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01

GENERAL

2LIMITATIONS

PAGE : 001

DEC 96

Eng :

DGACAPPROVED

Model : 212 AMod :

AFM1

2 . 01 . 01 INTRODUCTIONObservance of the limitations contained in this chapter is required by law.When operating in accordance with an approved appendix or supplement tothis manual, the limitations of this basic Airplane Flight Manual section apply,except as altered by such an appendix or supplement.

2 . 01 . 02 KINDS OF OPERATIONThe airplane is certified in the Transport Category, JAR 25 and ICAO annex 16for day and night operations, in the following conditions when the appropriateequipment and instruments required by the airworthiness and operatingregulations are approved, installed and in an operable condition :

- VFR and IFR- Flight in icing conditions.- Reverse thrust taxi (single or twin engine)

2 . 01 . 03 MINIMUM FLIGHT CREW2 pilots

2 . 01 . 04 PERFORMANCE CONFIGURATIONRefer to 6.01.03 for airplane configuration associated with certifiedperformances.

2 . 01 . 05 MAXIMUM OPERATING ALTITUDE25000 ft

2 . 01 . 06 MANEUVERING LIMIT LOAD FACTORSGear and flaps retracted : + 2.5 to 1 gGear and/or flaps extended : + 2 to 0 g

2 . 01 . 07 CONFIGURATION DEVIATION LISTRefer to 7.01.02

2 . 01 . 08 NOISE CHARACTERISTICSThe aircraft meets the requirements of ICAO annex 16, Chapter 3 with noweight restriction.Refer to noise characteristics in Appendix 7.01.01 of this manual for noiselevels.

2 . 01 . 09 MAXIMUM NUMBER OF PASSENGER SEATS74 as limited by emergency exits configuration.

02

WEIGHT AND LOADING

2LIMITATIONS

PAGE : 001

DEC 96

Eng :

DGACAPPROVED

Model : 212 AMod :

AFM1

2 . 02 . 01 WEIGHTS

STRUCTURAL LIMITATIONS

MAXIMUM WEIGHT KG LB

RAMP 22180 48898

TAKEOFF 22000 48501

LANDING 21850 48170

ZERO FUEL 20000 44092

PERFORMANCE LIMITATIONS

Maximum takeoff weight and maximum landing weight may be reduced byperformance requirements related to the following (see chapter 6) :

climb performance (first and second segment, final takeoff and en route, approach and landing climb) available runway length (takeoff and landing) tyre limit speed brake energy limit, observe BRK TEMP light extinguished for takeoff obstacle clearance (takeoff and en route) en route and landing weight

02

WEIGHT AND LOADING

2LIMITATIONS

PAGE : 020

FEB 00DGACAPPROVED

Model : 212 A

AFM2

SEP 98

Mod : 4439 or 5150

FEB 99

R

2 . 02 . 02 CENTER OF GRAVITY ENVELOPE

For definition of reference (Mean Aerodynamic Chord (MAC) and momentsorigin) : see chapter 1

2 . 02 . 03 LOADING

The airplane must be loaded in accordance with the loading instructions givenin the WEIGHT AND BALANCE manual.

03

AIRSPEED AND OPERATIONALPARAMETERS

2LIMITATIONSPAGE : 001

DGACAPPROVED

Model : 212 A

AFM1

FEB 03

DEC 96

R

AUG 02

2 . 03 . 01 AIRSPEEDS

MAXIMUM OPERATING SPEED VMO / MMO

This limit must not be intentionally exceeded in any flight regime.

VMO = 250 kt CAS MMO = 0.55

MAXIMUM DESIGN MANEUVERING SPEED VA

Full application of roll and yaw controls, as well as maneuvers thatinvolve angles of attack near the stall should be confined to speedsbelow VA.

VA = 175 kt CAS

CAUTION : Rapidly alternating large rudder applications incombination with large sideslip angles may result instructural failure at any speed.

MAXIMUM FLAPS EXTENDED OR OPERATING SPEEDS VFE

FLAPS 15 185 kt CASFLAPS 30 150 kt CAS

MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS

VLE = 185 kt CASVLO lowering = 170 kt CAS

retracting = 160 kt CAS

03

AIRSPEED AND OPERATIONALPARAMETERS

2LIMITATIONS

PAGE : 001

DEC 96

Eng :

DGACAPPROVED

Model : 212 AMod :

AFM2

2 . 03 . 02 OPERATIONAL PARAMETERSENVIRONMENTAL ENVELOPE

Note : Refer to 2.04.05 for fuel temperature limitation.

TAKEOFF AND LANDING

Tail wind limit : 10 kt Maximum mean runway slope : 2 %

04

POWER PLANT

2LIMITATIONS

PAGE : 001 OCT 00

DGACAPPROVED

Model : 212 A

AFM1

DEC 96

R

FEB 01

2 . 04 . 01 ENGINES PRATT AND WHITNEY OF CANADA PW 127FOperating limits with no unscheduled maintenance action requiredBeyond these limits refer to maintenance manual

OPERATINGCONDITION

TIMELIMIT

TQ(%)

ITT(oC)

NH(%)

NL(%)

NP(%)

OILPRESS

(PSI)

OIL TEMP(oC) (2)

RESERVETAKE OFF 10 mn

(6) 100 (1) 800 103.2 104.2 101 55 to 65 0 to 125

NORMALTAKE OFF 5 mn 90

(1) (5) 101.9 101.4 101 55 to 65 0 to 125

MAXIMUMCONTINUOUS none

(6) 90.9 (1) 800 103.2 104.2 101 55 to 65 0 to 125

GROUNDIDLE

66mini

40 mini(4) 40 to 125

HOTELMODE 715 55 to 65 125

TRANSIENT 20 s 120 840 106.4 106.8 106(3) 40 to 100

5 s 120

20 mn 140

STARTING 5 s 950 54 mini

1) Value linked to 100 % NP.2) Oil temperature must be maintained above 45o C to ensure protection for the

engine air inlet against ice accumulation.3) Permissible for completion of flight provided TQ does not exceed

75.2 % during climb and 73.13 % during cruise.4) Up to 75 % NH only.5) ITT limits depend on outside air temperature. Refer to 2.04 page 2.6) Single engine operation only, beyond 5 mn.

NOTE : Flight with an engine running and the propeller feathered is notpermitted.

04

POWER PLANT

2LIMITATIONS

PAGE : 001

DEC 96

Eng :

DGACAPPROVED

Model : 212 AMod :

AFM2

TAKE OFF

ITT LIMITATION AT NORMAL TAKE OFF RATING

04

POWER PLANT

2LIMITATIONS

PAGE : 001

DEC 96

Eng :

DGACAPPROVED

Model : 212 AMod :

AFM3

2 . 04 . 02 PROPELLERS

TWO HAMILTON STANDARD HS 568 F 1

GROUND OPERATION

Engine run up must be performed into the wind.

Avoid static operation between 41.6 % and 62.5 % NP.

Avoid operation in feather above 66.6 % TQ.

GROUND OR FLIGHT OPERATION

If a propeller is involved in an overspeed or in an engine overtorquerefer to the propeller maintenance manual.

FLIGHT OPERATION

ATR airplanes are protected against a positioning of power leversbelow the flight idle stop in flight by an IDLE GATE device. It is reminded that any attempt to override this protection is prohibited.Such positioning may lead to loss of airplane control or may result inan engine overspeed condition and consequent loss of engine power.

04

POWER PLANT

2LIMITATIONS

PAGE : 001

DEC 96

EASAAPPROVED

--

Model : 212 A

AFM4

JUL 06

R

R

R

FEB 05

R

R

2 . 04 . 03 -- OIL SYSTEM

SPECIFICATIONRefer to specification PWA 521 type II.

2 . 04 . 04 -- STARTER

3 starts with a 1 minute 30 seconds maximum combined starter running timefollowed by 4 minutes OFF.

2 . 04 . 05 -- FUEL SYSTEM

Acceptable fuels : Jet A, Jet A1 and JP5.Use of JP4 and Jet B is prohibited.

TEMPERATURE For flight preparation, a minimum fuel temperature must be takeninto account to ensure adequate relight :--34oC for fuel types JET A and JET A1,--26oC for fuel type JP5.

Maximum temperature :57oC for fuel types JET A, JET A1 and JP5.

REFUELINGMaximum pressure 3.5 bars (50 PSI)

USABLE FUELThe total quantity of fuel usable in each tank is : 2500 kg (5510 lbs)

NOTE : Fuel remaining in the tanks when quantity indicators show zero isnot usable in flight.

UNBALANCEMaximum fuel unbalance : 730 kg (1609 lbs)

FEEDING Each electrical pump is able to supply one engine in the wholeflight envelope.

One jet pump is able to supply both engines in the whole flightenvelope.

One electrical pump and associated jet pump are able to supplyboth engines in the whole flight envelope.

05

SYSTEMS

2LIMITATIONS

PAGE : 001

FEB 04DGACAPPROVED

Model : 212 A

AFM1

DEC 96

R

2 . 05 . 01 AIR PRESSURIZATIONMaximum 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 VALVEfull open selection 1 PSI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maximum altitude for one bleed off operation 20000 ft. . . . . . . . . . . . . . . . . .

2 . 05 . 02 HYDRAULIC SYSTEMSpecification : Hyjet IV or Skydrol LD 4

2 . 05 . 03 LANDING GEARTowing with TOWBARLESS system is prohibited.Do not perform pivoting (sharp turns) upon a landing gear with fully brakedwheels except in case of emergency.

2 . 05 . 04 FLAPS

Holding with any flaps extended is prohibited in icing conditions (except forsingle engine operations).

2 . 05 . 05 AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) Minimum height for autopilot engagement on take off : 100 ft NAV mode for VOR approach, using either autopilot or flight director isauthorized only if :

a colocated DME is available, and DME HOLD is not selected

Minimum height for use of either autopilot or flight director : Except during take off or executing an approach : 1000 ft VS or IAS mode during approach : 160 ft CAT 1 APP mode : 160 ft

Refer to 7.01.03 for CAT II operation

2 . 05 . 06 INSTRUMENTS MARKINGRed arc or radial line : minimum and maximum limitsYellow arc : caution areaGreen arc : normal area

2 . 05 . 07 CARGO DOOR OPERATIONDo not operate cargo door with a lateral wind component of more than 45 kt.

2 . 05 . 08 ELECTRICALSingle DC GEN operation : In flight, if OAT exceeds ISA + 25, flight level must be limited to FL200.

2 . 05 . 09 MFCTake off with two or more failed MFC modules is prohibited

2 . 05 . 10 COMMUNICATIONSNot applicable

05

SYSTEMS

2LIMITATIONS

PAGE : 100

FEB 00DGACAPPROVED

Model : 212 A

AFM2

Mod : 3832

2 . 05 . 11 TCAS

Refer to appendix 7.01.04

05

SYSTEMS

2LIMITATIONS

PAGE : 360JUL 00

DGACAPPROVED

Mod : 5176

AFM3

Model : 212 A

FEB 01

2 . 05 . 12 GPS

1 GENERALThe Honeywell/Trimble GNSS 1000 :- complies with TSO C 129 and TSO C115B,- is installed in compliance with FAA AC 20129, AC 20130A, AC 20138 and

DGAC CRI S9902,- has been demonstrated to meet the requirements of JAA TGL no2,REV1 and

FAA AC 20138 and FAA Notice N811060.

2 LIMITATIONS

Compliance with the above regulations does not constitute an operationalapproval/authorization to conduct operations. Aircraft operators must applyto their Authority for such an approval/authorization.- The HT1000 pilots guide must be available on board.- The system must operate with HT 1000060 software version or any later

approved version.- The system must be used with an updated active data base and the

waypoints position must be crosschecked with official charts.- This equipment is approved for use as :

- primary navigation means for oceanic and remote operations when onlyone long range navigation system is required.

- supplemental navigation means, en route, in terminal area and for nonprecision approach operations until the missed approach point withrespect of the MDA.NOTE : Stand alone GPS approach is not approved. Conventional means

must be permanently crosschecked 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 crosscheck the

aircraft position using conventional means or must revert to an alternativemeans of navigation.

- In addition, where the coupled DME option is not installed or if the coupled DME isnot operative, the following procedures apply for BRNAV operations :(a) during the preflight planning phase, the availability of GPS integrity(RAIM) must be confirmed for the intended flight (route and time). Dispatchmust not be made in the event of predicted continuous loss of RAIM of morethan 5 minutes for any part of the intended flight.(b) Traditional navigation equipment must be selected to available aids so asto allow immediate crosschecking or reversion in the event of loss of GPSnavigation capability.

05

SYSTEMS

2LIMITATIONS

PAGE : 100DGAC

APPROVED

Model : 212 AMod : 5040

AFM4

FEB 99

2 . 05 . 13 CABIN LIGHTING

The general cabin illumination system must be used during not less than 15minutes before each flight.

05

SYSTEMS

2LIMITATIONS

PAGE : 100

Model : 212 AMod : 5313 or 5467

AFM5

DGACAPPROVED

FEB 03

FEB 05

R

2.05.14 EGPWS1. Navigation is not to be predicated on the use of the terrain display.

Note : The Terrain display is intended to serve as a situational awarenesstool only. It does not have the integrity, accuracy or fidelity on whichto solely base decisions for terrain or obstacle avoidance.

2.To avoid giving nuisance alerts, the predictive TAWS functions must beinhibited when landing at an airport that is not included in the airportdatabase.

06

ICING CONDITIONS

2LIMITATIONS

PAGE : 001

FEB 00DGAC

APPROVED

Model : 212 A

AFM1

DEC 96

R

FEB 99

2 . 06 . 01 ICING CONDITIONS

Atmospheric icing conditions exist when OAT on the ground and for takeoff is at or below 5oC or when TAT in flight is at or below 7oC, and visible moisture in any form is present (such as clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).

Ground icing conditions exist when OAT on the ground is at or below 5oC, and surface snow, standing water or slush is present on the ramps taxiways and runways.

Takeoff is prohibited when frost, snow or ice is adhering to the wings,control surfaces or propellers.

Operation in atmospheric icing conditions :NP setting below 82 % is prohibited.Refer to 3.04.01 for associated procedures and 6.06.02 forperformance data.All icing detection lights must be operative prior to flight at night.NOTE : This supersedes any relief provided by the Master Minimum

Equipment List (MMEL).The ice detector must be operative.

Operation in ground icing conditions :Refer to 3.04.01 for associated procedures and to FCOM part 3 and toAFM section 7.03 for advisory information on contaminated runwayspenalties.

.../...

06

ICING CONDITIONS

2LIMITATIONS

PAGE : 001

FEB 04DGAC

APPROVED

Model : 212 A

AFM2

R

DEC 96FEB 99

2 . 06 . 01 ICING CONDITIONS (contd) Severe icing :

WARNING :Severe icing may result from environmental conditions outside of those forwhich the airplane is certificated. Flight in freezing rain, freezing drizzle, ormixed icing conditions (supercooled liquid water and ice crystals) may resultin ice buildup on protected surfaces exceeding the capability of the iceprotection system, or may result in ice forming aft of the protected surfaces.This ice may not be shed using the ice protection systems, and mayseriously degrade the performance and controllability of the airplane. During flight, severe icing conditions that exceed those for which the

airplane is certificated shall be determined by the following :

Visual cue identifying severe icing is characterized by ice covering all or asubstantial 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

area.. Accumulation of ice on the propeller spinner farther aft than normally

observed.

The following weather conditions may be conducive to severe inflight icing :

. Visible rain at temperatures close to 0C ambient air temperature (SAT)

. Droplets that splash or splatter on impact at temperatures close to 0Cambient air temperature (SAT)

If one of these phenomena is observed, immediately request priorityhandling from Air Traffic Control to facilitate a route or an altitude change toexit the icing conditions. Apply procedure specified in the EmergencyProcedures chapter.

Since the autopilot may mask tactile cues that indicate adverse changes inhandling characteristics, use of the autopilot is prohibited when the severeicing defined above exists, or when unusual lateral trim requirements orautopilot trim warnings are encountered while the airplane is in icingconditions.

.

.

.

.

.

.

.

PART 1 - DESCRIPTION1.00 AIRCRAFT GENERAL1.03 AIR1.04 AFCS1.05 COMMUNICATIONS1.06 ELECTRICAL SYSTEM1.07 EMERGENCY EQUIPMENT1.08 FIRE PROTECTION1.09 FLIGHT CONTROLS1.10 FLIGHT INSTRUMENTS1.11 FUEL SYSTEM1.12 HYDRAULIC SYSTEM1.13 ICE and RAIN PROTECTION1.14 LANDING GEAR1.15 NAVIGATION SYSTEM1.16 POWER PLANT

PART 2 - LIMITATIONS & PROCEDURES2.00 LIMITATIONS2.02 PROCEDURES (partial)2.02 NORMAL TAKEOFF2.02 ENGINE FLAMEOUT AFTER V12.02 ENGINE FIRE AFTER V12.02 NORMAL APPROACH2.02 SINGLE ENGINE APP and GA2.02 VISUAL APPROACH2.02 CIRCLING APPROACH2.02 NON PRECISION APPROACH2.02 NO FLAPS LANDING