pilot's guide must be available on board.
- The system must operate with HT 1000-060 software version or any later approved
version.
- The system must be used with an updated active data base and the waypoints
position must be cross-checked with official charts.
- This equipment is approved for use as :
- primary navigation means for oceanic and remote operations when only one long
range navigation system is required.
- supplemental navigation means, en route, in terminal area and for non precision
approach operations until the missed approach point with respect of the MDA.
NOTE : Stand alone GPS approach is not approved. Conventional means must
be permanently cross-checked during the approach.
- advisory VNAV means.
NOTE : VDEV function must be permanently monitored.
3 - PROCEDURES
- In the event of DGR alarm illumination the flight crew must cross-check the aircraft
position using conventional means or must revert to an alternative means of
navigation.
- In addition, where the coupled DME option is not installed or if the coupled DME is
not operative, the following procedures apply for B-RNAV operations :
(a) during the pre-flight planning phase, the availability of GPS integrity (RAIM)
must be confirmed for the intended flight (route and time). Dispatch must not be
made in the event of predicted continuous loss of RAIM of more than 5 minutes for
any part of the intended flight.
(b) Traditional navigation equipment must be selected to available aids so as to
allow immediate cross-checking or reversion in the event of loss of GPS
navigation capability.
Mod. : 5176 ATR 42 Model : 400/500
.
LIMITATIONS 2.01.07
GPS NOV 00
AA
GPS
1 - GENERAL
The GPS Bendix/King KLN90B/BRNAV :
- complies with TSO C 129,
- is installed in compliance with FAA AC 20-138
- has been demonstrated to meet the requirements of JAA TGL n 2,
REV1, and FAA AC 20-138 for European B-RNAV operations.
2 - LIMITATIONS
Compliance with the above regulations does not constitute an
operational approval/authorization to conduct operations. Aircraft
operators must apply to their Authority for such an approval/
authorization.
- The system must be used with an updated active data base and the
waypoints position must be cross-checked with official charts.
- This equipment is approved for use as a VFR and IFR supplemental
navigation means, en route and in terminal area up to the Initial Approach
Fix (IAF).
- The system must not be used for approaches, beyond IAF.
- The CDI scale factor selectable in the MOD pages must not be set at the
0.3 NM full scale deflection value.
3 - PROCEDURES
- If the RAIM function is lost, the flight crew must cross-check the aircraft
position using conventional means or must revert to an alternative means
of navigation.
- The following procedures apply for B-RNAV operations:
(a) during the pre-flight planning phase, the availability of GPS integrity
(RAIM) must be confirmed for the intended flight (route and time).
Dispatch must not be made in the event of predicted continuous loss of
RAIM of more than 5 minutes for any part of the intended flight.
(b) Traditional navigation equipment must be selected to available aids
so as to allow immediate cross-checking or reversion in the event of loss
of GPS navigation capability.
R Mod. : (4890 + 5022) or 5021 ATR 42 Model : 400/500

.
LIMITATIONS 2.01.07
GPS DEC 03
AA
GPS
1 - GENERAL
The Honeywell/Trimble GNSS 1000 :
- complies with TSO C 129 and TSO C115B,
- is installed in compliance with FAA AC 20--129, AC 20--130A, AC 20--138 and DGAC CRI
S--9902,
- has been demonstrated to meet the requirements of JAA TGL no2,REV1 and FAA AC
20-- 138 and FAA Notice N8110-- 60.
- has been demonstrated to meet the P-- RNAV requirements of JAA TGL no10.
2 - LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to their
Authority for such an approval/authorization.
- The HT1000 pilots guide must be available on board.
- The system must operate with HT 1000-- 060 software version or any later approved
version.
- The approval of the system is based on the assumption that the navigation database
has been validated for intended use.
- This equipment is approved for use as :
- primary navigation means for oceanic and remote operations when only one long
range navigation system is required.
- supplemental navigation means, en route, in terminal area and for non precision
approach operations until the missed approach point with respect of the MDA.
NOTE : Stand alone GPS approach is not approved. Conventional means must be
permanently cross-- checked during the approach.
- advisory VNAV means
NOTE : VDEV function must be permanently monitored.
3 - PROCEDURES
- In the event of DGR alarm illumination the flight crew must cross-- check the aircraft
position using conventional means or must revert to an alternative means of
navigation.
- In addition, where the coupled DME option is not installed or if the coupled DME is not
operative, the following procedures apply for B--RNAV operations :
(a) during the pre-- flight planning phase, the availability of GPS integrity (RAIM) must
be confirmed for the intended flight (route and time). Dispatch must not be made in the
event of predicted continuous loss of RAIM of more than 5 minutes for any part of the
intended flight.
(b) Traditional navigation equipment must be selected to available aids so as to allow
immediate cross-- checking or reversion in the event of loss of GPS navigation
capability.
Mod. : 5403 ATR 42 Model : 400/500

.
LIMITATIONS 2.01.08
P1 001
CABIN LIGHTING NOV 99
AA
CABIN LIGHTING
NOT APPLICABLE
ATR 42 Model : 400/500

.
LIMITATIONS 2.01.08
P1 100
CABIN LIGHTING NOV 99
AA
CABIN LIGHTING
The general cabin illumination system must be used during not less than 15 minutes
before each flight.
Mod : 5067 or 5171 ATR 42 Model : 400/500

.
LIMITATIONS 2.01.09
P 1 110
TAWS OCT 08
AA
R TAWS
1 - Navigation is not to be predicated on the use of the terrain display.
Note :The Terrain Display is intended to serve as a situational awareness tool only. It does
not have the integrity, accuracy or fidelity on which to solely base decisions for terrain
or obstacle avoidance.
2 - To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when
landing at an airport that is not included in the airport database.
R Mod : 5313 or 5467 ATR 42 Model : 400/500

.
LIMITATIONS 2.01.10
P1 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES
This procedure should be applied, if local authorities require that the cockpit door remain
closed throughout the entire flight
Before Pushback or engine start

COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COCKPIT DOOR CLOSED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
With the cockpit door toggle switch at CLOSE, the cockpit door is closed and locked.
After Engine Start

H If routine access is requested from the cabin :
The buzzer sounds in the cockpit for at least 2 seconds
Prior to unlocking the door, the flight crew should identify the person requesting entry
H If entry is not authorized by the flight crew :
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENY
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3 minutes
H If entry is authorized by the flight crew :

DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
The flight crew should pull the switch and maintain it in the OPEN position, until the
cabin crew pulls the door open.
Note : If the flight crew does not take any action after the routine cabin request, the
cabin crew will be able to open the door by using the emergency access procedure.
H If the emergency access is initiated from the cabin :

The buzzer sounds continuously in the cockpit for 30 seconds, and the OPEN light
flashes on the central pedestal's cockpit Door Control Panel.
Note : If the flight crew does not take any action, the door will unlock after 30 seconds.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENY
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3
minutes. When the situation in the cockpit permits, the flight crew should identify
the person requesting entry prior to unlocking the door.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
The flight crew should pull the switch and maintain it in the OPEN position, until the
cabin crew pulls the door open.
Before leaving the aircraft
COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FAULT LIGHT on Door Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod : 5377 + 5434

LIMITATIONS 2.01.10
P2 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES (cont'd)
Daily Check
COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
In the cargo compartment, on the DOOR CALL PANEL
EMER PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
Check OPEN LIGHT flashes
In the cockpit :
Check buzzer
Check OPEN LIGHT flashes
H If correct :
In the cockpit :
TOGGLE SW on COCKPIT DOOR CONTROL PANEL . . . . . . . . . . . . . . . . . DENY
Check buzzer stops
Check OPEN LIGHT extinguishes
In the cargo compartment, on the DOOR CALL PANEL
Check OPEN LIGHT extinguishes and DENIED LIGHT illuminates
H If correct :
TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTS
Mod : 5377 + 5434

LIMITATIONS 2.01.10
P3 300
AA
COCKPIT DOOR OPERATION : EMERGENCY PROCEDURES
Electrical Power Lost

Move the manual lock bolts to CLOSE position
Note :when the door is locked with the manual bolts, the emergency access to the cockpit
is unavailable. It is recommended that at least two crew members remain in the
cockpit during that time.
Cockpit Door Jammed
D When cockpit exit required
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Remove the two locking pins (left hand edge, facing the door)
- Disconnect PLUG from the top of the door
- Push and remove corresponding door panel
COCKPIT DOOR OPERATION : PROCEDURES FOLLOWING FAILURES
Cockpit Door Control Panel FAULT LIGHT illuminates

Move the manual lock bolts to CLOSE position
Note :
when the door is locked with the manual bolts, the emergency access to the cockpit
is unavailable. It is recommended that at least two crew members remain in the
cockpit during that time.
DC ESS BUS Lost
Apply Cockpit Door Control Panel FAULT LIGHT illuminates procedure
Note : Cockpit Door Control Panel FAULT LIGHT is inoperative.
Mod : 5465
LIMITATIONS 2.01.10
P4 200
AA
COCKPIT DOOR OPERATION : OPENING THE COCKPIT DOOR FROM THE CABIN
CABIN CREW ROUTINE ACCESS . . . . . . . . . . . . . . . . . REQUEST on the Door Call Panel
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS CALL PB
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STAND IN COCKPIT DOOR AXIS
The cabin crew should stand in the axis of the cockpit door.
A buzzer sounds in the cockpit.

The flight crew denies the entry request via the DOOR TOGGLE SW.
The Door Call Panel red light comes ON steady, and indicates that the door is locked.
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3 minutes.
The flight crew unlocks the door via the DOOR TOGGLE SW.
The Door Call Panel green light comes ON steady, and indicates that the door is
unlocked.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle located in the cockpit side on the
door left panel
H If there is no reaction from the flight crew :
CABIN CREW SECOND ACCESS REQUEST . . . . . . REQUEST on the Door Call Panel
Repeat the above procedure.
H If there is no reaction from the flight crew after a second request :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL THE COCKPIT
To establish contact with the flight crew and request access to the cockpit.
H If there is no reaction from the flight crew after a cabin crew interphone call :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS THE EMERGENCY PB
Rotate the protecting plate and press the EMER PB. A buzzer sounds continuously in
the cockpit for 30 seconds, and the green light flashes on the Door Call Panel. After 30
seconds, the green light comes ON steady and the cabin crew can then pull the door
right panel to open and the buzzer stops.
This indicates that the door is unlocked for 10 seconds.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
Mod : 5377 + 5434

PROCEDURES AND TECHNIQUES 2.02.00
P1 001
CONTENTS DEC 10
AA
2.02.00 CONTENTS
2.02.01 OPERATING SPEEDS
2.02.02 DATA CARD
2.02.03 AIR
2.02.04 AFCS
2.02.05 ELECTRICAL SYSTEM
2.02.06 FLIGHT CONTROLS
2.02.07 FUEL SYSTEM
2.02.08 ADVERSE WEATHER
2.02.09 LANDING GEAR/BRAKES
2.02.10 FLIGHT PATTERNS
2.02.11 POWER PLANT
2.02.12 FLIGHT CHARACTERISTICS
2.02.13 GPS/GNSS (*)
2.02.14 FLIGHT INSTRUMENTS
2.02.15 TCAS (*)
2.02.16 GPWS
2.02.18 Reserved
2.02.19 HIGH LATITUDE OPERATIONS
R 2.02.20 Operations below - 35 C ground temperature (*)
2.02.21 MPC Multi Purpose Computer (*)
2.02.22 ACARS Aircraft Communication Addressing and Reporting System(*)
2.02.23 Video cabin system (In Flight Entertainement) (*)
R (*) : if installed / if applicable
ATR 42 Model : 400/500

.
P2 001
OPERATING SPEEDS MAY 98
AA
DEFINITIONS
VSR Minimum 1g stalling speed for a specified configuration. It is a function of the
aircraft weight.
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine :
. Either to continue take-off,
. Or to stop the aircraft.
VR Speed at which rotation is initiated to reach V2 at 35 ft height.
V2 Take-off safety reached before 35 ft height with one engine failed and
R providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5 bank, in case of failure of the critical engine with the other engine at RTO
power (take-off flaps setting and gear retracted).
VMCL Minimum flight speed at which aircraft can be controlled with 5 bank in case
of failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
VFE Maximum speed for each flap configuration.
ATR 42 Model : 400/500

P3 001
OPERATING SPEEDS NOV 99
AA
MINIMUM MANEUVER / OPERATING SPEEDS

Minimum maneuver / operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
- Normal or icing conditions,
- Weight,
- Configuration,
- Type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM
2.01.03 or V2 when applicable.
NORMAL CONDITIONS
FLAPS VmHB VmLB

0 1.22 VSR
15 1.23 VSR V2
and not less than
25 VMCL during approach Not used
35
Note : Refer to 2.02.08 for icing conditions.
UTILIZATION
- VmLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (Refer to chapter
3.09).
R * should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15 (low bank selected when
using AFCS).
- VmHB is the minimum speed used for approach. It also provides the best two engine
rate of climb.
In this case, bank angle must be restricted to 30 (High bank selected when using
AFCS).
In order to determine these speeds in a more pilot oriented manner, an operating data
booklet included in check list is provided in which relevant minimum
maneuver/operation speeds are directly given for all weights.
ATR 42 Model : 500

P4 001
OPERATING SPEEDS OCT 12
AA
CONSERVATIVE MANEUVERING SPEEDS
When performance consideration does not dictate use of minimum

maneuver / operating speeds, the following conservative maneuvering speeds are
recommended.
R They cover all weight, for high bank operational maneuver, at all flight condition ( normal
and icing condition)
Flaps 0 : 175 kt.

Flaps 15 : 145 kt
Flaps 25 : 135 kt
Flaps 35 : 125 kt
FINAL APPROACH SPEED
VAPP = VmHB + Wind FACTOR

or VMCL (whichever is higher)
WIND FACTOR = The highest of

- 1/3 of the head wind velocity,
- or the gust in full.
With a maximum wind factor of 15 kt.

Wind factor is added to give extra margin against turbulence, risk of wind shear etc...
GO AROUND SPEED VGAThey cover all weight, for high bank operational maneuver, at
all flight condition ( normal and icing condition)
VmHB Landing Configuration + 5 kt, or 1.1 VMCA, whichever is higher.
MINIMUM SPEED FOR FLAPS RETRACTION
It is Vm LB of the next flap setting.

Example :
- Minimum speed to retract flaps from 15_ to 0_ : VmLB0.
ATR 42 Model : 400/500

.
P2 001
AIR OCT 12
AA
ATR 42 Model : 400/500

P1 001
AFCS OCT 12
AA
ATR 42 Model : 400/500

P7 001
AFCS MAY 98
AA
D NON PRECISION APPROACH
Use of auto-pilot is recommended with :

- NAV mode for VOR approach (see 2-01-05 p3),
- HDG mode for ADF approach,
- VS or IAS mode for descent.
D GO AROUND
When reaching decision height, or missed approach point after level off at MDA, if
required references are not established, a go-around must be initiated.
The following procedure is recommended :
PF PNF
(if no contact) - Announce minimum
- Announce GO AROUND
- Depress GA pbs on PLs
- Advance PLs to ramp
R - Call FLAPS one notch" and rotate to - Retract FLAPS one notch
R GO AROUND pitch attitude - Check NP= 100 %, adjust
R - Follow FD bars and cancel if necessary
R AP Disconnect Alarm
R - Accelerate to or maintain When positive rate of climb is
R VGA (2-02-01 p4) achieved :
- Announce Positive climb"
- Command gear up - Set gear up
When climb is stabilized :
- Command HDG/LO BANK/IAS - Engage HDG, BANK and IAS on
- Engage AUTO PILOT AFCS panel (IAS will synchronize
on
actual speed)
Note : GO AROUND mode gives (as a FD mode only):
- on pitch axis, a target attitude compatible with single engine performance.
- on roll axis, a steering command to maintain heading followed at GA
engagement.
As soon as climb is firmly established, use of HDG/IAS mode (which will then
be accepted by AP) is recommended.
ATR 42 Model : 400/500

P8 020
AFCS DEC 10
AA
CAT 2 OPERATIONS
" GENERAL
CAT 2 approaches are flown with AP + FD ON.
R " EQUIPEMENT REQUIRED
Approach with AP
Autopilot 1
FD bars 1 (PF side)
AP quick disconnect 1 (PF side)
AP OFF warning (light
1
and aural)
ADU 1
ILS receiver 2
AHRS 2
Standby Horizon 1
CRT 3 (2 PF side)
SGU 2
Radio altimeter 1 (with 2 displays)
DH indicator 2
GA pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
2: -- CM2 side must be operative (*)
Airspeed indicators
- If CM1 is PF, CM1 side must be operative
Altimeters 3
Hydraulic system Blue + Green
DC: BUS1 / BUS2 / EMER / STBY / ESS ;
Electrical system
AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2
MFC modules 3
(*): The standby airspeed instrument can be easily monitored only from the CM1
position (Captain position).
Mod. : 1112 ATR 42 Model : 400/500

P9 020
AFCS DEC 10
AA
R Maximum demonstrated crosswind:
AutoPilot
Headwind 15 kt
Tailwind 10 kt
Crosswind 15 kt
" TASK SHARING

The philosophy of the task sharing is based on the following considerations:
- PF(!) task is aircraft flying during all the approach, he is in charge of speed
control. Approaching DH + 100ft, he looks outside to acquire external visual
references.
He makes decision for landing or go-- around.
- PNF(@) task is approach monitoring with permanent reference to the instruments.
(!)PF, pilot flying,
- Monitors the A/C position, the flight path parameters and the AP.
- Controls the speed.
- Requests checklist, flaps setting and gear extension.
- Selects the modes and announces changes.
(@)PNF, pilot non flying,

- Is in charge of radio communications.
- Monitors the flight path, the speed, the mode changes, the systems and
the engines.
- Reads the checklist.
- Selects flaps setting and gear extension.
" NORMAL APPROACH AND LANDING SEQUENCE

J Prior to approach
D DESCENT procedure (PF / PNF):
- Last weather information reviewed (destination and alternate).
- Landing data collecting and ASI and TQ bugs setting
(refer to 2.03.14 p1 for bugs setting description).
- Approach briefing stating runway in use, MSA, DH, missed approach
procedure, radio aids setting...
D APPROACH procedure (PF / PNF):
- AP/FD coupled PF side.
- Speed references set (VAPP, VGA, VmLB).
- Markers volume set.
- DH setting confirmed.
... / ...
Mod. : 1112 ATR 42 Model : 400/500

P 10 020
AFCS DEC 10
AA
R J Before capture
D PF has to perform the following tasks:
- NAV set to ILS frequency, ADF set as required.
- CRS set to final approach course.
- APP armed.
- IAS as required.
D PNF has to perform the following task:
- NAV and ADF set as required
J From capture to decision height
Note: The call-- outs are written in bold with ....
Tasks and callouts
CAT 2 events
PF PNF
Localizer capture LOC STAR
- Set runway HDG
- Set ILS on NAV & CRS
- Check CAT 2 on ADU
Glide slope capture GS STAR
Set GA altitude
Check GA altitude
Request normal sequence for LDG config- Set LDG configuration in sequence
uration
(!): Outer marker or OUTER (!) ALTITUDE

equivalent position (not CHECKED, STABILIZED(@)
lower than 1000ft)
Check altitude on RA and altimeter, and if Check altitude on RA and altimeter
aircraft is stabilized and if aircraft stabilized
WE CONTINUE
800 ft RA (#) 800 FT, DUAL CPL, NO STAR
Check dual coupling and no star on LOC Check dual coupling and no star on LOC
and G/S modes and G/S modes
CHECK
500 ft RA 500
DH + 100 ft RA 100 ABOVE
Looks outside for visual references Monitors the instruments
DH / auto call-- out DECISION
(@): Stabilized means:
- On the final approach segment flight path.
- Landing flaps selected, VAPP reached.
- Final checklist completed.
(#): Any failure that is not completely treated before 800ft AGL, or that occurs below
800ft AGL shall always lead to a missed approach.
Mod. : 1112 ATR 42 Model : 400/500

P9 210
AFCS DEC 10
AA
R Maximum demonstrated crosswind:
AutoPilot
Headwind 30 kt
Tailwind 13 kt
Crosswind 25 kt
" TASK SHARING

The philosophy of the task sharing is based on the following considerations:
- PF(!) task is aircraft flying during all the approach, he is in charge of speed
control. Approaching DH + 100ft, he looks outside to acquire external visual
references.
He makes decision for landing or go-- around.
- PNF(@) task is approach monitoring with permanent reference to the instruments.
(!)PF, pilot flying,
- Monitors the A/C position, the flight path parameters and the AP.
- Controls the speed.
- Requests checklist, flaps setting and gear extension.
- Selects the modes and announces changes.
(@)PNF, pilot non flying,

- Is in charge of radio communications.
- Monitors the flight path, the speed, the mode changes, the systems and
the engines.
- Reads the checklist.
- Selects flaps setting and gear extension.
" NORMAL APPROACH AND LANDING SEQUENCE

J Prior to approach
D DESCENT procedure (PF / PNF):
- Last weather information reviewed (destination and alternate).
- Landing data collecting and ASI and TQ bugs setting
(refer to 2.03.14 p1 for bugs setting description).
- Approach briefing stating runway in use, MSA, DH, missed approach
procedure, radio aids setting...
D APPROACH procedure (PF / PNF):
- AP/FD coupled PF side.
- Speed references set (VAPP, VGA, VmLB).
- Markers volume set.
- DH setting confirmed.
... / ...
Mod. : 1112 + 4583 ATR 42 Model : 400/500

P 10 020
AFCS DEC 10
AA
R J Before capture
D PF has to perform the following tasks:
- NAV set to ILS frequency, ADF set as required.
- CRS set to final approach course.
- APP armed.
- IAS as required.
D PNF has to perform the following task:
- NAV and ADF set as required
J From capture to decision height
Note: The call-- outs are written in bold with ....
CAT 2 events
PF PNF
Localizer capture LOC STAR
- Set runway HDG
- Set ILS on NAV & CRS
- Check CAT 2 on ADU
Glide slope capture GS STAR
Set GA altitude
Check GA altitude
Request normal sequence for LDG config- Set LDG configuration in sequence
uration
(!): Outer marker or OUTER (!) ALTITUDE

equivalent position (not CHECKED, STABILIZED(@)
lower than 1000ft)
Check altitude on RA and altimeter, and if Check altitude on RA and altimeter
aircraft is stabilized and if aircraft stabilized
WE CONTINUE
800 ft RA (#) 800 FT, DUAL CPL, NO STAR
Check dual coupling and no star on LOC Check dual coupling and no star on LOC
and G/S modes and G/S modes
CHECK
500 ft RA 500
DH + 100 ft RA 100 ABOVE
Looks outside for visual references Monitors the instruments
DH / auto call-- out DECISION
(@): Stabilized means:
- On the final approach segment flight path.
- Landing flaps selected, VAPP reached.
- Final checklist completed.
(#): Any failure that is not completely treated before 800ft AGL, or that occurs below
800ft AGL shall always lead to a missed approach.
Mod. : 1112 ATR 42 Model : 400/500

P 11 020
AFCS DEC 10
AA
R J If visual references sufficient

CAT 2 events
PF PNF
Visual at DH LANDING
80 ft RA 80
Disconnect AP
50 ft RA 50
20 ft RA 20
Reduce PL and flare visually
J If visual references insufficient

CAT 2 events
PF PNF
No visual at DH GO AROUND, SET POWER,
FLAPS ONE NOTCH
- Press GA pb - Retract flaps one notch
- Advance PL to the ramp - Adjust power
- Follow FD bars
Positive rate of climb POSITIVE CLIMB
- Request gear retraction
- Request HDG, low bank, IAS, VGA - Retract gear
- Request AP engagement - Select HDG, low bank, IAS, VGA
- Engage AP
Mod. : 1112 ATR 42 Model : 400/500

12
DEC 10
R PNF
R PF
R PNF
R PNF
R PF
R PNF
R PF
.
P2 001
FLIGHT CONTROLS NOV 97
AA
PITCH : Both elevators are connected through a pitch uncoupling device, in order to leave
sufficient controllability in case of mechanical jamming of one control surface.
Activation of this device :
- Requires heavy forces (52 daN/114 Ibs) to be applied to the control columns,
which minimizes the risk of untimely disconnection.
- Indicated to the crew through the red warning PITCH DISCONNECT .
- Allows the flight to be safely achieved : refer to PROCEDURES FOLLOWING
FAILURES.
Note 1 : WHEN PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed
has to be limited to 180 kt and bank angle to 30 until flaps extension to avoid
overstressing the stabilizer.
Note 2 : The TWO sticks must be held once the aircraft is landed.
Once disconnected both elevators can be reconnected by applying the following
procedure :
BOTH ELEVATORS RECONNECTION ON GROUND
Conditions :
R - Aircraft on ground and electrically powered.
- Both elevators disconnected.
- Red PITCH DISCONNECT alarm illuminated steady on CAP.
Procedure :
- Engage GUST LOCK and check both columns are locked.
- Depress and hold ELEV CLUTCH guarded pb (see 1.09) until PITCH
DISCONNECT flashes red on CAP (reconnection is audible without engine running).
- Release ELEV CLUTCH pb. After a few seconds, PITCH DISCONNECT extinguishes on
CAP.
- Check both columns are effectively coupled.
ATR 42 Model : 400/500

P3 100
FLIGHT CONTROLS MAY 98
AA
ROLL
Aileron spring tabs
Flight controls are connected to the ailerons through the spring tabs, therefore,
maintaining the flight controls to neutral on the ground would not prevent the ailerons
R from oscillating in case of heavy tail wind (> 30 kt). Therefore, in heavy wind conditions
R it is recommanded :
R - to disengage the gust lock only when necessary before take off.
R - after landing, to engage the gust lock before a turn that would expose the aircraft to a
R tail wind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
Aileron trim
Ailerons forces trimming is obtained by shifting the zero position of the left aileron
spring tab : this means that AILERON TRIM INDICATOR is only representative of the
differential loading of the spring tab and not of the aileron position.
Mod. : 4372 ATR 42 Model : 500

P5 001
FLIGHT CONTROLS NOV 02
AA
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the
following recommendations must be observed.
1) THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING
CIRCUMSTANCIES:
a) In normal operations, for directional control
-During the takeoff roll, when on ground, especially in crosswind condition.
-During landing flare with crosswind, for decrab maneuver.
-During the landing roll, when on ground.
-The rudder may be used as deemed necessary, for turn coordination to prevent
excessive sideslip.
b) To counteract thrust asymmetry

Full rudder authority can be used to compensate for the yawing moment of asymmetric
thrust.
Note : at high speed (i.e. flaps up), thrust asymmetry (i.e. due to an engine failure) has
relatively small effect on lateral control of the aircraft. The amount of rudder
required to counter an engine failure and center the sideslip is small.
c) In some other abnormal situations

The rudder may also be used in some abnormal situations such as:
-Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral.
-Aileron jam. The rudder may be used to smoothly control the roll.
-Landing gear unsafe indication (gear not downlocked). When a main landing gear is not
downlocked, the rudder may be used to establish sideslip in an attempt to downlock the
landing gear by aerodynamic side forces.
-Landing with landing gear not downlocked. The rudder can be used for directional control
on ground.
In all these normal or abnormal circumstances, proper rudder maneuvers will not affect
the aircraft's structural integrity.
2) RUDDER SHOULD NOT BE USED:
-To induce roll, except in the previous case( Aileron jam) or
-To counter roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite
rudder inputs must not be applied. Such inputs can lead to loads higher than the limit, or
possibly the ultimate loads and can result in structural damage or failure.
Note : Rudder reversals must never be incorporated into airline policy, including
so-called aircraft defensive maneuvers" to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action (if selected) or RCU (Releasable
Centering Unit) are sufficient to adequately dampen dutch roll oscillations. The rudder
should not be used to complement the yaw damper action.
ATR 42 Model : 400/500

.
P1 001
FUEL SYSTEM DEC 10
AA
FUEL CROSSFEED
Allows feeding of 1 or 2 engines from either side tank, especially for fuel balancing.
PROCEDURE :
Intended tank to be used :
PUMP RUN and OFF LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . extinguished

X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
Opposite tank :
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
When asymmetrical feeding is completed:
PUMPS both . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X LINE
R Note: Each electrical pump is able to supply one engine in the whole flight
R envelope.
R One electrical pump and associated jet pump are able to supply both engines in
R the whole flight envelope.
R When X FEED is selected in line , both electrical pumps are forced to run
R (both RUN lights illuminate green) as long as associated PUMP pb is selected
R ON.
CAUTION : When X FEED procedure is applied, some fuel transfer from the wing tank
where the pump is running to the other wing tank (where the pump is OFF)
may occur. This transfer is particularly noticeable at low power settings (X
FEED in Hotel mode is the worst case).
FUEL QUANTITY INDICATIONS
IN FLIGHT
Accurate readings require aircraft levelled without side slip and pitch attitude close to zero
degree.
ON GROUND
Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running
for more than 4 minutes.
This procedure should be applied each time a comparative reading before and after flight
is intended with correlation to fuel used.
COMMENTS
- Fuel quantity indications are affected by excessive longitudinal and lateral attitudes
and accelerations.
- Fuel quantity indications are affected by the level of fuel in the feed tank. With pumps
running, the feed tanks are filled within a few minutes. This is the normal flight case.
.
P1 001
ADVERSE WEATHER DEC 09
AA
R This chapter is divided in four parts :

- Icing,
- Cold weather operations,
- Operations in wind conditions
R - Volcanic Ash encounter
ICING
I - GENERAL
Icing conditions are defined as follows :
" Atmospheric icing conditions.
Atmospheric icing conditions exist when OAT on ground and take-- off is at or
below 5C or when TAT in flight is at or below 7C and visible moisture in the air
in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow sleet and ice cristals).
" Ground icing conditions
Ground icing conditions exist when the OAT is at or below 5C when operating on
ramps, taxiways and runways where surface snow, standing water or slush is
present.
" Regulatory requirements
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes
up to 50 microns in diameter. No aircraft is certified for flight in conditions with
droplets larger than this diameter.
However, dedicated flight tests have linked unique ice accretion patterns to
conditions of droplet sizes up to 400 microns. Procedures have been defined in
case of inadvertent encounter of severe icing.
" Organization of this subchapter
It will address the following areas :
F Operations within the certified envelope.
F Information about severe icing beyond the certified envelope.
F Good operating practices.
ATR 42 Model : 400/500

P2 001
AA
II - OPERATIONS WITHIN THE CERTIFIED ICING ENVELOPE

PREAMBULE
Icing conditions should never be assessed with complacy. Although the aircraft is
adequately protected for most of the encountered cases, any severe icing exposure
should be minimized by a correct evaluation and proper avoiding actions.
A) GENERAL
Operations in atmospheric icing conditions require SPECIAL ATTENTION since ice
accretion on airframe and propellers SIGNIFICANTLY modifies their aerodynamic
characteristics.
The primarily considerations are as follows :
a - Even small quantities of ice accretions, which may be difficult to detect visually,
may be sufficient to affect the aerodynamic efficiency of an airfoil. For this reason,
ALL ANTI ICING PROCEDURES and SPEED LIMITATIONS MUST BE
COMPLIED WITH as soon as and as long as ICING CONDITIONS are met and
even before ice accretion actually takes place.
b - Main effects of ice accretion on airfoils are :
S Maximum achievable LIFT is reduced.
S For a given angle of attackm LESS LIFT and MORE DRAG are generated.
In order to maintain a SAFE MARGIN AGAINST STALL, which will occur at a
higher speed when ice accretion spoils the airfoil :
- the stall warning threshold must be reset to a lower value of angle of attack,
- the stick pusher activation threshold is lowered accordingly.
These lowered thresholds are effective when switching horns anti icing ON and
illuminating the ICING AOA green caption.
R THE LOWER AOA OF STALL WARNING AND STICK PUSHER ACTIVATION

R THRESHOLD DEFINED FOR ICING REMAIN ACTIVE AS LONG AS THE
ICING AOA" CAPTION IS ILLUMINATED.
- Accordingly, the minimum maneuver/operating speeds defined for normal (no icing)
conditions (see FCOM 2.02.01) MUST BE INCREASED.
These new minimum speeds are called MINIMUM ICING SPEEDS". They are defined
further in paragraph B.
ATR 42 Model : 400/500

P6 001
ADVERSE WEATHER NOV 00
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS

During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The suggested procedure is to use IAS mode with a speed selected which is equal to or
greater than the appropriate minimum speed (VmLB or VmHB in accordance with the
BANK selection on the autopilot).
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM
message flashing on the ADU: if this message appears, apply the AILERON
MISTRIM procedure.
Note : Permanent heating (Probes / windshield) is Always selected ON.
ENTERING ICING CONDITIONS

D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . . . ON
R Note : horns anti icing selection triggers the illumination of the ICING AOA" green light,
and lowers the AOA stall warning threshold.
D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
D NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . confirm q 82 %
D PWR MGT rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . confirm CRZ 1
R MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Notes : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
2.After take off, CRZ 2 MUST NOT be deliberately selected. This is to ensure
there is sufficient centrifugal effect to avoid ice accretion on the propeller blades.
In addition, low propeller RPM, and consequently high blade angle of attack can,
in certain cases, considerably increase airfoil icing.
The association of contaminated propeller leading edge and low propeller RPM
generates a turbulent airflow, which, in certain conditions, may lead to uneven ice
accretion involving 100 % of the aerodynamic chord of the wings. Stall induced by
this accretion occurs earlier than anticipated and is asymmetric.
ATR 42 Model : 500

P6 100
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS

During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The suggested procedure is to use IAS mode with a speed selected which is equal to or
greater than the appropriate minimum speed (VmLB or VmHB in accordance with the
BANK selection on the autopilot).
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM
message flashing on the ADU: if this message appears, apply the AILERON
MISTRIM procedure.
Note : Permanent heating (Probes / windshield) is Always selected ON.
ENTERING ICING CONDITIONS

D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . . . ON
R Note : horns anti icing selection triggers the illumination of the ICING AOA" green light,
and lowers the AOA stall warning threshold.
D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . confirm AUTO
D ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Note : These procedures are applicable TO ALL FLIGHT PHASES including take off.
Mod. : 4601 ATR 42 Model : 500

P7 050
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND

R AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
R D ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . Confirm ON
R D MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
D ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
D AIR FRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
D BE ALERT TO SEVERE ICING DETECTION.

In case of severe icing, refer to 2.04.05.
Notes : 1.When ice accretion is visually observed, DE ICERS MUST BE selected and
maintained ON as long as icing conditions exist.
2.Ice detector may also help the crew to determine continuous periods of ice
accretion as the ICING lt remains illuminated as long as the ice detector senses
ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM 1.13.20).
3.If a noticeable performance decrease and (or) significant vibrations occur due
to propeller residual icing then, in order to improve the deicing of the blades, it is
recommended :
F To check that the MODE SEL is AUTO, or that the MAN mode is selected in
accordance with SAT.
F To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4.If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING light will flash until corrective actions
are taken.
5.Engines de-icing must be selected ON prior to airframe de-icing to take benefit

of an immediate engines de-icing.
If not, engines de-icing will be effective 60 or 240 seconds later depending on
MOD SEL selection.
Mod : 5008 ATR 42 Model : 400/500

P8 001
AA
WHEN LEAVING ICING CONDITIONS

R DE ICING and ANTI ICING may be switched OFF.
Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life.
The DE ICING blue light on memo panel will blink if deicers are still ON more than
5 minutes after ice detector has stopped to signal ice accretion (ICING amber
light OFF).
R WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE

R ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the ice evidence probe. As long
R as this condition is not reached, the icing speeds must be observed and the ICING
R AOA caption must not be cancelled.
ATR 42 Model : 400/500

P9 001
ADVERSE WEATHER MAY 98
AA
F) TAKE OFF IN GROUND ICING CONDITIONS BUT

WITHOUT ATMOSPHERIC ICING CONDITIONS
A GENERAL
1 - Contaminant may adhere to wheels brakes when taxiing on contaminated

ramps, taxiways and runways.
2 - During take off, there is no contamination on wings or engines nacelles but

contaminant might affect the propellers.
B PROCEDURE
For take off in ground icing conditions but without atmospheric icing conditions,
the following procedure must be applied.
BEFORE TAKE OFF
PROPELLERS ANTI ICING ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER TAKE OFF
LANDING GEAR (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
PROP ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
Notes : 1. Take off may be scheduled using normal minimum V2 = 1.13 VSR.
2. Horns anti icing must not be selected ON to avoid lowering the
AOA of stall warning threshold.
3. Landing gear cycling after take-off with a significant layer of
contaminant on the runway (slush, snow) is highly recommended to
R avoid brakes freezing especially if the procedure described page 19 as
"special case" (brakes heating before take-off) has not been followed
for any reason.
ATR 42 Model : 400/500

DEC 09
R
P 12 001
3) Mixed icing condition

Mixed icing condition may be encountered in the range of temperatures
- 10C/0C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow
and water droplet can adhere rapidly to the airplane surpassing the system
capabilities to shed ice, causing significant reduction in airplane performance
as in case of system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.
If the pollution extension occurs on the lower surface of the wing, it increases the
drag and the airplane speed decreases. It may lead to stall if no action is taken
to recover a correct speed.
If the pollution occurs first on the upper part of the wing, the drag is not affected
noticeably but controllability anomalies may be encountered.
Severe roll anomalies may be encountered with flaps 15" accretions flown with
flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration
itself that is detrimental, but the low angle of attack that may result from such a
setting, especially close to VFE. This low or negative AOA increases the wing
upper side exposure to large droplet impingement. This is why holding with any
flaps extended is prohibited in icing conditions (except for single engine
operations).
... / ...
ATR 42 Model : 400/500

P 13 001
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following :
R Severe icing is characterized by ice covering all or a substantial part of the unheated
portion of either side window,
Note : This cue is visible after a very short exposure (about 30 seconds).
and / or
Unexpected decrease in speed or rate of climb,
and / or
The following secondary indications :
. Water splashing and streaming on the windshield.
. Unusually extensive ice accreted on the airframe in areas not normally observed
to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-flight icing :

. Visible rain at temperatures close to 0C ambient air temperature (SAT).
. Droplets that splash or splatter on impact at temperatures close to 0C ambient
air temperature (SAT).
- The occurence of rain when SAT is below freezing temperature should always trigger
the alertness of the crew.
EXIT THE SEVERE ICING ENVIRONMENT
There are no regulatory requirements to certify an aircraft beyond JAR/FAR 25

Appendix C. However, in case of inadvertent encounter with such conditions severe
icing procedure must be applied (refer to 2.04.05).
ATR 42 Model : 400/500

P 15 001
IV - GOOD OPERATING PRACTICES

Aircraft certification requirements describe the icing conditions likely to be encountered
in commercial aviation. However, as demonstrated by experience, icing remains one of
the major causes of incidents and accidents, and good airmanship prohibit any
complacency in this area.
The following basic rules should therefore be applied :
" Know as much about your operating environment as you can.
Carefully review weather packages for Pilot reports of icing conditions, tops reports,
temperatures aloft forecasts and forecasts of icing, freezing drizzle and freezing rain.
Monitor both Total Air Temperature and Static Air Temperature during climb and
while en route. Use the weather radar. Areas of precipitation which will paint on the
radar will be of sufficient droplet size to produce freezing rain when encountered in
freezing temperatures or on a cold soaked aircraft.
" Marginal freezing temperatures and icing conditions should create a heightened state
of awareness. Remember, severe ice can still be incurred at temperatures down to
approximately - 18 C, at high altitude.
R " Be alert to severe icing cues defined pages 12/13.
R " When severe icing is encountered, take appropriate steps to leave the conditions.
Since these unique conditions are usually small in area and associated with very
specific temperatures conditions, a change in altitude of just a couple thousand
feet may place you in a totally different environment.
" Make reports to ATC and Company.
There is no better operational tool available today than first hand reports of these
conditions. Remember that because these are localized areas and extremely temperature
dependent, another aircraft passing through the same area at a different airspeed
may experience different conditions. For example, a laboratory test showed for a
specific, yet normal condition, rime ice up to about 150 kt, mixed ice as speed was
increased to about 200 kt, glaze ice between 200 and 360 kt, and no accretion above
360 kt.
Note : Reporting of icing conditions as defined in the FAA's Airman's information
Manual (AIM) :
Trace : Ice becomes perceptible. Rate of accumulation is slightly greater
than the rate of sublimation. It is not hazardous even though
deicing/anti-icing equipment is not utilized unless encountered for an
extended period of time (over 1 hour).
Light : The rate of accumulation may create a problem if flight is prolonged
in this environment (over 1 hour). Occasional use of de-ice/anti-icing
equipment removes/prevents accumulation. It does not present a problem if
the deicing/anti-icing equipement is used.
Moderate : The rate of accumulation is such that even short encounters
become potentially hazardous and use of deicing/anti-icing equipment or
flight diversion is necessary.
Severe : The rate of accumulation is such that deicing/anti-icing equipment
fails to reduce or control the hazard. Immediate flight diversion is necessary.
ATR 42 Model : 400/500

P 17 001
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and
flaps should be clear of snow, frost and ice before take off.
PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, no person may take off an aircraft when
frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft.
FROST : frost is a light, powdery, crystalline ice which forms on the exposed
surfaces of a parked aircraft when the temperature of the exposed
surfaces is below freezing (while the free air temperature may be above
freezing).
Frost degrades the airfoil aerodynamic characteristics. However, should the take
off be conducted with frost adhering to the lower surface of the wing, check the
following :
- The frost is located on the lower surface of the wing only.
- Frost thickness is limited to 2 mm.
- A visual check of the leading edge, upper surface of the wing, control surfaces
and propellers is performed to make certain that those surfaces are totally
cleared of ice.
- Performance decrement and procedures defined for take off in atmospheric
icing conditions are applied.
" DE ICING / ANTI ICING PROCEDURE
R - External de-- /anti-- icing will be performed as close as possible from take-- off time in
order not to exceed the hold over time.
Type 1 (low viscosity) or type 2/4 (high viscosity) fluids are used for these operations.
The type 2/4 fluids are used for their anti icing qualities. As airflow increases the fluid is
spread through the elevator gap and over the lower surface of the elevator.
Depending on the brand of the fluid and the OAT, this phenomenon may temporarily
change the trim characteristics of the elevator by partially obstructing the elevator gap.
This may lead to a considerable increase in control forces necessary to rotate. This
effect is most pronounced when center of gravity is forward.
R - To ensure the best possible tailplane de-- /anti-- icing, all along the fluid spraying, the
R pitchwheel must be firmly maintained on the forward stop together with the aileron gust
R lock engaged.
R - De-- /anti-- icing may be performed in Hotel mode provided BLEEDS are selected OFF.
If a de icing gantry is used, both engines must be shut down. For manual propeller de
icing, the engines must be shut down and air intake blanked or precaution taken not to
have de icing fluid in the air intake. No propeller blade should be located at 6 oclock
position during this procedure.
ATR 42 Model : 400/500

P 19 001
AA
" TAXIING
- The standard single engine TAXI procedure may still be used provided the friction
coefficient remains at or above 0.3 (braking action medium, snowtam code 3)
and nose wheel steering is not used with too large deflections.
Note : If the OAT is very low, it may be necessary any way to start up engine 1
early enough to get the necessary oil warm up time (refer to Note (3)
above).
- For taxiing with very low friction coefficients (icy taxiways, slush,) it is
recommended to use both engines, limit nose wheel travel and use with
differential power as necessary.
SPECIAL CASE
If contaminant layer is significant enough to possibly accumulate in the brake area
during ground operation, brakes disks may join due to icing during the flight, leading
to possible tyres damages at subsequent landing. The following special procedure
should be applied during taxi before and as close as possible to take off.
Set 18% Torque on each engine and keep taxi speed down to a "man pace" during
30 seconds using normal brakes with minimum use of nose wheel steering to ensure
a symmetrical warming up of the brakes.
ATR 42 Model : 400/500

P 20 001
AA
" TAKE OFF

- Standard take off procedure has to be used with the following additions :
.S If runway is contaminated (ice, snow, slush), use the relevant performance

penalties definied in the performance section 3.03.
.S Use of reverse on contaminated runways has to be limited at very low speeds to

avoid contaminant projections at the level of cockpit windshield which may
reduce visibility to zero (snow, slush).
.S In atmospheric icing conditions, refer to appropriate speeds and performance

penalties and add the following :
- with very cold OAT, delay start of take off roll until oil temperature is at least
45_C (this is necessary to guarantee inlet splitter de icing capability).
R After the ground de icing/anti icing procedure, using type II/IV fluids, higher than
normal stick forces may be encountered. These control input forces may be more than
twice the normal take off force. This should not be interpreted as a `pitch jam` leading to
an unnecessary abort decision above V1. Although not systematic, this phenomenon
should be anticipated and discussed during pre-take off briefing each time de
R icing/anti icing procedures are performed. These increased pitch forces are strictly
limited to the rotation phase and disappear after take off.
R In very exceptional circumstances, because of increased rotation forces, the pilot can
R consider that take off is impossible and consequently initiate an aborted take off .
R The consequences of this decision are catered for by a specific performance penalty
(Refer to AFM SUPPLEMEMTS chapter).
R AFTER V1, BE TAKE OFF MINDED

" BEFORE LANDING
If take-off has been performed on a slush contaminated runway, this slush may seize
the brakes during cruise.
To prevent tire damage at touch down : in final approach, after the selection of GEAR
DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then
reselect the ANTISKID to ON.
" LANDING
Same restrictions on reverse than for accelerate stop.
Apply relevant performance restrictions.
" PARKING
When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the
aircraft with parking brake engaged and use chocks instead whenever possible.
ATR 42 Model : 400/500

P 21 001
AA
R OPERATIONS IN WIND CONDITIONS
R Landing
R The recommended landing flap configuration is the same as the standard landing flap
R setting, even with strong crosswind. Large flaps extension does not impair the
R controllability in any manner. Moreover it minimizes the flare duration and allows a quicker
R speed decrease down to the taxi speed.
R General
R Precautions or special instructions may be necessary depending on the force and
R direction of the wind. The following FCOM pages deal with this subject :
R Tail wind limit and demonstrated cross wind 2 01 03 p5
R Final approach speed and wind factor 2 02 01 p4
R Cat II maximum demonstrated wind 2 02 04 p8
R Parking aircraft orientation 2 02 03 p2 and 2 03 20 p1
R Aileron spring tabs (when equipped) 2 02 06 p3
R Taxiing with strong wind 2 02 06 p4
R Take off run 2 02 12 p1
R Rejected take off 2 02 12 p2
R Hotel mode limitation 2 03 06 p3 and 2 05 02 p4
R Taxiing with tail wind component 2 03 09 p1
R Ditching 2 04 05 p3
R NAC OVHT 2 05 02 p4
R ELEVATOR JAM 2 05 06 p5
R PITCH DISCONNECT 2 05 06 p6
R AILERON JAM 2 05 06 p10
R SPOILER JAM 2 05 06 p12
ATR 42 Model : 400/500

P 22 001
AA
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenon must be avoided.
Procedure at take off :

Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum
take off weight available for the day.
When clear of obstacles accelerate as much as possible and clean up the aircraft.
Climb at the normal climb speed.
Procedure during an approach : If a windshear is encountered,
Initiate a normal go around procedure with 10 pitch .
When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure.
CAUTION : The positive rate of climb must be verified on at least two instruments.
COMMENTS : 1. Leaving the gear down until the climb is established will allow to
absorb some energy on impact, should the microburst exceed the
aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a
climbing path together with an acceptable maximum AOA.
ATR 42 Model : 400/500

P 23 001
AA
VOLCANIC ASH ENCOUNTER
1- VOLCANIC ASH DESCRIPTION

Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock,
the composition of which reflects the composition of the magma inside the volcano.
It is composed predominantly of siliceous materials (> 50%) that are both very hard and
very abrasive. The melting point of glassy silicates is around 1100_C that is close to the
operating temperature of the engine at cruise thrust.
The ash is accompanied by gaseous solutions of sulphur dioxide (sulphuric acid) and
chlorine (hydrochloric acid).
2- AVOIDANCE
Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in
areas of known volcanic activity must be avoided.
When a flight is planned into an area with known potential for volcanic activity:
- All NOTAMS and air traffic advisories have to be checked for current status of volcanic
activity.
- The planned route has to well avoid the area of volcanic activity.
- If possible, stay upwind of volcanic ash.
The first two or three days following an explosive eruption are especially critical because
high concentration of gas with hazardous concentration could be encountered at cruise
levels some considerable distance from the volcano. Beyond three days, it is assume that
if the ash is still visible by eye or from a satellite data, it still presents a hazard to aircraft.
3- DETECTION
Volcanic ash cloud does not produce return or echoes on the airborne weather radar.
Volcanic ash may be difficult to detect visually, especially at night or on instrumental
meteorological conditions. However, the following have been reported by flight crew:
- Acrid odor, similar to electrical smell, burned dust or sulfur.
- Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and
cockpit surfaces.
- Multiple engine malfunctions, such as stall, increase ITT, flameout.
- Airspeed fluctuating erratically.
- At night, static electric discharges (St. Elmos fire) visible around the cockpit
windshields.
- At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as
opposed to the normally fuzzy, indistinct shadows cast on water / ice clouds.
4- EFFECTS ON POWERPLANT
The melting point of volcanic ash is close to the operating temperature of the engine at
cruise power. This can cause serious damage in hot section of the engine that could result
in engine thrust loss and possible flame out. (.../...)
ATR 42 Model : 400/500

P 24 001
AA
4- EFFECTS ON POWERPLANT (CONTD)

Pilots are therefore asked to reduce engine power settings to flight idle when possible to
lower the engine operating temperature below the melting point of volcanic ash.
The volcanic ash, being abrasive, also damage engine components causing loss of
engine thrust. The erosion also results in a decrease in the engine stall margin. Although
this abrasion effect takes longer than the melting fusion of volcanic ash to shut down the
engine, the abrasion damage is permanent and irreversible. Reduction of engine thrust to
idle slows the rate of erosion by the compressor blades but can not eliminate it entirely
while the engine is still ingesting air contaminated by volcanic ash.
Propeller blades may also be degraded by erosion inducing loss of traction efficiency.
Oil cooler efficiency may also be decreased either due to excessive erosion of the cooler
or due to blockage of the air intake by ashes.
5 - EFFECTS ON THE AIRFRAME AND EQUIPMENT
Volcanic ash abrades cockpit windows, airframe and flight surfaces. Any parts protruding
from airframe such as antennas, probes, ice detectors can be damaged and may be
rendered inoperable.
- The abrasion of the cockpit window reduces the pilots forward visibility. This can lead
to serious problems during landing phase.
- The abrasion damage of the wing or horizontal stabilizer leading edges can either
prevent the correct operation of the de-- icing boots or even detached parts of the boots
with subsequent drag increase.
- The abrasion damage of the landing lights can significantly reduce landing light
effectiveness.
- Damage to the antennas can lead to a complete loss of HF communications and a
degradation of VHF communications.
- Damage to the various sensors can seriously degrade the information available to the
pilot through the instrument.
Volcanic ash can obstruct probes and penetrate into air conditioning and equipment
cooling system. It can contaminates electrical and avionic units, fuel and hydraulic
system and smoke detection system.
- Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications
or complete loss of airspeed indication in the cockpit.
Volcanic ash columns are highly charged electrically. The static charge on the aircraft
creates a cocoon effect which may cause a temporary defection, or even complete loss
of VHF or HF communication with ground stations.
(.../...)
ATR 42 Model : 400/500

P 25 001
AA
6 - PROCEDURE
VOLCANIC ASH ENCOUNTER

FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 DEGREES
TURN AND STARTING DESCENT (IF MSA PERMITS)
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PL 1 + 2 (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
SPEED BUG TO VmHB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HDG MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH BANK
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become
necessary to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to
BOTH ENGINE FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed
indications.If airspeed is unreliable orlost, adjust airplane attitude and torque.
ATR 42 Model : 400/500

.
P1 001
LANDING GEAR/BRAKES NOV 97
AA
This chapter deals with the following points :

- RUNWAY STATUS
- NORMAL TAXI
- TAXI WITH FAILURES
- EMERGENCY BRAKING
RUNWAY STATUS
The following table gives for take-off and landing the equivalent runway status
corresponding to the braking action or the friction coefficient.
This runway status may be used for the computation of the performances.
EQUIVALENT RUNWAY
STATUS
BRAKING FRICTION TAKE-OFF LANDING
ACTION COEFFICIENT
GOOD 0,40 and above 1 1
GOOD/MEDIUM 0,39 to 0,36 2 2
R MEDIUM 0,35 to 0,30 3/6 5/6
MEDIUM/POOR 0,29 to 0,26 4 5
POOR 0,25 and below 7 7
UNRELIABLE UNRELIABLE 8 8
EQUIVALENT RUNWAY STATUS :

1 : Dry runway
2 : Wet up to 3 mm depth
3 : Slush or water for depths between 3 and 6 mm
6 : Compact snow
7 : Ice
8 : Runway with high risk of hydroplaning
ATR 42 Model : 400/500

.
P1 001
FLIGHT PATTERNS MAY 98
AA
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P2 001
AA
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P3 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P4 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P5 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P6 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

P8 001
FLIGHT PATTERNS NOV 97
AA
R
R
R
R
R
R
R
R
R
R
R
ATR 42 Model : 400/500

.
P1 001
POWER PLANT DEC 10
AA
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N 1 on ground (engine 2 running) :
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
R
Note : This alert is inhibited when affected CL is in FUEL SO position.
ATR 42 Model : 400/500

P2 001
POWER PLANT NOV 02
AA
TAKE OFF : USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at take
off.
The closing signal is given by MFC's when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only whne the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computing using altitude and temperature information independent
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need be, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the PL's out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATIONS
R The variation tolerances of engine parameters are shown in Figure. These tolerances
R must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
R FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
R In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF before shutting the engine OFF.
R If this action cures the problem, the flight can be continued accordingly.
CONTINUOUS IGNITION
If one or both EEC (s) has (have) been deselected, the use of MAN IGN is required when
the aircraft enters precpitation or severe turbulence areas, when ice accretion develops or
when using contaminated runways for take off landing
ATR 42 Model : 400/500

P 2A 001
POWER PLANT DEC 10
AA
PUSH BACK AND POWER BACK OPERATIONS
Push- back (with towbar)

Note: NAC OVHT and ENG FIRE can be triggered during push-- back in hotel mode, with a
tail wind greater than 10kts, including aircraft direction changes throughout the
procedure.
If the tail wind is above this limit, the push-- - back has to be done, with the propeller(s)
running and unfeathered, and respecting ground safety rules and airport local rules.
- Push-- back is done after ATC clearance.
- Specific phraseology is used.
- Ground staff remains connected with the aircraft by using conventional signs and/or
headphones with several persons according to airline policy
- Parking brake released and steering OFF.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during push back
(to avoid tail strike and/or strain on towing system). Wait for disconnection of the tow bar
by the ground staff before switching the steering ON.
- Set nose wheel steering to ON. Caution: neverset the hydraulicof thesteering beforethe
disconnection of the tow bar.
Power back
Note: NAC OVHT and ENG FIRE can be triggered, if a prolonged power-- back is
maintained with a tail wind greater than 10kts, including aircraft direction changes
throughout the procedure
Note: In Ground Idle, after parking brake release, the aircraft moves forward. The power
lever has to be retarded slightly to power back just before releasing the brake.
Note: Safety glasses have to be used by the ground staff, because of the possibility of
projection during power back operation.
- Before power back, both propellers are running and are unfeathered.
- Power back is done after ATC clearance.
- Ground staff area checked cleared before and during power back, by using conventional
signs and/or headphones with several people, as per prevailing airlines policy.
- Nose wheel steering remains ON.
- To avoid moving forward, apply slight power back just before releasing brake.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during power back
(to avoid tail strike).
- Power back is performed at low speed.
- Use Ground Idle or positive power to decrease speed or stop.
ATR 42 Model : 400/500

.
APR 08
R
APR 08
R
P8 001
POWER PLANT DEC 09
AA
REVERSE PHASES
NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases)
OPERATIONS OUT OF THE NOTCH

When PL are retarded, during descent and approach, trim efficiency is reduced (reference
point being notch), and cannot correct built-- in discrepencies between engines and their
associated controls. Tolerances due to PL rigging cannot be compensated in that area.
TQ split up to 8% (8 counts) can be evidenced between engines in stabilised conditions.
This is built-- in and results from requirement of TQ accuracy in notch, which is the power
setting used for about 90% of flight time.
TQ differences are allowable and can be eventually compensated manually by crew with
PL adjustment.
ATR 42 Model : 400/500

P1 001
FLIGHT CHARACTERISTICS DEC 07
AA
TAKE OFF AND LANDING RUNS

- Proper crew coordination is required in order to hold the control column at all times
and prevent excessive elevator or aileron deflections due to wind and/or reversed air
flow from propellers.
The control column is initially held :
F in pitch : fully nose down, then slowly relaxed as speed increases.
F in roll : neutral or deflected TOWARD the wind in case of crosswind
component, as appropriate to maintain wings essentially level.
Note : Excessive aileron deflections should be avoided as they affect directional
control.
- For take-- off, use of nose wheel steering guidance is only recommended for the very
first portion of the take-- off run as rudder becomes very rapidly efficient when airspeed
increases (~ 40 Kts) and aircraft exhibits a natural tendency to go straight.
- Action on NWS should be smooth and progressive, particularly as ground speed

increases.
- Rudder must not be cycled during take-- off, particularly the first portion where NWS
is used : combination of unnecessary rudder cycling (with an increasingly efficient
rudder) and NWS control would then lead to uncomfortable oscillations.
- Rolling take-- off technique.

In order not to increase the take-- off distances, power must be set quickly during the
last phase of the line up turn.
- For landing or aborted take off, control column holding must be transfered to the
co-- pilot when the captain takes the NWS.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind : the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
R Narrow Runways :
When the aircraft is operated on a narrow runway (width < 30 m (98 ft)), whoever
is the PF (CM1 or CM2), the CM1 should be ready to use Nose Wheel Steering as soon
as the nose wheel is on the ground.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind : the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
Refer to 3.11.10
ATR 42 Model : 400/500

P3 001
FLIGHT CHARACTERISTICS NOV 99
STALLS
STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any
noticeable change in characteristics of flight : control effectiveness and stability remains
good and there is no significant buffet down to CL max ; this is the reason why both the
stall alert (audio cricket" and shaker) and stall identification (stick pusher) are
artificial" devices based on angle of attack measurement.
Recovery of stall approaches should normally be started as soon as stall alert is
perceived : a gentle pilot push (together with power increase if applicable) will then
allow instant recovery. If the stall penetration attempt is maintained after stall alert has
been activated, the STICK PUSHER may be activated : this is clearly unmistakable as the
control column is suddenly and abruptly pushed forward, which in itself initiates
recovery.
Note : The pushing action" is equivalent to 40daN/88 lbs applied in 0.1 second and
it lasts as long as angle of attack exceeds the critical value.
CAUTION : Stall training excercices without stick pusher are prohibited.
STALL WITH ICE ACCRETION
Even with airframe de-icers used according to procedure (i.e. as soon as and as long as
ice accretion develops on airframe), the leading edges cannot be completely cleared of
ice accretion because of existence of unprotected" elements on the leading edges and
continued accretion between two consecutive boots cycles.
This residual ice on leading edges changes noticeably the characteristics of flight
BELOW the minimum operating speeds defined for ice accretion, as follows :
- Control effectiveness remains good, but forces to manoeuver in roll and to a lesser
degree in pitch, may increase somewhat.
- Above the reduced angle of attack :
. An aerodynamic buffeting may be felt which will increase with the amount of ice
accumulated and angle of attack increase.
. Stability may be slightly affected in roll, but stick pusher should prevent angle of
attack increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for
stall alarm threshold definition).
Recovery of stall in such conditions must be started as soon as stall warning is
activated or buffeting and/or beginning of lateral instability and/or sudden roll off is
perceived.
Recovery will be best accomplished by :
- A pilot push on the wheel as necessary to regain control.
R - Selection of flaps 15.
R - Increase in power, up to MCT if needed.
ATR 42 Model : 400/500

P4 001
FLIGHT CHARACTERISTICS DEC 07
AA
APPROACH
- The deceleration capabilities of the aircraft provide a good operational advantage
which should be used extensively : decelerated approaches reduce noise, minimize
time and fuel burn and allow better integration in big airports. This is why they have
been described as the standard approaches in section 2.02.10 (flight patterns).
- Initial approach speed will vary with ATC constraints and turbulence, but may be up to
240 Kts.
- Initial approach speed may be maintained on a typical 3 glide slope to the following
height above runway :
NP DECLARATION HEIGHT
82 % (IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure
allows to reach VAPP speed at 500 ft above runway.
Note : If deceleration rate on approach appears unsufficient, it is always possible to

increase it by setting NPs on 100 OVRD, but at the expense of an increased
interior noise.
R STEEP SLOPE APPROACH
R Refer to 3.11.17
R ATR 42 Model : 500/400

P5 001
FLIGHT CHARACTERISTICS NOV 01
AA
LANDING
In order to minimize landing distance variations the following procedure is recommended :
F Maintain standard final approach slope (3) and final VAPP until 20 ft is called on
radioaltimeter.
F At 20 ft call by PNF, reduce to FI and flare visually as required.
Note : 20 ft leaves ample time for flare control from a standard 3 final slope.
- During this flare the airspeed will necessary decrease, leading to a touch down
speed of 5 to 10 kt lower than the stabilized approach speed.
F As soon as main landing gear is on ground :
- Control nose wheel impact.

- Both PL : GI
- Both LO PITCH lights : check illuminated.
CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not
illuminated, the use of any reverser is not allowed.
In this case the propeller pitch change mechanism is probably locked
at a positive blade angle, leading to a positive thrust for any PL
position.
- Use foot brakes as required.

- As speed reduces, and not later than about 40 Kt (estimated) Capt takes NWS control,
co-pilot hold control column fully forward.
Note : 1. Max reverse is usable down to full stop if required, but to minimize flight control
shaking due to reverse operation at high power, it is helpful to release slowly PL
back to GI when reaching low ground speeds (below 40 Kts estimated).
2. Max braking is usable without restriction down to full stop, whatever the runway
conditions may be, provided ANTISKID is operative.
R 3. In case of a significant bounce, a go around should be considered.
ATR 42 Model : 400/500

.
P1 080
GPS NOV 00
AA
KLN 90 is set for KLN 90As or KLN 90Bs depending on installed version.
The whole operating procedures are described in the Bendix/King KLN 90 pilot's guide,
dated September 1993 (or later applicable revision).
However, the following paragraphs give simple clues to optimize GPS operation.
I TO START
1 - Switch GPS to ON - Autotest is performed.
When selftest page (with date and time) is displayed :
2 - Press ENT twice to acknowledge QNH and data base expiry date.
3 - Select FPL chapter on the LH screen by turning the LH outer knob.
4 - Select the right flight plan by turning the LH inner knob.
5 - Press LH CRSR, USE" turns to reverse video.
Flight plan is in the good direction (from departure to destination), press ENTER.
If flight plan is in the wrong direction (from destination to departure), turn LH outer
knob one notch, USE INVT" turns to reverse video, press ENT.
Selected flight plan becomes active (FPL 0).
6 - Select D/T chapter on the RH screen by turning the RH outer knob.
Select D/T 2 page by turning the RH inner knob, cumulated distance and ETA (UTC)
are displayed.
Note : As aircraft does not move, dashes are displayed in ETA column.
You are ready to fly.
II TO CREATE A USER WAYPOINT

1 - Select SUPL chapters on the RH screen by turning the RH outer knob.
2 - Press RH CRSR.
3 - Enter waypoint name - 5 digits max (for example XX36F for airport XX, runway 36,
final fix).
4 - Turn RH outer knob to bring cursor on USER POS. Press ENT.
5 - Two modes are available to define user waypoint :
LAT/LONG (first selected).
REF/RAD/DIST - Turn RH outer knob to select REF waypoint (for example
airport name). Press ENTER. Then radial (for example 183). Press ENTER.
Then distance (for example 10 Nm). Press ENTER.
R Mod. : 3952 or 4890 or 5021 or 5022 ATR 42 Model : 400/500

P2 080
GPS NOV 00
AA
III TO CREATE A FLIGHT PLAN
1 - Select FPL chapter on the LH screen by turning LH outer knob.

2 - Turn LH inner knob to find a FPL empty page : LOAD FPL 0 ? 1" :
Note : Max memory 25 flight plans - Each may contain up to 30 waypoints.
3 - Press LH CRSR. First waypoint label is shown in reverse video.
4 - Enter waypoint name by using LH knobs. Press ENT.
Note : In case of multiple waypoints having the same name than the one selected,
the system will propose you the various options (example VOR FRA, VOR
TUN ...)
The selected waypoint data will be shown on the RH screen. Press ENT to confirm.
5 - Repeat item 4 for all waypoints to be entered. When the whole flight plan has
been entered, press LH CRSR.
6 - Turn RH knobs to select D/T 3 page check flight plan distance and tracks.
IV FLIGHT PROFILE
D AT TAKE OFF
- Both EHSI are in FULL mode with V/L source selected.
D AFTER TAKE OFF CHECK LIST COMPLETED, STABILIZED EN ROUTE TO

THE FIRST WAYPOINT
1- Select RNAV source on EFIS control panel.

2- Select MAP mode display on EFIS control panel.
3- Select both bearings f and Z on VOR.
4- Check aircraft position related to flight plan on EHSI. Adjust range. If necessary,
come back on track or select direct TO.
5 - Select NAV mode on AFCS (LNAV).
D DIRECT TO
1 - Press LH CRSR.
2 - Move the cursor to the desired waypoint with LH outer knob.
3 - Press D. Press ENT.
R Mod. : 3952 or 4890 or 5021 or 5022 ATR 42 Model : 400/500

P1 090
GPS NOV 99
AA
1. POWER UP
The HT 1000 is directly powered by the DC STBY BUS.
2. FLIGHT PLANNING
Two different routes can be prepared before each flight:
RTE 1 may be used for the route from origin to destination and will be activated
before take-off,
RTE 2 may be used for the route from destination to alternate and will then be
activated only in case of diversion.
Before creating a route, make sure that the RTE 1 or RTE 2 pages have been completely
erased. Selecting or re-selecting the origin airport will automatically erase the associated
route.
Details of the procedure to create a route are given in the Pilot's Guide.
3. NAVIGATION
3.1 General
The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed or
the satellite coverage is insufficient, the navigation automatically reverts to the
DME/DME mode.
Note : this DME/DME mode is available only if aircraft is equipped with two DME
receivers.
3.2 Displays
GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel.
GNSS may be presented either in OBS mode or MAP mode. The selection is done by
repetitive action on the MAP pushbutton of the EFIS control panel.
OBS mode presents conventional lateral guidance on the active leg. In this mode
the desired track selection is made by the HT 1000 (course selectors on
glareshield panel are not operative).
In MAP mode only the next six wayspoints and/or icons will be presented. The
active waypoint is displayed in magenta and the next five in white.
R Mod. : (4654 or 4885) or 5020 ATR 42 Model : 400/500

P2 090
GPS NOV 99
AA
3.3 Guidance
Coupling of GNSS navigation to AP/FD:

- select RNAV source on the EFIS control panel
- select MAP mode on the EFIS control panel
- adjust range using the WX radar range selector
- check aircraft position related to flight plan
- if necessary, come back on track or perform a Direct to the active waypoint
- select NAV mode on AFCS (LNAV will illuminate green)
Navigation monitoring
- maintain HDG bug on actual aircraft heading
- monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page) and
make sure that there is no discontinuity.
CAUTION : when flying over a WPT followed by a discontinuity, the AP will revert to the
basic lateral mode, maintaining the wings levelled. The message CPL
DATA INVALID" will then illuminate on the AFCS.
CAUTION : when in LNAV mode, switching of AP/FD between Pilot and Copilot will
disengage the LNAV mode even if both sides are in GNSS mode. LNAV
mode can be reengaged.
Navigation with OFFSET

When a parallel offset has been activated OFS will be permanently displayed in cyan
above the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in
ROSE/ARC mode. The leg presented on the MAP display is not the offset leg but the XTK
value presented below the aircraft symbol is related to the offset. Therefore it is normal, in
such a situation, to see the aircraft symbol aside the active leg with a XTK value showing
00.0 L/R.
ETOPS operation
Before ETOPS operation, a Fault Detection and Exclusion (FDE) check should be performed
on the ground.
Refer to Pilot's Guide for this procedure.
Return to standard display:

- check HDG bug on aircraft present heading
- select HDG mode on AFCS
- select V/L source on EFIS control panel
- select bearings f and G as required
R Mod. : (4654 or 4885) or 5020 ATR 42 Model : 400/500

P1 110
GPS NOV 00
AA
1. POWER UP
The HT 1000 is directly powered by the DC BUS 1 or STBY BUS if TRU is installed.
2. FLIGHT PLANNING
Two different routes can be prepared before each flight:
RTE 1 may be used for the route from origin to destination and will be activated
before take-off,
RTE 2 may be used for the route from destination to alternate and will then be
activated only in case of diversion.
Before creating a route, make sure that the RTE 1 or RTE 2 pages have been completely
erased. Selecting or re-selecting the origin airport will automatically erase the associated
route.
Details of the procedure to create a route are given in the Pilot's Guide.
After activation of the route, the pilot initializes entrees via multifunction control system
(MCDU).
3. NAVIGATION
3.1 General
The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed,
deselected, or if the satellite coverage is insufficient, the navigation automatically reverts
to the DME/DME mode or DR mode (based on the navigation solution hierarchy).
Note : this DME/DME mode is available only if aircraft is equipped with two DME
receivers.
3.2 Displays
GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel.
GNSS may be presented either in OBS mode or MAP mode. The selection is done by
repetitive action on the MAP pushbutton of the EFIS control panel.
OBS mode presents conventional lateral guidance on the active leg. In this mode
the desired track selection is made by the HT 1000 (course selectors on
glareshield panel are not operative).
In MAP mode multiple Wpt and/or additional symbols as holding pattern, DME
arcs and procedure turns will be presented.
Note : Symbols do not reflect the exact path but indicate the type of path to fly.
The to wpt" is displayed in magenta, all other wpt are white, a white track line connects the
wpts.. The symbol for a holding pattern is an oval associated with a H letter. The symbol for
a DME arc is a 90 arc with an arrowhead associated with a A letter.
The procedure turns is displayed with 2 lines indicating inbound and outbound leg.
Mod. : 5176 ATR 42 Model : 400/500
P2 110
GPS NOV 00
AA
3.3 Guidance
Coupling of GNSS navigation to AP/FD in lateral mode

- select RNAV source on the EFIS control panel
- select MAP mode on the EFIS control panel
- adjust range using the WX radar range selector
- check aircraft position related to flight plan
- if necessary, come back on track or perform a Direct to the active waypoint
- select NAV mode on AFCS (LNAV will illuminate green)
Note : GNSS is not coupled to the AP/FD in vertical mode. The vertical deviation is
advisory only on the EFIS.
Navigation monitoring
- maintain HDG bug on actual aircraft heading
- monitor the sequencing of the waypoints on the MCDU (ACT RTE 1/2 LEGS page) and
make sure that there is no discontinuity.
CAUTION : when flying over a WPT followed by a discontinuity, the AP will revert to the
basic lateral mode, maintaining the wings levelled. The message CPL
DATA INVALID" will then illuminate on the AFCS.
CAUTION : when in LNAV mode, switching of AP/FD between Pilot and Copilot will
disengage the LNAV mode even if both sides are in GNSS mode. LNAV
mode can be reengaged.
Navigation with OFFSET

When a parallel offset has been activated OFS will be permanently displayed in cyan
above the aircraft symbol when in MAP mode or in the left upper part of the EHSI when in
ROSE/ARC mode. The leg presented on the MAP display is not the offset leg but the XTK
value presented below the aircraft symbol is related to the offset. Therefore it is normal, in
such a situation, to see the aircraft symbol aside the active leg with a XTK value showing
00.0 L/R.
ETOPS operation
Before ETOPS operation, a Fault Detection and Exclusion (FDE) check must be performed
on the ground.
Refer to Pilot's Guide for this procedure.
Return to standard display:

- check HDG bug on aircraft present heading
- select HDG mode on AFCS
- select V/L source on EFIS control panel
- select bearings f and G as required
Mod. : 5176 ATR 42 Model : 400/500

P3 080
GPS MAY 98
AA
D CRUISE
- Lateral : Maintain HDG bug on actual aircraft heading.
- Vertical : prepare descent by pressing ALT select on the RH screen target desired
altitude, desired target position (for example 4000 ft, 2 Nm before TOE = -2) and
desired descent angle (-3). It will arm VNAV mode which will warn you when
approaching TOD and will allow you to follow up your descent by comparing present
R altitude to target altitude.
D APPROACH
How to return to standard display :

1 - Check HDG bug on aircraft present heading.
2 - Select HDG mode on AFCS.
3 - Select FULL mode display on EFIS control panel.
4 - Select V/L source on EFIS control panel.
5 - Select bearings f and Z as required.
. ILS Approach :
- 10 Nm before interception PF returns to standard display.
- PNF returns to standard display when LOC *.
. VOR/DME approach
- 10 Nm before FAF, PF returns to standard display.
- PNF keeps MAP display.
. ADF approach
- Both pilots keep MAP display.
- Approach is flown with HDG mode using RMI and crosschecking with GPS
information (X track, distance).
R Note : Having Final Approach Fix in the flight plan as the last waypoint before airport
will help you to visualize non precision approach axis and top of descent (even
after holding or a complex procedure).
V IN CASE OF EMERGENCY
1 - Press MSG.
2 - Press ENT.
The nearest airport will be displayed.
R Mod. : 3952 or 4890 ATR 42 Model : 400/500

P4 080
GPS NOV 00
AA
VI SPECIAL HIGHLIGHTS
SET UP CONDITIONS
- Verify if the data base is current.
WARNING : The accuracy of the data base information is assured only if the data base
is current. Operators using an out of date base do so entirely at their own
risk.
- Verify the baro setting.
Note : Since the altitude from the ADC is pressure altitude, an altimeter correction is
required to ensure maximum accuracy. Therefore, it is important to keep the
altimeter baro setting updated on the self test page when power is first applied
to the KLN 90.
- Set turn anticipation" mode (enable/disable) as required.
- Check that the proper criteria are used for nearest airport selection.
EN ROUTE OBS MODE
- The EN ROUTE OBS mode can only be displayed in FULL or ARC modes.
If the EN ROUTE OBS mode is selected on KLN 90 control box, the MAP display is
not available.
- The desired track selection is made only from the KLN 90 control box (course
selectors on glareshield panel are not operative).
LNAV MODE
- LNAV mode has no armed/capture phases : interception begins as soon as the mode is
selected.
COURSE DEVIATION INDICATOR
- In any mode the course deviation indicator (EHSI) sensitivity is plus and minus 7.5
Nm, full scale.
R WAYPOINT ALERTING
- When approaching a waypoint, the waypoint alerting occuring on the KLN 90 is
duplicated by an amber WPT label illuminating on LH side of EHSI.
RAIM FAULT LIGHT ILLUMINATION (KLN 90A only)
RNV MSG LIGHT ILLUMINATION (KLN 90B/BRNAV)
- See chapter 1.15.60
Mod : 3952 or 4890 ATR 42 Model : 400/500

P3 100
GPS NOV 00
AA
D CRUISE
- Lateral : Maintain HDG bug on actual aircraft heading.
- Vertical : prepare descent by pressing ALT select on the RH screen target desired
altitude, desired target position (for example 4000 ft, 2 Nm before TOE = -2) and
desired descent angle (-3). It will arm VNAV mode which will warn you when
approaching TOD and will allow you to follow up your descent by comparing present
altitude to target altitude.
D APPROACH
How to return to standard display :

1 - Check HDG bug on aircraft present heading.
2 - Select HDG mode on AFCS.
3 - Select FULL mode display on EFIS control panel.
4 - Select V/L source on EFIS control panel.
5 - Select bearings f and Z as required.
. ILS Approach :
- 10 Nm before interception PF returns to standard display.
- PNF returns to standard display when LOC *.
. VOR/DME approach
- 10 Nm before FAF, PF returns to standard display.
- PNF keeps MAP display.
. ADF approach
- Both pilots keep MAP display.
- Approach is flown with HDG mode using RMI and crosschecking with GPS
information (X track, distance).
V IN CASE OF EMERGENCY
1 - Press MSG.
2 - Press ENT.
The nearest airport will be displayed.
Mod : 5021 or 5022 ATR 42 Model : 400/500

P4 100
GPS NOV 00
AA
VI SPECIAL HIGHLIGHTS
SET UP CONDITIONS
- Verify if the data base is current.
WARNING : The accuracy of the data base information is assured only if the data base
is current. Operators using an out of date base do so entirely at their own
risk.
- Verify the baro setting.
Note : Since the altitude from the ADC is pressure altitude, an altimeter correction is
required to ensure maximum accuracy. Therefore, it is important to keep the
altimeter baro setting updated on the self test page when power is first applied
to the KLN 90.
- Set turn anticipation" mode (enable/disable) as required.
- Check that the proper criteria are used for nearest airport selection.
EN ROUTE OBS MODE
- The EN ROUTE OBS mode can only be displayed in FULL or ARC modes.
If the EN ROUTE OBS mode is selected on KLN 90 control box, the MAP display is
not available.
- The desired track selection is made only from the KLN 90 control box (course
selectors on glareshield panel are not operative).
LNAV MODE
- LNAV mode has no armed/capture phases : interception begins as soon as the mode is
selected.
COURSE DEVIATION INDICATOR
- In any mode the course deviation indicator (EHSI) sensitivity is plus and minus 5
Nm, full scale.
R WAYPOINT ALERTING
- When approaching a waypoint, the waypoint alerting occuring on the KLN 90 is
duplicated by an amber WPT label illuminating on RH side of EHSI.
RAIM FAULT LIGHT ILLUMINATION (KLN 90A only)
RNV MSG ILLUMINATION ON EADI (KLN 90B/BRNAV)
- See chapter 1.15.60
R Mod : 5021 or 5022 ATR 42 Model : 400/500

FLIGHT INSTRUMENTS P1 001
AHRS DEC 06
AA
AHRS
AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes
nominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED.
To know the remaining time for AHRS alignment, depress AHRS FAST ERECT
pushbutton.
The heading which can be read on the associated EHSI indicate the time remaining (in
seconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Then
release AHRS FAST ERECT pushbutton.
AHRS normally survive to electrical transients asociated with engine start.
R
ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B
OFF-- ON.
Note : the beginning of the 3 minutes alignment period may be observed as it is associated
with a brief display of horizon tilted 30_ to the right without flag.
CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnment
requires 3 minutes of very stable flight (which may be impossible to get in
turbulence) and possibility of pulling the wrong C/B could lead to complete
AHRS failure unrecoverable for the rest of the flight.
Note : some of the AHRS failures observed in flight may be self recoverable when they
are associated to a temporary failure of the SPERRY DIGITAL BUS.
R CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case
R of continuous turns, specially in high latitudes countries; therefore racetrack
R holding patterns are to be flown rather than circles.
ATR 42 Model : 400/500

FLIGHT INSTRUMENTS P2 001
WEATHER RADAR DEC 06
AA
WEATHER RADAR
The weather radar radiates power when operating in any mode other than STBY. Use of
weather radar on ground in a mode other than STBY requires special care :
- make certain that no personnel is working in front of aircraft within a sector of 3 meters
radius and 130_ left or right of the aircraft axis.
- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located
within a 30 meters radius.
- avoid operating radar during refueling operation of radiating aircraft or any other
aircraft within a 30 meters radius.
ATR 42 Model : 400/500

P1 060
TCAS DEC 07
AA
R TCAS
GENERAL
TCAS is an airborne Traffic alert and Collision Avoidance System that interrogates ATC
transponders in nearby aircraft and generates appropriate aural and visual advisories to
the flight crew to provide adequate separation.
Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.
Note 1 : TCAS system can only generate resolution advisories for intruders equipped
with operative mode S or mode C transponders (providing valid intruders
altitude information).
Note 2 : Traffic advisories can only be generated for intruders equipped with operative
mode S, C or A transponders (TCAS system provides no indication of aircraft
without operative transponders).
CAUTION
The TCAS equipment

q p is viewed as a supplement
pp to the pilot
p who,, with the aid of
the Air Traffic Control, has the primary responsability for avoiding mid-- air collisions.
START UP AND TEST

- TURN rotary selector of the relevant ATC Control box to the STBY position.
- TURN rotary selector of TCAS control box to the STBY position.
- PRESS <<TEST>> button on the TCAS Control box and check proper aural message
and visual display.
GROUND OPERATION
TCAS test should be carried out during cockpit preparation.
Unless otherwise instructed by ATC:
- KEEP selecting STBY mode on the TCAS Control box while taxiing for take off.
- Just prior to take off, select ALT mode and check ATC1 selected on ATC transponder
control box; then select AUTO Mode on TCAS Control box.
- Select STBY mode on TCAS Control box immediately after clearing the runway
following landing.
R ATR 42 Model : 400/500

P2 060
TCAS DEC 07
AA
R TCAS (CONTD)
FLIGHT PROCEDURES
Procedure is initiated by a TCAS Traffic Advisory : TA.
TRAFFIC - TRAFFIC
CPT - Decide task sharing and announce : TCAS, I (you) have the controls..
PF - Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PNF - Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical
speed (preventive RA). Others will advise to maneuver the aircraft.
The following procedures should then apply :
Sense of Resolution Advisory asking to maneuver
DESCEND CLIMB
CPT - Confirm We descend.. CPT - Confirm We climb..
PF - Disconnect Auto Pilot PNF - Select proper rating on PWR MGT
- Descent at a rate in the green rotary selector (MCT en route or TO in
(fly to) arc on TCAS VSI. other phases e.g. take off, approach
- Ask for eventual configuration and landing) and adjust CL if required
changes. PF - Disconnect Auto Pilot
PNF - Advise ATC - Apply roughly the bugged power
- Monitor IAS compared to VLE, - Climb at a rate in the green (fly to)
VFE, VMO pointer arc on TCAS VSI.
- Monitor Aircraft altitude - Ask for eventual configuration
compared to minimum changes.
safety altitude. PNF - Adjust power to TQ objectives
- Advise ATC
- Monitor IAS compared VS.
Note : When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go- around phase, a normal procedure of go- around
should be followed including the appropriate power increase configuration
changes.
After separation has become adequate (range increasing), TCAS will issue following RA.
CLEAR OF CONFLICT
Return promptly to last assigned ATC clearance.
R ATR 42 Model : 400/500

P1 001
GPWS DEC 03
AA
GPWS WARNING
Note : When flying under daylight VMC conditions, should a warning threshold be
deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as cautionary and the approach may be
continued.
A go around shall be initiated in any case if cause of warning cannot be identified
immediately.
R H WHOOP WHOOP PULL UP (OR PULL UP"*) - TERRAIN TERRAIN" -
TOO LOW TERRAIN"
POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO AROUND
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
D When flight path is safe and GPWS warning ceases :
Decrease pitch attitude and accelerate.
D When speed above minimum required and V/S positive :
Clean up aircraft as necessary.
H SINK RATE"
Adjust pitch attitude and power to silence the warning.
H DON'T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.
H TOO LOW GEAR" - TOO LOW FLAPS" :
Correct the configuration or perform a go around.
H GLIDE SLOPE"
- Establish the airplane on the glide slope,
or
- Depress one GPWS/GS pb if flight below glide slope is intentional (non precision approach).
R * When Enhanced GPWS is installed.
ATR 42 Model 400/500

.
P1 001
HIGH LATITUDE OPERATIONS DEC 06
AA
CONDITIONS
Anomalous heading errors may occur on aircraft equipped with the Honeywell AH-- 600
AHRS during high latitude operations, where the earths magnetic lines of force have
inclinations of greater than 75 degrees.
PROCEDURES
- Take special care to keep the slip indicator centered in order to minimize heading
errors.
- Crosscheck AHRS heading information with that of standby compass and/or
GPS/GNSS.
- Continous turn of more than 360_ must be avoided; for holding, it is recommended to
fly racetrack patterns with straight flight legs of at least one minute between the U
turns.
ATR 42 Model : 400/500

.
P1 100
MPC
MULTI PURPOSE COMPUTER DEC 05
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567

CONTENT
1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 - AFDAU PART DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 - FDAU FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 - APM FUNCTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.1 - APIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.2 - APM LIGHTS ON 13 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.3 - APM FAULT/OFF LIGHT ON 5 VU . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.4 - APM TEST PUSHBUTTON ON 5 VU . . . . . . . . . . . . . . . . . . . . . 7
2.2.5 - APM WEIGHT ROTARY SELECTOR ON 5 VU . . . . . . . . . . . . . . 7
2.2.6 - CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.7 - ASSOCIATED CAUTION ALARMS . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.8 - APM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.9 - COCKPIT APM INTEGRATION . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES . . . . . . . . . . . . . . . . 10
2.3.1 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2 - OPERATIONS AND TECHNIQUES . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.1 - APM PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.2 - APM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.3 - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3.1 - WEIGHT SELECTION AND COMPUTATION . . . . . . . . . . . . 11
2.3.3.2 - CRUISE SPEED LOW PROCEDURE . . . . . . . . . . . . . . . . . 12
2.3.4 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5 - ABNORMAL AND FOLLOWING FAILURES PROCEDURES . . . 12
2.3.5.1 - APM FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5.2 - DEGRADED PERF PROCEDURE . . . . . . . . . . . . . . . . . . . . 13
2.3.5.3 - INCREASE SPEED PROCEDURE . . . . . . . . . . . . . . . . . . . 13
2.4 - EHS FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-- 15-- 16
3 - DMU PART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
ATR 42 Model : 400/500

P2 100
MPC
AA
LEFT INTENTIONALY BLANK
ATR 42 Model : 400/500

P3 100
MPC
AA
1- GENERAL
The scope of this section is to describe the MPC (Multi Purpose Computer) functions.
The MPC is composed of two independent parts, which are AFDAU part and DMU part.
- AFDAU part performs the following functions (developed in software level C

regarding DO178B requirements) :
- FDAU to transmit data to the FDR

- APM to monitor aircraft drag in icing conditions,
- EHS to transmit to the Ground via ATC, aircraft data.
- DMU part performs the following functions (developed in software level D regarding
DO178B requirements) :
- Record on PCMCIA a copy of the FDR data frame for QAR function,
- Drive the 2 APM level discrete outputs,
- Manage a G-- Meter report,
- Manage the maintenance of AFCS, MFC, TCAS*, PEC/EEC*, Radio COM-- NAV,
- Replacement of FDEP,
- Provide ACMS capacity, for customisation through a GSE
For more information, in particular regarding DMU part, please consult DO AMM.
You will find a list of abbreviations at the end of this section.
* : depending on version
ATR 4 Model : 400/500

P4 100
MPC
AA
2 - AFDAU (AUXILIARY FLIGHT DATA ACQUISITION UNIT) PART DESCRIPTION
2- 1 FDAU FUNCTION
Its main functions are :
- Aircraft configuration identification through a dedicated pin-- programming,

- Acquisition of an Arinc 573 data stream from another data acquisition unit at different
input speed rate (64w/s, 128w/s),
- Acquisition of a second Arinc 573 data stream from aircraft SSFDR, for playback and
SSFDR monitoring function,
- Acquisition of new data and parameters through analog ports, discrete ports, Arinc
429 ports, CSDB & ASCB ports,
- Generation and transmission of a new data stream) to the aircraft FDR and
QAR if installed.
- Transmission of data to the DMU via two internal lines,
- Transmission of a GMT signal on the Synchro CVR output..
ATR 42 Model : 400/500

P5 100
MPC
AA
2- 2 APM (AIRCRAFT PERFORMANCE MONITORING) FUNCTION DESCRIPTION
The APM function is to monitor the aircraft drag in icing conditions in order to alert the crew
of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the
crew of an abnormal speed decrease in icing conditions. The APM will check also that the
MSIS (Minimum Severe Icing Speed) is respected.
TR 42 Model : 400/500
P6 100
MPC
AA
2.2 APM FUNCTION DESCRIPTION (contd)

2.2.1 - APIU (AIRCRAFT PERFORMANCE INTERFACE UNIT)
The APIU is an electronic equipment installed in the cockpit, on the floor left side near
flight control Captain pedals.
The function of this equipment is to realize interface between MPC and cockpit
indicator lights and caution. It receives 2 information from MPC (APM level 1 and APM
level 2) and following dedicated logic manages cockpit signalisation by illuminating
the corresponding indicator lights and cockpit caution signalisation (Caution light and
Single Chime).
2.2.2 - APM LIGHTS ON FRONT INSTRUMENT PANEL (13 VU)
- CRUISE SPEED LOW blue light

- DEGRADED PERF amber light
- INCREASE SPEED amber flashing light
There are 2 groups of these 3 indicator lights, one on Captain side and one on First
Officer side.
2.2.3 - APM FAULT/OFF LIGHT ON CM2 INSTRUMENT PANEL (5 VU)
This indicator light installed on the 5 VU panel is used to inform crew of a failure in the
APM function computation. In case of a FAULT indication, the APM shall be selected
OFF through this pushbutton, and in this case the OFF indication shall be illuminated.
In normal utilization, without FAULT indication, the APM function shall always be in ON
position.
ATR 42 Model : 400/500

P7 100
MPC
AA
2.2 APM FUNCTION DESCRIPTION (Contd)
2.2.4 - APM TEST PUSHBUTTON ON CM2 INSTRUMENT PANEL (5 VU)
This test pushbutton, shall be used to test the APM function.

This test shall be performed daily by the crew, to determine whether the APM
components are operational.
2.2.5 - APM WEIGHT ROTARY SELECTOR ON CM2 INSTRUMENT PANEL (5 VU)
The WEIGHT rotary selector is installed on the 5 VU panel, and is used by the crew to
select the aircraft weight. This weight information is used in the MPC for the APM
performance computation.
This rotary switch has 12 positions to select the TO weight (depending on weight unit):
R - In Tons : 12/13/14/14.5/15/15.5/16/16.5/17/17.5/18/18.5
R - In pounds : 26.5/28.7/30.9/32/33.1/34.2/35.3/36.4/37.5/38.6/39.7/40.8
Note :To take into account the new value, position has to be changed (even if
actual weight is the same as precedent flight one).
2.2.6 - CIRCUIT BREAKERS
The MPC and the APIU are powered in parallel through circuit breakers 4 TU and 159
TU installed on 21 VU.
The APM FAULT light is powered through a dedicated circuit breaker 214 TU, in order to
have APM FAULT signalisation in case of MPC and/or APIU power supply loss.
2.2.7 - ASSOCIATED CAUTION ALARMS
CRUISE SPEED LOW : blue light
DEGRADED PERF : amber light with CAUTION light + SC
IINCREASE SPEED : amber flashing light with CAUTION light + SC
FAULT : amber light with CAUTION light + SC + ANTI-- ICING on CAP
OFF : white light
(SC = Single Chime)
Note : The WEIGHT rotary selector position, the status of CRUISE SPEED LOW /
DEGRADED PERF / INCREASE SPEED indicator lights, and the OFF position
of the APM pushbutton are recorded in the SSFDR.
ATR 42 Model : 400/500

P8 100
MPC
AA

2.2.8 - APM ARCHITECTURE
ATR 42 Model : 400/500

MPC P9 100
AA

2.2.9 - COCKPIT APM INTEGRATION
ATR 42 Model : 400/500

P 10 100
MPC
AA

2.3 - APM FUNCTION LIMITATIONS/PROCEDURES
2.3.1 - LIMITATIONS
APM does not induce any specific limitation.
2.3.2 - OPERATIONS AND TECHNIQUES
2.3.2.1 - APM principle
The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the
ICING AOA is illuminated and/or if the airframe de-- icing is selected ON and/or if ice
accretion has been detected at least once during the flight.
The APM analysis principle is to compare the aircraft theoretical drag with an
in-- flight drag computed with measured parameters available.
Measured parameters used by the APM are acquired each second and are
smoothed over a rolling average of 30 seconds to limit noise and error
measurements. Then, the drag is calculated over a rolling average of 60 seconds.
This means that the drag analysis alert would start after at least 90 seconds of
parameter acquisition.
The drag analysis starts as soon as the aircraft entered in icing conditions with
landing gears and flaps retracted. The APM analysis will only be done with both
engines operating.
A cruise speed monitoring will also be conducted by comparing the measured IAS to
the theoretical maximum cruise IASth.
Different alarm messages will be delivered to the crew depending on the drag
difference between computed drag and theoretical drag, and the speed difference
between measured IAS and theoretical IASth.
The alarm messages will not be delivered if the static air temperature is above 10
Celsius degree.
2.3.2.2. - APM Interfaces
The APM electrical input / output interface is made of :
- one ASCB bus input
- one PCM FDAU input
- four discrete inputs for weight rotary selector positions
- one discrete output for alarm message : level 1
- one discrete output for alarm message : level 2
- one discrete input to monitor discrete output level 1
- one discrete input to monitor discrete output level 2
- one discrete output for APM FAULT
- one discrete input for APM TEST

P 11 100
MPC
AA
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (contd)

2.3.2.3 - APM test
The APM test is activated by the crew daily, to check if all the APM components work
properly.
When the crew activated APM test, 2 discrete signals are sent, one to the MPC and
one to the APIU, to test the APM functions and its interfaces.
The APM test shall be performed by pushing and maintaining, for all test duration
(maximum 5 seconds), the APM PTT TEST pushbutton on the 5 VU and the test
result shall be as follows :
- CRUISE SPEED LOW lights on 13 VU (both sides) illuminate
- over 1 second later, DEGRADED PERF lights on 13 VU (both sides) illuminate,
with CAUTION light and SC, with CRUISE SPEED LOW lights still illuminated
- over 1 second later, INCREASE SPEED lights on 13 VU (both sides) illuminate
flashing, with CAUTION light and SC, with CRUISE SPEED LOW and
DEGRADED PERF lights still illuminated
- over 1 second later, FAULT light on the 5VU illuminates, with CAUTION light,
SC and ANTI-- ICING (on CAP), with CRUISE SPEED LOW, DEGRADED
PERF and INCREASE SPEED lights still illuminated
- end of test, the crew stop action on APM PTT TEST pushbutton, all lights shall
extinguish.
2.3.3 - NORMAL PROCEDURES
2.3.3.1 - Weight Selection and Computation
Selection
To determine the aircraft theoretical and in-- flight performances the aircraft weight
must be known. As the weight is not available, the crew must enter the take off
weight value in the system with a twelve-- position rotary selector.
R This rotary selector can be moved after MPC is powered on, and after starting up of
R the two engines.
On ground just before flight and as soon as the crew has computed the take off
weight on the load sheet, the crew must select the corresponding weight by moving
the rotary selector.
It should be set to minimum weight then to take off weight nearest position.The take
off weight will be taken into account by the system only if rotary selector has been
changed.
Note : Any change of rotary selector in flight will have no effect.
Computation
If the crew doesnt select the take off weight before take off with the rotator, then the
APM will perform a take off weight computation.This computation is performed
during the first minutes of the flight and before the APM starts the drag analysis.
The actual weight is then updated in flight by internal computation.
ATR 42 Model : 400/500

P 12 100
MPC
AA

2.3.3.2 - CRUISE SPEED LOW PROCEDURE
CRUISE SPEED LOW light illuminated
- Appears in cruise only, to inform the crew that an abnormal drag increase induces
a speed decrease of more than 10kt compared with the expected speed.
ICING CONDITIONS and SPEED . . . . . . . . . . . . . . . . . . . . . MONITOR
2.3.4 - EMERGENCY PROCEDURES

No specific Emergency Procedures when APM installed.
2.3.5 - ABNORMAL AND FOLLOWING FAILURE PROCEDURES

2.3.5.1 - APM FAULT PROCEDURE
The APM FAULT light function (5 VU) is to inform the crew that there is a problem in
the APM computation, either in the MPC or in the APIU or in the aircraft wiring.
The FAULT can be triggered by :
- MPC in the following conditions :
- loss of ASCB acquisition
- loss of PCM acquisition
- MPC internal failure
- disagree between outputs level 1 and level 2 status and control
- APIU in the following conditions :
- fault coming from MPC
- APIU internal failure
- disagree between outputs status and control
For trouble shooting aid associated to the APM FAULT light, it is necessary to
monitor the system light on FDAU :
- if FDAU light is extinguished, the problem is on APIU side
- if FDAU light is illuminated flashing, the problem is on MPC side
In case of APM FAULT light illumination, the crew has to select the APM OFF by
pushing on the FAULT light button on the 5 VU.
ATR 42 Model : 400/500

P 13 100
MPC
AA
2.3.5.2 - DEGRADED PERF PROCEDURE

DEGRADED PERF light illuminated with CAUTION light and Single Chime
- Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the
crew that an abnormal drag increase induces a speed decrease or a loss of rate of
climb.
- The most probable reason is an abnormal ice accretion
AIRFRAME DE-- ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IAS > RED BUG + 10 KT . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AP (if engaged) . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
H SEVERE ICING Conditions confirmed
(unexpected decrease in speed or rate of climb, visual cues)
Or
H Impossibility to maintain IAS > RED BUG + 10 KT in level flight
Or
H Abnormal aircraft handling feeling
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
H If not
SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR
2.3.5.3 - INCREASE SPEED PROCEDURE
INCREASE SPEED light illuminated flashing with CAUTION and Single chime
- Appears after DEGRADED PERF to inform the crew that the drag is abnormally
high and IAS is lower than RED BUG + 10 KT
H If abnormal conditions confirmed
IMMEDIATELY PUSH THE STICK TO INCREASE SPEED
TO RECOVER MINIMUM IAS = RED BUG + 10 KT
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500

P 14 100
MPC
AA
2.4 - EHS (ENHANCED SURVEILLANCE) FUNCTION
In accordance with the European Air Traffic Management Plan, the implementation of
EHS requires aircraft to have capability to downlink aircraft derived data via a mode S
transponder.
This function allows to answer European regulation : NPA 20-- 12a.
The EHS function of MPC, allows acquiring flight parameters from aircraft computers, to
downlink these data to Air Traffic Control through aircraft Transponder Mode S.
The flight parameters are acquired from different aircraft computers (ADC1/2, AHRS1/2,
GNSS), in different acquisition format (ASCB, ARINC 429). They are computed in MPC
and send to aircraft transponders through a dedicated ARINC 429 output.
Parameter Aircraft computer Acquisition format

Magnetic heading AHRS 1 or 2 ASCB
Indicated airspeed ADC 1 or 2 ASCB
True airspeed ADC 1 or 2 ASCB
Mach number ADC 1 or 2 ASCB
Vertical rate ADC 1 or 2 ASCB
Selected altitude AFCS ASCB
Roll angle AHRS 1 or 2 ASCB
True track angle GNSS ARINC 429
Ground speed GNSS ARINC 429
ATR 42 Model : 400/500

P 15 100
MPC
AA
2.4 - EHS FUNCTION (condt)
The EHS aircraft architecture is as follows :
ATR 42 Model : 400/500

P 16 100
MPC
AA
2.4 - EHS FUNCTION (condt)

In addition to the EHS, the MPC has capability provision to acquire, compute and transmit
to aircraft transponders, following the same above architecture, parameters for ADS-- B
(Automatic Dependent Surveillance - Broadcast) purpose.
The flight parameters acquired from aircraft computers are :
Parameter Aircraft computer Acquisition format

Latitude GNSS ARINC 429
Longitude GNSS ARINC 429
Baro-- altitude GNSS ARINC 429
HIL GNSS ARINC 429
HFOM GNSS ARINC 429
HIL : Horizontal Integrity Limit

HFOM : Horizontal Figure Of Merit
ATR 42 Model : 400/500

P 17 100
MPC
AA
3 - DMU (DATA MANAGEMENT UNIT) PART
The DMU system is dedicated to the aircraft maintenance.
The DMU has been designed to allow the user to customize the system according to his
specific application, requirements, operating environment and logistics. Programming
capabilities are provided, to allow modification of monitoring functions or implementation
of additional monitoring functions.
Most of the functions are configurable or programmable by an on-- ground equipment

called Ground Support Equipment (GSE), based on a Laptop. The GSE generates a
customized DMU database, which determines the detailed functions of the DMU and is
supplied to the DMU system via a PCMCIA interface.
The DMU definition will be able to include two different customizations:
1 - the customization basically performed by the supplier for answering ATR

specification.
2 - the customization developped by the user through the GSE.
The customization that are basically performed for ATR aircraft, activates the following
functions:
- ARINC 429 aircraft parameters acquisition.

- Operational software and database upload from the PCMCIA interface.
- Management of two APM discrete.
- Management of PCMCIA QAR/DAR recording on a PCMCIA card.
- Dialogue with a MCDU.
- Management of a G-- Meter report.
- Management of maintenance functions for various aircraft equipment.
ATR 42 Model : 400/500

P 18 100
MPC
AA
3 - DMU PART(condt)
MPC MAIN MENU
After an MPC selection on the MCDU, the following initial menu is displayed.
ATR 42 Model : 400/500

P 18A 100
MPC
AA
LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) :

AFDAU Auxiliary Flight Data Acquisition Unit
APIU Aircraft Performance Interface Unit
APM :Aircraft Performance Monitoring
ARINC Aeronautical Radio Inc
ASCB Avionics Standard Communication Bus
CSDB Commercial Standard Digital Bus
DAR Digital ACMS Recorder
DMU Data Management Unit
EHS Enhanced Surveillance
GSE Ground Support Equipment
MPC Multi Purpose Computer
MSIS Minimum Severe Icing Speed
PCMCIA Personal Computer Memory Card International Association
QAR Quick Access Recorder
(SS)FDR (Solid State) Flight Data Recorder
.
NORMAL PROCEDURES 2.03.00
P1 001
CONTENT OCT 12
AA
R 2.03.00 CONTENT
2.03.01 FOREWORD
2.03.02 PRELIMINARY
2.03.03 PANEL SCAN SEQUENCE
2.03.04 FLIGHT PREPARATION
2.03.05 EXTERIOR INSPECTION
2.03.06 PRELIMINARY COCKPIT PREPARATION - (USE of GPU)
2.03.07 PRELIMINARY COCKPIT PREPARATION - (USE of HOTEL MODE)
2.03.08 FINAL COCKPIT PREPARATION
2.03.09 HOTEL MODE START UP
2.03.10 BEFORE PROPELLER ROTATION
2.03.11 BEFORE TAXI
2.03.12 TAXI
2.03.13 BEFORE TAKE OFF
2.03.14 TAKE OFF
2.03.15 CLIMB
2.03.16 BEFORE DESCENT - DESCENT
2.03.17 APPROACH
2.03.18 BEFORE LANDING
2.03.19 LANDING
2.03.20 GO AROUND
2.03.21 AFTER LANDING
2.03.22 PARKING
2.03.23 LEAVING THE AIRCRAFT
2.03.24 DAILY CHECKS
ATR 42 Model: 400/500

.
P1 001
FOREWORD OCT 12
AA
FOREWORD
Procedures contained in this chapter are recommended by the manufacturer. They are
consistent with the other chapters of this manual, in particular 2.02 PROCEDURES AND
TECHNIQUE.
Normal procedures are not certified by the Authorities, and in the judgment of the
Manufacturers, are presented here in, as the best way to proceed from a technical and
operational stand point.
They are continuously updated, taking into account inputs from all operators and
lessons of the Manufacturers own experience.
In the same manner, they may be amended as needed by the Operator.
However if the FCOM is used as the on board Operational Manual, the Manufacturer
recommends channeling any suggested amendment through him for early publication
so as to maintain the consistency of the Manual.
The Operator should be aware that a complete rewriting of this chapter may be done
R under his own responsability but could lead to difficulties in updating and maintaining
the necessary homogeneity with the other chapters of this manual.
ATR 42 Model : 400/500

.
P1 001
PRELIMINARY OCT 12
AA
PRELIMINARY
The following sections provide expanded information related to normal procedures.
Normal procedures consist of inspections, preparations and normal check lists. All items are
listed in a sequence following a standardized scan of the cockpit panels (see section 2.03.03)
except when required by the logic of actions priority, to ensure that all actions are performed
the most efficient way.
Normal procedures are divided into phases of flight and accomplish by recall.
In the following assignation :
- CM1 refers to the Crew Member in the left hand seat
- CM2 refers to the Crew Member in the right hand seat
- PF refers to the Pilot Flying
- PNF refers to the Pilot Non Flying
After completion of a given procedure, the related normal check list is used. The
normal check list developed by the manufacturers includes only the items that may
have a direct impact on safety and efficiency if not correctly accomplished. All normal
check lists are initiated at the Pilots flying command. Some normal procedures which
are non routine will be found in chapter 2.02 PROCEDURES AND TECHNIQUE and in
chapter 3.11 SPECIAL OPERATIONS.
All steps have to be performed before the first flight of the day or following a crew
change or maintenance action. Transit steps are the only ones to be completed after a
R transit stop. They are grouped in the COCKPIT FINAL PREPARATION.
If there is any doubt as to whether the application of transit procedures covers
all safety aspects, the complete preparation must be accomplished.
ATR 42 Model : 400/500

.
P1 001
PANEL SCAN SEQUENCE OCT 12
AA
OVERHEAD PANEL SCAN SEQUENCE
ATR 42 Model : 400/500

P2 001
AA
INSTRUMENTS PANELS SCAN SEQUENCE
ATR 42 Model : 400/500

P3 001
AA
PEDESTAL SCAN SEQUENCE
ATR 42 Model : 400/500

.
P1 001
FLIGHT PREPARATION OCT 12
AA
FLIGHT PREPARATION
TECHNICAL CONDITION OF THE AIRCRAFT
The crew will verify the technical status of the aircraft in respect to airworthiness acceptability of
malfunction and influence in the flight plan, using all necessary operators documents, in
particular MEL (Minimum Equipment List).
WEATHER BRIEFING
The crew will receive a weather briefing which should include :
- actual and expected weather conditions for take off and climb out including
runway conditions,
- en route significant weather : winds and temperatures,
- terminal forecasts for destination and alternate airports,
R - actual weather for destination and alternates for short range flights and recent
past weather if available,
- survey of the meteorological conditions at airports along the planned route.
NAV / COM FACILITIES EN ROUTE
The crew will study the latest relevant NOTAMs (NOtice To AirMen) and will check that all
required facilities at departure, destination and alternate airports are operational and that they
fulfill the appropriate requirements.
FLIGHT PLANS / OPERATIONAL REQUIREMENTS
The crew will check the company flight plan, in respect to routing, altitudes and flight time.
R The crew will check the estimated load figures and will calculate maximum allowed take off
and landing weights.
The captain will decide the amount of fuel necessary for a safe conduct of the flight, taking into
consideration possible economic fuel transportation.
The captain will check ATC flight plan and ensure it is filed according to the prescribed
procedures.
ATR 42 Model : 400/500

.
P1 001
EXTERIOR INSPECTION OCT 12
AA
INTRODUCTION
The exterior inspection is primarily a visuel check to ensure that the overall condition
of the aircraft, the visible components and equipments are safe for the flight.
R It is performed by the CM1 before each flight.
During exterior walk around, observe that the FLIGHT CONTROL SURFACES and
FLAPS are clear and memorize surfaces position.
Section content :
EXTERIOR WALK AROUND DRAWING . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2
MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . PAGE 3
LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
... / ...
ATR 42 Model : 400/500

P2 001
EXTERIOR INSPECTION DRAWING
... / ...
ATR 42 Model : 400/500

P3 001
AA
EXTERIOR INSPECTION ACTIONS
MAIN LEFT LANDING GEAR AND FAIRING

R PARKING BRAKE ACCU PRESSURE . . . . . . . . . . . . CHECK 1600 PSI MINIMUM
MAINTENANCE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Note : On ground, the landing gear uplock box in closed position leads to red local
UNLK alarm in the cockpit.
The uplock box can be open by pulling the landing gear emergency
extension handle. Then, replace it in its initial position.
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
BEACON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
... / ...
ATR 42 Model : 400/500

P4 001
AA
EXTERIOR INSPECTION ACTIONS (CONTD)
LEFT WING TRAILING EDGE

R FLAPS RAIL SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
LEFT WING LEADING EDGE

NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ICE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LEFT ENGINE
R LEFT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
R RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
LEFT FORWARD FUSELAGE

WING AND EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED
CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED
R O2 BOTTLE OVERBOARD DISCHARGE INDICATION . . . . . . . . . . . . . . . GREEN
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
COCKPIT COMMUNICATION HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ICE EVIDENCE PROBE (if installed) . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
PITOT PROBES AND COVERS . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
... / ...
ATR 42 Model : 400/500

P5 001
AA
NOSE
WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RADOME AND LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOSE GEAR WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FREE FALL ASSISTER (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION, 2 CLOSED
RIGHT FORWARD FUSELAGE

PITOT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EXTERNAL DC AND AC ELECTRICAL POWER ACCESS DOORS . . . . . . CHECK
R EMERGENCY EXIT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
R EMERGENCY EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT ENGINE
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
R LEFT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
Note : If propeller brake not set or not installed.
R RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...
ATR 42 Model :400/500

P6 001
AA
RIGHT WING LEADING EDGE

R WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
R NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT WING TRAILING EDGE

R HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R FLAPS RAIL SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
MAIN RIGHT LANDING GEAR AND FAIRING

TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R AIR CONDITIONING GROUND CONNECTION . . . . . . . . . . . . . . . . . . . . CHECK
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
REFUELING CONTROL PANEL ACCESS DOOR . . . . . . CLOSED AND LATCHED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R
ATR 42 Model: 400/500

P7 001
AA
RIGHT AFT FUSELAGE

R VHF ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R
OUTFLOW VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TAIL
FLIGHT CONTROLS ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
R VOR ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STABILIZER DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
LOGO LIGHTS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
STABILIZER, ELEVATORS AND TABS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FIN, RUDDER AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TAIL CONE, NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . CHECK
VORTEX GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LEFT AFT FUSELAGE

WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENTRY EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
ATR 42 Model: 400/500

.
PRELIMINARY COCKPIT PREPARATION P1 001
WITH THE USE OF GPU OCT 12
AA
R CM2
- EMERGENCY EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flashlights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe-- tied and pressure within the green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for
PROP BRAKE activation.
- CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without
clearance from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- STBY HORIZON ERECTION KNOB . . . . . . . . . . . . . . . . . . . . PULL TO CAGE
Check no flag. Release the knob around 10s after battery ON
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B flashing
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
- UNDV Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
ATR 42 Model: 400/500

AA
R - GPU - DC EXT PWR P/B . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Check AVAIL green light is illuminated, then depress the EXT PWR P/B.
Check on OVERHEAD Panel :
- BTC on line,
- EMER and MAIN BAT charging,
- EMER and ESS BUS supply indicator amber arrows extinguished,
- UNDV light extinguished
- OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH
EXCEPT PROBES HTG & FUEL PUMPS
- ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check all lights are illuminated, except for FUEL LO LVL and engine gauges.
- DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
- STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS

- Initial set up : ENG PUMP 1 & 2 OFF
Check the following on OVERHEAD Panel:
- FEED LO PR LIGHT ENG 1 + 2 . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
- ENG 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- RUN LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- FEED LO PR LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED
- FUEL X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
- MEMO PANEL FUEL X FEED LIGHT . . . . . . . . . . . ILLUMINATE CYAN
- FEED LO PR LIGHT ENG 1 + 2 . . . . . . . . . . . . . . . . . EXTINGUISHED
ATR 42 Model: 400/500

AA
R - FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
- FEED LO PRESS LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Note: FEED LO PRESS LIGHT may take few minutes to illuminate again.
- ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- RUN LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- FEED LO PR LIGHT ENG 1 + 2 . . . . . . . . . . . . . . . . . EXTINGUISHED
- ENG 1+2 FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
- DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
DOOR TEST :
Depress TEST switch and check
- CAB OK & SVCE OK green lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
(Provided associated doors are opened)
- SPOILER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- LDG GEAR INDICATOR . . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHT
- TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
- FLT CTL Fault Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- SELCAL (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CODE
- ENG 1 FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ENGINE FIRE PROTECTION TEST :

Check the following items :
- ENG 1 FIRE HANDLE . . . . . . . . . . . . . . . . IN, LATCHED, and LOCK WIRED
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Depress SQUIB TEST P/B and check :
- Both agents SQUIB lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Select TEST SW on FAULT position and check :
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (CCAS) . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES AMBER
- Select TEST SW on FIRE position and check :
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 1 FIRE (CCAS) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES RED
- Press MW to silence CRC and extinguish the MW.
- Temporarily select CL out of FUEL S O Position and check :
- Associated CL FUEL S O red light . . . . . . . . . . . . .ILLUMINATES
ATR 42 Model: 400/500

AA
R - EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED
Check PROP BRK Local Cyan light + MEMO Panel cyan light illuminated.
- ENG START Rotary selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
- MAIN ELEC PWR Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CVR AND DFDR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
CVR and DFDR test, on GPU:
Press on the RCDR PB (on the RCDR panel) and check ON light is illuminated.
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green
arc.
DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished.
Note: it can take over 1 minute to be extinguished after aircraft power up.
Press on the RESET PB (on the RCDR panel) and check ON light is extinguished.
The status SYST light (on the FDEP or RCDR panel) has to be illuminated.
Note: it can take over 1 minute to be illuminated after RESET PB action.
- SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Also check the MEMO PANEL
- EMER EXIT LT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
- EMER EXIT LT DISARM light . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DE ICING / ANTI ICING lights . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED

Except AFR AIR BLEED Amber light illuminated.
- PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF

Switch off PROBES HEATING to avoid any burn injury to ground crew.
(STBY PITOT TUBE is supplied by DC STBY BUS.)
- WINDSHIELD HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
- AC WILD ELEC PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check on OVERHEAD panel :
- BLUE and GREEN PUMPS LO PR AMBER lights . . . . . ILLUMINATED
- Other LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- EMER LOC XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO / NO LIGHT

Check toggle SW is in AUTO position, guarded and lock wired
- ANN LT SW Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
ATR 42 Model: 400/500

AA
R - AIR BLEED / COMPT TEMP Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- AVIONICS VENT / OVBD VALVE . . . . . . . . . . . . . . . . . . . . AUTO / GUARDED

- OXYGEN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIGHT
- COMPT SMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Depress SMK TEST P/B and check :
- On CCAS : AFT SMK, FWD SMK, ELEC SMK . . . . . . . . . . . . . . . . . . . . RED
- MW + MC + CRC
- Press MW to silence the alarm
- AVIONICS VENT EXHAUST MODE P/B . . . . . . . . . . . . . . . . . . . . . . . . RESET
When the COMPT SMK test is over, press the exhaust P/B to restart the extract fan.
(MECH call with sound during reset)
PEDESTAL
- ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATPCS : STATIC TEST
Check the following results :
- Turn the ATPCS knob to the left to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 1 needles indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15 s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- Turn the ATPCS knob to the right to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
ATR 42 Model: 400/500

AA
R - Turn the ATPCS knob to ENG 2 position and check :

- ENG 1 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST

- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TRIMS TEST:
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM SW . . . . . . . . . . . . . CHECK GUARDED / OFF POSITION
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY : (DAILY) refer to 2.03.24
- RCDR . . . . . . . . . . . . . . . . . . . . . . . CHECK DATA ON FDEP or MCDU (MPC)

- COM/ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/TEST
- XPDR (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY/TEST
- IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check the IDLE GATE FAIL amber light is extinguished.
Check the IDLE GATE lever amber band is visible.
- EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GUARDED
- PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Check ACCU BRAKE pressure on the triple indicator (Instrument panel)
Use HYD AUX PUMP P/B if required.
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
- AIL LOCK lights . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
ATR 42 Model: 400/500

AA
R - EFIS CONTROL PANELSs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/SET

EFIS TEST:
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Check composite mode on EADI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Check composite mode on EHSI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check Radio Alti Test is operative
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- COCKPIT DOOR LOCKING SYSTEM (if installed) . . . . . . . . . . . . . . . CHECK

COCKPIT DOOR DAILY CHECK (if applicable): . . . . . . . . . . . . . . refer to 2.03.24
ATR 42 Model: 400/500

AA
R CENTRAL PANEL
- FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK

FUEL TEST :
Depress Test P/B and check :
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
When Test P/B is released, check FOB is displayed.
Note: Do not perform fuel test during refueling ; the test closes temporarily the
refueling valves
- ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN DEPRESSED IN/NO LIGHT
- PWR MGT rotary selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO

- STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ENG PANEL :
- EEC 1&2 P/B . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Check the rotary selector is facing the green mark
- AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
Depress the TEST P/B and check :
- Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK
- MC+SC+AIR in CAP (1 flash) . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . .ILLUMINATED
- CAB PRESS INDICATORS (ALT, RATE, DIFF) . . . . . . . . . . . . . . . . . . . CHECK
Check
- No Flag
- CAB ALT = Airfield ALT
- RATE = 0
- DIFF PRESS = 0
ATR 42 Model: 400/500

AA
R - STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- RUD TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD ILLUMINATED
- FLAPS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FLAPS ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PITCH TRIM ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- BRAKE TEMP HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ANTISKID PANEL . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED- IN / NO LIGHT
- HYD GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- LDG GEAR INDICATOR . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHTS
GLARESHIELD :
- FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
- VOR/ILS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / ON
- ADU BRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAPTAIN LATERAL CONSOLE
- COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Cockpit com hatch must be opened until engine 1 start, in order to avoid that the
extract fan suction creates a depressurization when passenger doors is closed.
(Ref. procedure and techniques 2.02.03).
MAINTENANCE PANEL
- STICK PUSHER / SHAKER TEST (once a day) . . PERFORM (refer to 2.03.24)
- ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM FLT
- N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED ON
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN MASK TEST (Hose and mask must be pressurized with oxygen)
- DO NOT REMOVE OXYGEN MASK
ATR 42 Model: 400/500

PRELIMINARY COCKPIT PREPARATION P 10 001
AA
- AUDIO CONTROL PANEL INT / RAD selector . . . . . . . . . . . . . . . . . . . . . . INT

1 - PRESS TO TEST & RESET P/B . . . . . . . . . . . . . . . . . . . . . . PRESS & HOLD
Check :
- Blinker momentarily turns yellow and then goes black (if no leak).
- Oxygen flow sounds through loudspeakers
2 - PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD

RED GRIPS ON EACH SIDE OF THE HOSE . . . . . . . . . . . . . SQUEEZE
Check :
- Oxygen pressure inflates the harness.
- Blinker momentarily turns yellow and must turn dark if there is no leak.
3 - PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD

EMERGENCY KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check :
- Blinker momentarily turns yellow and must turn dark if there is no leak
- Oxygen flow sounds through loudspeakers.
CAUTION
WHEN TEST COMPLETED : Insure the oxygen mask control panel
remain in the following position :
- OXY LO PR LIGHT . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- N/100% ROCKER LEVER . . . . . . . . . . . . . . SET TO 100 %
CAPTAIN SWITCHING PANEL :

- MRK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
- AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . . . CHECK EXTINGUISHED
- EGPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED / NORM
- EGPWS/TAWS associated light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- STEEP APP Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ATR 42 Model: 400/500

AA
CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- Airspeed pointer at zero
- VMO pointer indicates 250 kt
- RMI EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GLIDESLOPE aural alert is generated
- PULL UP aural alert is generated
- GPWS red lights on both pilot panel turn on
- TERRAIN AHEAD PULL UP aural alert is generated
- After 12sec, Terrain Display test pattern disappears on each EFIS
- GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- TAT/SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F/O LATERAL CONSOLE

- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
F/O SWITCHING PANEL :

- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . . . CHECK EXTINGUISHED
- AUDIO 2 SEL Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK EXTINGUISHED
ATR 42 Model: 400/500

AA
F/O INSTRUMENT PANEL
- APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

APM TEST (daily): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- GPWS / G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

- ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ATR 42 Model: 400/500

WITH HOTEL MODE OCT 12
AA
R CM2
- EMERGENCY EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flash lights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe tied and pressure within the green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for PROP
BRAKE activation.
- CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap Position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without
clearance from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- STBY HORIZON ERECTION KNOB . . . . . . . . . . . . . . . . . . . . PULL TO CAGE
Check no flag. Release the knob around 10s after battery ON
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check battery voltage on captain lateral console
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B
flashing)
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
- UNDV light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
ATR 42 Model: 400/500

AA
R ENGINE FIRE PROTECTION TEST:
- ENG 2 FIRE HANDLE . . . . . . . . . . . . . . IN, LATCHED, and lock wired
- Any light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (CCAS) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 2 FIRE (CCAS) . . . . . . . . . . . . . . . . . . . . . ILLUMINATES RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . ILLUMINATES
- ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATPCS : STATIC TEST
Note: The static test has to be performed before each flight. The PL must be
set at GI whenever a test is performed in hotel mode (in case of transit in hotel mode)
- Turn the ATPCS knob to the left to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 1 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- Turn the ATPCS knob to the right to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 2 position anc check :
- ENG 1 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
ATR 42 Model: 400/500

AA
R - SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

- FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
- WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRK Local Cyan light + MEMO Panel cyan light illuminated
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE
START SEQUENCE:
- ENGINE PROP AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
- ENGINE START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . START A + B
A+B for the 1st flight of the day, then A or B for the next start
- START 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Start timing for maximum starter run time
Check START P/B ON light illuminates
- ENGINE ROTATION (NH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S When passing 10 % NH (maximum 20% NH if ITT > 200c) :
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
- TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
- ITT rises within 10s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE START in HOT ENVIRONMENT

In hot environments to prevent an engine starting from a hot start : High OAT or High residual
ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT below
100_C, open fuel up to 10% NH.
From 100_C to 200_C delay fuel opening by 1% NH per 10_C of residual ITT, up to 200_C
(20% NH)
Do not exceed 20% NH for fuel opening.
ATR 42 Model: 400/500

AA
R
CAUTION
- If ITT >950c }..............FUEL S O
- If 840C < ITT < 950C for more than 5s }............. FUEL S O
- If 800 C < ITT < 840C for more than 20s }..............FUEL S O
S When passing 45 % NH :
Check START P/B ON light extinguished
Check maximum start time and max ITT (Refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENGINE START ROTARY SELECTOR . . . . . . . . OFF/START ABORT
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACKS / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQRD
If Z > 5000ft and SAT > ISA + 25C, advance PL 2 up to the GUST LOCK stop.
------------------------------------------------------------------
- OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH
EXCEPT PROBES HTG & FUEL PUMP
- ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check all Lights are illuminated
- DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
ATR 42 Model: 400/500

AA
R - STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF

- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS
Initial set up : ENG PUMP 1 OFF
Check the following on OVERHEAD panel :
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED
- FUEL X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
- MEMO PANEL FUEL X FEED LIGHT . . . . . . . . . . . . . . . . ILLUMINATE CYAN
- FEED LO PR LIGHT ENG 1+2 . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Note: FEED LO PR LIGHT may take few minutes to illuminate again.
- ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ENG 1+2 FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
- DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
DOOR TEST :
Depress TEST switch and check :
- CAB OK & SVCE OK green lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
(provided associated doors are opened)
- SPOILER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK /EXTINGUISHED
ATR 42 Model: 400/500

AA
R - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
- FLT CTL Fault light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- SELCAL (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CODE
ENGINE FIRE PROTECTION TEST :
- ENG 1 FIRE HANDLE . . . . . . . . . . . . . . . . . IN, LATCHED and LOCK WIRED
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights. . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (CCAS) . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 1 FIRE (CCAS) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . . . ILLUMINATES
- EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- ENG START Rotary selector . . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
- MAIN ELEC PWR Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CVR AND DFDR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
CVR and DFDR test (On BATTERY MODE or HOTEL MODE):
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc.
DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished.
Note: it can take over 1 minute to be extinguished after aircraft power up.
ATR 42 Model: 400/500

AA
R - SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Also check the MEMO PANEL
- EMER EXIT LT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
- EMER EXIT LT DISARM light . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DE ICING / ANTI ICING Lights . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch off PROBES HEATING to avoid any burn injury to ground crew.
(STBY PITOT TUBE is supplied by DC STBY BUS).
- WINDSHIELD HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- AC WILD ELEC PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD panel :
- BLUE and GREEN PUMPS LO PR AMBER lights . . . . . . . . . . ILLUMINATED
- Other LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- EMER LOC XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO / NO LIGHT
Check toggle SW is in AUTO position, guarded and lock wired
- ANN LT SW Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- AIR BLEED / COMPT TEMP Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- AVIONICS VENT / OVBD VALVE . . . . . . . . . . . . . . . . . . . . AUTO / GUARDED
- OXYGEN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIGHT
ATR 42 Model: 400/500

AA
R - COMPT SMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Depress SMK TEST P/B and check :
- On CCAS : AFT SMK, FWD SMK, ELEC SMK . . . . . . . . . . . . . . . . . . . . RED
- MW + MC + CRC
- Press MW to silence the alarm
- AVIONICS VENT EXHAUST MODE P/B . . . . . . . . . . . . . . . . . . . . . . . . RESET
When the COMPT SMK test is over, press the exhaust P/B to restart the extract fan.
(MECH call will sound during reset).
PEDESTAL
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / STBY
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TRIMS TEST
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM SW . . . . . . . . CHECK GUARDED / OFF POSITION
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY: (DAILY) refer to 2.03.24
- RCDR . . . . . . . . . . . . . . . . . . . . . . . CHECK DATA ON FDEP or MCDU (MPC)

- COM / ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/TEST
- XPDR (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
- IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check the IDLE GATE FAIL amber light is extinguished
Check the IDLE GATE lever amber band is visible
- EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GUARDED
- PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check ACCU BRAKE pressure on the triple indicator (instrument panel)
Use HYD AUX PUMP P/B if required.
ATR 42 Model: 400/500

AA
R - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- AIL LOCK light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- EFIS CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / SET
- EFIS Test :
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EADI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EHSI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Check Radio Alti Test is operative
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- COCKPIT DOOR LOCKING SYSTEM (if installed) . . . . . . . . . . . . . . . CHECK
COCKPIT DOOR DAILY CHECK (if applicable): refer to 2.03.24
ATR 42 Model: 400/500

AA
CENTRAL PANEL
- FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
FUEL TEST:
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
When Test P/B is released, check FOB is displayed.
- ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN/NO LIGHT
- PWR MGT rotary selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO

- STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ENG PANEL :
- EEC 1 & 2 P/B . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Check the rotary selector is facing the green mark
ATR 42 Model: 400/500

AA
R - AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK

Depress the TEST P/B and check
- Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK
- MC + SC + AIR in CAP (1 flash) . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . . ILLUMINATED
- CAB PRESS INDICATORS (ALT, RATE, DIFF) . . . . . . . . . . . . . . . . . . . CHECK
Check
- No Flag
- CAB ALT =Airfield ALT
- Rate = 0
- DIFF PRESS = 0
- STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- RDU TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD ILLUMINATED
- FLAPS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FLAPS ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PITCH TRIM ASYM LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- BRAKE TEMP HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ANTI SKID PANEL . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- HYD GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
GLARESHIELD :
- FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
- VOR/ILS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / ON
- ADU BRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAPTAIN LATERAL CONSOLE

- COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Cockpit com hatch must be opened until engine 1 start, in order to avoid that the
extract fan suction creates a depressurization when passenger doors is closed, (ref
procedure and techniques 2.02.03).
MAINTENANCE PANEL
- STICK PUSHER / SHAKER TEST (once a day) . . . . . . . . . . . . . . . PERFORM
STICK PUSHER / SHAKER TEST (Daily) . . . . . . . . . . . . . . . . . refer to 2.03.24
ATR 42 Model: 400/500

AA
R - ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM FLT

- N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED ON
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN MASK TEST (Hose and mask must be pressurized with oxygen)
- DO NOT REMOVE OXYGEN MASK
- AUDIO CONTROL PANEL INT / RAD selector . . . . . . . . . . . . . . . . . . . . . INT

1 - PRESS TO TEST & RESET PB . . . . . . . . . . . . . . . . . . . . . PRESS & HOLD
- Check :
- Blinker momentarily turns yellow and then goes black (if no leak)
2 - PRESS TO TEST AND RESET PB. . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
RED GRIPS ON EACH SIDE OF THE HOSE . . . . . . . . . . . . . SQUEEZE
Check :
- Oxygen pressure inflates the harness.
- Blinker momentarily turns yellow and must turn dark if there is no leak.
- Oxygen flow sounds through oudspeakers
3 - PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
EMERGENCY KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check :
- Blinker momentarily turns yellow and must turn dark if there is no leak
- Oxygen flow sounds through loudspeakers.
CAUTION
WHEN TEST COMPLETED : Insure the oxygen mask control panel
remain in the following position :
- OXY LO PR LIGHT . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- N/100% ROCKER LEVER . . . . . . . . . . . . . . . . . . . SET TO TO 100 %
ATR 42 Model: 400/500

AA
R - CAPTAIN SWITCHING PANEL

- MKR (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
- AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . CHECK EXTINGUISHED
- EGPWS/TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED / NORM
- EGPWS/TAWS associated light . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- STEEP APP Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check:
- No flag
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GLIDESLOPE aural alert is generated
- PULL UP aural alert is generated
- GPWS rd lights on both pilot panels turn on
- TERRAIN AHEAD PULL UP aural alert is generated
- After 12sec, Terrain Display test pattern disappears on each EFIS
- GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- TAT / SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
ATR 42 Model: 400/500

AA
R - DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

- F/O LATERAL CONSOLE :
- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- F/O SWITCHING PANEL :
- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . CHECK EXTINGUISHED
- AUDIO 2 SEL Light . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- F/O INSTRUMENT PANEL :
- APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
APM TEST (daily): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- GPWS - GS P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
. Check :
- No Flag
- VMO pointer indicatrs 250 kt
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ATR 42 Model: 400/500

P1 001
FINAL COCKPIT PREPARATION OCT 12
AA
R CM2 - ATIS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

CM2 - TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . 1st PART FILL
1st part : Weather, W lim according to performance computation, TQs,
ACC ALT, Single Eng flight path.
CM2 - LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PF - GNSS PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Refer to GNSS pilots Guide.
CM1 - PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . ON / PRESS CHECK
CM1 - SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & BALANCED
Cross check FUEL Quantity with paper F-- PLN Fuel.
CM2 - FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
PF - NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set NAVAIDs, COURSEs, NAV SOURCE (ECP)
ALL - COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ALL - ALTIMETERS (3) . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
ALL - TAKE OFF TQ BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
T/O Torque (manual target: hollow white bug) should be computed using
ATIS or TWR temperature with QRH OPS DATA.
ALL - RESERVE TAKE OFF TQ . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
RTO Torque (FDAU target: amber bug) should be cross checked using
ATIS or TWR temperature with QRH OPS DATA.
ALL - SEATS, SEATS BELTS, HARNESS, RUDDER PEDALS . . ADJUST
PF - DEPARTURE BRIEFING . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ALL - FINAL COCKPIT PREPARATION C/L . . . . . . . . . . . . . . PERFORM
ATR 42 Model : 400/500

.
P1 001
HOTEL MODE START UP OCT 12
AA
R According to operational requirement and limitations, captain can decide to
start up Hotel Mode at any time before start up clearance.
- SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
- WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRK Cyan light + Memo panel cyan light illuminated
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE
START SEQUENCE :
- ENGINE & PROP AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
- ENGINE START rotary selector . . . . . . . . . . . . . . . . . SELECT START A + B
A+B for the 1st flight of the day, then A or B for the next start
- START 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Start timing for maximum starter run time
Check START P/B ON light illuminates
- ENGINE ROTATION (NH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S When passing 10% NH (maximum 19% NH if ITT > 200C) :
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
- TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
- ITT rises within 10s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE START in HOT ENVIRONMENT

In hot environments to prevent an engine starting from a hot start : High OAT or High
residual ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT
below 100_C, open fuel up to 10% NH.
From 100_C to 200_C delay fuel opening by 1% NH per 10_C of residual ITT, up to
200_C (20% NH)
Do not exceed 20% NH for fuel opening.
ATR 42 Model: 400/500

P2 001
HOTEL MODE START UP OCT 12
AA
CAUTION
- If ITT > 950c }
- If 840C < ITT <950C for more than 5s } CL . . . . . . . . . . FUEL SO
- If 800C < ITT <840C for more than 20s }
S When passing 45% NH :

- START P/B ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Check maximum start time and max ITT(refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENG START rotary selector . . . . . . . . . . . . . . . . . . . OFF / START ABORT
- GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACKS / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQD
. If Z > 5000 ft and SAT >ISA +25C, advance PL 2 up to the GUST LOCK stop.
ATR 42 Model: 400/500

BEFORE PROPELLER ROTATION P1 001
OCT 12
AA
R
Note: If Hotel mode is not started at this point, start it now.
When LOAD & TRIM SHEET is received

CM1 - LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - TAKE OFF WEIGHT / CG / PITCH TRIM . . . . . . . . . . . . . ANNOUNCE
CM2 - TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . 2nd PART FILLED
2nd part : TOW, SPEED, TRIM settings
PF - GNSS WEIGHT and FUEL UPDATE . . . . . . . . . . . . . . . . . PERFORM
ALL - SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set speed bugs and cross check
ALL - T/O TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
Taking into consideration the last TO WEIGHT & TO CG
CM2 - START UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

CM1 - GROUND CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - ALL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
CM2 - CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - NOSE WHEEL STEERING (If push back) . . . . . . . . . . . . . . . . . OFF
ALL - BEFORE PROPELLER ROTATION C/L . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
BEFORE TAXI P1 001
OCT 12
R ALL - LEFT / RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
CM1 - HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPRESS
- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . .CHECK READY LIGHT ON
- PROP BRK SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- PROP BRK CYAN LIGHT . . . . . . . . . . . . . . CHECK EXTINGUISHED

- UNLOCK light illuminates then extinguishes
- PROP BRK Cyan light extinguished
CM2 - NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZED
CM2 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CM2 - PEC SGL CH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 When NP stabilized at around 71% :

- ACW GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- HYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM2 - ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM2 - HYD TRIPLE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 3 x 3000 PSI
CM2 - ANTISKID TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

ANTISKID TEST :
Depressed ANTISKID TEST P/B and check :
- On CCAS :
- WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- On the local alarm:
- FFFF appears for few seconds . . . . . . . . . . . . . . . . . . . . AMBER
ATR 42 Model: 400/500

BEFORE TAXI P2 001
OCT 12
AA
R CM2 - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CM2 - ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

START SEQUENCE as per ENG 2
CM2 - CL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CM1 - SGL CH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
When NP stabilized at around 71% :
CM2 - ACW GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
CM2 - ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
CM1 - COCKPIT COM HATCH1 . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
CM2 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
CM1 - Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM2 - OVHD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

Except exhaust mode FAULT light for 2mn.
ALL - BEFORE TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

P1 001
TAXI OCT 12
AA
R CM2 - TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - TAXI & TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ALL - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Brakes checks :
- CM1 sets Taxi PWR
- CM1 sets PARKING BRAKE handle from ON to EMER position
- CM2 checks BRAKES while CM1 releases PARKING BRAKE
- CM1 checks BRAKES after CM2 have released BRAKES
- CM1 starts taxiing
ALL - INTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check ADI, Headings, Bearings, Side slip indicators
CM2 AFCS
- HDG SEL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
- LO BANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- IAS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 5kt SET
- COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF SIDE
CM2 - TO CONFIG TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
CM2 - ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
CM2 - CLEARED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHECK
Check cleared ALT is displayed on ADU
ALL - NAV SETTINGS . . . . . . . . . . . . . . . . . . . . . REVISE IF NECESSARY
Carefully confirm that the ATC clearance agrees with the VOR/ADF setting
and GNSS (RWY, SID, Constraints)
PF - TO BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Take off briefing should usually be a brief confirmation of the departure
briefing made at the parking bay, and should include any change (RWY,
SID...)
- Standard calls
- For significant failure before V1, CAPTAIN will call STOP and
will take any necessary stop actions.
- Above V1 take off will be continued and no action will be taken
except on CAPTAIN command ;
- Single Engine procedure is...........................
- Acceleration Altitude is................................
- Departure clearance is................................
ATR 42 Model: 400/500

P2 001
TAXI OCT 12
AA
R CM1 - CABIN REPORT . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL - TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

P1 001
BEFORE TAKE OFF OCT 12
AA
R Philosophy of use :
All items up to the line, can be done any time before entering the runway.
Below the line items must be done when clear to line up.
CM2 - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

ALL - FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check full travel and freedom movement in PITCH, ROLL, YAW
For ROLL, check spoiler lights illuminate
CM2 - TCAS AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
CM2 - WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM2 - APM rotary selector (if installed) . . . . . . . . . SELECT T/O WEIGHT
CM2 - AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
CM1 - CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
CM1 - CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO INHIB
CM1 - OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN
Check all light extinguished except ANTI ICING if required.
________________________________________________________
CM2 - LINE UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED

CM2 - BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM1 - LANDING LIGHT & STROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When lined up
ALL - LATERAL FD BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Check HDG = RWY HDG.
CM1 - RUDDER CAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
ALL - BEFORE TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
P1 001
TAKE OFF OCT 12
AA
R TAKE OFF
R CM1 - TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

CM1 - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CM1 - PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET IN THE NOTCH
CM2 - ATPCS ARM . . . . . . . . . . . . . . . . . . . . . . . CHECK then ANNOUNCE
CM2 - ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note :Parameters should be obtained at around 60 Kt
ACTUAL TQ . . . . . . . . . . . MATCH T.O WITH MANUAL TQ BUG
RTO BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ 100 %
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - POWER SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When reaching 70 Kt
CM2 - SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK on CAPT ASI
And cross check speeds with STBY ASI
ALL - I HAVE CONTROL / YOU HAVE CONTROL . . . . . . . . ANNOUNCE
- If CM1 becomes PF, CM1 announce only I HAVE CONTROL
- If CM2 becomes PF, CM1 announce YOU HAVE CONTROL & CM2 answer
I HAVE CONTROL
PNF - V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ATR 42 Model: 400/500

P2 001
TAKE OFF OCT 12
AA
R When reaching VR :
PNF - ROTATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Note : Pitch rotates smoothly and follow FD bar.
After LIFT OFF :
PNF - POSITIVE RATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PNF - LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
At ACCELERATION ALTITUDE :
PF - CLIMB SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - CLIMB SEQUENCE :
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . INCREASE ABOVE WHITE BUG
Using AFCS pitch wheel
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN THE NOTCH
- PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB
- NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- BLEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Note :If BLEEDs were not ON, Pack 2 valve FAULT illuminate during 6 seconds.
This 6s delay is used for pack 2 valve to avoid pressure shocks
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 160kt
- TARGET BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160kt SET
PNF - CLIMB SEQUENCE COMPLETE . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ATR 42 Model: 400/500

P3 001
TAKE OFF OCT 12
AA
R When passing WHITE bug (White in Normal conditions) :

PF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - FLAPS ZERO . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When passing ICING bug (Red in Icing conditions) :

PF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF -FLAPS ZERO . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When cleared to a FL :
PF - SET STD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ALL - ALTIMETERS 1+2 . . . . . . . . . . . . . . . . . . . . . SET STD & CROSS CHECK
ALL - AFTER TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
P1 001
CLIMB - CRUISE OCT 12
AA
R
CLIMB
Note : During Climb, check all system; Cab Press and Fuel need to be checked periodically.
Crossing FL 100 climbing (FL 100 or any other FL according to local
regulation)
PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CRUISE
At Cruise FL :
PNF - SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF - CRUISE PARAMETERS . . . . . . . . . . . . . . . . COMPUTE WITH QRH
PNF - SPEED & TQ BUGs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Reaching Cruise Speed :

PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PF - TORQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check ACTUAL TQ matches with SELECTED CRUISE TQ
PNF - CRUISE PARAMETERs . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check parameters with OPS DATA
SYSTEMS :
PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . PERIODICALLY CHECK
FUEL :
PNF - FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ATR 42 Model: 400/500

P2 001
CLIMB - CRUISE OCT 12
AA
R CRUISE SPEED LOW (IF INSTALLED)

ALERT
CONDITION VISUAL AURAL
Cruise speed - CRUISE SPEED LOW Cyan light on front NIL
decrease panel
PROCEDURE
CRUISE SPEED LOW

Appears in cruise only, to inform the crew that an abnormal drag increase induces a
speed decrease of more than 10 kt compared with the expected speed
ICING CONDITIONS AND SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
REDUCED POWER SETTING IN CRUISE

The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at
long--range power or given IAS. The associated cruise derated tables need to be available
on board for the flight crew. Those tables can be published with the FOS Module 2,
In--flight performance, as shown in example in figure 1 page 2.
The PLs are set according to the torque given in the tables. This requires a PL adjustment
out of the notch.
Limitations:
The reduced power cruise is not allowed in case of icing conditions, as the IAS may
already be decreased due to ice accretion on the airframe.
In case of an engine failure, the PLs need to be immediately moved back into the notch,
power management to MCT.
From a maintenance point of view, reduced power operations may achieve lower engine
overhaul costs as a result of the reduced power settings.
ATR 42 Model: 400/500

P3 001
CRUISE OCT 12
AA
REDUCED POWER SETTING IN CRUISE (CONTD)

Example:
Figure1: Long Range cruise performance table ATR 42-- 500 (PW127E/M)
This is an example of a long-- range cruise performance table generated with the FOS
Module 2. In the case the cruise weight is 16t, the cruise FL 190, the torque is set to
50.5% and the cruise IAS will be 174kts.
ATR 42 Model : 400/500

.
P1 001
BEFORE DESCENT - DESCENT OCT 12
R
DESCENT PREPARATION
PF - CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
Check aircraft STATUS
PNF - WEATHER & LANDING INFORMATION . . . . . . . . . . . . . . . . OBTAIN
PNF - LANDING DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
CM1 - STBY QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PNF - LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PF - GNSS PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Refer to GNSS pilots Guide
ALL - NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Prepare NAVAIDS, COURSES, NAV SOURCE
PNF - GO AROUND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Go Around TQ Torque should be computed using ATIS or TWR temperature
with QRH OPS DATA.
ALL - DH / MDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
ALL - ASI BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
ALL - ARRIVAL BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Arrival briefing :
Main points are : - Minimum safe altitude
- Weather at destination
- Approach procedures
- Decision Altitude / Height
- Go around Procedures
- Alternate
- Extra fuel
ALL - DESCENT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
DESCENT
PNF - DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

PF - ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF - IAS or VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ATR 42 Model: 400/500

P2 001
BEFORE DESCENT - DESCENT OCT 12
R
Crossing FL 100 : (FL 100 or any other FL according to local regulation)
PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ATR 42 Model: 400/500

P1 001
APPROACH OCT 12
AA
R
- Passing TRANSITION LEVEL or when clear to an ALTITUDE
(According to local regulation) :
ALL - ALTIMETERS 1 + 2 + STBY . . . . . . . . . . . . . SET QNH & CROSS CHECK
ALL - CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION Max delta P authorized at landing = 0.35 psi
CM1 - CABIN REPORT . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL - APPROACH C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
P1 001
BEFORE LANDING OCT 12
AA
R FLAPS 35 LANDING
When cleared for approach :
ALL NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
When passing DECELERATION POINT :
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD AS RQRD
ALL - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
At appropriate speed :
PF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When FLAPS 15 are extended
PF - GEAR DOWN, FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
PNF - TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When 3 green lights are illuminated :
PNF - LDG GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LO SPEED
ALL - SPEED versus ICING CONDITIONS (ICING AOA LT) . . . . . . . . . . . CHECK
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN V APP
ALL - BEFORE LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

P2 001
AA
R FLAPS 25 LANDING
NOT APPLICABLE
ATR 42 Model: 400/500

P1 001
LANDING OCT 12
AA
R At DH +500 ft (Or MDA + 500ft)

PNF FIVE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH +100 ft (Or MDA + 100ft)

PNF ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH (Or MDA) :
PNF MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - LAND or GO AROUND, SET POWER, FLAPS ONE NOTCH. . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE
PF - AP DISCONNECT . . . . . . . . . . . . . . . . . . PERFORM & ANNOUNCE
AP Disconnect PB press twice
PNF - FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
After touch down :

PNF - IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . . CHECK
PF - PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
PNF - BOTH LOW PITCH LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF - 2 LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ENGINES LO PITCH PNF ANNOUNCE PF ACTION on

LIGHT REVERSE
2 ENGINES 2 illuminated 2 LOW PITCH Normal use
1 illuminated NO REVERSE No REVERSE
1 ENGINE 1 illuminated ONE LOW PITCH Use with care
PF - REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD

PNF - SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . CONTROL
CM2 - CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . HOLD INTO THE WIND
ALL - I HAVE CONTROL / YOU HAVE CONTROL . . . . . . . ANNOUNCE
If PF is CM1, CM1 announce only I HAVE CONTROL
If PF is CM2, CM2 announce YOU HAVE CONTROL & CM1 answer :
I HAVE CONTROL
ATR 42 Model: 400/500

.
P1 001
GO AROUND OCT 12
AA
R GO AROUND AFTER FLAPS 35 FINAL APPROACH

R Simultaneously :
PF -GO AROUND, SET POWER, FLAPS ONE NOTCH . . . . . . . . ANNOUNCE
PF - GO AROUND P/B on PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RAMP
PF - PITCH ATTITUDE . . . . . . . . . . . . . . . . . . ROTATE to GO AROUND PITCH
PNF - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE NOTCH
PNF - POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & ADJUST

Check TQ & NP = 100%
PNF - POSITIVE RATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

PF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF - HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF - HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF - FLAPS 25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When passing ACCELERATION ALTITUDE :
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN THE NOTCH
Reaching white bug or VGA+15 whichever occurs first:
PF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Then, Refer to take off procedure
ATR 42 Model: 400/500

P2 001
AA
GO AROUND AFTER FLAPS 25 FINAL APPROACH
NOT APPLICABLE
ATR 42 Model: 400/500

P1 001
AFTER LANDING OCT 12
AA
R When runway vacated :
CM1 - AFTER LANDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . ORDER

CM2 - AFTER LANDING PROCEDURE :
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
- FLIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
- XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- ADU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / RESET
- LANDING LIGHT AND STROBE . . . . . . . . . . . . . . . . . . . . . OFF
- PROBES HTG / ANTI ICING / DE ICING . . . . . . . . . . . . . . . OFF
CM2 - ATPCS TEST (Last flight of the day) . . . . . . . . . . . . . . . . PERFORM
CAUTION
Do not perform ENG TEST while taxing as ACW and subsequently both
main HYD pumps may be temporary lost.
ATPCS TEST (dynamic test: once a day) . . . . . . . . . . . . . . . . . Refer to 2.03.24
... / ...
ATR 42 Model: 400/500

P2 001
AFTER LANDING OCT 12
AA
R
After at least one minute :
After CM1s order:
CM2 - CL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
CAUTION
Prior to ENG FTR, check HYD pressure for Normal brake efficiency
Note : Keep running at least one minute at GI power before shut down to
assist in reducting residual heat build up in the engine nacelle.
Note: ACW BTC may be check closed in order to avoid the loss
of ACW bus on ground
Note : After the last flight of the day, maintain feather position for 20 seconds
before selecting FUEL SO to allow oil capacity check by maintenance.
ALL - AFTER LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

P1 001
PARKING OCT 12
AA
R Note : If possible, park the aircraft with wind relative to the nose at 10 oclock, to
minimize noise and exhaust gas inconvenience when in hotel mode.
Marshaller in sight (last turn):
CM2 - HYD SYST PRESS . . . . . . . . . . . . . . . . . . . . . . . . CHECK 3x 3000 psi
CM1 - TAXI & TO LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At the gate:
CM1 - PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check HYD PRESS 3x 3000 psi
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CM1 - READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
CM1 - PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CAUTION
Engage PROP BRK only when NP STABILISED
CM1 - UNLK LIGHT . . . . . . . . . CHECK ILLUMINATED THEN EXTINGUISHED

CM1 - PROP BRK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
CAUTION
If PROP BRK is used, ensure that propeller area is clear and protected
CM1 - PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STOPPED

CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU is used for disembarking :
CM1 - DC EXT PWR PB . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
If GPU available
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
CM1 - SEAT BELT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CM1 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CM1 - PARKING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
P1 001
LEAVING THE AIRCRAFT OCT 12
AA
R
- OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- ICE & RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
- FUEL PUMPS 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU was used for disembarking :

- DC EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- LEAVING THE AIRCRAFT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATR 42 Model: 400/500

.
P1 001
DAILY CHECKS OCT 12
AA
STICK PUSHER / SHAKER TEST (once a day)
- Release gust lock
- Push control column in nose down position
- Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES
- Depress and maintain PTT
- Monitor stall cricket and stick shaker.
- After ten seconds, monitor:
CHAN 1 and CHAN2 illuminate green on LH maintenance panel.
STICK PUSHER lights illuminate green on both pilots panel
Stick pusher actuator operates.
- Select WARN rotary selector to NORM FLT
- Reengage the gust lock
ATPCS TEST (dynamic test: once a day)
- (autofeather and uptrim while engines running)
Conditions: - PL 1 + 2 in GI
- CL 1 + 2 in AUTO.
- ATPCS P/B depressed in, OFF light extinguished
- PWR MGT on TO position
Turn the ATPCS knob to the left to the arm position and check
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
- NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE
Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
- NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY
- TQ 1 needles indication . . . . . . . . . . . DECREASE BELOW 21 %
- After 2.15 s : associated propeller is automatically feathered
- ARM light . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Turn the ATPCS knob to the right to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
- NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE
Turn the ATPCS knob to ENG 2 position and check :
- ENG 1 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
- NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY
- TQ 2 needles indication . . . . . . . . . . . DECREASE BELOW 21 %
- After 2.15 s : associated propeller is automatically feathered
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS
selector in ENG position in order not to damage feathering pumps. (Winding heating).
CAUTION : Do not perform ENG TEST while taxiing as ACW is temporarily lost
and consequently, both HYD pumps are temporarily lost as well.
Eng: PW127E ATR 42 Model: 500

P2 001
DAILY CHECKS OCT 12
AA
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY

- PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . CHECK
- Check the normal trim activation in both directions by simultaneously depressing
both control rocker switches.
- For few seconds depress independently each single control rocker switch and
check the non-- activation of the corresponding TRIM in both possible directions.
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
COCKPIT DOOR DAILY CHECK (DAILY) (if installed):

- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . ON
In the cargo compartment, on the DOOR CALL panel :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
In the cockpit, check
- BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
- DENIED ACCESS TEST :
In the cockpit :
- TOGGLE SW on the COCKPIT DOOR CTL panel . . . . . . . . . DENY
- CHECK BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SILENCES
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGHISHES
- DENIED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- AUTHORIZED ACCESS TEST :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
In the cockpit :
- TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . OFF
- COCKPIT DOOR CTL panel FAULT LIGHT . . . . . . . . . . . . . . . . . . . . CHECK
- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTs.
ATR 42 Model: 400/500

P3 001
DAILY CHECKS OCT 12
AA
APM TEST:
Press and hold the APM TEST P/B for all test duration and check :
1 - CRUISE SPEED LOW lights (both sides) . . . . . . . . . . . . . . ILLUMINATES
2 - 1sec later check :
- DEGRADED PERF lights (both sides) . . . . . . . . . . . . . . ILLUMINATES
- CAUTION light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- INCREASE SPEED . . . . . . . . . . . . . . . . . . . ILLUMINATES FLASHING
- FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ANTI ICING on CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
Release APM PTT TEST P/B when test ends and check :
- ALL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
ATR 42 Model: 400/500

.
EMERGENCY PROCEDURES 2.04.00
P1 001
CONTENTS OCT 12
AA
2.04.00 CONTENTS
2.04.01 INTRODUCTION
2.04.02 POWER PLANT

IN FLT ENG FIRE OR SEVERE MECHANICAL DAMAGE
ON GND ENG FIRE OR SEVERE MECHANICAL DAMAGE
R ENG FIRE AT TAKE OFF
BOTH ENGINES FLAME OUT
ENG FLAME OUT AT TAKE OFF
2.04.03 SMOKE
SMOKE
ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMOKE
AFT SMOKE
AUX AFT COMPT SMOKE

DUAL DC GEN LOSS
2.04.05 MISCELLANEOUS
EMERGENCY DESCENT
DITCHING
FORCED LANDING
ON GROUND EMERGENCY EVACUATION
BOMB ON BOARD
SEVERE ICING
RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL
R UNRELIABLE AIRSPEED INDICATION
ATR 42 Model : 400/500

.
P2 001
INTRODUCTION DEC 09
AA
PROCEDURES INITIATION
- No action will be taken (apart from depressing MW pb):
. Until flight path is stabilized.
. Under 400 ft above runway (except for propeller feathering after engine failure
during approach at reduced power if go around is considered).
- Before performing a procedure, the crew must assess the situation as a whole, taking
into consideration the failures, when fully identified, and the constraints
imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
CCAS
When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are
inhibited except:
R WARNING
- ENG 1 FIRE
- ENG 2 FIRE
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- EXCESS CAB P
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- MAINT PANEL
ATR 42 Model: 400/500

P1 001
POWER PLANT OCT 12
AA
IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE

ALERT
Fire signal -- MW light flashing red CRC
-- Associated ENG FIRE red
light on CAP
-- red light in associated FIRE
handle
-- FUEL SO red light in
associated CL
PROCEDURE
IN FLIGHT ENG FIRE OR SEVERE
MECHANICAL DAMAGE
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If condition persist after 10 seconds
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Fire handle remains illuminated as long as a fire is detected.

- The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent
effect.
- CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL
SW.
- Do not attempt to restart engine.
- Refer to SINGLE ENG OPERATION procedure.
ATR 42 Model : 400/500

P2 001
POWER PLANT OCT 12
AA
ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE

PROCEDURE
ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE
PL 1+ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If condition persist
J If evacuation required
ON GROUND EMER EVACUATION procedure . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as in flight
- The aircraft may be stopped using full reverse
Notify ATC the nature of the emergency and state intentions. Only VHF 1 is available on
battery
- Battery is left ON until leaving the aircraft to ensure cabin communication. Only PA is
available on battery.
ATR 42 Model : 400/500

P 2A 001
POWER PLANT OCT 12
AA
ENG FIRE AT TAKE OFF
ENG FIRE AT TAKE OFF

Note: Captain may decide to shut down affected engine before reaching
acceleration altitude, but not before 400ft AGL.
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
F At acceleration altitude
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
F At VFTO
J If normal conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
J If icing conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE illuminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If fire persist after 10 seconds
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
J If fire persist after 30 seconds
AGENT 2 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
BLEED Engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary

LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as ENG FIRE IN FLIGHT procedure.
ATR 42 Model : 400/500

.
P3 001
POWER PLANT DEC 10
AA

ALERT
An engine flame out may be recognized by a rapid decrease in ITT and in NH.
PROCEDURE
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30 % (no automatic relight)
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . START A & B
ENG 2 RELIGHT
ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F When NH above 10%
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG 1 RELIGHT
ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F When NH above 10%
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 1 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If neither engine starts
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FORCED LANDING or DITCHING PROCEDURE . . . . . . . . . . . . . . . APPLY
CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD.
J If engine(s) recovered
CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R J If one engine not recovered
CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY
SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
ATR 42 Model : 400/500

P5 001
POWER PLANT OCT 12
AA
ALERT
An engine flame out may be recognized by:
Sudden dissymmetry
TQ decrease
Rapid ITT decrease
PROCEDURE

UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If no UPTRIM
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO THE RAMP
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
BLEED 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF , IF NOT FAULT
F At acceleration altitude
ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
F At VFTO
PWR 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN THE NOTCH
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
J If normal conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
J If icing conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15
BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary
J If damage suspected
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
LAND ASAP
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful :
LAND ASAP
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500

.
P1 001
SMOKE DEC 07
AA
R SMOKE
PROCEDURE
SMOKE
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%

GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
RECIRC FANS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SMOKE SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
J If source not identified or electrical smoke suspected
Note : ELEC light may be activated by an air conditioning smoke source
ELECTRICAL SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If air conditioning smoke identified
AIR COND SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If FWD SMK illuminated or smoke in FWD zone of aircraft
FWD SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AFT SMK illuminated or smoke in AFT zone of aircraft
AFT SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ATR 42 Model : 400/500

P2 001
SMOKE DEC 09
AA
ELECTRICAL SMOKE
ALERT
Smoke detected in the -- MW light flashing red CRC
avionics ventilation circuit -- ELEC SMK red light on CAP
PROCEDURE
ELECTRICAL SMOKE
R SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If smoke origin not identified
LAND ASAP
ACW TOTAL LOSS procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If smoke origin identified
NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
F When nP < 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . NORM
COMMENTS
- Avionics compartment ventilation without cabin contamination is ensured by :
- selecting AVIONICS VENT EXHAUST mode OVBD
- shuting off the recirculation fans
- selecting the PACKS AIR FLOW HIGH.
- Auto isolation is prepared on the main electrical system by opening the BTC.
- Suspected equipment may be shut off contingently by pulling out associated circuit
breaker.
- When nP < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT
EXHAUST mode NORM in order to recover air evacuation capability through the
EXTRACT FAN without any pressurization problem.

P3 001
SMOKE DEC 10
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
J If smoke persists
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK VALVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Evacuation of air conditioning smoke may trigger electrical smoke
warning. Disregard it.
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . CAREFULLY MONITOR
J If any anomaly occurs such as :

R - amber engine caution illumination associated to local ITT alert
- total loss of NL indication
- engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
CAUTION : Confirm which engine is showing signs of abnormal operation in

order to avoid shutting down the safe engine.
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygene mask breathing noise. Check oxygen mask at
100%.
- Recirculation fans are switched off to limit cabin contamination.
ATR 42 Model : 400/500

P4 001
SMOKE DEC 10
AA
FWD SMOKE
ALERT

Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red lt on CAP
Smoke detected in the cargo bay - MW It flashing red
(CARGO VERSION ONLY) - FWD SMK red It on CAP, or AFT
SMK red It on CAP, or FWD SMK
red lt on CAP and at least 1 CNTNR
SMK redlt illuminated on overhead
panel, or AFT SMK red lt on CAP
and at least 1 CNTNR SMK red lt
illuminated on overhead panel.
PROCEDURE
FWD SMK
1) PASSENGERS VERSION
R SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED
CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF
SMOKE
D When P < 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
2) CARGO VERSION
R SMOKE porcedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
ENG 2 BLEED (except when in single bleed operation) . . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum
FL160, FL 200 is recommended.
Note : Smoke alert may be generated during smoke evacuation process.
ATR 42 Model : 400/500

P5 001
SMOKE APR 08
AA
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100 %.
- Cargo ventilation without cabin or cockpit contamination is ensured by :
. selecting AVIONICS VENT EXHAUST mode OVBD
. shuting off the recirculation fans
. selecting HIGH the PACKS AIR FLOW
. isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to
CLOSED.
- Cabin crew is in charge to locate and kill source of smoke with his extinguisher.
- Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position
with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front
Locker).
- When P < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in
order to recover air evacuation capability through the extract fan without any
pressurization problem.
R ATR 42 Model : 400/500

P6 001
SMOKE DEC 09
AA
AFT SMOKE
ALERT

Smoke detected in the aft - MW lt flashing red CRC
cargo compartment or in the - AFT SMK red lt on CAP
lavatory
Smoke detected in the cargo bay - MW It flashing red
(CARGO VERSION ONLY) - FWD SMK red It on CAP, or
AFT SMK red It on CAP, or
FWD or AFT SMK red lt on CAP
and at least 1 CNTNR SMK red
lt illuminated on overhead panel.
PROCEDURE
AFT SMK
1) PASSENGERS VERSION
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE FOR ACTION
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
2) CARGO VERSION
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain mini
mum FL 160, FL 200 is recommended.
Note : Smoke alert may be generated during smoke evacuation process.
COMMENTS (PASSENGERS VERSION ONLY)

- The cabin crew is in charge to locate and kill the source of smoke, if possible, using
the portable fire extinguisher located in the cabin. Before entering the aft cargo area,
the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may
induce some cabin contamination therefore it must be avoided.
ATR 42 Model : 400/500

P1 001
ELECTRICAL SYSTEM DEC 07
AA
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
R
DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Make sure that TRU arrow illuminates, BAT arrows extinguish.

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : NAV lights switch set to ON position is necessary to provide IEP
illumination.
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER/SHAKER FAULT PROCEDURE . . . . . . . . . . . . . . . . APPLY
SIDE WINDOWS ANTI-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ADC 1
ATC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ATC 1
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD
F When TLU LO SPD illuminates
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION : Avoid large rudder input if IAS above 180 kt.
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED to open position allows to recover green
hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ATR 42 Model : 400/500

P2 001
ELECTRICAL SYSTEM NOV 99
AA
COMMENTS
- Safety analysis leads us to consider the case when the DUAL DC GEN LOSS is
subsequent to :
. Single engine operation, and
. DC GEN inoperative on the live engine.
In that case HYD GREEN PUMP has to be set to OFF position in order to overload
the live ACW generator.
- Selecting TRU ON allows to recover EMER, ESS and STBY (AC and DC) busses supply
from ACW generators.
- Minimum cabin light must be switched OFF to limit the electrical load of the TRU.
- As DC BUS 1 is lost, automatic pressurization is lost.
- Both stick pusher and stick shaker are lost without FAULT alarm.
- STBY BUS undervoltage may occur due to a failure of the STBY BUS system circuit.
In this event, the OVRD function may be used to transfer the STBY BUS supply from
the MAIN BAT BUS to the EMER BAT BUS.
R - TLU AUTO mode is lost and MAN mode must be used. MAN mode acts on TLU standby
R actuator which remains povered even if TLU is in LO SPD established position. When
R TLU SW is set to AUTO position, TLU standby actuator electrical power is off.
R - PA must be used for pax instructions because cabin signs are not supplied in
R emergency.
ATR 42 Model : 400/500

P1 001
MISCELLANEOUS DEC 07
AA
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD
R GOOGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R
R OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- Oxygen may be used with N/100 % rocker in N position if air in the cabin is not
contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight
controls with care and reduce speed as appropriate. Landing gear may be extended in
order to increase rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the
event ATC cannot be contacted, select code A77 or transmit the distress message on
one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is
available on battery.
- CL are selected 100% OVRD to increase drag and consequently to increase the rate of
descent.
ATR 42 Model : 400/500

P2 001
DITCHING
PROCEDURE
DITCHING
S Preparation (time permitting)

ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harness locked.
AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Approach
J If nP0
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
S 30 secondes before impact or 1250 ft above sea level
DITCH pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before ditching (200 ft)
MINIMIZE IMPACT SLOPE
OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night ditching, shutting down both engines may be performed, at
captain discretion, immediately after the impact (to avoid loss of landing lights
during flare out).
S After ditching
Note : After ditching, one aft door will be under the water line.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
S Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500

P5 001
FORCED LANDING
PROCEDURE
FORCED LANDING
S Preparation (time permitting)

ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harness locked.
AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Approach
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before impact (200 ft)
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night forced landing, shutting down both engines may be
performed, at captain discretinh, immediately after the impact (to avoid loss of
landing lights during flare out).
S After impact, when A/C stopped
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500

P7 001
ON GROUND EMER EVACUATION

PROCEDURE
ON GROUND EMER EVACUATION
AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE

R AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EVACUATION (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Careful analysis is required to decide passenger evacuation, however useful time
should not be wasted.
- Notify ATC on the nature of the emergency and state intentions. Only VHF 1 is available
on battery.
On battery, only PA is available to communicate with cabin crew.
ATR 42 Model : 400/500

P8 001
MISCELLANEOUS OCT 12
AA
BOMB ON BOARD
PROCEDURE
BOMB ON BOARD
AUTO PRESS-- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . CABIN ALTITUDE
FLIGHT LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE
AVOID LOAD FACTORS
HANDLE BOMB CAREFULLY - AVOID SHOCKS
D When Z aircraft = Z cabin
APPROACH CONFIG (FLAPS 15 GEAR DOWN) . . . . . . . . . . . . . . SELECTED
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO
THE DOOR HANDLE.
SURROUND IT WITH DAMPING MATERIAL
CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . MOVE FORWARD
PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION
LAND ASAP
ATR 42 Model : 400/500

P9 001
AA
SEVERE ICING
R MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . INCREASE RED BUG by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If an unusual roll response or uncommanded roll control movement is

observed :
Push firmly on the control wheel
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H If the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15
with REDUCED FLAPS APP/LDG icing speeds" + 5 kt
Multiply landing distance FLAPS 35 by 1.22
DETECTION
Visual cue identifying severe icing is characterized by ice covering all or a substantial
part of the unheated portion of either side window
and / or
Unexpected decrease in speed or rate of climb
and / or
The following secondary indications :
. Water splashing and streaming on the windshield
. Unusually extensive ice accreted on the airframe in areas not normally observed to
collect ice
. Accumulation of ice on the lower surface of the wing aft of the protected areas
. Accumulation of ice on propeller spinner farther aft than normally observed
The following weather conditions may be conducive to severe in-flight icing :

. Visible rain at temperatures close to 0_C ambient air temperature (SAT)
. Droplets that splash or splatter on impact at temperatures close to 0_C ambient air
temperature (SAT)
P 10 001
MISCELLANEOUS NOV 99
COMMENTS
- Since the autopilot may mask tactile cues that indicate adverse changes in handling
R characteristics, use of the autopilot is prohibited when the severe icing defined above
exists, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
- Due to the limited volume of atmosphere where icing conditions usually exists, it is
possible to exit those conditions either :
. by climbing 2000 or 3000 ft, or
. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.
ATR 42 Model : 400/500

P 11 001
RECOVERY AFTER STALL OR

ABNORMAL ROLL CONTROL
R
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY
H If flaps 0_ configuration
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If flaps are extended
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Note: This procedure is applicable whatever the LDG GEAR position is ( DOWN or
UP).
P 12 001
UNRELIEABLE AIRSPEED INDICATION

ALERT
In case of disagreement between both ADC, AP (if engaged) disconnects being unable to
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is
displayed on ADU.
To make the difference with an isolated drifting (See the procedure DADC DATA INVALID
- ADU message 2.05.10 p2), here the three airspeed indicators are drifting, and indicate
erroneous airspeed.
PROCEDURE
UNRELIABLE AIRSPEED INDICATION

AP/YD/FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/OFF/STBY
PITCH AND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
H If take off or GA below 1500 ft
PITCH IMMEDIATELY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
ICING / VOLCANIC ASHES CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
PROBE HEATING, DE--/ANTI--ICING . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING: respect STALL alarm.
Note: Use any GPS Speed information if available.
F Take off phase, at or above acceleration altitude
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT LEAST 20 SECONDS
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0_
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
Note: Use climb table here after to adjust pitch if required.
AFTER TAKE OFF normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LAND AT THE NEAREST SUITABLE AIRPORT
F Climb
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
Note: Use climb table here after to adjust pitch if required.
Altitude (ft) 5000 10000 15000 20000
Normal conditions pitch 8 6 5 4
Icing conditions pitch 7 5 4 3
.../...
ATR42 Model: 500

P 13 001
UNRELIEABLE AIRSPEED INDICATION (contd)

.../..
F Cruise
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
Note: Average pitch around 0 at cruise speed.
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
F Descent
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT --2.5
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 30% TQ
DESCENT normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F Initial approach
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
APPROACH normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : Transition from clean configuration to LDG configuration is to be
performed in level flight -- REFER TO ALTIMETER -- (if possible 30 seconds be-
tween each step).
NOTE: Refer to following tables to adjust TQ:
Aircraft configuration TQ (Altitude of 3000ft)

-- Average speed 14 T 16 T 18 T
Flaps 0 -- 180 kt 35% 40% 45%
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Flaps 15 -- 150 kt 30% 35% 40%
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Flaps 35 -- 130 kt 45% 45% 50%
F Final Approach
. PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 35% TQ .
BEFORE LANDING normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
NOTE: Set an average pitch of --5 for a 3 slope approach.
COMMENTS
- Drift of all the airspeed indications occurs if pitots are partially or fully obstructed.
- This obstruction may be due to the severe icing or volcanic ashes.
- NEVER REENGAGE the autopilot and/or the yaw damper. The autopilot computer uses
the airspeed data to compute the deflection of the rudder. With an erroneous airspeed, the
autopilot orders inappropriate deflections of the rudder, which can lead to severe
structural damages and lost of control of the aircraft.
- The stall alert is triggered with the angle of attack, and has to be respected
ATR42 Model: 500

.
PROCEDURES FOLLOWING FAILURE 2.05.00
P1 001
CONTENTS DEC 10
2.05.00 CONTENTS
2.05.02 POWER PLANT

SINGLE ENG OPERATION
START FAULT
X START FAIL
ABNORMAL PARAMETERS DURING START
EXCESSIVE ITT DURING START
NO ITT IND DURING START
NO NH DURING START
R ENG NAC OVHT
ABNORMAL ENG PARAMETERS IN FLIGHT
FIRE LOOP FAULT
ABNORMAL PROP BRK (If applicable)
ENG RESTART IN FLIGHT
ENG STALL
ONE EEC FAULT
BOTH EEC FAULT
ENGINE FLAME OUT
IDLE GATE FAIL
R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS (if applicable)
PEC SGL CH
PEC FAULT
LO PITCH IN FLIGHT
ENG OVER LIMIT
PROP OVER LIMIT
ENG OIL TEMP BELOW 45_C
ENG OIL TEMP HIGH
ENG OIL LO PR
2.05.03 FUEL
FUEL ABNORMAL TEMP
FUEL CLOG
FEED LO PR
FUEL LO LVL
FUEL LEAK
ATR 42 Model : 400/500

P2 001
CONTENTS DEC 09

DC BUS 1 OFF
DC BUS 2 OFF
AC BUS 1 OFF / AC BUS 2 OFF
ACW BUS 1 OFF / ACW BUS 2 OFF
ACW TOTAL LOSS
DC ESS BUS OFF
DC EMER BUS OFF
DC GEN FAULT
INV FAULT
ACW GEN FAULT
DC SVCE/UTLY BUS SHED
BAT CHG FAULT
DUAL BAT CHG LOSS
BAT DISCHARGE IN FLIGHT
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS
2.05.05 HYDRAULIC
HYD LO LVL
BOTH MAIN HYD PUMPS LOSS
BOTH HYD SYS LOSS
HYD LO PR / HYD OVHT
2.05.06 FLIGHT CONTROLS
FLAPS UNLK
FLAPS JAM / UNCOUPLED / ASYM
REDUCED FLAPS LANDING
STICK PUSHER / SHAKER FAULT
PITCH TRIM ASYM (LOCAL LIGHT)
PITCH TRIM INOPERATIVE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL
PITCH DISCONNECT
PITCH RECONNECTION ON GROUND
TLU FAULT
AIL LOCK LIT (if applicable)
ELEVATOR JAM
AILERON JAM / SPOILER JAM
RUDDER JAM
2.05.07 LANDING GEAR
LDG GEAR GRAVITY EXTENSION
LANDING WITH ABNORMAL LDG GEAR
LDG GEAR UNSAFE INDICATION
LDG GEAR RETRACTION IMPOSSIBLE
ANTI-- SKID FAULT
BRK TEMP HOT
ATR 42 Model : 400/500

P3 001
CONTENTS OCT 08
2.05.08 AIR
BLEED VALVE FAULT
BLEED OVHT
BLEED LEAK
X VALVE OPEN
PACK VALVE FAULT
BOTH PACK VALVES FAULT
RECIRC FAN FAULT
DUCT OVHT
EXCESS CAB ALT
AUTO PRESS FAULT
EXCESS CAB nP
AVIONICS VENT EXHAUST MODE FAULT
OVBD VALVE FAULT
R 2.05.09 DE/ANTI ICE

AFR AIR BLEED FAULT
DE-- ICING AIR FRAME FAULT
DE-- ICING MODE SEL FAULT
MODE SEL AUTO FAULT
ICE DETECT FAULT
R DE-- / ANTI-- ICING ENG FAULT
ANTI-- ICING PROP FAULT
ANTI-- ICING HORNS FAULT
SIDE WINDOW / WINDSHIELD HTG FAULT
PROBES HTG FAULT
2.05.10 AUTOPILOT
AILERON MISTRIM (ADU MESSAGE)
or EXCESSIVE LATERAL TRIM REQUIRED
or ABNORMAL FLIGHT CHARACTERISTICS
PITCH MISTRIM (ADU MESSAGE)
PITCH TRIM FAIL (ADU MESSAGE) (If applicable)
DADC DATA INVALID (ADU message)
R 2.05.11 AIRCRAFT PERFORMANCE MONITORING

Refer to 2.02.21
ATR 42 Model : 400/500

P4 001
CONTENTS DEC 10
2.05.12 AVIONICS
AUDIO SEL FAULT
AHRS A/ERECT FAIL
EFIS COMP
ADC SW FAULT
ADU FAILURE
ADC FAULT
AHRS FAIL
SGU FAIL
CRT FAIL
2.05.13 MISCELLANEOUS
COCKPIT DOOR CONTROL PANEL FAULT (if installed)
LOSS OF RADIO ALTIMETER INFORMATION
R SMK DET FANS FAULT
DOORS UNLK IN FLIGHT
COCKPIT WINDOW CRACKED
OXYGEN LO PR
2.05.14 MFC
MFC 1A FAULT
MFC 1B FAULT
MFC 2A FAULT
MFC 2B FAULT
MFC 1A+1B FAULT
MFC 1A+2A FAULT
MFC 1A+2B FAULT
MFC 1B+2A FAULT
MFC 2A+2B FAULT
MFC 1B+2B FAULT
ATR 42 Model : 400/500

P1 001
INTRODUCTION APR 08
GENERAL
The procedures following failures represent the actions applicable after a failure to ensure
adequate dafety and to ease the further conduct of the flight. They are applied according
to the Read and Do principle except for the memory items.
PRESENTATION
The procedures are presented in the basic check list format with an adjacent expanded
section which provides:
- indication of the particular failure, alert condition
- explanation for actions where the reason is not self evident
- additional background information
The abbreviations used are identical with the nomenclature on the cockpit panels. All
actions are printed in CAPITAL letters.
R Q : a preceding black square is used to identify a pre-- condition (in bold) for given
action(s).
R O : a preceding black dot is used to indicate the moment (in bold) when given action(s)
have to be applied.
TASK SHARING
For all procedures, the general task sharing stated below is applicable.
The pilot flying remains pilot flying throughout the procedure.
PF, Pilot Flying, responsible for:
- PL
- flight path and airspeed control
- aircraft configuration
- navigation
PNF, Pilot Non Flying, responsible for:
- check list reading
- execution of required actions
- actions on overhead panel
- CL
- communications
The AFCS is always coupled to the PF side (CPL selection).
ATR 42 Model : 400/500

P2 001
INTRODUCTION DEC 09
PROCEDURE INITIATION
- No action will be taken apart from depressing MC / MW pushbuttons:
. until flight path is stabilized
. under 400 ft above runway except propeller feathering after engine failure during
approach at reduced power if go around is considered
- At flight crew discretion, one RESET of a system failure associated to an amber caution
may be performed by selecting OFF then ON related pushbutton. If the failure alert
disappears, continue normal operation and RECORD the event in the maintenance
log. If not, APPLY the associated following failure procedure.
- Before performing a procedure, the crew must assess the situations as a whole, taking
into consideration the failures, when fully identified, and the constraints imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
CCAS
When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are
inhibited except:
R WARNING
- ENG 1 FIRE
- ENG 2 FIRE
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- EXCESS CAB P
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- MAINT PANEL
ATR 42 Model : 400/500

P1 001
POWER PLANT DEC 09
AA
PROCEDURE

LAND ASAP
R PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R APM (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
For approach
MAX APPROACH SLOPE for Steep Slope Approach 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL live engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA
Note: Refer to QRH page 4.64 to determine 1.1VMCA.
Note: At touch down, do not reduce below FI before nose wheel is on the ground.
COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.
- For approach and landing, comply with Procedures and Techniques, Flight Patterns
sub-- section 2.02.10.
ATR 42 Model : 400/500

P2 001
POWER PLANT APR 08
AA
START FAULT
ALERT
Start sequence incident - MC light flashing amber SC
- ENG amber light on CAP
- associated START FAULT
- amber light on overhead panel
START FAULT
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
Q If above 45 % NH
START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED
X START FAIL
ALERT
On ground, during second - MC light flashing amber SC
engine start, operative DC - ELEC amber light on CAP
GEN does not come on line to - X START FAIL amber light on
supply the START BUS - overhead panel
between 10 % and 45 % NH
PROCEDURE
X START FAIL
CONTINUE NORMAL ENGINE START
INFORM MAINTENANCE
ATR 42 Model : 400/500

P3 001
POWER PLANT APR 08
AA
PROCEDURE

Q If ITT tends to exceed 900_C, or no ITT, or no NH
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
Then refer to the relevant procedure:
Q EXCESSIVE ITT DURING START procedure (2.05.02 page 3)
Q NO ITT DURING START procedure (2.05.02 page 4)
Q NO NH DURING START procedure (2.05.02 page 4)

ALERT
A hot start may be recognized by :
- Rapid ITT increase,
- NH slow increase,
- Exhaust flames may be reported by ground crew.
The maximum authorized temperature during engine start is 950_C
(refer to 2.01.04 page 2 for detailed limitation).
PROCEDURE

O When NH below 30 %
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
O After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
CAUTION: If ITT exceeds 950_C, maintenance action is due.
Note: BLEED VALVE may be selected OFF in order to reduce ITT.
ATR 42 Model : 400/500

P4 001
POWER PLANT OCT 08
AA
NO ITT DURING START
PROCEDURE
NO ITT DURING START

After 30 seconds, to allow fuel draining
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
After 15 seconds
NO NH DURING START
PROCEDURE
NO NH DURING START
Note : On BAT only, OIL PRESS IND is not available.
R ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . START A or START B
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
After 10 seconds
If OIL pressure increases
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Continue START procedure, being informed NH indicator is inoperative.
If OIL pressure does not increase
Suspect starter motor failure. Maintenance action is due.
ATR 42 Model : 400/500

P5 001
POWER PLANT DEC 10
AA
NAC OVHT
ALERT
Nacelle temperature exceeds - MW flashing red CRC
170C (338F) when aircraft is - NAC OVHT red light on CAP
on ground
PROCEDURE
R ENG NAC OVHT

If during hotel mode operation (when applicable)
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
If during taxi
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER
If unsuccessful within 30 seconds
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- In case of tailwind component greater than 10 kt and just after engine start, propeller
must be unfeathered rapidly to take advantage of the wind created by propeller
rotation and consequently to avoid exhaust gas return flow in the nacelle.
- When taxiing with tail wind component, use of reverse requires special care as air flow
created by propeller reversing combined with tail wind will induce an exhaust gas
return flow which may damage the nacelle. It is consequently recommended not leave
PL in reverse position for any period of time exceeding 10 seconds.
- NAC OVHT alert is inhibited when both wow systems detect aircraft airborne.
ATR 42 Model : 400/500

P6 001
POWER PLANT DEC 10
AA

PROCEDURE

J If Intermittent fluctuations or unrealistic steady indication
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When adequate flight situation
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If successful
ONE EEC FAULT procedure (2.05.02 page10) . . . . . . . . . . . . . . . APPLY
J If unsuccessful
- or - J If TQ = 0% and NP < 77%
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
SINGLE ENG OPERATIONS procedure (2.05.02 page1) . . . . . . . APPLY
J If --- indication on the torque digital counter (only for PW127E - PW127M)
AVOID SUDDEN PL MOVEMENTS
COMMENTS
- AFU provides TQ indication to the cockpit intruments. (needle).
- Untimely TQ indication drop lasting more than 2.15 seconds will induce an ATPCS
sequence if ATPCS was already armed.
- With engine at high power, a spurious ATPCS sequence would provoke an automatic
feathering and a very significant overtorque deselecting ATPCS will avoid such a
possibility.
- With no reliable TQ indication, engine power monitoring is assured on the affected
engine through NH / NP indications.
- Refer to 2.02.11 page 2.
FIRE LOOP FAULT

PROCEDURE
FIRE LOOP FAULT
LOOP AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500

P7 001
POWER PLANT APR 08
AA
ALERT
Propeller brake not locked in - UNLK red light on overhead panel CRC
full locked or in full released - MW + PROP BRK red light on CAP
pposition - or-- - or-- with action on PROP BRK SW :
P
Propeller
ll brake
b k engagedd andd - UNLK red light on overhead panel then
GUST LOCK released after 30 seconds
(depending on models) - MW + PROP BRK red light on CAP
PROCEDURE

J If on ground
J If unexpected propeller rotation
- or - J If local UNLK and CCAS PROP BRK alert
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
MAINTENANCE ACTION REQUIRED
J If CCAS PROP BRK alert only
J If GUST LOCK ON
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If DC and AC GPU are not available
ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F When READY light illuminates
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If GUST LOCK OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F According to operational situation
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED
J If in flight
CONTINUE NORMAL OPERATION
ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ATR 42 Model : 400/500

P8 001
POWER PLANT APR 08
AA
PROCEDURE
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCT-
position before engine restart in order to cancel propeller feathering.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . START A & B
EEC PB . . . . . . . . . . . . . . . . RESET if necessary or DESELECT if FAULT persists
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F At 10 % NH
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
COMMENTS
- Engine relighting in flight is only guaranteed within the envelope and always
necessitate starter assistance.
- The power may be restored immediately after relighting provided OIL TEMP > 0C.
- Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition
OFF and allow engine to be ventilated for 30 seconds minimum prior to making
another attempt.
ATR 42 Model : 400/500

P9 001
POWER PLANT APR 08
AA
ENG STALL
ALERT
An engine stall may be recognized by :
- varying degrees of abnormal engine noise (rumbling bangs)
- fluctuating engine parameters
- abnormal PL response
- rapid ITT increase
PROCEDURE
ENG STALL
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If abnormal engine parameters
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY
J If normal engine parameters
DE-- / ANTI-- ICING ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLOWLY ADVANCE
J If stall recurs
Reduce thrust and operate below the stall threshold
J If stall does not recur
Continue engine operation
ATR 42 Model : 400/500

P 10 001
POWER PLANT DEC 10
AA
ONE EEC FAULT

ALERT
EEC failure - MC light flashing amber SC
- associated EEC FAULT amber light on central
panel
PROCEDURE
ONE EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT DESELECT EEC FLASHING.
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successful
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
J If unsuccessful
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLE WITH CARE
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
F After landing
TAXI WITH THE AFFECTED ENGINE FEATHERED
R Note: ACW BTC must be check closed in order to avoid the loss of ACW
bus on ground
COMMENTS
Refer to 2.05.02 page 12.
ATR 42 Model : 400/500

P 11 001
POWER PLANT APR 08
BOTH EEC FAULT

ALERT
Both EEC failure - MC light flashing amber SC
- EEC FAULT amber light(s) on central panel
PROCEDURE
BOTH EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT DESELECT EEC FLASHING.
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If EEC 1 + 2 recovered
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
J If only one EEC recovered
ONE EEC FAULT procedure (2.05.02 page 10) . . . . . . . . . . . . . . . . . APPLY
J If no EEC recovered
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER,
HANDLING THROTTLES WITH CARE
TQ IND ENG 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
F After landing
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
CAUTION: Reverse power is reduced.
Both main HYD pumps will be at low speed.
TAXI ON BOTH ENGINES,
HANDLE THROTTLES WITH CARE
COMMENTS
ATR 42 Model : 400/500
P 12 001
POWER PLANT APR 08
ONE EEC FAULT / BOTH EEC FAULT (CONTD)

COMMENTS in common for both procedures
- With EEC OFF, the automatic relight is not available on affected engine(s).
- For PW121A only : EEC OFF operation, combined with BLEED OFF operation, may lead to
engine stall which may be prevented through slow power movements, especially when
advancing PLs.
- For PW121A only : an engine stall is indicated by mild surge(s). This will normally stops without
crew action, however a slight power reduction may be considered to restore normal operation.
ONE EEC FAULT (CONTD)
COMMENTS specific for ONE EEC FAULT
- When EEC fails, two cases must be considered :
High Power Low Power
PL set forward 52_ PL set aft of 52_ in green sector
EEC FAULT light flashes, NH is EEC FAULT comes on steady, EEC is
automatically frozen to its prior value (FAIL automatically deselected (Automatic
FIX) reversion)
- Feathering the engine with EEC failed for taxi and static operation will avoid prolonged
time in NP restricted band (propeller limitation).
BOTH EEC FAULT (CONTD)
COMMENTS specific for BOTH EEC FAULT
- During reduction at touch down, both ACW GEN may be lost and therefore both main
HYD pumps.
- Both digital torque indications are lost when TQ are below 20%.
- To avoid operating propellers in the NP restricted band, it is recommended to taxi with one
engine with NP > 63%.
ATR 42 Model : 400/500

P 13 001
POWER PLANT DEC 09
AA
ENG FLAME OUT
ALERT
An engine flame out may be recognized by :
- sudden dissymmetry
- TQ decrease
- rapid ITT decrease
PROCEDURE
ENG FLAME OUT

R
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30% (no immediate relight)
J If damage suspected
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . APPLY
J If unsuccessful
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . APPLY
COMMENTS
- Shut down the engine if no immediate relight.
- The causes of engine flame out can generally be divided into two categories :
. External causes such as icing, very heavy turbulence, fuel mismanagement. These
causes, which may affect both engines can generally be easily determined and an
immediate relight can be attempted.
. Internal causes which as engine stalls or failures usually affect a single engine and are
not so easily determined. In these cases, the engine is shut down then the cause of the
flame out investigated. If it cannot be positively determined what caused the flame
out, the need for engine restart should be evaluated against the risk or further engine
damage or fire that may result from a restart attempt.
- If damage is suspected, as precautionary measure, the FIRE handle is pulled.
ATR 42 Model : 400/500

P 14 001
POWER PLANT APR 08
AA
IDLE GATE FAIL
ALERT
Automatic idle gate system - MC light flashing red SC
failure - IDLE GATE amber light on
CAP
- IDLE GATE FAIL amber light
on pedestal
PROCEDURE
IDLE GATE FAIL

F In flight
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
COMMENTS
- In flight, pushing idle gate lever sets the stop at FI.
- On ground, pulling the lever removes the stop and allows reduction below FI (GI and
reverse).
- One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel)
system. Other systems may be affected. Report to maintenance.
ATR 42 Model : 400/500

P 15 001
POWER PLANT APR 08
AA
ATR 42 Model : 400/500

P 16 001
POWER PLANT DEC 10
AA
R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS
PROCEDURE
R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS

CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R
PEC SGL CH
ALERT
Anomaly detection on either - SGL amber light on central NIL
PEC channel panel
PROCEDURE
PEC SGL CH
DO NOT RESET PEC IN FLIGHT - NO SPECIAL CREW ACTION
ANTICIPATE A PEC FAULT AT LANDING
MAINTENANCE IS REQUIRED
COMMENTS
- In case of PEC FAULT at landing :
. do not set PLs below FI before nose wheel is on the ground
. do not use reverse on affected engine
ATR 42 Model : 400/500

P 17 001
POWER PLANT DEC 09
AA
PEC FAULT
ALERT
Anomaly detection on both PEC - MC light flashing amber SC
channels - ENG amber light on CAP
- Associated FAULT light on
central panel
PROCEDURE
PEC FAULT
J If in short final approach (below 400 ft RA)

GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R F Above 400 ft or when adequate
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successful
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
J If unsuccessful
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVOID sudden PL movements
F Before landing
CL NON AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
Reverse is not available on affected side.
TAXI ON BOTH ENGINES
R Note: ACW BTC may be check closed in order to avoid the loss of ACW
bus on ground.
COMMENTS
- Expect NP blocked at 102.5% (overspeed stop)
- Do not set PLs below FI before nose wheel is on ground.
- Reverse is not available because the secondary low pitch stop retraction solenod is
disabled that forbids the blades to go below the low pitch protection.
- When the PEC is deenergized a NP cancel signal is sent to the EEC to cancel the EEC
NP governing mode (that controls the NP speed at 850 rpm) on ground.
- ACW may be lost if NP drops below 65.5% on the affected engine.
- CL is set to OVRD to minimize NP transient when PEC is switched OFF/RESET.
ATR 42 Model : 400/500

P 18 001
POWER PLANT APR 08
AA
LO PITCH IN FLIGHT
ALERT
Low pitch detection in flight - MC light flashing amber SC
- Associated LO PITCH amber
light on central panel
PROCEDURE
LO PITCH IN FLIGHT
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY
COMMENTS
- If a low pitch is detected, pitch increases and returns to values which do not generate
alert. If failure still persists, pitch will decrease again which causes a cycling situation.
ATR 42 Model : 400/500

P 19 001
POWER PLANT DEC 09
AA
ENG OVER LIMIT
ALERT
ITT above limit in flight or on - MC light flashing amber SC
ground except at start - ENG amber light on CAP
- associated ITT caution light
on engine panel
PROCEDURE
ENG OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
R Note: BLEED VALVE may be selected OFF in order to reduce ITT
J If TQ, NH, and/or ITT still over limit and if conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
COMMENTS
- Red limits must not be deliberately exceeded.
- Check pointer and counter to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight.
ATR 42 Model : 400/500

P 20 001
POWER PLANT DEC 10
AA
PROP OVER LIMIT
PROCEDURE
PROP OVER LIMIT

R PL affected side . . . . . . . . . . . . . . . . . . . . . . . RETARD TO SET NP BELOW 106%
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If NP decreases below 106%
CONTINUE NORMAL FLIGHT
Note : 106% allowed to complete a flight without overshooting 84% TQ in CRZ
and 85% in CLB.
J If NP remains above 106% and conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- Red limits must not be deliberately exceeded.
- Transients in amber sector are normal during engine acceleration.
- Check pointer and counter to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to
complete a flight
Eng : PW127E / PW127M ATR 42 Model :500

P 21 001
POWER PLANT APR 08
AA
PROCEDURE

J If icing conditions are expected or present
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE
ENG OIL TEMP HIGH

PROCEDURE
ENG OIL TEMP HIGH

J OIL TEMP between 125_C and 140_C
OIL TEMP AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : If OIL TEMP rise follows PL reduction, advancing PL may reduce OIL TEMP.
Note : If OIL TEMP rise occurs in steady state conditions, a power reduction should
permit a reduction in OIL TEMP.
J OIL TEMP between 125_C and 140_C more than 20 minutes
PL affected side . . . . . . . . . . RETARD TO SET MINIMUM POSSIBLE POWER
CAUTION : Flight plan must be rescheduled to minimize engine operating time in
these abnormal conditions.
J OIL TEMP above 140_C
COMMENTS
- Normal steady oil temperature is in the range 71/99_C.
- Increased power setting may reduce the OIL TEMP due to the increase of fuel flow
across the fuel/oil heat exchanger.
- If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be
suspected, if no other engine malfunction is noted. In this case reducing power may
limit temperature excursion.
Eng. : PW127E / PW127M ATR 42 Model : 500

P 22 001
POWER PLANT APR 08
AA
ENG OIL LO PR
ALERT
Oil pressure drops below 40 - MW light flashing red CRC
PSI - ENG OIL red light on CAP
- OIL warning light on engine panel
PROCEDURE
ENG OIL LO PR
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If both OIL LO PR alert on CAP and local alert are activated
J If local alert only is activated
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
Once engine is shut off
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
J If CCAS is activated after 30 seconds (normal warning delay)
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . . APPLY
J If not
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If OIL LO PR alert only on CAP is activated
DISREGARD - INFORM MAINTENANCE
J If single engine operation required
NP of feathered engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If NP of feathered engine above 10%
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
COMMENTS
ATR 42 Model : 400/500

P 23 001
POWER PLANT APR 08
AA
ENG OIL LO PR (CONTD)
COMMENTS
- Engine oil low pressure is identified thanks to two low pressure detectors :
. the first one is connected to the CCAS (MW+CRC+ENG OIL red light on CAP)
. the second one is connected to the local alert (analogic oil low pressure indication +
associated red light)
- If the CONT RELIGHT (if installed) is ON when the CL is moved from FUEL SO to FTR,
the combination of a fuel flow and active igniters may lead to an unintentional relight or
to an overtemperature (ITT) condition.
- If CCAS only is activated, alert must be disregarded, oil press local alert indication
must be constantly monitored during flight.
- If local alert only is activated and provided ENG OIL low pressure alert on CCAS is
checked operative, twin engine operation should be resumed.
- NP > 10% after a shut off procedure may indicate an incomplete feathering. In this case,
the approach speed is increased to compensate the extra drag of the incompletely
feathered propeller, and, on aircraft not fitted with PEC, IAS is limited in order not to
exceed the maximum allowed NP.
ATR 42 Model : 400/500

.
P1 001
FUEL APR 08
AA
FUEL ABNORMAL TEMP
PROCEDURE
FUEL ABNORMAL TEMP

J If too high (>50_C)
Note : AVOID rapid throttle movement.
OIL TEMP AND OTHER ENGINES PARAMETERS . . . . . . . . . . . . . MONITOR
J If too low (<0_C)
Note : Use anti-- icing additive for next refueling if repair cant be done
COMMENTS
- Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow may reduce fuel
temperature.
- Rapide throttle movement with high temperature fuel may cause surge or flame out.
- In case of too low temperature, anti icing additive is needed to prevent ice formation in
the fuel supply system. Record it in the maintenance book.
FUEL CLOG
ALERT
Clogging of the filter asso- - MC light flashing amber SC
ciated with HP pump - ENG amber light on CAP
- FUEL CLOG amber light(s) on
main panel
PROCEDURE
FUEL CLOG
J If both lights are illuminated
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If abnormal engines parameters
LAND ASAP
Note : fuel contamination may be suspected.
J If only one light is illuminated
ENGINE PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- If only one light illuminates, the crew may continue the flight or series of flight monitoring
associated engine parameters. Maintenance will perform action on the filter at the
maintenance base.
- If both lights are illuminated, the maintenance action has to be performed at the next stop.
ATR 42 Model : 400/500
P2 001
FUEL APR 08
AA
FEED LO PR
ALERT
Engine feed low pressure - MC light flashing amber SC
- FUEL amber light on CAP
- FEED LO PR amber light on
overhead panel.
PROCEDURE
FEED LO PR
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
ENGINE affected side . . . . . . . . . . . . . . MONITOR FOR POSSIBLE RUNDOWN
J If engine runs down or if fuel quantity decreases significantly
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
CAUTION : Do not open X FEED valve.
COMMENTS
- The illumination of FEED LO PR light associated with PUMP RUN light identifies a
LEAK in the fuel line which may lead to engine rundown.
- If engine runs down or if fuel quantity decreases significantly, affected line must be
isolated by selecting the pump OFF and by closing the fuel shut-- off valve.
- If PUMP RUN does not illuminate, pump system may be defective and a X FEED
attempt may be performed in order to restore engine supply. Max fuel unbalance has to
be considered.
ATR 42 Model : 400/500

P3 001
FUEL APR 08
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL amber light on CAP
- LO LVL amber light on FUEL QTY
indicator
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If both LO LVL lights ON
LAND ASAP
J If LO LVL light on one side only
FUEL LEAK procedure (2.05.03 page 4) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- Each LO LVL alert will be triggered when the fuel remaining indicated on FQI is less
than 160 kg / 352 lb.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.
ATR 42 Model : 400/500

P4 001
FUEL APR 08
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If excessive fuel flow was identified before engine shutdown
FUEL X FEED valve can be opened
J In all other cases, X FEED valve MUST REMAIN CLOSED
J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
ATR 42 Model : 400/500

P3 500
FUEL APR 08
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL amber light on CAP
- or - - LO LVL amber light on FUEL QTY
Feeder tank not full indicator
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If both LO LVL lights ON
LAND ASAP
J If LO LVL light on one side only
FUEL LEAK procedure (2.05.03 page 4) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If no leak
J If FQI < 160 kg / 352 lb
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If FQI 160 kg / 352 lb, feeder jet pump malfunction is suspected
X FEED is not necessary
FUEL COMSUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- The LO LVL alert for each side will be triggered by :
. the fuel remaining indicated on FQI, when it is less than 160 kg / 352 lb.
. the secondary low level detection system, when feeder tank is not completely full.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.
Mod : 4650 ATR 42 Model : 400/500

P4 001
FUEL APR 08
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If excessive fuel flow was identified before engine shutdown
FUEL X FEED valve can be opened
J In all other cases, X FEED valve MUST REMAIN CLOSED
J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
ATR 42 Model : 400/500

P1 001
AA
DC BUS 1 OFF
ALERT
DC BUS 1 not - MC light flashing amber SC
supplied (short - ELEC amber light on CAP
circuit protection) - DC GEN 1 FAULT, DC BUS (1) OFF, INV 1
FAULT and DC SVCE/UTLY BUS SHED
amber lights on overhead panel
PROCEDURE
DC BUS 1 OFF
DC GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DC SVCE/UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
AFFECTED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
DC BUS 1 LOST EQUIPMENT LIST

R Instruments, Navigation & Com: Ice & Rain protection:
Weather Radar CM1 and STBY Static Ports anti--icing
Radio Altimeter CM1 Side Window Anti--Icing
(E)GPWS CM2 Windshield HTG IND
DME #1 Engines:
Air: FF/FU#1,
Bleed LEAK IND 1 & 2 Fuel TEMP#1 & Fuel CLOG #1
AUTO PRESS Oil PRESS & Oil TEMP #1
Flight controls: AUTO IDLE GATE
Stick Pusher Light:
CM1 Stick Shaker CM1 Dome, chartholder & reading light
CM2 Flood panel light
Storm light, Annunciator light test
NAV & BEACON light
Miscellaneous:
Toilet flushing (If supplied by DC)
For more information on BUS EQUIPMENT LISTS see 1.06.60
COMMENTS
- DC SVCE/UTLY BUS pushbutton may be maintained ON with SHED illuminated in order to
keep DC UTLY BUS 2 on line.
- Stick pusher is lost.
ATR 42 Model : 400/500
P2 001
AA
DC BUS 2 OFF
ALERT
DC BUS 2 not - MC light flashing amber NIL
supplied (short - DC GEN 2 FAULT, DC BUS (2) OFF, INV 2
circuit protection) FAULT and DC SVCE/UTLY BUS SHED
PROCEDURE
DC BUS 2 OFF
DC GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADC 1
VHF 1 / ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
DC BUS 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
F After touch down
DC BUS 2 LOST EQUIPMENT LIST

R Instruments, Navigation & Com: Ice & Rain protection:
CM2 EADI/EHSI & SGU#2 CM2 Static Port anti--icing
VOR/ILS/DME#2, ADF#2, CM1 RMI CM2 Probes IND
VHF#2 CM2 Wiper
ATC#2, TCAS or T2CAS (if installed) CM2 Side window anti--icing
ADC #2 & ALT ALERT # 2 CM1 Windshield HTG IND
CM2 Clock Engines:
GPS (KLN90) (if installed) FF/FU #2
CCAS: FUEL TEMP #2, FUEL CLOG #2
CAP amber alert except Maint PNL, OIL PRESS, TEMP #2
PRKG BRK & MFC IDLE GATE FAIL IND
Air: Landing elevation IND Light:
Hydraulic: CM2 Chartholder, Reading LIGHTS
DC AUX HYD PUMP (In Automatic) Integrated Norm INST&PANEL LIGHTS
Landing gear: Taxi / Take off LIGHT, Wing LIGHTS
Secondary IND Passenger Signs
Flight controls: Doors:
Right stick shaker Doors UNLK lights
Standby pitch trim control Cockpit door locking system
TLU auto control Fire: NAC OVHT
COMMENTS
- CM1 is pilot flying due to complete loss of CM2 panel.
ATR 42 Model : 400/500
P3 001
AA
ALERT
AC BUS not - MC light flashing amber SC
circuit protection) - associated INV FAULT and BUS OFF
PROCEDURE
Note : Wait for 10 seconds in order to confirm the failure.
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL THEN ON
J If unsuccessful
J If AC BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
AC BUS 1 or 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . CHECK
AC BUS 1 LOST EQUIPMENT LIST

R 115 AC BUS 1 26 AC BUS 1
BLEED LEAK DET 1 & 2 TRIMS IND
AC BUS 2 LOST EQUIPMENT LIST

115 AC BUS 1 26 AC BUS 1
GPWS CM2 ASI, VSI, ALTI
Heading RMI#1
Bearing VOR#2 & ADF#2 to RMI/SGU 1/2
Course#2 and Heading#2 Select
COMMENTS
- The DC BTC pushbutton controls also the AC BTC. The reset of this pushbutton may
help to recover the affected AC BUS.
- In case of inverter failure, the AC BUS OFF light illuminates during 10 seconds through
the BTR temporizing, then extinguishes. The AC BUS is then available. An AC BUS
failure is effective as soon as the light stays on after 10 seconds.
- In case of AC BUS 2 failure, CM1 is pilot flying due to loss of ASI, VSI and altimeter on
CM2 panel.
ATR 42 Model : 400/500

P4 001
AA
ALERT
ACW BUS not - MC light flashing amber SC
circuit protection) - associated ACW GEN FAULT and ACW
BUS OFF amber lights on overhead panel
PROCEDURE
LEAVE AND AVOID ICING CONDITIONS
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
J If ACW BUS 1 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
CM1 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If ACW BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
CM2 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ACW BUS 1 or 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If any IAS discrepancy occurs
DADC DATA INVALID (ADU message) procedure (2.05.10 page 2) . . . . . APPLY
F After touch down
ACW BUS 1 LOST EQUIPMENT LIST

R Hydraulic: Ice & Rain protection:
BLUE PUMP CM1 PITOT / ALPHA / TAT Heating
Lights: ANTI-- ICING PROP 1
Integrated INST&PNL Lights ANTI-- ICING HORNS (LH ELEV, RUD)
LEFT LANDING LIGHT, CM1 WINDSHIELD HTG
LEFT and REAR STROBES Miscellaneous: Toilet (If supplied by ACW)
ACW BUS 2 LOST EQUIPMENT LIST

Hydraulic: Ice & Rain protection:
GREEN PUMP CM2 PITOT / ALPHA / TAT Heating
Lights: ANTI--ICING PROP 2
TAXI/TO LIGHTS, RIGHT LANDING LIGHT ANTI--ICING HORNS (RH ELEV, AIL)
RIGHT STROBE CM2 Windshield HTG, ICE DETECTOR
COMMENTS
- Monitor airspeed on non affected side due to loss of affected side pitot heating.
ATR 42 Model : 400/500
P5 001
AA
ACW TOTAL LOSS
ALERT
ACW total loss - MC light flashing amber SC
- ELEC amber light on CAP
- both ACW GEN FAULT and ACW BUS
OFF amber lights on overhead panel
PROCEDURE
ACW TOTAL LOSS
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
CM1 and CM2 AIRSPEED INDICATORS . . . . . . . . . . . . . . . . . . MONITOR
ACW TOTAL LOSS LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . CHECK
MAIN HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG GEAR EXTENSION/RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F Before landing
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . . . . APPLY
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
ACW TOTAL LOSS LOST EQUIPMENT LIST

R Hydraulic: Ice & Rain protection:
BLUE & GREEN PUMP CM 1&2 PITOT/ALPHA/TAT Heating
Lights: ANTI--ICING PROP 1&2
Integrated INST&PNL Lights ANTI--ICING HORNS
LEFT & RIGHT LANDING LIGHT CM1&2 WINDSHIELD HTG
TAXI/TO LIGHTS ICE DETECTOR
Miscellaneous:
Toilet (If supplied by ACW)
COMMENTS
ATR 42 Model : 400/500
P6 001
ELECTRICAL SYSTEM APR 08
AA
ACW TOTAL LOSS (CONTD)
COMMENTS
- Monitor airspeed indicators on non affected side due to loss of both sides pitot heating.
STBY instruments will be used as a reference.
- The HYD DC AUX PUMP allows flaps extension, maintains the nosewheel steering
and powers the emergency brake accumulator.
- If a go around has to be performed :
. landing gear will not retract
. flaps will retract with a lower speed than normal normal due to DC AUX PUMP size.
- Landing distance is multiplied by 1.5 due to loss of normal braking.
ATR 42 Model : 400/500

P7 001
AA
DC ESS BUS OFF
PROCEDURE
DC ESS BUS OFF

J If Cockpit Securized Doord installed
COCKPIT DOOR MANUAL BOLT(S) . . . . . . . . . . MOVE TO CLOSE POSITION
Note : Cockpit Doord Control Panel FAULT light is inoperative.
Note : When the door is locked with the manual bolt(s), the emergency access to
the cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
COMMENTS
- For DC ESS BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 9 and 10.
ATR 42 Model : 400/500

P8 001
ELECTRICAL SYSTEM OCT 08
AA
DC EMER BUS OFF
ALERT
DC EMER BUS no - MC light flashing amber SC
longer supplied - CAP alerts
- TQ indications loss
- VHF1 loss
- ADC FAULT light loss
PROCEDURE
DC EMER BUS OFF

DESCEND TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL 100/MEA
STBY PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
ADC SW (ADC FAULT lights lost) . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADC 2
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If ice accretion builds up on airframe
DE-- ICING MODE SEL FAULT procedure (2.05.09 page 3) . . . . . . . . . . . APPLY
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . APPLY
ANTI-- ICING HORNS FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . APPLY
R CM1 and STBY IAS INDICATIONS . . . . . . . . . . . . . . . . . . COMPARE TO CM2
R Note : Use CM2 instruments in case of disagreement.
F Before landing
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- For DC EMER BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 7 and 8.
- ACW powered blue hydraulic pump is lost. HYD X FEED must be selected to open
position to pressurize blue hydraulic circuit.
- TQ indications are lost: PLs must be set in the notch and engines monitoring must be
performed with fuel flow indications.
- Normal pitch trim is lost use stand by pitch trim.
ATR 42 Model : 400/500

P9 001
AA
DC GEN FAULT
ALERT
One DC generation - MC light flashing amber SC
channel inoperative - ELEC amber light on CAP
- associated DC GEN FAULT amber light
on overhead panel
PROCEDURE
DC GEN FAULT
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If OAT exceeds ISA + 25
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 MAX
COMMENTS
- If OAT exceeds ISA+25, the maximum allowed flight level is FL 200 due to ventilation
problem of the remaining DC generator.
INV FAULT
ALERT
Under/Over voltage - MC light flashing amber SC
at INV output - ELEC amber light on CAP
- associated INV FAULT amber light on
overhead panel
PROCEDURE
INV FAULT
NO SPECIFIC ACTION IN FLIGHT
COMMENTS
- After 10 seconds following INV FAULT, the AC BTC is automatically closed causing
affected AC BUS and AC STBY BUS to be supplied from the remaining inverter.
ATR 42 Model : 400/500

P 10 001
ELECTRICAL SYSTEM OCT 08
AA
ACW GEN FAULT
ALERT
One ACW - MC light flashing amber SC
generation channel - ELEC amber light on CAP
inoperative - associated ACW GEN FAULT amber
light on overhead panel
PROCEDURE
ACW GEN FAULT


ALERT
One DC UTLY BUS - MC light flashing amber SC
automatically shed - ELEC amber light on CAP
after a source - DC SVCE/UTLY BUS SHED amber light
overload on overhead panel
PROCEDURE

DC SVCE/UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
COMMENTS
- For DC SVCE/UTLY BUS SHED LOST EQUIPMENT LIST refer to 1.06.60 pages 12
R to 14.
- It is crew decision to select DC SVCE/UTLY BUS pushbutton OFF or not. In case this
pushbutton is selected OFF, it will :
. confirm automatic shedding of affected DC UTLY BUS
. shut off the non affected DC UTLY BUS and the DC SVCE BUS
ATR 42 Model : 400/500

P 11 001
AA
BAT CHG FAULT
ALERT
Incipient battery - MC light flashing amber SC
thermal runaway otr - ELEC amber light on CAP
change contactor - associated CHG FAULT amber light on
failure overhead panel
PROCEDURE
BAT CHG FAULT

CHG associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DUAL BAT CHG LOSS

ALERT
MFC failure leading - MC light flashing amber NIL
to dual battery - ELEC amber light on CAP
charge contactors - both amber arrows illuminated on
loss overhead panel
PROCEDURE
DUAL BAT CHG LOSS

MFC MODULES, one at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
J If RESET unsuccessful
LAND ASAP
Note : Minimize use of VHF 1 if conditions permit.
COMMENTS
- This case should only occur following a MFC software failure.
ATR 42 Model : 400/500

R P 12 001
AA
ALERT
Battery(ies) - MC light flashing amber SC
discharge in flight - ELEC amber light on CAP
(but DC main - Left and/or Right amber arrow(s)
sources available) illuminated on overhead panel
PROCEDURE

ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If battery(ies) still discharging
LAND ASAP
COMMENTS
- Alarm (MC + SC + ELEC on CAP) is controlled by MFC 1B or 2B and is inhibited :
. on ground
. on BAT OVRD position
. in case of DUAL DC GEN LOSS
ATR 42 Model : 400/500

P 13 001
AA
STBY BUS AND BAT ONLY LOST EQUIPMENT LISTS
ATR 42 Model : 400/500

P 14 001
AA
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS (CONTD)
ATR 42 Model : 400/500

P1 001
HYDRAULIC APR 08
AA
HYD LO LVL
ALERT
Tank compartment - MC light flashing amber SC
fluid quantity - HYD amber light on CAP
below 2,5 l (0,67 US - associated LO LVL amber light and LO PR
gal) amber Iight on MAIN PUMP pushbutton,
on overhead panel
PROCEDURE
HYD LO LVL
J If blue system affected
BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (CONFIRMED)
REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY
F After touch down
USE NORMAL BRAKE FOR STEERING
J If green system affected
GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
HYD SYS LOST EQUIPMENT LIST

BLUE GREEN
FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
PROP BRAKE (if installed) NORMAL BRAKE
EMER and PARKING BRAKE (on accu
only)
COMMENTS
- In case of LO LVL, X FEED remains closed and X FEED valve operation is automatically
inhibited.
- For emergency/parking brake, the brake accumulator allows at least six applications of
braking force at full braking pressure.
- If green system affected, landing distance is increased due to loss of normal braking. If
a go around has to be performed, landing gear will not retract.
ATR 42 Model : 400/500
P2 001
HYDRAULIC OCT 08

PROCEDURE

MAIN BLUE AND GREEN PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
F Before landing
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R FLAPS 35 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BOTH MAIN HYD PUMPS LOSS LOST EQUIPMENT LIST

BLUE GREEN
recovered when LDG GEAR lever is down
FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
PROP BRK (if applicable) NORM BRAKE
EMER AND PARKING BRK (on accu
only)
COMMENTS
- Landing distance is increased due to loss of normal braking. If a go around has to be
performed, landing gear will not retract.
ATR 42 Model : 400/500

P3 001
HYDRAULIC OCT 08
AA
R BOTH HYD SYS LOSS
PROCEDURE
BOTH HYD SYS LOSS

MAIN AND AUX PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Before approach
GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
R LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . . . . APPLY
R APP/LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . VmHB 0 + WIND EFFECT
R LDG DIST . . . . . . . . . . . . . . . . . . . . . MULTIPLY LDG DIST FLAPS 35 BY 2.1
CAUTION : Tail strike may occur if pitch attitude exceeds 10_C during the flare
depending upon vertical speed at touch down.
F After touch down
R TAXI ON BOTH ENGINES
R REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BRAKE HANDLE EMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BOTH HYD SYS LOSS LOST EQUIPMENT LIST

R BLUE GREEN
R FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
R PROP BRK (if applicable) NORMAL BRAKE
R EMER AND PARKING BRK (on accu
only)
COMMENTS
- The landing distance is increased due to loss of flaps and of normal braking.
- If a go around has to be performed, landing gear will not retract.
ATR 42 Model : 400/500

P4 001
HYDRAULIC APR 08
AA
ALERT
Pump delivery - MC light flashing amber SC
pressure below 1500 - HYD amber light on CAP
PSI (103.5 bar) - associated pump LO PR amber light on
overhead panel
Pump case drain - MC light flashing amber SC
line temperature - HYD amber light on CAP
above 121_C - associated OVHT amber light on overhead
panel
PROCEDURE

PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Failed system users are supplied by the non affected pump when opening the cross
feed.
- In case of overheat, an attempt to restore the system may be performed after OVHT
alert has extinguished.
ATR 42 Model : 400/500

P1 001
FLIGHT CONTROL APR 08
AA
FLAPS UNLK
ALERT
Flaps untimely - MW light flashing red CRC
retraction of more - FLAPS UNLK red light on CAP
than 3_ when flaps
extended
PROCEDURE
FLAPS UNLK
J If before V1
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABORT
J If after V1
VR, V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If alarm occurs during approach
GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
F When possible
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
ATR 42 Model : 400/500

P2 001
AA
ALERT
FLAPS JAM / UNCOUPLED : No specific alert.
FLAPS ASYM :
Flaps asymmetry of - MC light flashing amber SC
more than 6.7_ - FLT CTL amber light on CAP
during flaps - FLAP ASYM amber light on flight panel
actuation
PROCEDURE

FLAPS CONTROL LEVER . . . . . . . . . . . . . . NEAR FLAPS PRESENT POSITION
F When applicable
ATR 42 Model : 400/500

P3 001
AA
PROCEDURE

GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . PROHIBITED
LDG
FLAPS FLAPS 35 APP/LDG SPD
MULTIPLY BY
0 1.35 Vm HB 0 + wind effect
CAUTION : Tail strike may occur if pitch attitude exceeds 10_ during the flare
depending upon vertical speed at touch down.
down
COMMENTS
- GPWS must be selected GPWS OVRD / FLAP OVRD to prevent nuisance alerts on
final approach.
- Normal landing flaps 25 is possible with aircraft fitted with mod 4450 or 4580.
ATR 42 Model : 400/500

P4 001
FLIGHT CONTROL OCT 12
AA
ALERT
Stick pusher / - MC light flashing amber SC
shaker fault - FLT CTL amber light on CAP
- FAULT amber light in STICK PUSHER /
SHAKER pushbutton
PROCEDURE

STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
VmHB / VmLB FOR ALL CONFIGURATION . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall
margin.
- If ALPHA probes are not heated, ice accretion may modify alpha probes indication. If
angle of attack information offsets 4_, STICK PUSHER / SHAKER FAULT light
R illuminates. When leaving icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER may be recovered by selecting it ON.
ATR 42 Model : 400/500

P5 001
AA
ALERT
Pitch tabs - MC light flashing amber SC
desynchronisation - FLT CTL amber light on CAP
- PITCH TRIM ASYM amber light on flight
deck
PROCEDURE

AP DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM MANUALLY
PITCH TRIM INOPERATIVE procedure (2.05.06 page 5) . . . . . . . . . . . . . . . . APPLY
COMMENTS
- When a PITCH TRIM ASYM alert is generated, AP automatically disconnects and
cannot be reengaged. However, it is recommended to manually confirm AP
disconnection.
- Dont use the trims anymore and apply PITCH TRIM INOPERATIVE procedure.

ALERT
Both normal and standby pitch trim controls are inoperative.
PROCEDURE

EXISTING CONFIGURATION AND SPEED . . . . . . MAINTAIN AS LONG AS POSSIBLE
F For approach
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
FLAPS . . . . . . . . . . . . . . . . . EXTEND AT VFE FOR EACH CONFIGURATION
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- Maintain existing configuration and speed as long as possible to avoid high forces on
the columns.
- The landing distance is increased due to landing speed increase.
ATR 42 Model : 400/500

P6 001
FLIGHT CONTROL DEC 09
AA
RUDDER RELEASABLE CENTERING UNIT FAIL
ALERT
There is no indication of a rudder releasable centering unit failure other than a dutch roll
oscillation tendency.
PROCEDURE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING
R UNIT FAIL
J If YD is available
YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
J If YD is not available
R LOCK THE RUDDER PEDALS WITH THE FEET TO PREVENT UNEXPECTED
R RUDDER PEDAL MOVEMENT
PITCH DISCONNECT
ALERT
Pitch coupling - MW light flashing red CRC
mechanism - PITCH DISCONNECT red light on CAP
disconnected
PROCEDURE
PITCH DISCONNECT
BOTH CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
LOAD FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 g MAX
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . 30_ MAX UNITL FLAPS EXTENSION
AVOID ICING CONDITIONS
F For approach
LAND AT AIRPORT WITH MINIMUM CROSSWIND
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE SMOOTHLY TO FLARE
F When on ground
PITCH RECONNECTION ON GROUND procedure (2.05.06 page 7) . . . . APPLY
COMMENTS
- As both elevator channels are disconnected, pitch control efficiency is reduced.
ATR 42 Model : 400/500
P7 001
AA
This procedure may be applied on ground after a PITCH DISCONNECT.
PROCEDURE

GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AND HOLD
F When PITCH DISCONNECT flashes red on CAP
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
PITCH DISCONNECT ON CAP . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK COUPLED
ATR 42 Model : 400/500

P8 001
AA
TLU FAULT
ALERT
Both ADC are lost, or - MC light flashing amber SC
disagree between actual and - FLT CTL amber light on CAP
theoretical TLU position, or - TLU FAULT amber light on
TLU synchro position failure overhead panel
PROCEDURE
TLU FAULT
J If ADC 1 + 2 are lost
J If IAS above 195 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If IAS below 195 kt
R TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
J If at least one ADC operates
J If IAS above 195 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If TLU FAULT alarm persists
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
J If IAS below 195 kt
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
J If TLU green light is not lit
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
Note : Maximum demonstrated crosswind (dry runway) with TLU HI SPD mode : 15 kt.
COMMENTS
- If both ADC are lost, TLU automatic functioning is lost. TLU must be set manually
according to IAS read on the STBY ASI.
ATR 42 Model : 400/500

P9 500
AA
AIL LOCK LIT
ALERT
Disagree between aileron - MC light flashing amber SC
locking actuators and gust - FLT CTL amber light on CAP
lock control (temporized - AIL LOCK amber light on pedestal
alert 8 seconds)
Aileron locking actuators not - MW light flashing red CRC
fully retracted and PL on TO - CONFIG red light on CAP
position, or - FLT CTL amber light on CAP
Disagree between aileron
locking actuators and gust
lock control during the TO
CONFIG test
PROCEDURE
AIL LOCK LIT

J If before take off
RETURN TO PARKING
REFER TO MMEL 27 ITEM 70--1 GUST LOCK SYSTEM
J If after landing
TAKE SPECIAL CARE FOR TAXI (WIND EFFECT)
USE STANDBY SYSTEM FOR AILERON LOCK AT PARKING
INFORM MAINTENANCE
COMMENTS
- A malfunction of an aileron locking actuators is pointed out according two levels of
protection:
. an amber alarm, before take off, with a 8 seconds temporization
. a red alarm if either TO CONFIG test is performed or both PL are on TO position
Mod : 4372 ATR 42 Model : 500

P 10 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEVATOR JAM
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
AVOID ICING CONDITIONS
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
J If one elevator is stuck to full down position
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT MAX
J If left elevator is jammed
MINIMUM MANEUVER OPERATING SPEEDS . . . . . . . . . INCREASE BY 10 KT
J If elevator jamming occurs at take off
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT MAX
PITCH DISCONNECT procedure (2.05.06 page 6) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield; force required 52 daN (115 lb).
R - If uncoupling is unsuccessful, when trajectory under control and above safety altitude,
R apply opposite efforts on both control columns.
- Stick pusher acts on left hand elevator. If left hand control column is jammed, stick
pusher must be considered inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
R - If right hand control column is jammed, AutoPilot is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.
ATR 42 Model : 400/500

P 11 001
AA
ALERT
There is no indication of an aileron jam other than an inability to operate the control wheel
laterally.
Spoiler jam may be detected when a SPLR light is illuminated on the overhead panel with
control wheel at neutral position.
PROCEDURE

BANK ANGLE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25_ MAX
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F For approach
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION : Do not extend flaps in turn.
F When in landing configuration
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Immediately after touch down
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Bank angle is limited to 25_ due to reduced roll control efficiency.
- Blue pump and AUX pump are selected OFF in order to decrease drag from associated
extended spiler. These pumps are selected ON again when necessary then selected
OFF. They must be reselected ON immediately after touch down in order to recover
nose wheel steering.
ATR 42 Model : 400/500

P 12 001
FLIGHT CONTROL OCT 12
AA
RUDDER JAM
ALERT
There is no indication of a rudder jam other than an inability to operate the rudder pedals.
PROCEDURE
RUDDER JAM
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 35
USE DIFFERENTIAL POWER SO AS TO MINIMIZE SIDESLIP
R LAND AT AIRPORT WITH MINIMUM CROSSWIND
F At touch down
NOSE DOWN BEFORE REDUCTION BELOW FI
ATR 42 Model : 400/500

P1 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
EMER EXTENSION HANDLE . . . . . . . . . . . . . PULL ABOVE PEDESTAL LEVEL
. . . . . . . . . . . . . . . . . . . . AND MAINTAIN UP TO GREEN LIGHTS ILLUMINATED
CAUTION : Do not twist handle when operating.
J If unsuccessful
LANDING WITH ABNORMAL LDG GEAR procedure (2.05.07 page 2) . . . APPLY
COMMENTS
- Although gravity extension is possible up to VLO, it is recommended to perform it at a
lower speed compatible with flight conditions.
- Pulling the handle mechanically releases the up locks. Pushing the handle back resets
the uplocking system.
TRAINING
- After gravity extension for training purposes, reset the emergency extension handle
before normal retraction. If handle is maintained pulled, hydraulic configuration will
inhibit gear retraction.
ATR 42 Model : 400/500

P2 001
LANDING GEAR APR 08
AA
PROCEDURE

F Preparation
ATC / TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY / AS RQD
SEAT BELTS / NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
LOOSE AND SURVIVAL EQUIPMENT . . . . . . . . . . . . . . . CHECK SECURED
BELTS AND SHOULDER HARNESS . . . . . . . . . . . . . . . . . . CHECK LOCKED
FUEL WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, REDUCE
J If abnormal nose LDG GEAR
CG LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, AFT
J If abnormal main LDG GEAR
FUEL UNBALANCE . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, ESTABLISH
Note: Reduced fuel on side with failed LDG GEAR.
F Approach
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM DOWN
LDG GEAR EMER EXT HANDLE . . . . . . . . . . . . . . . . . . . CONFIRM PULLED
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM OBTAINED
F Before landing
BLEEDS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
F At touch down
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
F After touch down
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AGENTS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500

P3 001
LANDING GEAR APR 08
AA
LANDING WITH ABNORMAL LDG GEAR (CONTD)
COMMENTS
- The procedure is intended for use when one or more landing gear fail to extend and/or
lockdown following the application of either normal or gravity extension procedure.
It is considered preferable to use all available gear locked down rather than carry out a
belly landing. Under these circumstances, a hard surface runway landing is to be
recommended.
Full advantage should be taken from foam spread on the runway.
- Notify ATC of the nature of emergency encountered and state intentions.
- Notify the cabin crew of the nature of emergency encountered and state intentions.
Specify the available time.
- GPWS is selected OFF to avoid nuisance warnings.
- Burn fuel off down to the minimum possible impact weight. This reduces VAPP and as a
consequence the load factor for impact and the energy which must be dissipated.
ATR 42 Model : 400/500

P4 001
LANDING GEAR APR 08
AA
ALERT
Any gear not seen down - MW light flashing red CRC
locked, and - LDG GEAR NOT DN red light on which may not be
Flaps 35 (or 25*), and CAP silenced by
ZRA < 500 ft - Red light in landing gear lever depressing MW PB
- Any green light not illuminated
oon either panel
Any gear not seen down CRC
locked, and which may be
At least one PL at FI, silenced by
and depressing MW PB
ZRA < 500 ft
Note : The second condition is inhibited during 150 seconds after the retraction of at least
one landing gear leg, to cover the case of the one engine go around.
Note : In both cases, ZRA condition is inhibited in case of radio altimeter failure.
*: Normal landing with flaps 25 is possible with aircraft fitted with mod 4450 or 4580.
PROCEDURE

J If LDG GEAR selected DOWN
J If GREEN light OFF on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If GREEN light OFF on both panels
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . APPLY
J If LDG GEAR selected UP
J If RED light ON on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If RED or GREEN light ON on both panels
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
ATR 42 Model : 400/500

P5 001
LANDING GEAR APR 08
AA
LDG GEAR UNSAFE INDICATION (CONTD)
COMMENTS
Landing gear selected DOWN
- If all green lights are illuminted on one panel, the unsafe indication is false.
- If overhead panel (detection system 2) gives false indication, use of emergency audio
cancel will be requested to cancel aural warning CRC as soon as flaps will be selected
35 (or 25).
- If one gear remains unlocked, perform turns to increase load factor and perform
alternating side slips in an attempt to lock the gear.
Landing gear selected UP
- If light illuminated on one indicator but indications are normal on the other panel, the
unsafe indication is false.
- Flight with landing gear extended has a significant effect on fuel consumption and
climb gradient : see 3.11 - SPECIAL OPERATIONS.
- Landing gear down selection may be delayed if peformance requires.
ATR 42 Model : 400/500

P6 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECALL
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ATR 42 Model : 400/500

P7 001
LANDING GEAR DEC 10
AA
ANTI- SKID FAULT
ALERT
Anti-- skid channel - MC light flashing amber SC
loss (power loss or - WHEEL amber light on CAP
loss of transducer or - Associated F amber light on central
valve continuity) panel
PROCEDURE
ANTI- SKID FAULT

R ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE WITH CARE
COMMENTS
- landing distance is increased due to reduced braking efficiency.
BRK TEMP HOT

ALERT
Brake temperature - MC light flashing amber SC
over 160_C - WHEEL amber light on CAP
- HOT amber light on central panel
PROCEDURE
BRK TEMP HOT

J If BRK TEMP HOT occurs before take off
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY
J If BRK TEMP HOT occurs in flight
LEAVE LDG GEAR DOWN FOR 1 MINUTE AFTER TAKE OFF FOR COOLING
EXCEPT IN CASE OF EMERGENCY
ATR 42 Model : 400/500

.
P1 001
AIR APR 08
AA
BLEED VALVE FAULT
ALERT
Bleed valve position - MC light flashing amber SC
in disagree with - AIR amber light on CAP
command - Associated BLEED and PACK FAULT
PROCEDURE
BLEED VALVE FAULT

PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES
COMMENTS
- Following the detection of a FAULT, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as
BLEED is selected OFF, PACK FAULT light extinguishes).
- For ATR 42-- 500 only, a failure of Handling Bleed Valve combined with BLEED OFF
operation may lead to engine stall. Engine stall may be prevented through slow power
levers movements, especially when advancing the power levers.
- An engine stall is indicated by one or a series of mild surges. These will normally stop
without crew action, however a slight power reduction, if appropriate, will restore
normal operation.
ATR 42 Model : 400/500

P2 001
AIR APR 08
AA
BLEED OVHT
ALERT
Overheat in bleed - MC light flashing amber SC
duct : - AIR amber light on CAP
T duct > 274_C / - Associated OVHT, BLEED and PACK
525_F FAULT amber lights on overhead
panel
PROCEDURE
BLEED OVHT
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- Following the detection of an overheat, the affected BLEED VALVE will close
automatically and the associated PACK VALVE will close due to lack of air supply. The
associated actions confirm automatic operation and extinguish related alerts,
allowing flight to be continued with one pack supplied.
- System may be restored in flight after OVHT alert has extinguished.
ATR 42 Model : 400/500

P3 001
AIR APR 08
AA
BLEED LEAK
ALERT
Bleed air leak - MC light flashing amber SC
Loop > 124_C / 255_F - or - - AIR amber light
g on CAP
For aircraft fitted with mod - Associated
A i t d LEAK
LEAK, BLEED andd
4584: Bleed air leak PACK FAULT amber lights on
Loop > 153_C / 307_F overhead panel
PROCEDURE
BLEED LEAK
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
CAUTION : System must not be restored in flight.
Note : If a bleed leak occurs on ground during taxi, go back to parking.
COMMENTS
- Following the detection of a leak, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- System must not be restored in flight because it may create hazards.
ATR 42 Model : 400/500

P4 001
AIR DEC 10
AA
X VALVE OPEN
ALERT
X valve open with it - MC light flashing amber SC
should be closed - AIR amber light on CAP
- X VALVE OPEN amber light on
overhead panel
PROCEDURE
X VALVE OPEN
CAUTION : Do not supply both packs from one single bleed.
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
PACK VALVE FAULT

ALERT
Pack valve position disagrees - MC light flashing amber SC
with command or overheat - AIR amber light on CAP
R downstream of the compressor - Associated PACK FAULT amber
R (T > 204_C / 393_F) light on overhead panel
PROCEDURE
PACK VALVE FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
ATR 42 Model : 400/500

P5 001
AIR APR 08
AA
PROCEDURE

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
F When P < 1PSI
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
COMMENTS
- No air is entering in the cabin. Leaks will increase cabin altitude.
RECIRC FAN FAULT

ALERT
Recirculation fan low RPM < 900 - MC light flashing amber SC
RPM) more than 20 seconds - AIR amber light on CAP
after start or electrical motor - associated RECIRC FAN FAULT
overheat amber light on overhead panel
PROCEDURE
RECIRC FAN FAULT

RECIRC FAN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATR 42 Model : 400/500

P6 001
AIR DEC 10
AA
DUCT OVHT
ALERT
Overheat in the duct (T duct > - MC light flashing amber SC
R 92_C / 200_F) - AIR amber light on CAP
- associated TEMP SEL OVHT
amber light on overhead panel
PROCEDURE
DUCT OVHT
TEMP SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
COMPT TEMP SELECTOR affected side . . . . . . . . . . . . . . . . . . . . . . . . . . COLD
CAUTION : Monitor DUCT TEMP and make sure it remains positive to avoid possible
pack turbine damage due to freezing.
J If alert persists
PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- The OVHT alert light will remain as long as overtemperature is detected in the duct. It is
not inhibited when in MAN mode.
- When alert disappears, control COMPT TEMP manually is required.
- If alert does not disappear, the temperature control valve is jammed open. Pack valve
has to be closed.
ATR 42 Model : 400/500

P7 001
AIR APR 08
AA
EXCESS CAB ALT
ALERT
Cabin altitude above 10000 ft. - MW light flashing red CRC
- EXCESS CAB ALT red light on
CAP
PROCEDURE
EXCESS CAB ALT

CAB PRESS IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If rapid decompression
EMERGENCY DESCENT procedure (2.04.05 page 1) . . . . . . . . . . . . . . APPLY
J If Z cabin > 10 000 ft confirmed
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE
J If unsuccessful
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD / MEA
COMMENTS
- Check first for pressurization system fault. If system fault, apply appropriate procedure
(manual regulation). If no abnormal indication, start descent.
ATR 42 Model : 400/500

P8 001
AIR APR 08
AA
AUTO PRESS FAULT
ALERT
Digital controller failure - MC light flashing amber SC
- AIR amber light on CAP
- FAULT amber light on MAN
pushbutton
PROCEDURE
AUTO PRESS FAULT

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
Note : Minimum TARGET CAB ALT is landing elevation.
COMMENTS
- The table FL vs CAB ALT gives the relationship required to obtain P = 6 PSI..
EXCESS CAB P
ALERT
Differential pressure exceeds 6.35 - MW light flashing red CRC
PSI - EXCESS CAB P light on CAP
- DIFF PRESS local IND exceeds
6.35 PSI
PROCEDURE
EXCESS CAB P
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
J If unsuccessful
DESCENT TO A COMPATIBLE FL . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
ATR 42 Model : 400/500

P9 001
AIR APR 08
AA
ALERT
Underspeed or overheat of - MC light flashing amber SC
extract fan (T > 90_C / 194_F) - AIR amber light on CAP
- EXHAUST MODE FAULT amber
light on overhead panel
PROCEDURE

EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open and
stops the extract fan; ventilation air is then discharged overboard instead of being
directed to the underfloor valve. Ventilation is ensured by P between cabin and
outside air.
OVBD VALVE FAULT

ALERT
OVBD valve position not - MC light flashing amber SC
corresponding with aircraft - AIR amber light on CAP
condition - FAULT amber light on overhead
panel
PROCEDURE
OVBD VALVE FAULT

CAUTION : DO NOT SELECT OVBD VALVE FULL OPEN IF P > 1 PSI.
J If engine 1 running, in flight or on ground
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
J If engine 1 not running, on ground
COMMENTS
- The OVBD VALVE should automatically close 2 minutes after engine 1 start (OIL LO
PRESS signal). If it remains open after FULL CLOSE selection, maintenance action is
required.
- FULL CLOSE / FULL OPEN selection overrides OVBD selection.
ATR 42 Model : 400/500

.
P1 001
DE/ANTI ICE DEC 09
AA
AFR AIR BLEED FAULT
ALERT
Low pressure in the - MC light flashing amber SC
de-- icing common air - ANTI ICING amber light on CAP
manifold (P < 14 PSI) - AFR AIR BLEED FAULT amber light
R on overhead panel
- or -
Overtemperature (T >
230_C) upstream the
pressure regulating
valve
PROCEDURE
AFR AIR BLEED FAULT

AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If DE- ICING ENG FAULT light illuminates after 10 seconds
DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH
J If DE- ICING ENG FAULT light does not illuminates on any side
DE-- ICING AIR FRAME FAULT procedure (2.05.09 page 2) . . . . . . . . . . . APPLY
ATR 42 Model : 400/500

P2 001
DE/ANTI ICE APR 08
AA
DE- ICING AIR FRAME FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING amber light on CAP
downstream pressure detected - Associated FAULT amber light on
- or - overhead panel
Distribution valve output
controlled closed but
downstream pressure detected
PROCEDURE
DE- ICING AIR FRAME FAULT

DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 15 KT
J If in icing condition
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.2
J If ice accretion
ATR 42 Model : 400/500

P3 001
DE/ANTI ICE OCT 08
AA
DE- ICING MODE SEL FAULT
ALERT
Boots do not operate following - MC light flashing amber SC
MFC failure - ANTI ICING amber light on CAP
- or - - DE--ICING MODE SEL FAULT
Both boots A and B of the same amber light on overhead panel
engine are supplied 200
seconds after engine cycle
beginning
- or -
Boots A(B) of both engines are
supplied while boots B(A) are
not supplied 20 seconds after
engines cycle beginning
PROCEDURE
DE- ICING MODE SEL FAULT

OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J In case of engine flame out
OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
COMMENTS
- The OVRD mode allows to operate engines and airframe dual distribution valves in
case of engine boots primary control failure.
- DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling
malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated.
- When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights
are inhibited and boots cycling operated only according to FAST mode.
R - In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable
accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the
engine may ingest the build up ice and a flame out could occur. As the functionning of
this device is sequential (i.e. the two engines are not concerned at the same time), it is
suggested to release the DE-- ICING MODE SEL pushbutton before the same
phenomenon occurs on the second engine.
ATR 42 Model : 400/500

P4 001
DE/ANTI ICE APR 08
AA
MODE SEL AUTO FAULT
ALERT
MFC 1B or 2B and/or ADC - MC light flashing amber SC
failure - ANTI ICING amber light on CAP
- or - - FAULT amber light on overhead
Discrepancy between outputs panel
PROCEDURE
MODE SEL AUTO FAULT

MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DE-- ICING AND ANTI-- ICING MANUAL MODE PBS . . . . . . . . . . . . . . . . . . . . . . .
ACCORDING TO SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
COMMENTS
- In case of FAULT or discrepancy between ADCs information and until pitlots action:
. High speed boots activation is selected (airframe + engines)
. High power cycle (20/60) is selected (propellers)
- OVRD gaurded pushbutton has to be used in case of cycle anomaly, indicated by its
own FAULT light.
ICE DETECT FAULT

ALERT
Ice detector failure - MC light flashing amber SC
- ANTI ICING amber light on CAP
- FAULT ICING amber light on
control panel
PROCEDURE
ICE DETECT FAULT

ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
ATR 42 Model : 400/500

P5 001
DE/ANTI ICE OCT 08
AA
R DE- /ANTI- ICING ENG FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING amber light on CAP
downstream pressure detected - Associated FAULT amber light on
- or - overhead panel
Distribution valve output
controlled closed but
downstream pressure detected
PROCEDURE
R DE- /ANTI- ICING ENG FAULT
ENG PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Very large ice accretion on the engine air intake may generate an engine flame out
when the ice breaks free.
- Several cases of MFC failure may generate an engine DE-- ICING FAULT alert prior
DE-- ICING MODE SEL FAULT. Engine DE-- ICING may be recovered when selecting
DE-- ICING MODE SEL OVRD.
ATR 42 Model : 400/500

P6 001
DE/ANTI ICE APR 08
AA
ANTI- ICING PROP FAULT
ALERT
One or more blade heating units - MC light flashing amber SC
inoperative - ANTI ICING amber light on CAP
- Associated FAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING PROP FAULT

ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If propeller unbalance due to ice becomes excessive
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . MOVE TO 100% OVRD FOR 5 MINUTES
COMMENTS
- If propeller unbalance due to ice becomes significant periodically moving both CL to
100% OVRD will modify centrifugal forces allowing ice elimination.
ANTI- ICING HORNS FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
- AssociatedFAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING HORNS FAULT

J If in icing conditions, every 5 minutes
FLIGHT CONTROLS . . . . . . . . . . . . . . . CHECK FREEDOM OF MOVEMENT
COMMENTS
- One unit controls rudder and left elevator hornswhen the other controls ailerons and
right elevator horns.
- Checking of flight controls will prevent ice accretion between flight controls and related
fixed parts of aircraft structure which couls generate flight control jamming.
ATR 42 Model : 400/500

P7 001
DE/ANTI ICE APR 08
AA
ALERT
Loss of window / windshield - MC light flashing amber SC
heating - ANTI ICING amber light on CAP
- Associated FAULT amber light on
overhead panel
PROCEDURE

SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF
PROBES HTG FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
- AssociatedFAULT amber light on
overhead panel
PROCEDURE
PROBES HTG FAULT

J If one PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If two PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER / SHAKER FAULT procedure (2.05.06 page 4) . . . . . . . APPLY
J If PROBE HTG other than ALPHA illuminated
ADC non affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
ASSOCIATED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Erroneous indications may be displayed on associated equipment (CM1, CM2 or STBY
IND, TAT/SAT) due to loss of probe heating.
ATR 42 Model : 400/500

.
P1 001
AUTOPILOT APR 08
AA
AILERON MISTRIM (ADU message)
PROCEDURE
AILERON MISTRIM (ADU message)

FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS.
Note : The autopilot may be reengaged following adjustment of the lateral trims.
COMMENTS
- Ailerons forces may be affected by external conditions such as
. prolonged exposure to severe icing
. de-- /anti-- icing hold over time exceeded
PITCH MISTRIM (ADU message)

ALERT
AP trim threshold limit is exceeded
PROCEDURE
PITCH MISTRIM (ADU message)

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.
COMMENTS
- Elevator hinge moment may be affected by external conditions.
- From experience, the most likeky cause appears to be take off with ice remaining on the
tail plane (de-- /anti-- icing hold overtime exceeded).
Severe icing may also be a factor.
ATR 42 Model : 400/500

P2 001
AUTOPILOT APR 08
AA
PITCH TRIM FAIL (ADU message)
ALERT
AP trim threshold limit is exceeded.
PROCEDURE
PITCH TRIM FAIL (ADU message)

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.

ALERT
In case of disagreement between both ADC, AP (if engaged) disconnects being unable to
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed
on ADU.
PROCEDURE

INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TO VALID ADC
J If ADC 1 is wrong
C/B ADC 1 EMER SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B MFC 1A AUX / ADC 1 HOT SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If ADC 2 is wrong
C/B ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ADC FAULT procedure (2.05.12 page 4) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Drift between both ADC information may occur if pitots are partially obstructed. Check
pitots.
ATR 42 Model : 400/500

P1 001
AIRCRAFT PERFORMANCE MONITORING APR 08
AA
For APM PROCEDURES, refer to FCOM 2.02.21.
ATR 42 Model : 400/500

.
P1 001
AVIONICS APR 08
AA
AUDIO SEL FAULT
ALERT
RCAU processing - MC light flashing amber SC
board failure or - AUDIO amber light on CAP
power loss - AUDIO SEL FAULT amber light on
associated side panel
PROCEDURE
AUDIO SEL FAULT

AUDIO SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
COMMENTS
- In ALTN mode, affected crew station is connected directly and only to :
. VHF 1 if CM1 station is affected
. VHF 2 if CM2 station is affected
AHRS A/ERECT FAIL

ALERT
One AHRS loses - associated A/ERECT FAIL amber light NIL
TAS input from both illuminates on associated side panel
ADC
PROCEDURE
AHRS A/ERECT FAIL

ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
F When possible
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL
AHRS affected side, PUSH TO ERECT PB . . . . DEPRESS FOR 15 SECONDS
COMMENTS
- When the aircraft is stabilized (unaccelerated level flight), a gyro fast erection is
performed by depressing the associated pushbutton for 15 seconds.
- AHRS A/ERECT FAIL remains illuminated as long as TAS signal is lost.
ATR 42 Model : 400/500

P2 001
AVIONICS OCT 12
AA
EFIS COMP
ALERT
AHRS disagree - MC light flashing amber SC
- EFIS COMP amber light on CAP
- *
- AP OFF red light on flight deck ** CRC **
- AP MSG on both EADI **
- AHRS DATA INVALID on ADU **
* When the two AHRS disagree (6 degrees or more) on :
. pitch information, amber PIT message is displayed on both EADI
. roll information, amber ROL message is displayed on both EADI
. both pitch and roll information, amber ATT message is displayed on both EADI
. heading information, amber HDG message is displayed on both EADI
In these cases, AP (if engaged) disconnects being unable to identify the right AHRS.
** Only if AP is engaged.
PROCEDURE
R EFIS COMP
J If ROL, PIT, ATT cautions appears on EFIS
BOTH EADI, STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
WRONG INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
J If HDG cautions appears on EFIS
HDG/TK/GPS/STBY COMPASS . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
WRONG INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
J If AHRS 1 is wrong
C/B AHRS 1 NORM SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B AHRS 1 AUX SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If AHRS 2 is wrong
C/B AHRS 2 NORM SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B AHRS 2 AUX SPLY FLT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Note: C/Bs deselection allows AP reconnection
J If LOC / GS / ILS caution appears on EFIS
NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
VOR / ILS PB affected side . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AS RQD
COMMENTS
- The standby horizon is used as a reference to identify the wrong EADI.
- The pilot on the affected side selects the non affected AHRS to supply its SGU.
- The wrong AHRS is selected OFF to recover AP (pitch or roll AHRS disagree) or HDG HOLD and
GA mode (heading AHRS disagree).
- EFIS COMP can be triggered on ground by local magnetic perturbations. When the aircraft moves
away from magnetic perturbations source, the fault should disappear quickly
ATR 42 Model : 400/500
P3 001
AVIONICS APR 08
AA
ADC SW FAULT
ALERT
Incorrect ADC - MC light flashing amber SC
switching - ENG amber light on CAP
- ADC SW FAULT amber light on flight
deck panel
PROCEDURE
ADC SW FAULT
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO OPPOSITE ADC
COMMENTS
- ADC SW FAULT illuminates when ADC switch position does not correspond to ADC
actual selection (relays defect).
- ADC is set back to the previous selection in order to have an agreement between ADC
switch position and ADC selection.
ADU FAILURE
PROCEDURE
ADU FAILURE
IAS / VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE TCS
Note : ALT SEL mode is lost.
J If amber AP MSG appears on EADI
- or - J If in composite mode
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- As crew is no longer informed on anomaly message, AP must be disconnected.
ATR 42 Model : 400/500

P4 050
AVIONICS APR 08
AA
ADC FAULT
ALERT
Loss of ADC - Red flag on speed indicators NIL
- TAT/SAT/TAS information are lost
Selected ADC is - AP MSG on both EADI
connected to AP - CPL DATA INVALID on ADU
PROCEDURE
ADC FAULT
VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected equipment
J If ADC 1 is lost
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . PRESSURE ALTITUDE SET
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If ADC 1 + 2 are wrong
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
TLU FAULT procedure (2.05.06 page 8) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Note : If both ADC are lost, de-- /anti-- icing MODE SEL AUTO is lost.
COMMENTS
- When ADC 1 is lost, ADC 2 is automatically selected to supply the pressurization digital
controller. Then baro correction is no longer available (ref 1013 mb) and landing field
elevation must be set in terms of pressure altitude.
- If both ADC are lost, only standby instruments are available: air data instruments have
a red flag and AHRS have lost their TAS inputs. Pressurization has to be performed
manually.
- If the selected ADC is lost, FDAU does not receive inputs; bugs are not available on TQ
indicators. Each engine uses their own source (if ADC 1 is the faulty selected ADC).
- Ten seconds are necessary to recover bugs on TQ indicator after selection of the valid
ADC.
Mod : 5205 ATR 42 Model : 400/500

P5 001
AVIONICS APR 08
AA
AHRS FAIL
ALERT
Loss of AHRS - ATT FAIL red message on associated EADI NIL
- HDG FAIL red message on associated EHSI
- Flag on opposite RMI
PROCEDURE
AHRS FAIL
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
REMAINING AHRS OUTPUTS . . . . . . PERIODICALLY COMPARE TO STBY INST
COMMENTS
- The pilot on the affected side selects the non affected AHRS to supply its SGU.
- AP (if engaged) identifies the valid AHRS and remains engaged.
SGU FAIL
ALERT
- Refer to 1.10.30 page 14 for SGU failure alerts.
PROCEDURE
SGU FAIL
EFIS SG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
COMMENTS
- If AP is engaged and coupled to the wrong SGU, upper modes are lost. When selecting
valid SGU, AP recovers upper modes.
- Do not confuse with CRT failure; in case of a SGU failure, both CRT on one side are
affected.
CRT FAIL
PROCEDURE
CRT FAIL
CRT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Affected CRT must be switched OFF to obtain composite mode on the non affected
one. In composite mode, the background brightness (brown and blue colors) is
controlled by the WX DIM rheostat.
ATR 42 Model : 400/500

.
P1 001
AA
COCKPIT DOOR CONTROL PANEL FAULT
PROCEDURE
COCKPIT DOOR CONTROL PANEL FAULT (if installed)

COCKPIT DOOR MANUAL LOCK BOLT(S) . . . . . . . MOVE TO CLOSE POSITION
Note : When the door is locked with the manual bolts, the emergency access to the
cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
LOSS OF RADIO ALTIMETER INFORMATION

ALERT
Loss of - amber dashes on EADI NIL
radioaltimeter - GPWS FAULT amber light on CAP
PROCEDURE
LOSS OF RADIOALTIMETER INFORMATION

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CAUTION : LDG GEAR NOT DOWN undue warning may be generated when
reducing PL.
This alarm may be cancelled by using EMER AUDIO CANCEL.

ALERT
Smoke detectors - MC light flashing amber SC
fans failure - AIR amber light on CAP
- FANS FAULT amber light on overhead
panel
PROCEDURE
FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
ATR 42 Model : 400/500

P2 001
AA
ALERT
Door UNLK in flight - MC light flashing amber SC
- DOOR amber light on CAP
- associated door amber light on
overhead panel
PROCEDURE

R J If any door except FWD COMPT
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
DOOR affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
J If unlocked or check not feasible
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
J If FWD COMPT
NO ACTION
COMMENTS
- As the doors (except FWD COMPT) open outwards, when one is not locked, the P
must be reduced by aircraft descent and landing elevation selection.

PROCEDURE

WINDOW HEAT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
ATR 42 Model : 400/500

P3 001
MISCELLANEOUS APR 08
AA
OXYGEN LO PR
ALERT
Low pressure (below - MC light flashing amber SC
50 PSI) in the LP - OXY amber light on CAP
distribution circuit - MAIN SUPPLY LO PR amber light on
overhead panel
PROCEDURE
OXYGEN LO PR
OXY MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If oxygen LO PR light remains lit
MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OXYGEN PORTABLE UNIT . . . . . . . . . . . . . . INSTALL IN COCKPIT AS RQD
COMMENTS
- The 120 l portable oxygen bottle permits a continuous diluted flow to one crew member
at 13 000 ft for a duration of 30 mn.
Oxygen low pressure supply valve position may disagree with actual oxygen MAIN
SUPPLY pushbutton position if this pushbutton is activated by very close consecutive
actions.
Interval between OFF and ON actions on oxygen MAIN SUPPLY must be greater than
one second to be sure that low pressure supply valve position is in accordance with
actual pushbutton position.
- This bottle can be placed in the cockpit.
ATR 42 Model : 400/500

.
P1 001
MFC OCT 08
AA
MFC 1A FAULT
ALERT
MFC 1A FAULT - MC light flashing amber SC
- MFC amber light on CAP
- Associated MFC FAULT amber light on
overhead panel
PROCEDURE
MFC 1A FAULT
R MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- As HP valve 1 is lost, air is bled only from the LP stage. Applicable pack performance is
affected at low engine power.
- Landing gear primary RED UNLK indications are lost.
ATR 42 Model : 400/500

P2 001
MFC OCT 08
AA
MFC 1B FAULT
ALERT
MFC 1B FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B FAULT
R MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
J If failure during taxi out
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Prior take off
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After take off
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE
. . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY
F After landing
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and
cockpit communication hatch must be opened.
COMMENTS
- As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground
to improve racks cooling.
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 1 being lost, PACK 1 must be switched OFF on ground to avoid any
overheat problem.
- ENG 1 OIL LO PRESS light remains ON when engine 1 is shut down.
- After landing, as outflow valves do not fully open, selecting OVBD valve FULL OPEN
relieves the P between cabin and outside.
- On ground, pressurization digital controller test capability is lost.
ATR 42 Model : 400/500

P3 001
MFC OCT 08
AA
MFC 2A FAULT
ALERT
MFC 2A FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 2A FAULT
R MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
R MFC 2A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
F After take off
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open:
ventilatin air is then discharged overboard instead of being directed to the underfloor
valve. Ventilatin is ensured by P between cabin and outside.
- IDLE GATE FAIL amber alert is lost.
- As HP valve 2 is lost, air is bled only from the LP stage. Pack 2 performance is affected
at low engine power.
- Right hand side window anti-- icing is lost.
- As extract fan is lost, avoid leaving avionics selected ON on ground for a long period of
time with high OAT.
- Landing gear secondary green arrows and RED UNLK indications are lost.
ATR 42 Model : 400/500

P4 001
MFC OCT 08
AA
MFC 2B FAULT
ALERT
MFC 2B FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 2B FAULT
R MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 2B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Prior take off
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After take off
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE
. . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY
F After landing
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 2 being lost, PACK 2 must be switched OFF on ground to avoid any
overheat problem.
- ENG 2 OIL LO PRESS light remains ON when engine 2 is shut down.
- Landing gear secondary green arrows and RED UNLK indications are lost.
- After landing, selecting the OVBD valve fully open relieves the P between cabin and
outside.
- Right hand side window anti-- icing is lost without FAULT indication.
ATR 42 Model : 400/500

P5 001
MFC OCT 08
AA
MFC 1A + 1B FAULT
ALERT
MFC 1A + 1B - MC light flashing amber SC
FAULT - MFC amber light on CAP
overhead panel
PROCEDURE
MFC 1A + 1B FAULT
R MODULES 1A + 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
ANTI-- ICING PROP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY
DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 1B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After landing
COMMENTS
- Landing gear primary green arrows and RED UNLK indications are lost.
- PACK 1, BLEED 1, left hand side window anti-- icing and stick pusher are lost without
FAULT indications.
- AC BUS 1 is lost leading to loss of trim indicator, GPWS and weather radar.
- ATPCS must be selected OFF before landing due to loss of autofeather on engine 1.
Check go around performances ATPCS OFF.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 1B FAULT
(2.05.14 page 2).
ATR 42 Model : 400/500

P6 001
MFC OCT 08
AA
MFC 1A + 2A FAULT
ALERT
MFC 1A + 2A - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1A + 2A FAULT
R MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 2A MODULES LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . CHECK
Note : Airframe FAULT amber alert is lost.
Note : When airframe de-- icing is used, monitor boots inflation.
Note : As AP OFF alert is lost, use of AP below 1000 ft AGL is prohibited.
Note : VOR 2, ADF 2, CRS 2 information are lost. ADC 2 outputs are not available.
F Before landing
EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R CAUTION : LDG GEAR cannot be retracted.
F At touch down
F After landing
COMMENTS
- AC BUS 1 + 2 are lost leading to loss of trim indicator, GPWS and weather radar.
- DC BUS 1 + 2 OFF warnings on overhead panel are lost.
- Mechanical, crew and hostess call are lost.
- Stick pusher FAULT indication is lost but stick pusher is still available.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2A FAULT
(2.05.14 page 3).
ATR 42 Model : 400/500

P7 001
MFC OCT 08
AA
MFC 1A + 2B FAULT
ALERT
overhead panel
PROCEDURE
MFC 1A + 2B FAULT
R MODULES 1A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
MAIN BLUE HYD PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R MFC 1A + 2B MODULE LOST EQUIPMENT LIST (QRH pages 2.39-- 40-- 41) CHECK
Note : AP does not disconnect after STBY PITCH TRIM activation.
F Before landing
Note : Flaps control is lost.
R CAUTION : LDG GEAR cannot be retracted.
F After landing
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- Main blue HYD pump control is lost as well as flaps control. Slecting HYD X FEED open
allows to recover blue HYD pressure but flaps control remains lost
(2.05.14 page 4).
ATR 42 Model : 400/500

P8 001
MFC OCT 08
AA
MFC 1B + 2A FAULT
ALERT
MFC 1B + 2A - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B + 2A FAULT
R MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1B + 2A MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK
R Note : VOR 2, ADF 2, CRS 2 information are lost. CM2 IAS is not available.
F Before landing
Note : Flaps control is lost.
CAUTION : LDG GEAR cannot be retracted.
F At touch down
F After landing
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- DC BUS 2 OFF warning on overhead panel is lost.
- Hostess and crew indications calls are lost.
- Hot brakes indicating system test is lost.
- Landing gear controls, secondary RED UNLK and green arrows indications are lost.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2A FAULT
(2.05.14 page 3).
ATR 42 Model : 400/500

P9 001
MFC DEC 10
AA
MFC 2A + 2B FAULT
ALERT
overhead panel
PROCEDURE
MFC 2A + 2B FAULT
MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
ANTI-- ICING PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY
MFC 2A + 2B MODULES LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
F After landing
COMMENTS
- STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications.
- ATPCS must be selected OFF before landing due to loss of autofeather on engine 1.
Check go around performances ATPCS OFF.
- Hostess and crew indications calls are lost.
(2.05.14 page 4).
ATR 42 Model : 400/500

P 10 001
MFC OCT 08
AA
MFC 1B + 2B FAULT
ALERT
MFC 1B + 2B - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B + 2B FAULT
R MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R MFC 1B + 2B MODULE LOST EQUIPMENT LIST (QRH) . . . . . . . . . . . . . CHECK
F Before landing
NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : LDG GEAR cannot be retracted.
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
F After landing
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R Note : ATPCS ARM light is not available.
Note : External power cannot be used.
COMMENTS
- MC, MW and most of centralized alerts are lost : monitor averhead panel.
- Braking is lost below 35 kt if anti-- skid is ON.
- IDLE GATE automatic function is not availablet.
- TAT heating FAULT light is lost.
- No whooler is heard during trim activation.
- Stall Warning and Stick Shaker are lost without FAULT indication. Stick Pusher is
available.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2B FAULT
(2.05.14 page 4).
ATR 42 Model : 400/500
.
.
LOADING FUEL BALANCE CHART 2.06.02
P 001 001
CARGO LOADING DEC 07
FORWARD AND REAR CARGO COMPARTMENTS
R - Refer to Weight and Balance Manual : 1-- 60-- 03
ATR 42 Model : 400/500

.
.
LOADING - FUEL - BALANCE CHART 2.06.04
P4 001
WEIGHT AND BALANCE NOV 99
AA
EXAMPLE BASED ON FICTITIOUS DATA

CAUTION : Fictitious data
Refer to WBM for operational use
ATR 42 Model : 500

.
.
.
.
.
POWER SETTING 3.02.00
P1 100
CONTENTS NOV 98
AA
3.02.00 CONTENTS
3.02.01 GENERAL
3.02.02 TORQUE TABLES

TO
RTO
GA
MCT
CLB
CRZ
Mod : 3761 or 4601 or (4372 + 4540) ATR 42 Model : 400/500

.
P1 001
GENERAL NOV 99
AA
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:
- Propeller Electronic Control or PEC

- Hydromechanical Unit or HMU
- Engine Electronic Control or EEC
The main engine power setting parameter is torque.

The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
R PWR MGT selector to the position corresponding to the flight phase and to set
R the power lever in the notch or on the ramp in case of GO AROUND or for TO in
R uptrim inoperative case : in these conditions, the controlled torque matches the
maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
R
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
ATR 42 Model : 400/500

P1 001
TORQUE TABLES APR 08
AA
PW127E/M TAKE OFF TORQUE COMPUTED FOR VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
AIR NORMAL PRESSURE ALTITUDE (FT)
COND. AIR
OFF COND.
ON - 1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 10. --27. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 8. --24. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 6. --22. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 4. --19. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 2. --17. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
0. --14. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
2. --12. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
4. --10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
6. --7. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
8. --5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
10. --2. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.6
12. 0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.5
14. 3. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.1 87.2
16. 5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.8 85.9
18. 8. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.4 84.5
20. 10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.4 84.8 83.0
22. 13. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.8 83.2 81.4
24. 15. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 85.1 81.6 79.9
26. 18. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.0 83.5 80.0 78.3
28. 20. 90.0 90.0 90.0 90.0 90.0 90.0 89.0 85.4 81.9 78.5 76.8
30. 23. 90.0 90.0 90.0 90.0 90.0 90.0 87.3 83.7 80.3 77.0 75.4
32. 25. 90.0 90.0 90.0 90.0 90.0 89.2 85.6 82.1 78.7 75.5 73.9
34. 28. 90.0 90.0 90.0 90.0 90.0 87.5 83.9 80.5 77.2 74.0 72.4
36. 30. 90.0 90.0 90.0 90.0 89.3 85.7 82.2 78.9 75.6 72.5 71.0
38. 33. 90.0 90.0 90.0 90.0 87.5 84.0 80.6 77.3 74.1 71.0 69.5
40. 36. 90.0 90.0 90.0 89.3 85.7 82.2 78.9 75.7 72.6
42. 38. 90.0 90.0 90.0 87.4 83.9 80.5 77.3 74.1
44. 41. 90.0 90.0 89.1 86.6 82.1 78.8 75.6
46. 43. 90.0 90.0 87.2 83.7 80.3 77.1
48. 46. 90.0 88.8 85.3 81.8 78.6
50. 48. 90.0 86.8 83.3 80.0
52. 51. 88.3 84.8 81.4
54. 53. 86.2 82.8
55. 54. 85.1 81.8
Applicable for 0 Vc 60 kt.

The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is reached
first.
R Eng. : PW127E / PW127M ATR 42 Model : 500

P2 001
TORQUE TABLES APR 08
AA
PW127E/M RESERVE TAKE OFF TORQUE COMPUTED FOR VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
AIR NORMAL PRESSURE ALTITUDE (FT)
COND. AIR
OFF COND.
ON - 1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 10. --27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 8. --24. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 6. --22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 4. --19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 2. --17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
0. --14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
2. --12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
4. --10. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
6. --7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
8. --5. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
10. --2. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6
12. 0. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.3
14. 3. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.0 96.9
16. 5. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.5 95.5
18. 8. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.0 93.9
20. 10. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.2 94.2 92.2
22. 13. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.4 92.4 90.5
24. 15. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.6 94.6 90.7 88.8
26. 18. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.7 92.7 88.9 87.0
28. 20. 100.0 100.0 100.0 100.0 100.0 100.0 98.9 94.8 90.9 87.2 85.4
30. 23. 100.0 100.0 100.0 100.0 100.0 100.0 97.0 93.0 89.2 85.5 83.7
32. 25. 100.0 100.0 100.0 100.0 100.0 99.2 95.1 91.2 87.5 83.9 82.1
34. 28. 100.0 100.0 100.0 100.0 100.0 97.2 93.2 89.4 85.8 82.2 80.5
36. 30. 100.0 100.0 100.0 100.0 99.2 95.2 91.4 87.6 84.0 80.6 78.9
38. 33. 100.0 100.0 100.0 100.0 97.2 93.3 89.5 85.8 82.3 78.9 77.3
40. 36. 100.0 100.0 100.0 99.2 95.2 91.4 87.7 84.1 80.6
42. 38. 100.0 100.0 100.0 97.2 93.2 89.5 85.8 82.3
44. 41. 100.0 100.0 99.0 95.1 91.3 87.6 84.0
46. 43. 100.0 100.0 96.9 93.0 89.3 85.7
48. 46. 100.0 98.7 94.7 90.9 87.3
50. 48. 100.0 96.4 92.6 88.9
52. 51. 98.1 94.2 90.4
54. 53. 95.7 92.0
55. 54. 94.6 90.8
Applicable for 0 Vc 60 kt.

The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is reached
first.
R Eng. : PW127E / PW127M ATR 42 Model : 500

APR 08
PW127E/M
Eng. : PW127E / PW127M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
PW127E/M

APR 08
APR 08
APR 08
APR 08
.
TAKE- OFF 3.03.00
P1 001
CONTENTS OCT 08
AA
3.03.00 CONTENTS
3.03.01 GENERAL
TAKE-- OFF CONDITIONS
TAKE-- OFF SPEEDS
R 3.03.02 METHODOLOGY
GENERAL
DETERMINATION OF THE TOW
NL RUNWAYS
3.03.03 CORRECTIONS
AIR CONDITIONING
RUNWAY CONTAMINATION
RUNWAY SLOPE
WIND
QNH
WAT (WEIGHT - ALTITUDE - TEMPERATURE)
OBSTACLES
BRAKES ENERGY
3.03.04 QUICK REFERENCE TABLES (QRT)
3.03.05 TAKE- OFF SPEEDS VALUES
3.03.06 EXAMPLE OF TAKE- OFF CHART COMPUTED WITH FOS
ATR 42 Model : 400/500

.
TAKE-OFF 3.03.01
P1 001
GENERAL NOV 99
AA
The methodology for the determination of the maximum take off weight is described in
the chapter 6-03 of the Airplane Flight Manual, which is the official reference.
As this way is long and complex, ATR pilots and dispatchers may have two other
possibilities to improve efficiency :
- the methodology described in 3-03-02 that gives non optimized results but can be
used on board
- the Regulatory Take-Off Weight (RTOW) charts, generated with the Flight Operations
Software (FOS), that give very accurate results before the flight.
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take-off is at or
below 5C or when TAT in flight is at or below 7C and visible moisture in any form is
present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice
crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered :
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by :
R - water or slush between 1/8 and 1/2 inch (3 and 12.7 mm)
R - loose snow, must be considered as slush. To determine the equivalent slush
R depth, multiply the loose snow depth by : 1.25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perferctly dry, but when the water does not give
it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
ATR 42 Model : 400/500

APR 08
TAKE-OFF 3.03.02
P2 001
METHODOLOGY NOV 00
AA
The quick reference tables QRT (3.03.04) are to be used in relation with the method
described in 3.03.02 page 3 by the airlines that do not have the FOS.
The QRT are RTOW charts computed with the FOS, but not optimized.
F In case of non limiting (NL) runway, the maximum take-off weight is the maximum
structural take-off weight and the take-off speeds must be read in the 3.03.05
chapter or in the quick reference handbook, associated with the actual take-off
weight.
F In case of limiting runway, a maximum take-off weight and the associated speeds
are provided in the chart.
The limitation is indicated under a specific code form :
1 = structure 5 = tyre speed
2 = 2nd segment 6 = brakes energy
3 = runway 7 = runway 2 engines
4 = obstacle 8 = final take-off
The limitation code appears always twice in order to cover optimization taking into
account two simultaneous limitations (2-2 means 2nd segment only ; 2-4 means both
2nd segment and obstacle limitation).
The actual take-off weight must be less or equal to the computed maximum take-off
weight.
R The take-off speeds to be used must be speeds indicated in the chart, even if the
actual weight is lower than the computed weight.
Note : Due to the conservative definition of NL area a gap can be encountered between
NL speeds and FOS optimized speeds when the computation case is at the NL
border.
ATR 42 Model : 400/500

TAKE- OFF 3.03.02
P3 001
METHODOLOGY DEC 09
AA
DETERMINATION OF THE TOW
FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1
R
ATR 42 Model : 400/500

APR 08
TAKE- OFF 3.03.02
P5 200
METHODOLOGY DEC 10
NORMAL CONDITIONS
NL CHART - ASSOCIATED TO MTOW = 18600 Kg
R
Mod : 4372 + 4540 ATR 42 Model : 500

APR 08
TAKE- OFF 3.03.03
P1 001
CORRECTIONS APR 08
AA
AIR CONDITIONING
Take off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF add to the runway length the
L correction given in the following table :
LENGTH L
AIR COND. ON AIR COND. OFF
750 m (2460 ft) 0 m (0 ft)
1000 m (3280 ft) 10 m (30 ft)
1500 m (4920 ft) 25 m (80 ft)
2000 m (6560 ft) 45 m (140 ft)
2500 m (8200 ft) 65 m (210 ft)
3000 m (9840 ft) 85 m (270 ft)
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e
torque bleed ON = 90 % for TO and 100 % for RTO), the take off may be performed
air conditioning ON without performance penalty.
ATR 42 Model : 500

TAKE- OFF 3.03.03
P2 200
CORRECTIONS APR 08
AA
RUNWAY SLOPE
Runway slope between - 2 % and + 2 %
Decrease the runway length by 700 m (2300 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 500 m (1640 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-- off weight and the associated limitation.
2) Apply the QNH correction :

QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 70 kg (155 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH 1050 Hpa, keep the values of 1050 HPa.
QNH < 1013.25 HPa or 29.92 in Hg
Substract 265 kg (585 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take off speeds.
Mod : 4372 + 4540 ATR 42 Model : 500

TAKE- OFF 3.03.03
P1 001
CORRECTIONS APR 08
AA
AIR CONDITIONING
Take off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF add to the runway length the
L correction given in the following table :
LENGTH L
AIR COND. ON AIR COND. OFF
750 m (2460 ft) 0 m (0 ft)
1000 m (3280 ft) 10 m (30 ft)
1500 m (4920 ft) 25 m (80 ft)
2000 m (6560 ft) 45 m (140 ft)
2500 m (8200 ft) 65 m (210 ft)
3000 m (9840 ft) 85 m (270 ft)
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e
torque bleed ON = 90 % for TO and 100 % for RTO), the take off may be performed
air conditioning ON without performance penalty.
ATR 42 Model : 500

TAKE- OFF 3.03.03
P2 300
CORRECTIONS APR 08
AA
RUNWAY SLOPE
Runway slope between - 2 % and + 2 %
Decrease the runway length by 700 m (2300 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
Runway slope beyond 2 %
Refer to AFM and apply the given correction.
WIND
Decrease the runway length by 500 m (1640 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-- off weight and the associated limitation.
2) Apply the QNH correction :

QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 70 kg (155 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH 1050 Hpa, keep the values of 1050 HPa.
QNH < 1013.25 HPa or 29.92 in Hg
Substract 265 kg (585 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take off speeds.
Mod : 4372 + 4540 + 4971 ATR 42 Model : 500

TAKE- OFF 3.03.03
P 2A 200
CORRECTIONS APR 08
AA
NON DRY RUNWAYS

A non dry runway may be :
- wet,
- contaminated by water or slush, loose snow*, compacted snow, ice.
*Loose snow : must be considered as slush. To determine the equivalent slush depth,
multiply the loose snow depth by : 1.25 x (actual loose snow density)
1 - Contaminated runway
At take off, the aircraft lateral controllability depends on :
- the exact contaminant characteristics,
- the cross wind component,
- the runway width and visual references.
Since these factors do not allow sufficient accuracy for predicting the effect of
asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse
thrust for take off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take off.
3 - Non dry runways corrections for FCOM computation

According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION
Wet 150 m (490 ft)
Water or slush between 3 mm (1/8 in) and

350 m (1150 ft)
6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4 in)

450 m (1480 ft)
and 12.7 mm (1/2 in)
Compact snow 200 m (660 ft)
Ice 500 m (1640 ft)
Mod : 4372 + 4540 ATR 42 Model : 500

.
APR 08
TAKE- OFF 3.03.03
P4 001
CORRECTIONS APR 08
AA
CLOSE OBSTACLES IN NORMAL CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting
weight.
140 4680 10400
OBSTACLE HEIGHT ABOVE END OF RUNWAY (FT)

EXAMPLE
130 4200 9300
OBSTACLE LOCATION : 35 Ft AT 600 m
120
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO THE 3700 8200
WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE
110 THEN GO VERTICALLY TO THE INTERSECTION WITH THE
OBSTACLE HEIGHT LINE.
3160 7000
100
-- NO WIND
2600 5800
THE WAT DECREMENT IS 710 Kg (1600 Lb)
90 -- WIND = -- 5 Kt (TAIL)
THE WAT DECREMENT IS 1045 Kg (2400 Lb) 2010 4500
80
70
1380 3100
60 710 1600
50 0 0
40
Kg Lb
30
WEIGHT
20 DECREMENT
10
0
0 100 200 300 400 500 600 700 800 900 1000
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

FCOM 42--500--3--03--03--004--001--ANG
NOSE
20
10
WIND (KT)
REF
0
--10
TAIL
--20
ATR 42 Model : 500

TAKE- OFF 3.03.03
P 4A 001
CORRECTIONS APR 08
AA
REMOTE OBSTACLES IN NORMAL CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting
weight.
1600

TO USE THIS GRAPH, REFER TO THE
1500 EXAMPLE GIVEN IN PAGE 4
4680 10400
1400
4200 9300
1300
3700 8200
1200
3160 7000
1100
1000
2600 5800
900 2010 4500
800
1380 3100
700
710 1600
600
500
0 0
400 Kg Lb
300
WEIGHT
200 DECREMENT
100
1 2 3 4 5 (NM)
0
0 1 2 3 4 5 6 7 8 9 (KM) 10
FCOM 42--500--3--03--03--004A--001--ANG
OBSTACLE DISTANCE FROM THE REFERENCE ZERO

NOSE
20
10
WIND (KT)
REF
0
--10
TAIL
--20
ATR 42 Model : 500

.
TAKE- OFF 3.03.03
P5 200
CORRECTIONS APR 08
AA
CLOSE OBSTACLES IN ICING CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply to the
WAT limiting weight previously computed to define the obstacles limiting weight.
160

4630 10300
140
130 4160 9200
120
3660 8100
110
3140 7000
100
90
2580 5700
80 1990 4400
70 1370 3100
60
710 1600
50
0 0
40
Kg Lb
30
WEIGHT
20 DECREMENT
10
0
0 100 200 300 400 500 600 700 800 900 1000
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

FCOM 42--500--3--03--03--005--200--ANG
20
WIND (KT) NOSE
10
REF
0
--10
TAIL
--20
Mod : 4372 + 4540 ATR 42 Model : 500

.
TAKE- OFF 3.03.03
P 5A 200
CORRECTIONS APR 08
AA
REMOTE OBSTACLES IN ICING CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply to the
WAT limiting weight previously computed to define the obstacles limiting weight.
1600
4630 10300
4160 9200
1400
1300 3660 8100
1200
3140 7000
1100
2580 5700
1000
900 1990 4400
800
1370 3100
700
710 1600
600
0 0
500
400
Kg Lb
300
200
WEIGHT
100 DECREMENT
1 2 3 4 5 (NM)
0
0 1 2 3 4 5 6 7 8 9 (KM) 10
OBSTACLE DISTANCE FROM THE REFERENCE ZERO

FCOM 42--500--3--03--03--005A--200--ANG
20
WIND (KT) NOSE
10
REF
0
--10
TAIL
--20
Mod : 4372 + 4540 ATR 42 Model : 500

.
TAKE- OFF 3.03.03
P6 200
CORRECTIONS APR 08
AA
BRAKES ENERGY LIMITATION

NORMAL CONDITIONS
USE FOR ANY TAILWIND UP TO 15 KT
TAKE OFF WEIGHT (KG) -- LIMITATIONS
V1(IAS.KT) -- VR(IAS.KT) -- V2(IAS.KT)
ZP FT 0 1000 2000
.0
0 18651 6-
6 -6
108 108 115
18318 6-
6 -6
107 107 114
17996 6-
6 -6
106 106 112
10 0
10.0 18311 6-
6 -6
107 107 114
17995 6-
6 -6
106 106 112
17689 6-
6 -6
105 105 111
20 0
20.0 17991 6-
6 -6
106 106 112
17691 6-
6 -6
105 105 111
17400 6-
6 -6
104 104 110
30 0
30.0 17711 6-
6 -6
105 105 111
17423 6-
6 -6
104 104 110
17136 6-
6 -6
103 103 109
40 0
40.0 17442 6-
6 -6
104 104 110
17156 6-
6 -6
103 103 109
16865 6-
6 -6
103 103 108
50 0
50.0 17181 6-
6 -6
104 104 109
16886 6-
6 -6
103 103 108
16596 6-
6 -6
102 102 107

ZP FT 4000 6000 8000
17695 6-
6 -6 17102 6-
6 -6 16517 6-
6 -6
---10.0
10 0 105 105 111 103 103 109 101 101 107
.0
0 17399 6-
6 -6
104 104 110
16805 6-
6 -6
102 102 108
16211 6-
6 -6
100 100 106
50
5.0 17247 6-
6 -6
104 104 110
16656 6-
6 -6
102 102 107
16064 6-
6 -6
100 100 105
10 0
10.0 17098 6-
6 -6
103 103 109
16511 6-
6 -6
101 101 107
15915 6-
6 -6
100 100 105
15 0
15.0 16955 6-
6 -6
103 103 109
16363 6-
6 -6
101 101 106
15775 6-
6 -6
99 99 104
20 0
20.0 16822 6-
6 -6
102 102 108
16212 6-
6 -6
100 100 106
15635 6-
6 -6
99 99 103
25 0
25.0 16691 6-
6 -6
102 102 108
16099 6-
6 -6
100 100 105
15497 6-
6 -6
99 99 103
30 0
30.0 16558 6-
6 -6
102 102 107
15962 6-
6 -6
100 100 105
15361 6-
6 -6
98 98 102
35 0
35.0 16422 6-
6 -6
101 101 107
15827 6-
6 -6
100 100 104
15224 6-
6 -6
98 98 102
40 0
40.0 16284 6-
6 -6
101 101 106
15691 6-
6 -6
100 100 104
14765 3-
3 -3
97 97 100
Mod : 4372 + 4540 ATR 42 Model : 500

.
TAKE- OFF 3.03.03
P7 200
CORRECTIONS APR 08
AA
BRAKES ENERGY LIMITATION

ICING CONDITIONS
USE FOR ANY TAILWIND UP TO 15 KT
ZP FT 0 1000 2000 3000
BELOW 17552 6-- 6 17260 6-- 6 16969 6-- 6 16687 6-- 6
112 112 119 111 111 118 110 110 116 109 109 115
5C
BELOW 17400 6-- 6 17110 6-- 6 16825 6-- 6 16544 6-- 6
111 111 118 111 111 117 110 110 116 109 109 115
10C

ZP FT 4000 5000 6000 8000
BELOW 16404 6-- 6 16121 6-- 6 15839 6-- 6 15275 6-- 6
108 108 114 107 107 113 107 107 112 105 105 110
5C
BELOW 16263 6-- 6 15985 6-- 6 15700 6-- 6 15132 6-- 6
108 108 114 107 107 113 106 106 111 104 104 109
10C
TAKE OFF WEIGHT (LB) -- LIMITATIONS

ZP FT 0 1000 2000 3000
BELOW 38697 6-- 6 38052 6-- 6 37412 6-- 6 36789 6-- 6
112 112 119 111 111 118 110 110 116 109 109 115
5C
BELOW 38361 6-- 6 37722 6-- 6 37092 6-- 6 36473 6-- 6
111 111 118 111 111 117 110 110 116 109 109 115
10C
TAKE OFF WEIGHT (LB) -- LIMITATIONS

ZP FT 4000 5000 6000 8000
BELOW 36165 6-- 6 35542 6-- 6 34920 6-- 6 33676 6-- 6
108 108 114 107 107 113 107 107 112 105 105 110
5C
BELOW 35854 6-- 6 35242 6-- 6 34614 6-- 6 33361 6-- 6
108 108 114 107 107 113 106 106 111 104 104 109
10C
Mod : 4372 + 4540 ATR 42 Model : 500

.
TAKE- OFF 3.03.04
P1 200
QUICK REFERENCE TABLES APR 08
AA
The QRT are computed at standard pressure, with air conditioning ON, no wind, no
obstacle, a dry runway and no slope.
Entry parameters must be determined as indicated in 3.03.02 page 3.
NORMAL CONDITIONS
The QRT are computed with V2/VSR = 1,143 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VSR = 1,222 and V1/VR = 1.
In case of ground icing conditions, if atmospheric icing conditions do not exist, the V2/VS
speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
Mod : 4372 + 4540 ATR 42 Model : 500

APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
.
TAKE- OFF 3.03.05
P1 001
TAKE-- OFF SPEEDS VALUES DEC 10
The determination of the take-- off speeds is done in relation with the TOW determined
in 3.03.02 page 3.
R D If RTOW maxi = structural MTOW (NL), speeds are read in the table 3.03.05 p 2 or in
QRH. Read the speeds corresponding to the actual TOW.
D If NL limitation:
If the runway is NL , you can take off at the structural MTOW. Check the associated
speeds in the table 3.03.05 p2or QRH, using the actual TOW
D If Wa limitation: speeds are read in the QRT 3.03.04, with the day conditions (Zp, OAT,
corrected runway length). Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D If Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the
day conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D If Wc &Wd limitation:
- Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the
speeds corresponding to the actual TOW.
- In case of tailwind, compare the previous speeds with the brake energy limitation
speeds 3.03.03 p 6/7 and take the lowest ones.
ATR 42 Model: 400/500

TAKE- OFF 3.03.05
P2 200
TAKE-- OFF SPEEDS VALUES APR 08
AA
NON LIMITING RUNWAY TAKE- OFF SPEEDS

When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
WEIGHT SPEEDS (KT IAS)

KG (LB) V1 = VR * V2
18600 (41005) 110 115
18000 (39700) 108 113
17500 (38590) 106 112
17000 (37485)
( )
105 112
and below
ICING CONDITIONS
WEIGHT SPEEDS (KT IAS)

KG (LB) V1 = VR V2
18600 (41005) 118 122
18000 (39700) 115 120
17500 (38590) 114 118
17000 (37485) 112 116
16500 (36380) 110 115
16000 (35270) 109 113
15000 (33070)
( )
105 112
and below
* Because of a longer time between VR and VLOF due to water or slush runway
contamination increase VR by :
F 1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch) in normal
conditions only.
F no correction below 6.3 mm (1/4 inch).
R Mod : 4372 + 4540 ATR 42 Model : 500

TAKE-OFF 3.03.06
USE OF FOS P1 001
FOS TAKE OFF CHART EXAMPLE NOV 01
AA
Note : The following take off chart is an example and cannot be used in operations.
F15 06/09/2001
ELEVATION = 200.0 (FT) LIMITATION CODES ATR42-500 JAR

T.O.R.A. = 1200.0 (M) 0- DRY CHECK 5 - TYRE SPEED V2/VS OPTIMIZED V1/VR OPTIMIZED
A.S.D.A. = 1300.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY AIR COND. OFF
T.O.D.A = 1300.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE NORMAL CONDITIONS
SLOPE = 0.00 (%) 3 - RUNWAY 8 - FINAL T.O WITHOUT REVERSE
LARGE WIDTH ASSUMED 4 - OBSTACLE 9 - VMC-
- WIND TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA) DRY RUNWAY
0- KT V1 VR V2 (IAS KT) CODES DQNH = +10.000 / -10.000 SCREEN HEIGHT 35 FT
A- DV1 DVR DV2/DV1 DVR DV2
T-
(DC) - -10 -5 0 10 20
-10.0 18600 + 0/ +0 18600 + 0/ +0 NL NL NL

105 106 114 1-1 103 106 114 1-1
+0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
0.0 18402 + 106/ -107 18600 + 0/ +0 NL NL NL
105 106 113 3-3 105 107 114 1-1
+0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
5.0 18200 + 106/ -108 18600 + 0/ +0 NL NL NL
104 105 112 3-3 106 107 114 1-1
+1 +1 +1/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
10.0 18002 + 107/ -108 18600 + 0/ -4 18600 + 0/ +0 NL NL
104 105 112 3-3 106 107 114 1-1 105 107 114 1-1
+0 +0 +0/ -1 -1 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 17810 + 107/ -107 18511 + 88/ -108 18600 + 0/ +0 NL NL
103 104 111 3-3 106 107 113 3-3 105 107 114 1-1
+0 +0 +0/ +0 +0 -1 +1 +0 +1/ +0 -1 +0 +0 +0 +0/ +0 +0 +0
20.0 17623 + 106/ -107 18323 + 107/ -108 18600 + 0/ +0 18600 + 0/ +0 NL
102 104 110 3-3 106 106 113 3-3 106 107 114 1-1 105 107 114 1-1
+1 +0 +1/ +0 -1 +0 +0 +0 +0/ -1 +0 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance
data. In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in
runway or obstacle characteristics or in case of amendment of the AFM
performance data.
Example 1 : Example 2 : Example 3 :
. Tail wind : 5 kt Same conditions as in example 1 . No wind
. ATOW : 18 t but with . ATOW : 18 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 18511 kg, which 18511+88=18599 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 18600 kg.
Check ATOW below 18600 kg.
V1 = 106 kt V1 = 106 +1=107 kt
Vr = 107 kt Vr = 107 kt
V2 = 113 kt V2 = 113 + 1 = 114 kt Read the speed associated
in FCOM 3.03.05 p2
ATR 42 Model : 400/500
.
CLIMB 3.04.00
P1 001
CONTENTS DEC 03
AA
3.04.00 CONTENTS
3.04.02 160 kt
- Ceiling
- Tabled
3.04.03 190 kt
- Ceiling
- Tables
3.04.04 ICING CONDITIONS
- Tables at 160 kt
- Maximum Twin-engine operational ceiling at VMLBO
R 3.04.05 CLIMB GRADIENT
ATR 42 Model : 400/500

.
CLIMB 3.04.01
P1 001
INTRODUCTION DEC 09
AA
Climb charts are established for two indicated speeds (160 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
When using air conditioning in high mode, increase fuel consumption by 6.5 % (160 kt)
or 8.5 % (190 kt).
All charts are established with a center of gravity location corresponding to 25%.
OPERATIONAL CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
R rate of climb of 300 ft/mn (see 3.04.02 p 1). This is the recommended cruise altitude to
R minimize the fuel consumption.
CLIMB IN ICING CONDITIONS

Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Climb charts in icing conditions are established for 160 kt at climb Power with Air
conditioning in normal mode.
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-- 20, ISA-- 10, ISA,
ISA + 10, ISA + 20).
The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and
can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division.
The maximum operational ceiling (twin engine) which is accessible when flying at
VMLBO = 1.45 VSR is given in 3.04.04 p.11.
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions. IN THIS
CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
ATR 42 Model : 400/500

.
APR 08
APR 08
APR 08
.
APR 08
APR 08
APR 08
.
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
CLIMB 3.04.04
P 11 200
ICING CONDITIONS APR 08
AA
MAXIMUM OPERATIONAL CEILING (Twin engine)

ICING CONDITIONS - FLAPS 0-- VMLB0 = 1.45 VSR
MINIMUM RATE = 100 FT/MN
Mod : 4372 + 4540 ATR 42 Model : 500

.
APPROACH - LANDING 3.04.05
P1 001
CLIMB GRADIENT DEC 03
AA
INTRODUCTION
The Standard Instrument Departure Procedures (SID) can require a climb gradient to
clear obstacles or to join a flight level at a given distance.
The gross climb gradients are displayed in the following graphs for :
-One engine out - one engine at Maxi Continuous Power - IAS = Final Take Off Speed
-Two engines at Max Climb Power - IAS = 160 kt
-Two engines at Max Climb Power - IAS = VMLB
DIRECTION FOR USE
If a departure requires a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) :
-if the climb gradient at Z2 (the highest altitude) is better than X, then the
procedure can be applied
-if the climb gradient at Z2 is lower than X, then determine the climb gradient at
0.5x (Z1 + Z2):
- if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID
procedure can be applied
- if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID
can not be used
ATR 42 Model : 400/500

P2 001
AA
ATR 42 Model : 400/500

CLIMB 3.04.05
P3 001
AA
GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MAX CONTINUOUS POWER
IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.22 VSR - ICING CONDITIONS FLAPS 15 / 1.31 VSR
Eng. : PW127E ATR 42 Model : 500

CLIMB 3.04.05
P4 001
CLIMB GRADIENT APR 08
AA
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 160 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0
ATR 42 Model : 500

CLIMB 3.04.05
P5 001
CLIMB GRADIENT APR 08
AA
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER

IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.22 VSR - ICING CONDITIONS FLAPS 0 / 1.45 VSR
ATR 42 Model : 500

.
.
CRUISE 3.05.01
P1 100
INTRODUCTION APR 08
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
conditioning in normal mode.
As soon as flight level is reached, select PWR MGT on CRZ position.
When using air conditioning in high mode increase fuel consumption by 3 % and
subtract 5 kt on True Airspeed.
All charts are established with a center of gravity location corresponding to 25 %.
Max cruise tables are given with NP = 82 %.
CRUISE IN ICING CONDITIONS
Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA - 10, ISA, ISA + 10, ISA + 20).
Because of the variability of REAL ICING, cruise performance published for icing
conditions MUST BE regarded as operational information only.
Mod : 4601 or (4372 + 4540) ATR 42 Model : 500

.
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
.
.
HOLDING 3.06.01
P1 100
INTRODUCTION OCT 12
AA
Holding charts are established :
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
R - at VMHB0 in icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of consumption.
When using air conditioning in high mode, fuel consumption is increased by 3 %.
All charts are established with a center of gravity location corresponding to 25 %.
The temperature effect is negligible.
ICING CONDITIONS
Mod : 4601 or (4372 + 4540) ATR 42 Model : 500

.
APR 08
R 15
APR 08
FCOATO-- 03.06.02.002.200
APR 08
APR 08
FCOATO-- 03.06.03.002.200
.
DESCENT 3.07.01
P1 100
INTRODUCTION NOV 99
AA
Descent charts are established in clean configuration for 3 sped laws (200, 220,
240 kt) and one reference weight (15 T = 33 000 Lb).
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set power to reach the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
R from cruise altitude, descent at chosen gradient (3 with pressurization in NORMAL
R mode, 4 or 5 with pressurization in FAST mode)
1) set power to reach the desired descent speed
2) maintain descent speed and gradient of descent
R
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
- Increase the fuel consumption by :
+ 2.5 % at 1500 ft of rate of descent
+ 5.0 % at 2000 ft of rate of descent
+ 2.5 % at 3 descent gradient
+ 3.5 % at 4 descent gradient
+ 5 % at 5 descent gradient
for a 1000 kg (2200 Lb) weight decrease
- No correction for weight increase
- No influence on time and distance
Mod : 4601 or (4372 + 4540) ATR 42 Model : 500

.
APR 08
APR 08
APR 08
APR 08
P1 001
CONTENTS NOV 01
AA
3.08.00 CONTENTS
3.08.01 APPROACH CLIMB LIMITING WEIGHT
3.08.02 FINAL APPROACH SPEEDS
3.08.03 LANDING DISTANCES
R 3.08.04 EXAMPLE OF LANDING CHART COMPUTED WITH FOS
ATR 42 Model : 400/500

.
APR 08
.
APR 08
P 4A 320
APPROACH CLIMB LIMITING WEIGHT APR 08
AA
CAT II - ICING CONDITIONS - V = 1.29 VSR

In icing conditons, decrease the approach climb gradient limiting weight determined on
paragraph 3.08.01 p 2A by the following values.
FLAPS 25
WEIGHT KG / LB CORRECTION KG / LB
21 000 / 46 300 - 350 / - 775
19 000 / 41 900 - 250 / - 550
17 000 / 37 480 - 200 / - 440
15 000 / 33 070 - 150 / - 330
and below
Mod : 1112 + 4372 + 4540 ATR 42 Model : 500

.
P1 200
FINAL APPROACH SPEEDS NOV 97
AA
FINAL APPROACH SPEED
VAPP = VmHB + WIND FACTOR

or VMCL (whichever is higher)
Wind factor :
The highest of :
- 1/3 of the reported head wind velocity
- or -
- the gust in full
with a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 35
Weight VmHB IAS limited by VMCL
(1000 kg) (1000 lb) Normal conditions Icing conditions
12 27 94 94
13 29 94 96
14 31 94 100
15 33 94 103
16 35 97 108
17 37 100 112
18 40 103 116
18.6 41 104 118
R Mod : 4372 + 4540 ATR 42 Model : 500

.
P2 200
LANDING DISTANCES OCT 12
AA
ACTUAL LANDING DISTANCE(M) - SEA LEVEL
NORMAL CONDITIONS - FLAPS 35
R WEIGHT (1000 KG) 12 13 14 15 16 17 18 18.6
R DRY 570 570 580 590 610 640 670 690

U
N
WET 700 700 700 710 740 780 810 830
W
A
C
Y WATER
O
N OR
T 830 840 860 880 930 970 1020 1050
C SLUSH
A < 1/2 in
O
M
N I
D N
I A COMPACT
T
810 820 830 850 890 930 970 1000
T SNOW
E
I
D
O
N B ICE 1200 1220 1250 1280 1340 1400 1460 1500
Y
ACTUAL LANDING DISTANCE (M) - SEA LEVEL

ICING CONDITIONS - FLAPS 35
R WEIGHT (1000 KG) 12 13 14 15 16 17 18 18.6
R DRY 630 630 640 650 680 710 750 770

U
N
WET 780 790 790 800 830 870 910 940
W
A
C
Y WATER
O
N OR
T 930 950 960 1000 1050 1100 1160 1200
C SLUSH
A < 1/2 in
O
M
N I
D N
I A COMPACT
920 930 950 970 1020 1070 1120 1150
T T SNOW
E
I
D
O
N B ICE 1390 1420 1450 1500 1570 1650 1720 1760
Y
Mod: 4372+4540 ATR 42 Model : 500

P3 001
AA
CORRECTION ON LANDING DISTANCES

- Wind : S dry or wet runway
add 10 % per 5 kt tailwind
subtract 2 % per 5 kt headwind
S contaminated runway
- Airport elevation : S dry or wet runway
add 3 % per 1000 ft above sea level
- Effect of reverse : landing distances are decreased by
R S 4 % on dry runway
R S 5 % on wet runway
R S 15 % on runway contaminated by water or slush
R S 15 % on runway contaminated by compact snow
R S 45 % on runway contaminated by ice
CAUTION : On contaminated runway, performances without reverser only are to be

used for flight preparation.
Note : Landing on damp runway.

A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
ATR 42 Model : 500

P3 100
AA
CORRECTION ON LANDING DISTANCES

- Wind : S dry or wet runway
- Airport elevation : S dry or wet runway
- Effect of reverse : landing distances are decreased by
R S 4 % on dry runway
R S 5 % on wet runway
R S 15 % on runway contaminated by water or slush
R S 15 % on runway contaminated by compact snow
R S 45 % on runway contaminated by ice
CAUTION : On contaminated runway, performances without reverser only are to be

used for flight preparation.
Note : Landing on damp runway.

A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
- Runway slope (applicable between - 2 % and - 4.5 %)
S Tailwind limit = 5 kt
S Flaps 35 only
Add 40 m (130 ft) to the actual landing distance for each 1 % of down hill slope.
Example : . Runway slope = - 3 %
. Actual landing distance = 1200 m
Corrected landing distance = 1200 + (3 x 40) = 1320 m
S Refer to AFM for a better accuracy
Mod : 4971 ATR 42 Model : 500

APPROACH LANDING 3.08.04
USE OF FOS P1 001
FOS LANDING CHART EXAMPLE NOV 01
AA AA
Note : The following landing chart is an example and cannot be used in operations.
LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR42-500 JAR
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
WIND F35 QNH = 1013.25 (HPA) F35

(KT) APPROACH F25 APPROACH F25
0 CAT I LANDING WEIGHT (KG) CAT I
A DRY RUNWAY CODE WET RUNWAY
T
(DC) - -10 5 0 10 20 10 5 0 10 20
10.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
0.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
5.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
10.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
15.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
20.0 14747 16501 18300 18300 18300 15217 16458 17667

2 2 1 1 1 2 2 2
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance
data. In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in
runway or obstacle characteristics or in case of amendment of the AFM
performance data.
Example 1 :
Wind : 10 kt
Wet runway
Temperature : 15 C
The maximum landing weight (Regulatory Landing Weight) is 16 458 kg because of the runway
limitations
ATR 42 Model : 400/500

.
.
ONE ENGINE INOPERATIVE 3.09.01
P1 001
GENERAL MAY 98
AA
En route single engine performance have to be considered at two levels :

- FLIGHT PREPARATION
Net performance are used (1.1 % penalty)
The method, the net ceilings, the down hill rules (DHR) and the net flight paths
associated to a 200 kt IAS descent are given in part 3.09.02.
- IN FLIGHT
Gross performance are used (real performance without penalties)
The procedure is given in part 3.09.03 depending if obstacle problem exists or not.
If both cases, operative engine is at MCT power (NP = 100 %). Air conditioning is ON
above 10000 ft, OFF below.
Both atmospheric conditions are considered :
D NORMAL CONDITIONS
Drift down descent tables : 3.09.10
200 kt IAS descent : 3.09.16
Cruise 1 engine tables : 3.09.20
Holding 1 engine : 3.09.30
D ICING CONDITIONS
Drift down descent tables : 3.09.15
200 kt IAS descent : 3.09.17
Cruise 1 engine tables : 3.09.25
Holding 1 engine : 3.09.35
R Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
R moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
R snow, sleet and ice crystals).
Because of the variability of real icing, performance published for icing
conditions must be regarded as operational information only.
ATR 42 Model : 400/500

.
P2 001
FLIGHT PREPARATION NOV 00
AA
R NET CEILING METHODOLOGY

R According to the atmospheric conditions of the day, refer to the normal condition graph
(page 3) or to the icing condition graph (page 4).
R Atmospheric Normal conditions (page 3)

R For a given weight and temperature, read the value of the ceiling.
R Atmospheric Icing conditions (page 4)

R For a given weight and temperature, read the ceiling value in icing conditions ;
R .IF the corresponding OAT is lower than 5C :
R keep the value as the icing conditions ceiling
R .IF the corresponding OAT is greater than 5C :
R 1 Read the transition altitude (Zt) from normal to icing conditions (intersection
R between OAT = 5C line and the line of the considered ISA)

R 2 Using the normal conditions graph, read the ceiling Zcn corresponding to the
R considered weight temperature

R The ceiling in icing conditions is : min {Zt ; Zcn}
R DOWN HILL RULES (DHR)

R Single engine net ceiling being computed, the DHR graphs (page 6 and 7) give net
R descent flight path down to this ceiling with the LO BANK speed VMLB associated to the
R day conditions (flaps 0 in normal conditions or flaps 15 in icing conditions).
R A complete DHR example is given in page 5.
ATR 42 Model : 500

P3 001
FLIGHT PREPARATION OCT 08
NET CEILING
Considering the atmospheric conditions of the day, read your net ceiling on one of the
two following graphs :
D NORMAL CONDITIONS - FLAPS 0
ISA ISA - 10 ISA - 20
ISA + 10
Zp(nc) (1000 FT)
ISA + 20
ISA ( oC) in DASHED LINE
OAT ( oC) in CONTINUOUS LINE
ISA + 30
22
ISA + 40
20
18
16
OAT = - 40oC
OAT = - 30oC
14
OAT = - 20oC
OAT = - 10oC
12
OAT = 0oC
FCOM 42--500--3--09--02--002--001
AIR CONDITIONING ON
10 OAT = + 10oC
AIR CONDITIONING OFF
OAT = + 20oC
OAT = + 30oC
6
12 13 14 15 16 17 18 19
WEIGHT (x 1000 KG)
Examples :
1 Weight = 15000 kg ; ISA + 20 Net Ceiling : Zp(nc) = 16600 ft
2 Weight = 16500 kg ; OAT = 30C Net Ceiling : Zp(nc) = 18100 ft
P4 200
FLIGHT PREPARATION APR 08
AA
D NET CEILING IN ICING CONDITIONS - FLAPS 15

ISA - 10 ISA - 20
ISA
Zp(ic) (1000 FT)
ISA + 10
ISA ( oC) in DASHED LINE
OAT ( oC) in CONTINUOUS LINE
ISA + 20
22
ISA + 30
20
ISA + 40
18
16
Zp(OAT 5) OAT = - 40oC
14
OAT = - 30oC
OAT = - 20oC
12
OAT = - 10oC
OAT = 0oC
AIR CONDITIONING ON
FCOM 42--500--3--09--02--003--200
10
AIR CONDITIONING OFF OAT = + 5oC
OAT = + 15oC
8
OAT = + 25oC
6
12 13 14 15 16 17 18
WEIGHT (x 1000 KG)
Examples :
1 Weight = 16500 kg ; OAT = - 30C Net Ceiling : Zp(ic) = 16800 ft
2 Weight = 16500 kg ; ISA + 20C The corresponding OAT is greater than 5C, so
refer to the Normal Conditions graph (page 2). For 16500 kg and ISA + 20C, the Net
Ceiling is : Zp(nc) = 13600 ft.
Transition altitude from Icing to Normal Conditions for ISA + 20C (intersection between
ISA + 20C line and OAT = 5C line) : Zp(OAT 5) = 15200 ft.
Mod : 4372 + 4540 ATR 42 Model : 500
P5 200
FLIGHT PREPARATION NOV 00
AA
R DHR EXAMPLES IN ICING CONDITIONS

R In Icing Conditions, two kinds of DHR have to be considered :
R - The level off net ceiling corresponds to an OAT less than 5C : all the descent is
R performed in Icing Conditions (Example 1 )
R - The level off net ceiling corresponds to an OAT greater than 5C : the descent is
R performed in Icing Conditions until OAT = 5C, and in Normal Conditions for OAT
R greater than 5C (Examples 2 and 3 )
R 1 Initial parameters at engine failure :
R 25000 ft ; Icing Conditions ; 16500 kg ; OAT = -30C ; No wind

R Read the net ceiling on the Icing Conditions graph (page 4) : Zp(ic) = 16800 ft.
R The height above the ceiling is : 25000 - 16800 = 8200 ft.
R Refering to page 7, the distance to reach the ceiling of 16800 ft is : 220 - 45 = 175 NM.
R 2 Initial parameters at engine failure :

R 25000 ft ; Icing Conditions ; 16500 kg ; ISA + 20C ; No wind
R Refering to the Icing Conditions graph (page 4), for 16500 kg and ISA+20, the associated
R OAT is greater than 5C, so read on this graph :
R - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 12000 ft ;
R - The transition altitude from Icing to Normal Conditions for ISA+20C (intersection between
R ISA+20C line and OAT = 5C line) : Zp(OAT 5) = 15200 ft.
R The level off net ceiling is read on the Normal Conditions graph (page 3) : Zp(nc) = 13600 ft.
R a) Determine the distance covered in Icing Conditions using the graph page 7 :
R D(ic) = d(25000-12000) - d(15200-12000) = d(13000) - d(3200) = 203 - 122 = 81 NM ;
R b) Determine the distance covered in Normal Conditions using the graph page 6 :
R D(nc) = d(15200-13600) = d(1600) = 210 - 115 = 105 NM ;
R c) The total distance to reach the ceiling of 13600 ft is :
R D = D(ic) + D(nc) = 81 + 105 = 186 NM
R 3 Same example than 2 , but with weight = 15500 kg :
R Refering to the Icing Conditions graph (page 4), for 15500 kg and ISA+20, the associated
R OAT is greater than 5C. So, read on this graph the transition altitude from Icing to Normal
R Conditions for ISA+20C : Zp(OAT 5) = 15200 ft.
R On the Normal Conditions graph (page 3), you read a net ceiling Zp(nc) = 15500 ft that is
R higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) =
R 15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0, Anti/De-icing
R Off).
R It is prohibited to go up to Zp(nc).
R The total distance to reach the ceiling of 15200 ft is determined using the graph page 7 :
R D = D(ic) + d(25000 - 15200) = d(9800) = 220 - 32 = 188 NM.
R CORRECTIONS ON GEOMETRICAL ALTITUDE

R To take into account the actual atmospheric conditions (pressure, temperature), refer to the
operating data 3.01 chapter.
Mod : 4372 + 4540 ATR 42 Model : 500

P6 001
AA
DOWN HILL RULE - NORMAL CONDITIONS - FLAPS 0
Examples :
Height above ceiling = 5000 ft
No wind
Distance to reach the ceiling = 220 - 55 = 165 Nm

Wind = - 80 kt (headwind)
Distance to reach the ceiling = 120 - 20 = 100 Nm.
ATR 42 Model : 500

P7 001
AA
DOWN HILL RULE - ICING CONDITIONS - FLAPS 15
Examples :
No wind

Wind = 80 kt (tailwind)
ATR 42 Model : 500

P8
APR 08
P8
P9
APR 08
.
PROCEDURE P1 001
IN FLIGHT MAY 98
AA
PROCEDURE
J If obstacle problem exists
In order to maintain the highest level possible, the drift down procedure should be used :
D MCT on operative engine
R D Action related to decision points
D Deceleration in flight level down to drift down speed which then will be maintained
(IAS mode)
- In normal conditions VMLB0
- In icing conditions VMLB15 (flaps 15 will be selected when below VFE)
D LO BANK mode selection
- If, having reached drift down ceiling altitude, obstacle problem persists, the drift
down procedure is continued to make an ascending cruise.
- If, after drift down, obstacles are cleared, the subsequent cruise will be performed
using MCT thrust on the remaining engine and the 1 engine cruise tables.
When possible FL 70/80 is recommended in order to optimize the cruise speed.
Note : A special attention should be paid to the fuel unbalance.

It is recommended to balance the tanks using the fuel crossfeed when the
dissymmetry reaches 100 kg (or 200 lbs).
R
R
R
ATR 42 Model : 400/500

PROCEDURE P2 001
IN FLIGHT MAY 98
AA
J If no obstacle problem exists
Drift down procedure is not necessary. A descent at maximum continuous power will
be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain
this value by increasing the speed.
Aircraft will be levelled when reaching the chosen cruise altitude.
R When possible, FL 70/80 is recommended in order to optimize the speed.
Use 200 kt IAS descent tables (3.09.16 or 17) and 1 engine cruise tables (3.09.20 or
25).
R
R
Note : A special attention should be paid to the fuel unbalance.

It is recommended to balance the tanks using the fuel crossfeed when the
dissymmetry reaches 100 kg (or 200 lbs).
ATR 42 Model : 400/500

PROCEDURE P3 001
IN FLIGHT NOV 98
AA
DRIFT DOWN DESCENT TABLES
METHOD OF USE
Choose in the next pages, the table corresponding to atmospheric conditions (normal or
icing, ISA).
R Select aircraft weight and flight level when failure occurs.
R Example : 18000 kg, FL 230 :
INIT. GW INITIAL FLIGHT LEVEL
(1000 KG) 200 210 220 230 240 250
65 22.0 120 40.4 144 48.1 161 53.5 175 58.0 185 61.3
18.0 134 138 134 249 134 294 134 324 135 349 135 366
19600 19800 19800 19900 19900 20000
R Values to be used as example only.
Table gives drift down ceiling (19900 ft) and air distance to cover to reach this altitude
(161 Nm).
It is also possible to determine air distance to cover to reach an intermediate level.
From FL 230 down to FL 200, Air Dist = 161 - 65 = 96 Nm
The ground distance corresponding to the air distance according to the wind value is
given in the chart hereafter :
Air Wind (kt)
Distance
Nm -80 -40 0 40 80
10 5 8 10 12 15
20 11 15 20 25 29
30 16 23 30 37 44
40 21 31 40 49 59
50 26 38 50 62 74
60 32 46 60 74 88
70 37 54 70 86 103
80 42 61 80 99 118
90 48 69 90 111 132
100 53 76 100 124 147
R COMPUTATION ASSUMPTIONS IN ICING CONDITIONS
R The drift down tables are computed with flaps 15 and ice accretion above icing altitude
R (TAT 7C) and with flaps 0 without ice accretion below icing altitude (TAT > 7C).
R ATR 42 Model : 400/500

.
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
ICING 200 KT IAS DESCENT P3 001
IN FLIGHT APR 08
AA
DESCENT 1 ENGINE
200KT(IAS) THEN VZ = 500 FT/MN
AIR COND FLOW NORM
1 ENGINE AT MCT (NP=100%) ICING CONDITIONS
FLAPS 0 ISA + 10
WEIGHT (1000KG)
FL 12 13 14 15 16 17 18 18.5
24 175 24 180 25 183 25 184 25 185 25 185 25 184 25 184
250 100 65 103 65 106 65 107 65 107 65 107 65 107 65 107 65
22 168 23 172 23 175 23 176 24 176 24 176 23 176 23 175
230 94 69 97 69 99 69 99 69 100 69 100 69 99 69 99 69
21 160 21 163 22 166 22 166 22 166 22 166 22 165 22 165
210 87 72 89 72 91 72 91 72 92 72 91 72 91 72 91 72
19 149 20 152 20 154 20 154 20 154 20 154 20 153 20 153
190 79 76 81 76 82 76 83 76 83 76 82 76 82 76 82 76
17 136 17 138 18 140 18 140 18 140 18 139 17 138 17 138
170 71 80 72 80 73 80 73 80 73 80 72 80 72 80 72 80
15 120 15 121 15 122 15 122 15 122 15 121 15 120 15 120
150 61 85 61 85 62 85 62 85 62 85 61 85 61 85 61 85
12 98 12 98 12 99 12 99 12 98 12 98 12 98 12 97
130 48 90 48 90 49 90 49 90 48 90 48 90 48 90 48 90
8 68 8 68 8 68 8 68 8 68 8 68 8 68 8 68
110 33 95 33 95 33 95 33 95 33 95 33 95 32 95 32 95
4 34 4 34 4 34 4 34 4 34 4 34 4 34 4 34
90 16 100 16 100 16 100 16 100 16 100 16 100 16 100 16 100
2 17 2 17 2 17 2 17 2 17 2 17 2 17 2 17
80 8 100 8 100 8 100 8 100 8 100 8 100 8 100 8 100
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
70 0 100 0 100 0 100 0 100 0 100 0 100 0 100 0 100
FROM START OF DESCENT TIME FUEL
(MIN) (KG)
FROM START OF DESCENT DIST TORQUE
(NM) (%)
ATR 42 Model : 500

ICING 200 KT IAS DESCENT P4 001
IN FLIGHT APR 08
AA
DESCENT 1 ENGINE
200KT(IAS) THEN VZ = 500 FT/MN
AIR COND FLOW NORM
1 ENGINE AT MCT (NP=100%) ICING CONDITIONS
FLAPS 0 ISA + 20
WEIGHT (1000KG)
FL 12 13 14 15 16 17 18 18.5
23 164 24 168 24 172 25 173 25 174 25 175 25 175 25 175
250 99 61 102 61 104 61 106 61 106 61 107 61 107 61 107 61
22 158 22 161 23 164 23 166 23 166 23 167 23 167 23 167
230 93 64 95 64 98 64 99 64 99 64 99 64 99 64 99 64
20 150 21 153 21 156 22 157 22 158 22 158 22 157 22 157
210 86 68 88 68 90 68 91 68 91 68 91 68 91 68 91 68
19 141 19 144 20 146 20 147 20 147 20 147 20 146 20 146
190 79 72 81 72 82 72 83 72 83 72 83 72 82 72 82 72
17 130 17 132 18 134 18 134 18 134 18 134 18 133 18 133
170 71 76 72 76 73 76 74 76 74 76 73 76 73 76 73 76
15 116 15 117 15 118 15 118 15 118 15 118 15 117 15 117
150 62 80 63 80 63 80 63 80 63 80 63 80 62 80 62 80
12 94 12 94 12 94 12 94 12 94 12 94 12 94 12 94
130 48 84 49 84 49 84 49 84 49 84 49 84 48 84 48 84
8 64 8 64 8 64 8 64 8 64 8 64 8 64 8 64
110 32 88 32 88 32 88 32 88 32 88 32 88 32 88 32 88
4 33 4 33 4 33 4 33 4 33 4 33 4 33 4 33
90 16 92 16 92 16 92 16 92 16 92 16 92 16 92 16 92
2 17 2 17 2 17 2 17 2 17 2 17 2 17 2 17
80 8 94 8 94 8 94 8 94 8 94 8 94 8 94 8 94
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
70 0 95 0 96 0 96 0 96 0 96 0 96 0 95 0 95
FROM START OF DESCENT TIME FUEL
(MIN) (KG)
FROM START OF DESCENT DIST TORQUE
(NM) (%)
ATR 42 Model : 500

APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
APR 08
.
NORMAL HOLDING 1 ENGINE P1 200
IN FLIGHT APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
ANTI/DE ICING: OFF MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 20 40 60 80 120
42.6 43.1 43.7 44.6 46.4
319 310 301 293 282
12 0
12.0 132 132 132 132 133
46.9 47.7 48.6 49.5 51.4
336 327 318 311 302
13 0
13.0 138 138 138 138 138
51.5 52.5 53.5 54.5 56.4
352 344 336 331 322
14 0
14.0 143 143 143 143 143
56.4 57.5 58.5 59.5 62.0
370 361 356 351 344
15 0
15.0 148 148 148 148 148
61.4 62.5 63.5 64.7 67.6
387 381 376 372 366
16 0
16.0 153 153 153 153 153
66.4 67.5 68.7 70.2 73.7
407 401 397 394 389
17 0
17.0 158 158 158 158 158
69.0 70.0 71.5 73.1 77.0
417 412 408 405 402
17 5
17.5 160 160 160 160 160
71.4 72.7 74.3 75.9 80.2
427 423 419 416 416
18 0
18.0 162 162 162 162 162
74.4 76.0 77.7 79.4 84.2
439 436 433 430 432
18 6
18.6 165 165 165 165 165
TQ
KG/H/ENG
IAS
Mod. : 4372 + 4540 ATR 42 Model : 500

NORMAL HOLDING 1 ENGINE P2 200
IN FLIGHT APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
ANTI/DE ICING: OFF MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 140 150 160 180 200
47.2 47.6 48.0 49.1 50.3
278 276 274 271 268
12 0
12.0 133 133 133 133 133
52.2 52.8 53.4 54.7 56.2
298 296 295 292 291
13 0
13.0 138 138 138 138 138
57.7 58.4 59.1 60.7 62.8
319 318 317 316 320
14 0
14.0 144 144 144 144 144
63.4 64.2 65.1 67.3 69.6
341 340 340 344 351
15 0
15.0 149 149 149 149 149
69.5 70.6 71.7 74.1
364 366 368 375
16 0
16.0 154 154 154 154
76.0 77.3 78.5
391 394 398
17 0
17.0 158 158 158
79.4 80.7 82.0
406 410 415
17 5
17.5 161 161 161
82.8 84.2
421 427
18 0
18.0 163 163
87.0
441
18 6
18.6 166
TQ
KG/H/ENG
IAS
Mod. : 4372 + 4540 ATR 42 Model : 500

ICING HOLDING 1 ENGINE P1 200
IN FLIGHT APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
ANTI/DE ICING: ON MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 20 40 60 80 120
42.6 43.1 48.2 49.1 50.9
319 310 316 309 299
12 0
12.0 132 132 132 132 133
46.9 47.7 53.4 54.4 56.6
336 327 336 330 322
13 0
13.0 138 138 138 138 138
51.5 52.5 58.8 59.9 62.4
352 344 356 351 345
14 0
14.0 143 143 143 143 143
56.4 57.5 64.3 65.7 68.5
370 361 378 375 369
15 0
15.0 148 148 148 148 148
61.4 62.5 70.1 71.6 75.1
387 381 402 398 395
16 0
16.0 153 153 153 153 153
66.4 67.5 76.0 77.6 82.2
407 401 425 423 424
17 0
17.0 158 158 158 158 158
69.0 70.0 79.1 80.8 86.0
417 412 437 435 441
17 5
17.5 160 160 160 160 160
71.4 72.7 82.1 84.1 89.7
427 423 450 448 457
18 0
18.0 162 162 162 162 162
74.4 76.0 85.9 88.4
439 436 465 465
165 165 165 165
18 6
18.6
TQ
KG/H/ENG
IAS
Mod. : 4372 + 4540 ATR 42 Model : 500

ICING HOLDING 1 ENGINE P2 200
IN FLIGHT APR 08
AA
HOLDING 1 ENGINE
VMHB0 ICING
ISA
FLAPS 0
AIR COND FLOW: NORM
ANTI/DE ICING: ON MCT (NP=100%)
WEIGHT FLIGHT LEVEL
(1000KG) 140 150 160 180 200
51.9 52.5 53.1 54.3 55.6
296 294 293 291 290
12 0
12.0 133 133 133 133 133
57.8 58.4 59.1 60.6 62.8
319 318 316 316 320
13 0
13.0 138 138 138 138 138
63.8 64.6 65.5 67.8 70.2
343 341 342 346 355
14 0
14.0 144 144 144 144 144
70.3 71.5 72.8 75.3
369 370 373 381
15 0
15.0 149 149 149 149
77.6 78.9 80.2
399 402 407
16 0
16.0 154 154 154
85.0
432
17 0
17.0 158
17 5
17.5
18 0
18.0
18 6
18.6
TQ
KG/H/ENG
IAS
Mod. : 4372 + 4540 ATR 42 Model : 500

.
FLIGHT PLANNING 3.10.01
P1 001
FUEL POLICY DEC 05
AA
RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum of the following
quantities :
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2 mn/14 kg - 30 lb)
Hotel mode (if used) : 30 min - 55 kg (122 lb)
B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
- Take-- off and initial climb (average quantity 1 mn/24 kg - 53 lb)
- Climb at selected speed
- Cruise
- Descent from cruising level to 1.500 ft above destination airport
- Approach and landing (average quantity 3 mn/30 kg - 66 lb)
R C. RESERVE FUEL - CONTINGENCY FUEL
According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It includes
go-- around climb to cruising level, cruise at long range speed, descent and
approach procedure.
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed with the estimated mass
on arrival at the alternate or the destination aerodrome, when no alternate is required.
FLIGHT PLAN
When no FOS precalculated flight plan is available, flight planning can be determined by
using the graph given in 3.10.02 with a good approximation.
Computations include the average quantities for taxi in and out, take-- off initial climb,
approach and landing.
5 % of trip fuel is included in the computation.
ATR 42 Model : 400/500

APR 08
R
APR 08
R
APR 08
R
.
FLIGHT PLANNING 3.10.04
P1 001
FERRY FLIGHTS APR 08
AA

APR 08
R
APR 08
R
APR 08
R
SPECIAL OPERATIONS 3.11.00
P1 001
CONTENTS OCT 12
AA
3.11.00 CONTENTS
3.11.01 FLIGHT WITH LANDING GEAR DOWN
3.11.02 DISPATCH WITH FLAPS RETRACTED
3.11.03 DISPATCH WITH ANTI SKID INOPERATIVE
3.11.04 DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE
3.11.05 DISPATCH WITH EEC OFF
3.11.06 DISPATCH WITH ONE AFU INOPERATIVE
3.11.07 DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
3.11.08 DISPATCH WITH ATPCS OFF
3.11.09 ETOPS
3.11.10 OPERATIONS ON NARROW RUNWAYS
3.11.11 DRY UNPAVED RUNWAYS
3.11.12 DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE
3.11.13 DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE
3.11.14 DISPATCH WITH ONE WHEEL BRAKE DEACTIVATED
3.11.15 FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED
3.11.16 HIGH LATITUDES OPERATIONS
3.11.17 STEEP SLOPE APPROACH
3.11.18 RUNWAYS SLOPE BEYOND 2%
3.11.19 OPERATIONS IN CIS COUNTRIES
ATR 42 Model : 400/500

P2
DISPATCH INTRODUCTION NOV 00
All dispatch cases are described in the AFM, part 7-02.
Many dispatches may be taken into account using the FOS software that given
accurate computation.
Nevertheless, no combination of dispatches is allowed.

P1 001
FLIGHT WITH LANDING GEAR DOWN APR 08
AA
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take-- off weight and fuel consumption.
FLIGHT IN ICING CONDITIONS IS PROHIBITED WITH GEAR DOWN

The propeller speed used is 82 %.
Refer to the MMEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT

Penalties on performance affect the WAT ; Enter in the quick reference tables with
Weight reduction 15 %.
APPROACH CLIMB PERFORMANCE

Decrease the basic limiting weight by 11 %.
FLIGHT PLANNING
Climb
Climb at VmHB0 icing (1.5 VSR) with both engines at maximum climb power setting. The
tables in 3.11.01 p 2 to 5 give the time, distance and fuel consumption according to
take-- off weight.
Cruise
The maximum recommended altitude is 16000 ft.
The maximum cruise speed is 165 kt.
Pages 3.11.01 p 6 to 9 give cruise tables at this maximum speed.
Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route
should reflect this concern.
Engine failure
The weight penalty on single engine ceiling computation is 15 %, consequently
decrease the single engine ceiling by :
ACTUAL WEIGHT KG (lb) ISA - 10 ISA ISA + 10 ISA + 20
18 600 (41005) - 22 % - 23 % - 27 % - 31 %
17 500 (38580) - 18 % - 20 % - 22 % - 24 %
16 500 (36375) and below - 17 % - 19 % - 21 % - 22 %
Holding
Page 3.11.01 p. 10 gives the holding parameters.

P2 200
FLIGHT WITH LANDING GEAR DOWN APR 08
AA
R Mod : 4372 + 4540 ATR 42 Model : 500

APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
.
P1 001
DISPATCH WITH FLAPS RETRACTED MAY 98
AA
R S Refer to the AFM supplements (7.02.03), or use the FOS.
ATR 42 Model : 400/500

.
.
APR 08
R
.
APR 08
R
.
.
P1 001
DISPATCH WITH ONE TQ INDICATOR INOPERATIVE NOV 98
AA
R S Refer to the AFM Supplements (7.02.09), or use the FOS.
ATR 42 Model : 400/500

.
APR 08
R
.
.
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
APR 08
R
.
P1 001
OPERATION ON NARROW RUNWAYS NOV 97
AA
NOT APPLICABLE
ATR 42 Model : 400/500

.
P1 100
OPERATION ON NARROW RUNWAYS APR 08
AA
D Refer to the AFM for the operating procedures and limitations (7.01.09).
TAKE- OFF
D Take-- off must be performed with BLEEDS OFF
D Correct the V1 limited by VMCG value by adding :
RUNWAY WIDTH V1 LIMITED BY VMCG INCREASE
R 25.5 m (83 ft) to 30 m (98 ft) 0 kt
R 23.5 m (77 ft) to 25.5 m (83 ft) 1 kt
R 21.5 m (70 ft) to 23.5 m (77 ft) 2 kt
R 20 m (65 ft) to 21.5 m (70 ft) 3 kt
R 18.5 m (60 ft) to 20 m (65 ft) 4 kt
R 17 m (55 ft) to 18 .5 m (60 ft) 5 kt
R 15.5 m (50 ft) to 17 m (55 ft) 6 kt
R 14 m (46 ft) to 15.5 m (50 ft) 8 kt
R Mod. : 4718 ATR 42 Model : 500

.
.
DISPATCH WITH ONE ACW GENERATOR P1 001
CHANNEL INOPERATIVE DEC 07
AA
D Refer to AFM 7_02.01

.
DISPATCH WITH SPOILERS CONTROL P1 001
SYSTEM INOPERATIVE DEC 07
AA

.
DISPATCH WITH ONE WEEL BRAKE P1 001
DEACTIVATED OR REMOVED DEC 07
AA

.
FERRY FLIGHT WITH PITCH ELEVATORS P1 001
DISCONNECTED DEC 07
AA

.
P1 001
HIGH LATITUDES OPERATIONS DEC 07
AA

.
P1 001
STEEP SLOPE APPROACH DEC 07
AA

.
P1 001
RUNWAYS SLOPE BEYOND 2% DEC 07
AA

.
P1 001
OPERATIONS IN CIS COUNTRIES DEC 07
AA
D Refer to AFM 7_09

.
OPERATIONS ENGINEERING BULLETINS 3.12.00
P1 001
CONTENTS DEC 05
AA
3.12.00 C0NTENTS
3.12.10 GENERAL DESCRIPTION
R 3.12.20 LIST OF O.E.B.
ATR 42 Model : 400/500

.
P1 001
GENERAL DESCRIPTION DEC 05
AA
R Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of Flight
Test Department, as the need arises to transmit in advance technical or procedural
information before technical solutions is developped and implemented.ALL OEB are
R distributed to ALL FCOM holders.Information in OEB is responsibility of ATR in the same
manner as the whole FCOM, and may not be approved by Airworthiness Authorities at the
R time of release.In case of conflict with the certified Flight Manual, the latter will
R supersede.When an operator implements a modification cancelling an OEB, this operator
may not take into account this OEB anymore for the concerned aircraft.
ATR 42 Model : 400/500

.
P1 001
LIST OF EFFECTIVE O.E.B. DEC 07
AA
O.E.B.
DATE SUBJECT VALIDITY
No/ISSUE
01/01 21 SEP (on ground) propeller brake CANCELLED by Mod 4506
95 and engine shut off procedure
02/01 DEC 95 ICE SHED selection on PWR ATR 42-- 400 487 and 491
MGT rotactor CANCELLED by mod 4489
03/01 JUN 97 GNSS HT 1000 operation CANCELLED by mod 4885
04/01 OCT 97 VHF INTERFERENCES CANCELLED by mod 4885

ON GNSS HT 1000
05/01 DEC 98 KLN 90B GPS operation All aircraft fitted with
mod 4890 or 5022
07/01 MAR 05 PEC OFF Operations Pending Modification 4883
application
(or SB ATR42-- 73-- 0007)
08/01 MAR 05 STATIC INVERTER DOUBLE Pending Modification 5544
LOSS application
R 09/01 JAN 07 COCKPIT VOICE All aircraft fitted with
RECORDER mod 5736
ATR 42 Model : 400/500

.
P1 001
Issued by
O.E.B. N 1 DESCRIPTION BTV/PN SEP 95
AA
SUBJECT : (ON GROUND) PROPELLER BRAKE AND ENGINE

SHUT-OFF PROCEDURE
1 - Reason for issue

A quick engine shut-off or propeller brake application after the propeller feathering may
induce
an undue PEC FAULT warning.
2 - Background information
If the engine is shut-off or the propeller brake applied too early after the propeller
feathering, the subsequent oil pressure loss does not allow the propeller blades to
reach the correct feather pitch angle. This will induce a discrepancy detection by the
PEC internal monitoring, thus causing an undue PEC FAULT warning.
3 - ATR action
ATR WILL ISSUE A MODIFICATION TO ELIMINATE THIS PROBLEM, NO LATER
THAN
MAR 96.
4 - Procedure
Before shutting off an engine or applying the propeller brake, allow a 30 seconds
minimum delay after the feathering action.
Validity : All ATR 42 model 500 until further notice
ATR 42 Model : 500

.
P1 001
O.E.B. N3 DESCRIPTION JUN 97
AA
SUBJECT : GNSS HT 1000 OPERATION
Some software discrepancies have been identified affecting the holding" and course to
intercept" modes.
Under some conditions, the side of the holding turn is misrecognized by the system,
although correctly written in the scratch pad.
Under some conditions, a course to intercept" maneuver is not displayed or flown

correctly.
3 - ATR action
Honeywell Trimble will issue software modifications to eliminate this problem no later than
DEC 97.
4 - Procedure
Flying a holding pattern or a course to intercept" using the HT 1000 system is

prohibited.
Validity : All aircraft fitted with Mod 4654
ATR42 Model : 400/500

.
P1 001
Issued by
O.E.B. N 4 DESCRIPTION BTV/PN OCT 97
AA
SUBJECT : VHF Interferences on GNSS HT 1000
Under some conditions, a VHF transmission can jam the GPS signals and degrade the
performances of the GNSS.
VHF frequencies that can generate the problem are the following ones :
121.15 - 121.75 - 121.20 - 121.225 - 121.25
131.20 - 131.225 - 131.25 - 131.275 - 131.30 - 131.325 - 131.35
This problem is observed only with some COLLINS type 22 VHF transceivers.
3 - ATR action
A GNSS software modification is currently being prepared. This modification will improve
the behaviour of the system, should a jamming occur.
COLLINS is investigating the origin of the problem on the VHF side. A modification
should be available not later than mid 1998.
4 - Procedures
If a GNSS/GPS jamming is observed during a VHF transmission (typically RAIM

exceeds limit" or Unable RNP" messages displayed), switch to another frequency if
practical.
Otherwise, avoid long duration transmissions and crosscheck navigation with other
conventional means.
Validity : All aircraft fitted with mod 0043 + 4654
ATR 42 Model : 400/500

.
P1 002
Issued by
O.E.B. N 5 DESCRIPTION BTV/PN DEC 98
AA
SUBJECT : KLN 90B GPS OPERATION
Undue message ADJ NAV IND CRS TO" when overflying a waypoint.
1A - Applicability
Software version prior to SW4. This SW4 standard can be identified by the
HOST 01515 - 0047" message which appears on the ST3 page.
An undue message ADJ NAV IND CRS TO" is displayed requiring an

unnecessary action from the crew at each waypoint overfly.
3 - ATR action
Bendix King has been advised of this problem. A software modification has been
implemented in the KLN 90B - SW4 software bulletin.
4 - Procedures
When overflying a waypoint, disregard the ADJ NAV IND CRS TO"
message. This message will automatically disappear after a few seconds.
Validity : All aircraft fitted with mod 4890 or 5022
ATR 42 Model : 400/500

.
P1 001
Issued by
O.E.B. N 7 DESCRIPTION DEC 05
DO/TV
AA
SUBJECT : PEC OFF operations
1. REASON FOR ISSUE
In the PEC OFF condition, if the NP becomes inferior to 77% at idle power, the engine
eventually will not spool up when advancing the power lever.
2. BACKGROUND
Np < 77% at idle power is never reached at normal operating speeds, therefore this
problem could only be met in training flights during stall exercices or touch and go
maneuvers.
3. ATR ACTION
Implementation of modification 4883 or SB ATR42-- 73-- 0007 cancels this OEB.
4. PROCEDURES
- Flight at airspeeds inferior to 90kt is prohibited in the PEC OFF condition
- Training : In the PEC OFF condition touch and go and stall maneuvers are
prohibited.
Validity : For model 42-- 500
Eng : PW127E ATR42 Model : 500

.
P1 001
Issued by
O.E.B. N 8 DESCRIPTION DEC 05
DO/TV
AA
SUBJECT : STATIC INVERTER DOUBLE LOSS

Warning to crew before modification application.
2 - Applicability
All aircraft not fitted with modification 5544.
In flight it is difficult to identify which bus is in short-- circuit.
Considering also the particular pilot workload following system failure and that
several circuit breakers must be opened for the faulty unit isolation.
4 - ATR action
A modification is already defined and must be applied for OEB cancellation.
5 - Procedures
Note : ATR recommend application of SB ATR42-- 24-- 0055 (mod 5546) which
facilitates identification of involved C/B by means of orange caps.
STATIC INVERTER DOUBLE LOSS
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
R C/B 3XA INV1 127VU position AB3 . . . . . . . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . . . . . . . RESET
KEEP FLYING WITH BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
Q If no static inverter recovered
C/B 3XD 26VAC STBY BUS 122VU position Q39 . . . . . . . . . . . OFF
C/B 4XD 115VAC STBY BUS 122VU position Q40 . . . . . . . . . . . OFF
R C/B 3XA INV1 127VU position AB3 . . . . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . . . . RESET
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (ISOL light OFF)
Validity : pending application of modification 5544 or SB ATR42-- 24-- 0056
ATR 42 Model : 400/500

.

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FLIGHT CREW OPERATING MANUAL 0.00.

0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)

0.03.00 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)

0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)

0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)

0.06.00 REASON OF NORMAL REVISION (R.N.R.)

0.07.00 SHIPPING NOTE NORMAL PAGES (S.N.N.P.)

0.08.00 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)

0.09.00 LIST OF MOD / MP / SB (L.O.M.)

0.10.00 CROSS REFERENCE TABLE (C.R.T.)

0.40.00 ORGANIZATION OF THE MANUAL

0.50.00 STANDARD NOMENCLATURE

0.60.00 UNITS CONVERSION TABLE

ATR 42 Model : 400/500

No. T.R. DATE IN DESTROYED POSITION REMARKS

DATE REASON OF REVISIONS AFFECTED PAGES

ATR 42 Model : 400/500

You must hold in your manual the following pages

N REV DATE IN INSERTION DATE NAME

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

- 4273 : MODIFY A/C FOR CONTAINER CARRYING 1.08.10

- WORDING AND STANDARDIZATION 2.05.09

* ACTION ON THE PART

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

NOV 98 * INTRODUCTION OF MODIFICATIONS

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAPTER

- 5205 : ATC/TCAS via BUS ARINC 429 2.05

- 4928, 5007 : VHF 8.33 KHz instead of 25 KHz : 1.05

-5021 : GPS KLN90B+ 1.04 - 1.10 - 1.15

- Breakers circuit for ADC 2.05.12

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAPTER

- Yellow pages to be turned to white 1.09 - 1.15 - 2.02

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP INVOLVED

-MOD 4580 : Indicating/recording systems- Provide landing with 1.09.50

-MOD 5285 : HF 9000 1.05.10

-MOD 3832 or 5103 or 5146 : 1.05-1.10-2.01

-MOD 5313: EGPWS 1.15-2.01-2.04

-MOD 5350: Installation of a second navigation light in wing tip 1.00.40

-MOD 3019 : 1.00.30

-Engine Parameters Tolerance decription 2.02.11

* ACTION ON PART III

Minor modifications 3.05.01

Yellow pages to be turned to white 1.05-2.01-2.04

ATR 42 Model : 400/500

DATE REASON FOR ISSUE PAGES INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE PAGES INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE CHAP INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

ATR 42 Model : 400/500

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED