AGT-MTM-456

ATR 42-400/500, ATR 72-212A T1 & T2 Course

© AGT- ALL RIGHTS RESERVED- FOR TRAINING ONLY

PW 120 Engine

ATA Chapters 00 to 12: AIRCRAFT GENERAL

Revision 0 - OCT 15

AGT- Aero Ground Training

Pépinière d’entreprises
Parc d’innovation de Mescoat
29800 Landerneau
France
contact@aerogroundtraining.com
www.agt-France.com
 FOR TRAINING PURPOSES ONLY

NOTICE

The material contained in this training manual is based on information obtained from the
aircraft manufacturer’s Aircraft Operating Manual and Maintenance Training Manual. This
manual is to be used for familiarization and training purposes only.

At the time of printing it contained then- current information. In the event of conflict between
data provided herein and that in publication issued by the manufacturer or the EASA/ FAA, that
of the manufacturer or the EASA/ FAA shall take precedence.

We, at AGT S.A.S want you to have the best training possible. We welcome any suggestions
you might have improving this manual or any other aspect of our training program.
 MAINTENANCE TRAINING MANUAL ATR 42 400/ 500 – 72-212A
T1 & T2 CONTENTS

DIMENSION 8
ZONING 11
CABIN LAYOUT 12
STRUCTURAL COMPONENTS 15
ANTENNAS 18
ELT 19
PERFORMANCE 20
POWER PLANT 21
WINGS 27
FLIGHT CONTROLS 28
CARGO 29
HYDRAULIC 30
LANDING GEAR 31
PNEUMATIC 32
ICE AND RAIN PROTECTION 33
ELECTRIC 34
OXYGEN AND FUEL 35
TIME LIMIT 36
JACKING AND WEIGHTING 44
LEVELLING AND PARKING 53
MOORING 66
TOWING 71
SERVICING 74
EQUIPMENT AND FURNISHING 83

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ATR Family

Two basic aircraft constitute the ATR family today: The 42/50
seater ATR 42 and its 64/74 seater derivative, the ATR 72.

Several hundred ATR 42s and 72s have been delivered to more
than 65 airlines in the five continents and operate in all climates.

ATR aircraft are greatly appreciated by both passengers and

airlines for their many qualities such as their high standard
comfort due to the spacious cabin or their low operating costs
and easy maintenance.

Benefiting from the latest technological advances, the ATR 42 is

remarkably simple to operate and to maintain and is equipped
with efficient low-fuel-burn engines. Its operating costs are
15%-20% lower than those of its competitors.

The ATR 42 benefits from the widest cabin in its class, providing
maximum passenger space, and setting new standards for
comfort.

Since its introduction into service in December 1985 the ATR 42

has become the reference in the regional air transport industry
for reliability and profitability and is now the best seller in its
market segment. Hundreds of ATR 42s now operate worldwide in
the most varied environments with a dispatch reliability in excess
of 99%.

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ATR 42-300
The basic ATR 42 is fitted with two PW 120 engines rated at 2,000
shp each. It has the lowest operating costs of any aircraft its size.
For the past ten years the ATR 42 has been working for many big
and small regional operators.
ATR 42-320
Identical to the ATR 42-300 apart from the two more powerful PW
121 engines (2,100 shp each); The ATR 42-320 has been
developed for increased hot and high performance.
ATR 42-400
The ATR 42-400 meets airline requirements for a higher level of
passenger comfort and a higher payload capability while retaining
the low operating costs of the basic ATR 42.
Increased Comfort
A large number of improvements concerning cabin aesthetics,
noise and vibration levels have been developed:
•New-look interior designed with new acoustically absorbent
materials and larger overhead bins (40% more volume)
•Six-blade propeller and associated electronic control (EPC).
•Better insulation of parasitic noise sources, such as outflow valves
and hydraulic pumps.
Increased Operating Weights
The ATR 42-400 complies with the latest regulatory standard for
passenger weights, with a significantly increased maximum
payload compared to previous models.
The ATR 42-400 can carry 48 passengers and baggage over
800nm or, optionally, 1000nm. This translates into a better multi-
hop or out and return capability with no refuelling.
The ATR 42-400 performed its first flight in July 1995 and was
certified in March 1996.
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ATR 42 400/ 500 – 72-212A
The Space of the ATR’s cabin makes it appeal: wide floor, wide
aisle, and wide elbowroom.
The bilobed shape of the ATR cabin maximises floor width so
that passengers seated near the windows have spacious
legroom. The cross section is constant throughout the cabin.
The four-abreast seats are separated by a wide central aisle
where passengers and flight attendants can easily move
around.
Theses comfortable seats have been configured and laid out
to provide ample leg and knee room and at the same time
sufficient underseat space to carry-on luggage.
Passenger service units ensure adequate overhead height and
include individual reading lights, air outlets, flight attendant call
buttons, loudspeakers and passenger signs.
The two rows of overhead bins provide a generous storage
volume, each of them accepting two side-by-side pilot cases.
All passengers have an unobstructed outside view through the
large cabin windows.
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T1 & T2 DIMENSIONS

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T1 & T2 DIMENSIONS

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T1 & T2 DIMENSIONS

TURNING CAPABILITY ON GROUND

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T1 & T2 ZONES

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T1 & T2 CABIN LAYOUT FLEXIBILITY

The floor panel capabili?es are:

- on cargo compartment, cabin entrance and corridor 400 kg/m sq

- on cabin under seats 200 kg/m sq
- on entry passengers compartment, galley, lavatories and aQ cargo 400 kg/m sq.

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T1 & T2 CABIN LAYOUT FLEXIBILITY

50 SEATS AT 30 INCHES

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T1 & T2 CABIN LAYOUT FLEXIBILITY

The ATR 42 and ATR 72 equipped with the standard front

cargo door can be converted to an all-cargo version
capable of carrying 9 or 13 containers in less than 30 and
45 minutes respectively, and with minimum equipment.
This quick-change concept which ATR has built into its
aircraft corresponds to the request of several operators to
maximise fleet efficiency: after passenger operations
during daytime, the aircraft is rapidly transformed for
freight transport at night.

ATR 42 – 9 ATR units

Total containerised volume: 25.2 m3 (891 cu.ft) + bulk
freight in the aft cargo zone

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Noise Treatment ● PEC

Noise and vibration attenuation is obtained from the basic design
through:
low rotational speed of the propeller,
synchronisation of the propeller phases.
installation of engines on flexible vibration-absorbing
shockmounts.
wide clearance between propeller blade tip and fuselage.
passive treatment with the use of acoustic and thermal insulation
materials.
Further improvements to overall passenger comfort include:
New Propeller Electronic Control (PEC) unit associated with
Propeller Valve Module (PVM) providing very accurate propeller
speed and phase control for optimum synchrophasing.
● APC
An Active Phase Control (APC) system providing the optimum
phases value between the two propellers in the whole flight
envelope.

● Stiffened Frames
Located in the propeller area with an increased
thickness for vibration attenuation.
● Dynamic Vibration Absorbers (DVA)
Absorbing vibrations corresponding to the different
harmonics of the propeller.
Fuselage
A. Fuselage sections Fuselage of ATR 42 aircraft is of
semimonocoque construction, designed according to Fail Safe/
Damage Tolerant criteria. For structural and production reasons,
it is manufactured in structural sections as follows:

● Skin Damping
Viscomaterial strips applied on fuselage skin panels to reduce - Section 11 Fuselage Nose Section
noise propagation through the skin. - Section 13 Fuselage FWD Centre Section
- Section 15 Fuselage Centre Section
● Acoustically Treated Cabin Interior. - Section 16 Fuselage Rear Centre Section
All lateral panels and multilayer ceiling panels made of new - Section 18 Fuselage Tail Section
acoustically absorbent materials. Cabin partition treated to reduce - Aerodynamic Fairings.
reverberation phenomena in the forward and rear cabin area.

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B. Corrosion protection coming from pressurisation and to transfer the floor shear loads to
the fuselage skin.
Protection against corrosion on aluminium components obtained
through the use of clad sheets, alodine, or anodizing treatment
on bare aluminium, and primer enamel and facing surface
sealant is used on critical areas. Special treatments are used
when different materials are in contact.

C. Structure details Monocoque structure consists of frames and

panels. The fuselage frames are built in 7075-T6 bent or rolled
sheet with a Z-profile (except in the flight compartment). The
frames are shear tied to the skin for load introduction and
damage tolerance of the panels (in the lower and side part of
fuselage). Stringers are tied to the frames by stringer clips.
Their design is fail-safe type except in the flight compartment
where the fail-safe is obtained by drilling the frame spacing.

The load introduction frames (i.e. wing and fin bulkheads) are
made in 7075-T73 machined aluminium forgings where higher
loads require it. The fuselage panels are made of 2024-T3 skin
stiffened by 7076-T6 riveted stringers. The stringers are in bent
sheet with extrusions used only where higher loads require it.

In the skin a wide use of doubler bonding and chemical milling

has been made. In section 13 and 16, where the thinner gages
require their use, bonded tear stops are widely used.

A crease beam runs along the pressurised fuselage at the

intersection of the two fuselage lobes to take the kink loads

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T1 & T2 LOCATION OF ANTENNAS

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T1 & T2 ELT

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T1 & T2 PERFORMANCES

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T1 & T2 POWER PLANT

ATR aircraft are powered by the PW 100 family engines, designed and manufactured by Pratt & Whitney of Canada,
and associated to advanced technology four blade propellers 14SF and 247F, manufactured by Hamilton Standard,
for the basic ATR 42 and 72.

A six-blade propeller 568F is installed on both the ATR 42-400 and the ATR 42-500.

Turboprop advantages are:

● Best trade-off between fuel burn and speed, perfectly adapted to commuter requirements.
● Simple, safe, economic, easy to maintain.
● Low specific fuel consumption.
● Compliance with the latest noise level regulations.
● Moveover, the turboprop enables the use of the propeller brake and provides a complete aircraft autonomy on the
ground.

ATR POWERED BY PW 100 FAMILY ENGINES

MAIN TECHNICAL CHARACTERISTICS

● Two centrifugal compressors
● Free turbine, three concentric shafts
● Electronic and hydromechanical regulation

● Power range from 2,000 to 2,750 shp

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AIRCRAFT MODEL ATR 42-300 ATR 42-320 ATR 42-400 ATR 42-500 ATR 72-200 ATR 72-210
ENGINE TYPE PW 120 PW 121 PW 121A PW 127E* PW 124B PW127
Take-off Power 1,800 shp 1,900 2,000 2,160 shp 2,160 shp 2,475 shp
Take-off Power (one engine out) 2,000 2,100 2,200 2,400 shp 2,400 shp 2,750 shp

Propeller (Hamilton Standard) 14 SF-5 14 SF-5 568F 568F 14 SF-11 247F

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Hotel-mode operation of the starboard engine avoids the need ● It is basically installed on the ATR 42 and ATR 72
for ground power units or a heavy and costly Auxiliary Power which is not the case of the APU proposed generally as an
Unit, providing the aircraft with all the energy it’s needs to expensive “mandatory” option.
operate the essential services.

Baggage handling is easy and quick thanks to a large front

cargo door and a rear door giving access to the respective
cargo compartments.

The location of inspection and service doors is within reach

from the ground, so that quick servicing and inspection checks
can be performed.

For self-sufficiency on ground, the ATR benefits from an

original concept: the Hotel Mode.

The right-hand engine is basically equipped with a propeller

brake that can be used as an APU for ground cooling and
heating, electrical and hydraulic generation.

The working principle of the Hotel Mode is to lock the propeller,

through a propeller brake installed on the right-hand engine
reduction gearbox. The propeller brake is hyraulically actuated,
and does not require hydraulic pressure once engaged or
disengaged. The propeller brake represents the best solution
for the operators because:

● It is light: 10kg (22lb) in comparison to a heavy

APU: 175 kg (385lb).
● It has no impact on the aircraft C.G.

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T1 & T2 PROPELLER BRAKE PRINCIPLE

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2. Wings Outer Wing Box

The ATR is equipped with a high wing composed of three main The outer wing box includes:
elements: Front spar
Rectangular centre wing box. Rear spar
Two trapezoidal outer wing boxes with a dihedral of 2.5º. 17 ribs
single-piece lower skin
The surface area of the wing is 54.5 m2 (586 sq.ft) and its span four-element upper skin
is 24.6 m (80 ft 7 inches).
Wing Tips
The following secondary structures are attached to the main
elements: The wing tips are located at the end of the outer wing boxes. They
provide aerodynamic continuity between the wing and the aileron
Wing tips horn.
Leading edges
Trailing edges Leading Edges
Ailerons
Spoilers Each wing includes five leading edge elements:
Fairings two leading edges on the centre wing
three leading edges on the outer wing.
Centre Wing Box
Trailing Edges
The centre wing box structure is made up of light alloy and
includes: The trailing edges include
front spar inboard flaps
rear spar outboard flaps
19 sheet metal ribs lower moving panels
8 machined ribs upper fixed trailing edge panels
single-piece lower skin
four element upper-skin

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Spoilers 3. Flight Controls

The spoiler is located above the end of the outer flap and Control of the aircraft is achieved using the
between ribs 21 and 23 at the upper fixed trailing edge panel. following movable surfaces:
Ailerons and Tabs
Fairings Rudder and Tabs
Elevators and Tabs
The fairings are located on the wing lower surface. Flaps
Spoilers

The ailerons, rudder and elevators are mechanically and

aerodynamically balanced. They are connected to the
controls in the flight compartment by means of mechanical
linkages.

Aileron and elevator aerodynamic moment is compensated

for by tabs with balance and trim functions.

Rudder aerodynamic moment is compensated for by a spring

tab.

The trim tabs are controlled electrically.

The tab control mechanisms are of the duel load path

construction.

Locking mechanisms protect the ailerons and elevators

against gusts of wind on the ground. The rudder is protected
by a damper.

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4. Cargo Compartments Aft Cargo Compartment.

The aircraft is equipped with two cargo Cargo compartment loading is made through the right aft service
compartments: door. This door opens forwards.
the forward cargo compartment
the aft cargo compartment, on the aft side of the aircraft. Depending on the version, luggage is held by means of:

In cargo compartments luggage or payload is held by means of Cross nets located at the front and rear of the cargo compartment.
easily removable nets. Walls made of lining panels either, held tight between retaining
The walls are resistant to blows. The lining panels are easily strips and the sub-structure, or secured by screws.
removable.
There may also be a clothes rail attached to the ceiling crossbeam
Forward Cargo Compartment or stowage compartments.

This cargo compartment is divided in two zones separated by a

passageway and is located between the flight and passenger
compartments.

Loading is made through the cargo compartment door located at

the aircraft forward section, on the left side.

Payload and luggage is held by means of:

Nets secured to posts, structure and floor.
Walls made of lining panels held tight between retaining strip and
sub-structure.

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T1 & T2 HYDRAULIC POWER

Hydraulic Power

The aircraft is provided with two independent systems.

In case of failure of the green or blue electric pump the
remaining operative system provides hydraulic supply
to all services by means of a cross-feed valve.
Furthermore, in case of blue pump failure, an auxiliary
electric pump, connected to the blue hydraulic system,
provides hydraulic power to operate the users of blue
hydraulic system, when the aircraft is in any of the
following condition: Taxi, take off, Approach, Landing.

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6. Landing Gear The parking/emergency braking system is actuated by the hydraulic

Landing gear (L/G) of ATR 42 aircraft is a retractable tricycle,
fuselage mounted type.
Main Gears and Doors
Main landing gear (MLG) is of lever type inboard retracting,
partially below the passenger compartment floor and partially
in a specific fairing. Doors restore fairing contour when the
gear is in up position.
system. In addition, hydraulic pressure is automatically applied to the
brakes during the retraction of the landing gear, to stop wheels rotation in
the main gear wells after takeoff.
Steering
The nose gear is of a steerable type with a range of 60 degrees to either
side of centre.

Position and Warning

Nose Gear and Doors Two electrical monitor indicating and warning systems provide the flight
Nose landing gear (NLG) is of direct type and retracts forward. crew with all necessary gear position indications. Furthermore
It is housed into a wheel welt of aircraft nose. Doors restore compression and extension of the three shock absorbers provide signals
fuselage contour when nose gear is in up position. for flight/ground mode system.

Extension and Retraction Interface with Hydraulic Systems

The landing gear is actuated by the hydraulic system. In the
event of a hydraulic power supply failure, an emergency
extension system is provided.
Wheels and Brakes
The landing gear is equipped with two wheels per leg.
The main gear wheels are provided with hydraulically actuated
multidisk brakes.
The pressure to the brakes is metered by means of the pilot’s
pedals and an electronic antiskid system.
Hydraulic power from green system is used for L/G extension, retraction
and for normal brake operation. The blue hydraulic system supplies the
nose wheel steering and the parking/emergency braking system. In case
the blue hydraulic system pump does not operate or does not provide
sufficient hydraulic power, the blue system is supplied by the auxiliary
electric pump system.

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Pneumatic

The pneumatic system air is bled from the low-pressure engine

compressors, or in the event of low power conditions also from
the high-pressure engine compressors.

The pneumatic distribution system directs and controls the

distribution of pressurised air required to operate:

air conditioning system

ice protection system.

The pneumatic distribution also provides pressurised air for right

engine oil cooler ventilation ejector and cabin pressure control
system jet pump.

The distribution system consists of:

engine bleed air supply system,

wing leading edge ventilation system.

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Ice and Rain Protection

The ice and rain protection system permits aircraft operation

without restriction in icing conditions or heavy rain.

Aircraft ice protection is provided by a pneumatic and electrical

system adapted to the critical areas.

The ice and rain protection is composed of the following

systems:

Airfoil
Air intakes
Pitot and static (probes)
Windows, windshield wipers and doors
Propellers
Detection
Miscellaneous

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Electrical Power

Electrical power necessary aboard the aircraft is given by two

engine-driven DSC starter/generators and two AC wild frequency
(ACW) three-phase generators driven by the reduction gear-box
of the engine-propeller.

In addition two static inverters, supplied by the DC main buses,

give AC constant frequency (AC) power and two batteries, give
power in flight, to the critical load, when all main DC sources are
lost. Main battery is also used for engine starting. The aircraft
has two external receptacles to allow an electrical supply, on
ground, using DC and AC ground power units.

The aircraft electrical network comprises:

28VDC from starter/generator;

115/200VAC WF (341-488 Hz) three-phase from generators;
115VAC CF (400Hz) single-phase from static inverters;
26 VAC CF (400Hz) single-phase from static inverters;
24DC from batteries.

Each DC starter/generator and ACW generator is associated

with a Generator Control Unit (GCU), connecting it to its related
channel and providing protection and fault detection. Two Bus
Power Control Units (BPCU), one connected to the DC CGU’s
and the other one connected to the ACW GCU’s control main
buses-tie, load shedding and external power.

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Oxygen Fuel

The fixed crew oxygen system is supplied by an oxygen
cylinder located inside the flight compartment. This cylinder
also enables the fixed passenger oxygen system to be
supplied.
The aircraft fuel system is designed to provide the following
functions:
to control tank refuelling and defiling.
To deliver fuel to the engines for all operating conditions of the
aircraft.
To indicate to the crew:
Normal function of the fuel system
Any malfunctions which may occur during operation so that
appropriate safety measures may be taken.

Fuel is stored in two tanks integrated in the wings on either side of

the fuselage. Each tank has its own venting system, which
connects it to a vent surge tank in all flight configurations. The
tanks are located between RIB4 and RIB22.

Under normal operating conditions, each engine is supplied from

the associated tank by a system comprising:

An electrical pump which delivers fuel to the engine during engine

starting.
An engine feed jet pump, which delivers fuel to the engine after
starting and during a flight. The jet pump takes over from the
electric pump automatically when the engine is running without any
pilot action.
A jet pump maintains a constant fuel level in the feeder tank where
the electric pump and the engine feed jet pump are installed. The
feeder tank is located between RIB4 and RIB5.

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JACKING FOR A/C MAINTENANCE OPERATIONS

AIRCRAFT JACKING
Aircraft must be in following configuration:
•Main gear wheel brakes released.
•Wheel chocks removed to allow forward or aft displacement.
NOTE: For standard maintenance operations, one forward jack is
sufficient to lift the aircraft. It is however good practice to position
second jack in contact with adapter. For operations such as
measuring, the two forward jacks must bear the same load to avoid
deformation of the fuselage.
•Position jacks directly under forward fuselage below points (1).
•Operate left jack to lift front of aircraft 150mm (6in) approx, until
fuselage is horizontal (check that the aircraft is in the horizontal
position using a level located on the rail at cargo department door).
•Position jacks under wings below points (2).
•Lift aircraft by 5mm (0.19in) stages by simultaneously operating the
three jacks until wheels are clear of ground (shock absorbers
extended) Main gear wheel centre line must be 750mm (29.5in)
from ground to enable gear door travel.
CAUTION: Jack safety nits must be lowered simultaneously.
Check that forward jacks remain vertical during lifting
operation.
Note: In case of an aircraft shoring, provide a height of 600mm
(23.64in). between the main landing gear wheel axis and the
ground. (Tyres approximately 200mm (7.88in) from the ground).
•Position safety stay under rear fuselage during maintenance or
repair operations.

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TRANSVERSAL AND LONGITUDINAL LEVELLING

•TRANSVERSAL LEVELLING
•To adjust transversal levelling, position a precision level on wing
centre box. Place the level near the centre box front spar and
approximately in the aircraft centre line.
•For levelling adjustment, action the jacks located under the wings.

•LONGITUDINAL LEVELLING
•Perform sight tube adjustment by means of incorporated bubbe
level to obtain horiziontal position.
•Adjust sight tube height. To perform this operation, align the
horizontal plane marked in the sight unit so that it passes through
the triangle centre identified on the fuselage and representing point
14LH
•Align points 13LH and 14LH by acting on jacks located at front of
fuselage.

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LIMITATIONS

• Wind speed > 45 KTS, moor the aircraft

• 45 Kts< Wind speed< 55 Kt, moor the aircraft + lock rudder

• Wind speed > 55 kt, shelter the aircraft in the hangar

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TOWING BY THE NOSE GEAR
WARNING
•Towing Precaution
•Towing of the aircraft from nose gear can not be accomplished
in the following condition:
•With aircraft off the runway, in soft sand or mud.
•With main or nose gear having two flat tires on one axle.
•Never tow the aircraft while any of its engines are operation.
•Never tow the aircraft without having someone in the flight
compartment to operate the brakes. Make sure the brakes are in
good operating condition, and the accumulator is charged. If it is
necessary pressurize the parking brake accumulator by
pressurizing the blue hydraulic system (Ref JIC 290000 AD
10010 and JIC 292500 OPT10000).
•Never turn the nose gear while the aircraft is not moving. When
using the towbar, wait until the aircraft has started moving before
turning the nose gear.
•Never tow the aircraft faster than a slow walk, avoid quick starts
and stops.
•Avoid when possible, braking to a stop in turns at any towing
speed. Damage to the nose landing gear and/or supporting
structure may result.
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TOWING
•Never tow the aircraft near obstacles without having someone
walking at each wing tip and at the tail to guard against collision.
Make sure an adequate system for relaying signals is understood by
everyone involved in the operation. Use candle-type signal lights at
nights.
•Never allow anyone to ride on the outside the aircraft.
•Never allow anyone to enter or leave the aircraft while it is moving
and ensure that all the doors are closed.
•Never tow the aircraft in a congested area. Move all equipment out
of the path of the aircraft.
•Never allow persons to stand in or near the path of the aircraft.
Never remove the chocks until ready to tow the aircraft. Make sure
the persons in the flight compartment is ready to operate the
brakes.
Never tow the aircraft at an angle which will cause the main gear
tires to slide. Be careful when towing from the nose gear. Do not
exceed the turning angle indicated by the pointer installed on the leg
structure and the graduated plate bonded to the turning tube (ref Fig
091100TWG 00100).
Never tow the aircraft if wind exceeds 30 knots.
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When the aircraft is towed in a turn, the main landing gear tires
are deflected laterally. Before stopping the aircraft proceed in a
straight path for several more feet to avoid leaving the tires
deflected when the aircraft is parked.

Make sure that the tow bar is in horizontal position and that towing
point on towing vehicle is not higher than16inch.

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AIR DATA SYSTEM

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The engine must be run with the propeller feathered for 20
seconds minimum before shutdown.
Reason :
This allows time for the oil to be returned from the prop control,
prop and reduction gearbox to the oil tank. Shortcuts may result in
2-3 quarts of oil trapped elsewhere in the engine, and oil levels
must be ignored. Restart engine and ensure this step is complete
before proceeding.
Check oil level via sight gauge or. dipstick not more than 30
minutes after shutdown. 15 minutes ± 5 minutes is
considered optimum.
While anytime up to 30 minutes is acceptable, we recommend ±
15 minutes, as this has proven to give the best repeatability on
any given engine and the best consistency across the fleet. This
interval also suits most regional airlines during quick turn-arounds
and night stops. Operators are encouraged to set a policy
that suits their operations, and ensure that all stations follow these
instructions to minimize disruptions and inconsistencies in oil
levels.
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OIL SERVICING
Caution :
Sight gauge or dipstick readings more than 30 minutes after
shutdown should be ignored.
Reason :
Most oil system accessories and lines are mounted above the level of
the oil tank and are subject to drain back to varying degrees. Drain
back overnight can equal two quarts, making oil level checks
inaccurate.
Do not check oil levels after motoring cycles !
Reason :
When motoring, the oil pressure pump is more efficient than the
scavenge pumps, and the net effect is a gradual decrease in oil level
in the tank proportional to the time spent motoring. In the case of
extensive motoring, the entire contents of the tank may be pumped
elsewhere, giving an error at six quarts or more. If an oil level
check is desired, an engine run, followed by steps 1 and 2 above, is
required. An exception to this is when an engine change is performed
and one motoring cycle can be performed to fill the oil lines and
accessories followed by oil top-up.
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Ensure the oil filler cap is s e cur e l y an d properly c lo s ed

a f t e r servicing !
Reason :
We have many reports on file of operators not reinstalling the
filler cap after servicing.
This usually results in the engine emptying itself within a few
minutes of startup.
The potential for a low oil pressure warning at a critical phase of
flight accompanied by series engine damage or failure 's self
evident.

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Navigation Systems

The aircraft navigation systems provide the crew with

information required for a flight in compliance with safety
requirements.

These data can be divided into 7 groups:

Flight environment data
Attitude and direction
Landing and taxiing aids
Independent position determining
Flight management computing
EFIS.

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Equipment and Furnishings

Equipment/Furnishings include:

A flight compartment designed for two crew members. An

optional observer seat can be installed.
A variable volume cargo compartment which is loaded through a
left forward door.
A passenger compartment separated from the cargo
compartment by a partition. Access to the passenger
compartment is gain through a passenger/crew door located on
the aircraft aft section on the fuselage left side; the door opens
downwards and is equipped with integral stairs.

An aft area in which the following miscellaneous items of

equipment can be installed according to the version:
A lavatory compartment
A folding cabin attendant seat
One or two galleys
An aft service door, on the right side opening forwards.
One or two COAT rooms
An aft cargo compartment

According to the version, the aircraft can be converted into cargo

version by adapting forward cargo compartment and passenger
compartment.

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