ATR ARM (1)

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1, Allée Pierre Nadot
31712 BLAGNAC Cedex
France
Printed in France
ATR 42 / ATR 72
AIRCRAFT RECOVERY
MANUAL
AIRCRAFT RECOVERY MANUAL
Printed in France
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AIRCRAFT RECOVERY MANUAL
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TABLE OF CONTENTS
1. INTRODUCTION ................................................................................................................ 9
1-00 GENERAL................................................................................................................ 9
1-00-01 Introduction ....................................................................................................... 9
1-00-02 Content ............................................................................................................10
1-00-03 Reference Documents......................................................................................13
1-00-04 Units and Conversions .....................................................................................14
1-00-05 Glossary of Terms............................................................................................16
1-10 AIRPLANE DETAILS...............................................................................................18
1-10-01 Aircraft Dimensions ..........................................................................................18
1-10-02 Aircraft Structural Sections ...............................................................................20
1-10-03 Composite Materials.........................................................................................21
1-10-04 Fuselage Frames and Wing Ribs .....................................................................26
1-10-05 Door Size and Locations ..................................................................................34
1-10-06 Aircraft Ground Clearances ..............................................................................44
1-10-07 Aircraft Ground Service Connections................................................................46
1-10-08 Landing Gears..................................................................................................54
2. SURVEY AND PREPARATION .........................................................................................59
2-00 GENERAL...............................................................................................................59
2-00-01 Introduction ......................................................................................................59
2-00-02 Aircraft Recovery Team....................................................................................61
2-00-03 Quick Reference Guide ....................................................................................62
2-10 INITIAL AIRCRAFT SURVEY..................................................................................74
2-10-01 Structural Inspection.........................................................................................74
2-10-02 Landing Gear Survey .......................................................................................75
2-10-03 Fluid Leaks.......................................................................................................79
2-10-04 Flammable Fluids and Gases...........................................................................80
2-20 INITIAL SITE SURVEY............................................................................................83
2-20-01 Terrain and Soil Characteristics........................................................................83
2-20-02 Weather ...........................................................................................................84
2-30 HEALTH AND SAFETY ISSUES.............................................................................85
2-30-01 Personnel.........................................................................................................85
2-30-02 Equipment........................................................................................................85
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2-30-03 Communication ................................................................................................86
2-30-04 Oxygen.............................................................................................................86
2-30-05 Electrical System..............................................................................................90
2-30-06 Fuel System .....................................................................................................91
2-30-07 Aircraft Recovery Operations ...........................................................................92
2-30-08 Fire Fighting .....................................................................................................92
3. WEIGHT AND CG MANAGEMENT ...................................................................................95
3-00 GENERAL...............................................................................................................95
3-00-01 Introduction ......................................................................................................95
3-00-02 Weight Definitions ............................................................................................98
3-00-03 Aircraft Design Weights..................................................................................100
3-10 MANAGING AIRCRAFT WEIGHT AND CG ..........................................................102
3-10-01 Fuel ................................................................................................................102
3-10-02 Other Fluids....................................................................................................114
3-10-03 Personnel.......................................................................................................116
3-10-04 Galley.............................................................................................................118
3-10-05 Cargo .............................................................................................................119
3-10-06 Other Components.........................................................................................122
3-10-07 Ballast Added .................................................................................................129
3-10-08 Effect of Moving Components Operations on Aircraft CG...............................130
3-20 CALCULATION OF NRW AND CG .......................................................................132
3-20-01 Weight and CG Calculation Worksheet ..........................................................132
3-30 WEIGHT REDUCTION..........................................................................................135
3-30-01 General ..........................................................................................................135
3-30-02 Defueling........................................................................................................136
3-30-03 Removal of Cargo ..........................................................................................148
3-30-04 Removal of Other Components ......................................................................151
4. STABILIZING THE AIRCRAFT ........................................................................................153
4-00 GENERAL.............................................................................................................153
4-00-01 Introduction ....................................................................................................153
4-00-02 Aircraft Stability ..............................................................................................153
4-10 TETHERING .........................................................................................................161
4-10-01General ..........................................................................................................161
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4-10-02 Mooring ..........................................................................................................171
4-10-03 Ground Anchors .............................................................................................177
4-20 SHORING .............................................................................................................178
4-20-01 General ..........................................................................................................178
5. LEVELING AND LIFTING THE AIRCRAFT......................................................................181
5-00 GENERAL.............................................................................................................181
5-00-01 Introduction ....................................................................................................181
5-00-02 Preliminary Actions.........................................................................................181
5-00-03 Safety Issues..................................................................................................184
5-00-04 Typical Recovery Scenarios ...........................................................................185
5-00-05 Lifting Load Estimation ...................................................................................199
5-10 JACKS ..................................................................................................................209
5-10-01 General ..........................................................................................................209
5-10-02 Jacking Points ................................................................................................212
5-10-03 Load Limits.....................................................................................................214
5-20 PNEUMATIC BAGS ..............................................................................................217
5-20-01 General ..........................................................................................................217
5-20-02 Bearing Areas ................................................................................................220
5-30 CRANES ...............................................................................................................221
5-30-01 General ..........................................................................................................221
5-30-02 Forward Fuselage Lifting ................................................................................224
5-30-03 Wing Lifting ....................................................................................................226
6. MOVING THE AIRCRAFT ...............................................................................................227
6-00 GENERAL.............................................................................................................227
6-00-01 Introduction ....................................................................................................227
6-00-02 Preliminary Actions.........................................................................................227
6-00-03 Safety issues..................................................................................................229
6-00-04 Temporary Roadway Construction .................................................................230
6-10 SERVICEABLE LANDING GEAR..........................................................................232
6-10-01 General ..........................................................................................................232
6-10-02 Towing from the Nose Landing Gear..............................................................235
6-10-03 Towing from the Main Landing Gear ..............................................................237
6-10-04 Debogging Procedures...................................................................................237
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6-10-05 Towing with Deflated Tires .............................................................................240
6-10-06 Load and Angle Limits....................................................................................241
6-20 UNSERVICEABLE LANDING GEAR.....................................................................243
6-20-01 General ..........................................................................................................243
6-20-02 Other Towing Procedures...............................................................................244
7. TOOLS AND EQUIPMENT ..............................................................................................249
7-00 AIRCRAFT RECOVERY EQUIPMENT..................................................................249
7-00-01 List of General Recovery Equipment ..............................................................249
7-00-02 IATP Kit..........................................................................................................250
7-00-03 ATR Specific Tools.........................................................................................251
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IMPORTANT DATA
The recovery process and methods described in this document are proposed only for general
planning purposes. Every recovery is unique and the appropriate method to apply will depend
on the particular incident and the equipment available.
ATR MAKES NO WARRANTY OR GUARANTEE WHATSOEVER IN CONNECTION WITH
THE INFORMATION FURNISHED IN THIS DOCUMENT OR THE USE OR
IMPLEMENTATION OF SUCH INFORMATION, AND THE USER OF THIS DOCUMENT
HEREBY WAIVES, RELEASES AND RENOUNCES ALL WARRANTIES. OBLIGATIONS AND
LIABILITIES OF ATR AND RIGHTS, CLAIMS AND REMEDIES OF THE USER AGAINST ATR,
EXPRESS OR IMPLIED, ARISING BY LAW OR OTHERWISE, WITH RESPECT TO ANY
NON-CONFORMITY OR DEFECT IN THIS DOCUMENT, INCLUDING BUT NOT LIMITED TO:
- ANY WARRANTY AGAINST HIDDEN DEFECTS
- ANY IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS
- ANY IMPLIED WARRANTY ARISING FROM COURSE OF PERFORMANCE, COURSE
OF DEALING OR USAGE OF TRADE
- ANY OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY, WHETHER
CONTRACTUAL
- OR DELICTUAL AND WHETHER OR NOT ARISING FROM ATR’S NEGLIGENCE,
ACTUAL OR IMPUTED
- ANY OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY FOR LOSS OR DAMAGE
TO PROPERTY.
ATR SHALL HAVE NO OBLIGATION OR LIABILITY, HOWSOEVER ARISING, FOR LOSS OF
USE, REVENUE OR PROFIT OR FOR ANY OTHER DIRECT, INCIDENTAL OR
CONSEQUENTIAL DAMAGES WITH RESPECT TO ANY NON-CONFORMITY OR DEFECT
IN THIS DOCUMENT. ATR SHALL HAVE NO OBLIGATION OR LIABILITY WITH RESPECT
TO THE BEHAVIOR OF TOOLING USED FOR THE RECOVERY OF THE AIRCRAFT.
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1. INTRODUCTION
1-00 GENERAL
1-00-01 Introduction
1. The aim of this document is to provide useful information, general procedures and
equipment to effectively recover all the versions of ATR 42 and ATR 72. The airlines and
airport authorities can use this information for planning ATR aircraft recovery operations.
2. The airline should prepare in advance this kind of incident by establishing an aircraft
recovery team (see 2-00-02), training, listing available recovery equipment and
developing an internal aircraft recovery process document. There are specialized
companies in aircraft recovery that offer tools and training to airlines and airports.
3. The aircraft recovery strongly depends on the type of incident and the equipment
available. A standard procedure for all the aircraft recovery incidents cannot be
proposed, but some general indications can be useful to carry out an efficient operation.
The information containedin this manual is given as a guide to assist an ATR aircraft
recovery.
4. ATR recommends the record of all the data and actions related to the aircraft recovery
process to specify the necessary corrective actions before the return to service of the
aircraft.
5. This document establishes references with the ATR documents AMM JIC, WBM and
ITEM of your specific MSN to carry out some operations.
6. Country and state rules regulations have to be respected. The investigation authority has
to release the aircraft before starting the recovery. Further information about aircraft
accident and incident investigations is included in ICAO Annex 13.
7. Generic figures are given as examples. References to the documents applicable to your
specific MSN are included to find precise information.
8. Aircraft recovery from water is not covered by this manual.
9. Contact ATR in any step of the process for further information.
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1-00-02 Content
1. INTRODUCTION
- Introduction of the document.
- List of useful references.
- Number equivalents information (English and Metric).
- Acronyms of the document explained in a glossary.
- General data of ATR 42 and 72 that can be useful during the aircraft recovery.
2. SURVEY AND PREPARATION
- Quick Reference Guide that gives a global view of the aircraft recovery process.
- Recommendations for the recovery team competences and functions.
A. Initial Aircraft Inspection
- Indications to carry out an initial structural and landing gear inspection.
- Actions on the landing gear to ensure safety when the aircraft is on ground.
- Influence of the landing gear integrity on the aircraft recovery process.
- Procedures to carry out in case a fluid leak is detected.
- Location of flammable fluids and gases to take into account before starting
operations on the aircraft.
B. Initial Site Inspection
- Description of the way the soil characteristics and the weather forecast can affect
the recovery operation.
C. Health and Safety Issues
- Measures that must be taken during the aircraft recovery to prevent injury to
persons and to avoid further damage to the airplane in terms of:
 Personnel
 Equipment
 Communication
 Oxygen
 Electrical System
 Fuel System
 Aircraft Recovery Operations
3. WEIGHT AND CG MANAGEMENT
- Aircraft design weights and their definitions for aircraft recovery support.
- Effect of the different aircraft components on the weight and CG position.
- The Weight and Balance Manual of your specific MSN is required but this part
can be used as a guideline to refer directly at the useful chapters.
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A. Calculation of NRW and CG
- Method and worksheet proposed to calculate the aircraft weight and CG position.
B. Weight Reduction
- Available weight reduction methods to monitor aircraft weight and CG position:
 Defueling: links to the different AMM JIC procedures to remove fuel.
 Cargo: indications on how to operate cargo doors to access to cargo and
precautions in the removal process to ensure aircraft stability.
 Other components: the removal of any component must be done
according to AMM JIC procedures. Contact with ATR is recommended if
the aircraft is not leveled. AMM JIC procedures established for aircraft in
a level attitude.
4. STABILIZING THE AIRCRAFT
- General indications to ensure aircraft stability. Important aspects such as tail
tipping prevention and wind speed limitations.
The different alternatives to control aircraft stability are:
A. Tethering
- General instructions for tethering the aircraft.
- Recommended fuselage fittings and frame locations for its installation.
Alternatives given in case no fuselage fittings are available.
- Standard landing gear mooring.
- Information about the different types of ground anchors.
B. Shoring
- General instructions for shoring the aircraft.
- Allowable fuselage frames and wing ribs prepared for aircraft supports.
- Recommended tools to use.
- Materials recommended for support and protection.
5. LEVELLING AND LIFTING
- Preliminary actions to carry out before starting the lifting process.
- Safety issues to consider during the operation.
- Indications given to establish a lifting strategy for typical recovery scenarios.
- Method to estimate the lifting loads to ensure that the tool and aircraft structure
limits are not exceeded. Indications are given to anticipate the lifting loads for the
methods proposed.
The different methods proposed to lift the aircraft are:
A. Jacks
- Instructions for the general use of jacks to lift the aircraft.
- Location of the jacking points in the aircraft.
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- Alternative method to determine the jacking lifting load and the structural limits of
the different jacking points.
B. Pneumatic Bags
- Indications on the general use of pneumatic bags to lift the aircraft.
- Location of the bearing areas to place pneumatic bags.
C. Cranes
- Indications on the general use of cranes to lift the aircraft.
- Location of the allowable frames and ribs to lift the forward fuselage and the
wing.
6. MOVING THE AIRCRAFT
- Preliminary actions to carry out before moving the aircraft.
- Safety issues to consider during the operation.
- Indications for the construction of a temporary roadway for support or to move
the aircraft.
A. Serviceable Landing Gear
- Indications for towing the aircraft with serviceable landing gears.
- Weight range for towing and turning capability of the aircraft.
- Available towing procedures (from AMM JIC) to tow the aircraft from the nose
and main landing gear.
- Considerations when towing the aircraft with deflated tires.
- Debogging procedures to move the aircraft when it is on soft ground.
- Load and angle limits for both nose and main landing gear towing.
B. Unserviceable Landing Gear
- A component or the whole assembly replacement according to AMM JIC
procedures is recommended for an aircraft with landing gear damage.
- General procedures to move the aircraft with a moveable platform in case it is not
possible to replace the damaged landing gear. Indications given for typical
recovery scenarios.
7. TOOLS AND EQUIPMENT
- List of general aircraft recovery equipment.
- General information about the specialized kit of aircraft recovery equipment
offered the International Airline Technical Pool (IATP).
- List of tools and equipment specially designed for the ATR fleet that can be
useful in an aircraft recovery process.
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1-00-03 Reference Documents
1. ATR Data
This manual has been developed with the information included in the following ATR
technical documents. Consider them to find additional information if necessary.
- AC: Airplane Characteristics ATR-ALL
- AMM JIC: Aircraft Maintenance Manual Job Instruction Cards
- D/O: Description Operation
- FCOM: Flight Crew Operating Manual
- ITEM: Illustrated Tool Equipment Manual
- SRM: Structures Repair Manual
- WBM: Weight Balance and Manual
2. Airline Documents
This manual refers to some airline documents that can be useful for the operation (the
list is not exhaustive).
- Airline Load and Trim Sheet
- Airline Aircraft Recovery Process Document
3. Websites
The Aircraft Recovery Task Force (ARTF) being part of the International Air Transport
Association (IATA) can provide additional information to airlines in terms of aircraft
recovery operations. It is recommended that airlines share their aircraft recovery
experiences with them. The International Airlines Technical Pool (IATP) can provide
aircraft recovery kits located at strategic airports in the world (see 7-00-02). More
information about these groups is given in their websites.
- International Air Transport Association (IATA): http://www.iata.org
- International Airlines Technical Pool (IATP): http://www.iatp.com
4. ICAO Documents
This manualhas been developed according to the International Civil Aviation
Organization (ICAO) recommendations in terms of aircraft recovery incidents.
- ICAO Document 9137-AN/898 Part 5 “Removal of Disabled Aircraft”
- ICAO Annex 13
- ICAO Annex 14
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1-00-04 Units and Conversions
This part gives some useful unit conversions for Length, Speed, Weight, Force, Pressure,
Volume, Momentum and Temperature.
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1-00-05 Glossary of Terms
A/C Aircraft
AC Aircraft Characteristics Manual
AFT After
AMM Aircraft Maintenance Manual
ARM Aircraft Recovery Manual
ATC Air Traffic Control
CBR California Bearing Ratio
CG Centre of Gravity
D/O Description Operation Manual
DOW Dry Operating Weight
FR Frame
FWD Forward
GPU Ground Power Unit
H-arm Horizontal arm
HAZ-MAT Hazardous material
IATA International Air Transport Association
IATP International Airline Technical Pool
ICAO International Civil Aviation Organization
ITEM Illustrated Tool and Equipment Manual
JIC Job Instruction Cards
L/G Landing Gear
LH Left Hand
MAC Mean aerodynamic chord
MEW Manufacturer’s Empty Weight
MLG Main Landing Gear
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MLW Maximum Landing Weight
MRW Maximum Ramp Weight
MSN Manufacturer’s Serial Number
MTOW Maximum Take-Off Weight
MTW Maximum Taxi Weight
MZFW Maximum Zero Fuel Weight
NLG Nose Landing Gear
NOTAM Notice to All Airmen
NRW Net Recoverable Weight
OEW Operating Empty Weight
PAX Passenger
P/L Payload
RC Reference chord
REW Recoverable empty weight
RH Right Hand
SRM Structural Repair Manual
STA Station
TBD To Be Defined
VHF Very High Frequency
W Weight
WBM Weight and Balance Manual
X-arm Horizontal arm
Y-arm Lateral arm
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1-10 AIRPLANE DETAILS
This part gives some useful aircraft information and data for the recovery process. Generic
figures are given as examples. References to the documents applicable to your specific MSN
are included to find precise information.
1-10-01 Aircraft Dimensions
NOTE: Refer to WBM 1-00-04 applicable to your specific MSN for precise information
about the aircraft dimensions.
ATR 42-500 Main Dimensions
Figure 1-1
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NOTE: Refer to WBM 1-00-04 applicable to your specific MSN for precise information
about the aircraft dimensions.
ATR 72-212A Main Dimensions
Figure 1-2
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1-10-02 Aircraft Structural Sections
ATR 42/ATR 72 Aircraft Structural Main Sections
Figure 1-3
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1-10-03 Composite Materials
ATR 42 Composite Materials
Figure 1-4
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ATR 42 Composite Materials
Figure 1-5
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ATR 72 Composite Materials (valid before MOD. 4440N2368 and MOD. 4441N2369)
Figure 1-6
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ATR 72 Composite Materials (valid after MOD. 4440N2368 and MOD. 4441N2369)
Figure 1-7
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ATR 72 Composite Materials
Figure 1-8
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1-10-04 Fuselage Frames and Wing Ribs
NOTE: Refer to WBM 1-00-08 applicable to your specific MSN for precise information
about fuselage frames.
NOTE: Refer to JIC 06-21-10 applicable to your specific MSN for precise information
about wing ribs.
NOTE: Information related to the referential used to express the location of the fuselage
frames is given in 3-00-01.
ATR 42 Fuselage Frames
Figure 1-9
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ATR 42 Fuselage Frames and Stations
Figure 1-10
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ATR 42 Fuselage Cross-Section
Figure 1-11
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ATR 42 Wing Ribs and Buttock Lines
Figure 1-12
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NOTE: Refer to WBM 1-00-08 applicable to your specific MSN for precise information
about fuselage frames.
NOTE: Refer to JIC 06-21-10 applicable to your specific MSN for precise information
about wing ribs.
NOTE: Information related to the referential used to express the location of the fuselage
frames is given in 3-00-01.
ATR 72 Fuselage Frames
Figure 1-13
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ATR 72 Fuselage Frames and Stations
Figure 1-14
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ATR 72 Fuselage Cross-Section
Figure 1-15
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ATR 72 Wing Ribs and Buttock Lines
Figure 1-16
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1-10-05 Door Size and Locations
NOTE: Refer to WBM 1-00-09 applicable to your specific MSN for precise information
about the door locations.
NOTE: Refer to WBM 1-60-02 applicable to your specific MSN for precise information
about the door opening sizes.
ATR 42 Door Locations
Figure 1-17
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- Cargo Door
ATR 42 Cargo Door (not valid for MOD. 0339)
Figure 1-18
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- Passenger Entry Door
ATR 42 Passenger Entry Door
Figure 1-19
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- Pilot Hatch/Emergency Exit
ATR 42 Pilot Emergency Hatch (Left) and Exit Emergency Door (Right)
Figure 1-20
- Service Door
ATR 42 Service Door
Figure 1-21
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NOTE: Refer to WBM 1-00-09 applicable to your specific MSN for precise information
about the door locations.
NOTE: Refer to WBM 1-60-02 applicable to your specific MSN for precise information
about the door opening sizes.
ATR 72-212A Door Locations (not valid for MOD. 5928)
Figure 1-22
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- Cargo Door
ATR 72-212A Cargo Door (not valid for MOD. 5928)
Figure 1-23
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- FWD Passenger Entry Door
ATR 72-212A FWD Passenger Entry Door (MOD. 5928)
Figure 1-24
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- FWD Service Door
ATR 72-212A FWD Service Door (MOD. 5928)
Figure 1-25
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- Pilot Hatch/Emergency Exit
ATR 72-212A Pilot Emergency Hatch (Left) and Emergency Exit (RH/LH) (Right)
Figure 1-26
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- AFT Passenger Entry Door/AFT Service Door
ATR 72-212A Aft Passenger Entry Door (Left) and Aft Service Door (Right)
Figure 1-27
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1-10-06 Aircraft Ground Clearances
ATR 42/ATR72 Ground Clearances
Figure 1-28
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1-10-07 Aircraft Ground Service Connections
ATR 42 Ground Service Connections
Figure 1-29
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ATR 72 Ground Service Connections
Figure 1-30
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NOTE: Information about the fuel system is included in 3-30-02.
- Ground points
ATR 42/ATR 72 Ground Points
Figure 1-31
ATR 42
ATR 72
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- Hydraulic System
ATR 42/ATR72 Hydraulic System
Figure 1-32
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- Electrical System
ATR 42/ATR72 Electrical Ground Power Connection
Figure 1-33
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- Potable Water System
ATR 42/ATR72 Potable Water System
Figure 1-34
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- Oil System
ATR 42 Oil System
Figure 1-35
ATR 72 Oil System
Figure 1-36
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- Toilet System
ATR 42/ATR72 Toilet System
Figure 1-37
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1-10-08Landing Gears
- Landing Gear System
ATR 42/ATR 72 Nose and Main Landing Gear Shock Absorbers
Figure 1-38
- Pneumatic System
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- Landing Gear Footprint
ATR 42 Landing Gear Footprint
Figure 1-39
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ATR 72 Landing Gear Footprint
Figure 1-40
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- Main Landing Gear
ATR 42 Main Landing Gear
Figure 1-41
ATR 72 Main Landing Gear
Figure 1-42
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- Nose Landing Gear
ATR 42/ATR 72 Nose Landing Gear
Figure 1-43
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2. SURVEY AND PREPARATION
2-00 GENERAL
2-00-01 Introduction
1. The scope of this part is to provide information about the first steps and the factors that
can affect an aircraft recovery. This allows establishing an appropriate aircraft removal
plan by ensuring:
- Safety of the personnel involved in the recovery operation.
- Minimum time required for the recovery.
- Reduction the risk of further damage to the aircraft, the airport and the environment.
NOTE: Due to time or cost constraints, pressure to move the aircraft can include risks of
possible additional structural damage. The insurance company will try to avoid
any risk of secondary damage. They should be taken into account when deciding
if the risk of additional structural damage is accepted. Make sure that the time
saving is acceptable in comparison with the possible repair cost.
2. In order to support the recovery plan, a quick reference guide is included (see 2-00-03).
Different charts describe the procedures to follow for each part of the aircraft recovery.
Links are given to the different chapters of this manual and to other ATR documentation.
This can be used as a guideline to refer directly to the useful chapters concerning the
procedure to carry out.
3. A recovery plan is established considering the initial conditions analysed on site before
starting the recovery. This initial survey can only be carried out once the investigation
authority has released the aircraft. If there are changes during the process, each step of
the implemented plan may have to be revised.
4. An initial aircraft survey must be done to ensure safety during the recovery process (see
2-10). Consider developing a report of the general conditions of the aircraft after the
incident and the records of all the recovery process. This can be useful to establish an
appropriate recovery strategy.
5. The factors to be considered during the initial survey that will have an influence on the
recovery process are:
- Integrity of the structure and the landing gear (see 2-10-01 and 2-10-02)
- Environmental concerns (see 2-10-03 and 2-10-04)
- Soil condition analysis (see 2-20-01)
- Weather forecast (see 2-20-02)
- Relevant health and safety issues (see 2-30)
6. Preliminary Actions
Before the investigation authority has released the aircraft, some preliminary actions can
be carried out in order to prepare the recovery and reduce the time required.
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A. Record all the necessary initial data that could be useful for the recovery.
B. Anticipate the necessary steps to ensure safety on the incident site.
C. Establish communication between the airport operators, the airline and the
investigation authority.
D. Prepare a recovery team with the personnel available (see 2-00-02).
E. Identify the local sources of equipment and make a list of the available tools for the
recovery (see chapter 7). This is useful for developing a recovery plan.
F. Identify the flammable fluids and gases carried on the aircraft (see 2-10-04).
G. Make sure that fire fighting equipment is available to be used if necessary during the
recovery process.
H. Ensure the access of the personnel and the equipment expected for the recovery to
the incident site. Access to the incident site must be controlled to ensure security on
site. Make sure that only qualified and approved persons are near the recovery area.
7. The investigation authority may ask to remove the flight data and voice recorder from the
aircraft to be used during the investigation of the incident.
NOTE: See JIC 31-31-31-RAI-10000 applicable to your specific MSN for the Flight Data
Recorder System removal.
NOTE: See JIC 23-71-31-RAI-10000 applicable to your specific MSN for the Cockpit
Voice Recorder System removal.
Location of Flight Data and Cockpit Voice Recorder systems
Figure 2-1
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WARNING: DO NOT CLIMB ON, ENTER OR MOVE UNDER THE AIRCRAFT UNTIL IT
IS NOT PROPERLY STABILISED.
WARNING: SMOKE IS STRICLY FORBIDDEN AND ANY ARCING MUST BE AVOIDED
IN THE INCIDENT AREA.
WARNING: MAKE SURE ALL THE APPLICABLE SAFETY PRECAUTIONS ARE
OBEYED.
NOTE: See 2-30 for the details on the necessary measures that must be taken during
the recovery to prevent injury to persons and to avoid further damage to the
aircraft.
2-00-02 Aircraft Recovery Team
1. It is recommended that the airline establishes an aircraft recovery team with reference to
this document.
2. Experience or knowledge to aircraft recovery as well as good technical background is
recommended.
3. Information should be available to contact some of the specialist described in case it is
not possible to include them in the team.
4. Recovery team members and their main functions:
A. Aircraft Recovery Team Manager
- In charge of the recovery team.
- Coordination with:
 Insurance Company
 Civil Aviation Authorities
 Airport Authorities
 External Communication
 Security
B. Team Leaders on site
- Direction and control of the recovery operations on site.
- Schedule the recovery operation.
- Report to the Aircraft Recovery Manager.
C. Structures Engineer
- Analyze of aircraft damage.
- Assist manager and team leaders with the decisions about methods and
equipment required for lifting and towing the aircraft.
- Approve temporal repairs before the recovery operations.
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D. Planner of Equipment and Materials
- Coordination with structures engineer with the equipment and the necessary
required materials.
- Organize and establish communication systems with the various parts involved in
the recovery process.
- Order materials and equipment.
E. Weight and Balance Engineer
- Control of the airplane weight and CG location.
- Control the process of weight reduction of the airplane.
F. Licensed Aircraft Technicians
- Perform maintenance tasks required by the team leader.
- Report to and assist the removal team leader.
2-00-03 Quick Reference Guide
1. This part serves as an aid for the recovery team in order to have a global view of the
process and the document.
2. This guide must be used with the complete ARM and it guides the user through all its
content to ensure an efficient recovery process. The charts included are:
A. Aircraft Recovery Process
B. Initial Aircraft Inspection
C. Fluid Leaks
D. Landing Gear Survey
E. Weight and CG management
F. Weight Reduction
G. Removal of Cargo
H. Defueling
I. Stabilizing the Aircraft
J. Levelling and Lifting the Aircraft
K. Towing/Debogging
NOTE: Each aircraft recovery is different and it is not possible to establish a standard
procedure for all of them. The following charts give a global view of the document
and the process. Use them with the complete ARM to refer directly to the useful
information for a specific subject.
NOTE: The charts are not in a chronological order.
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A. Aircraft Recovery Process
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B. Initial Aircraft Inspection
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C. Fluid Leaks
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D. Landing Gear Survey
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F. Weight Reduction
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G. Removal of Cargo
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H. Defueling
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I. Stabilizing the Aircraft
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J. Leveling and Lifting the Aircraft
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K. Towing/Debogging
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2-10 INITIAL AIRCRAFT SURVEY
2-10-01 Structural Inspection
1. The integrity of the aircraft structure must be analysed before beginning the recovery.
This should prevent additional structural damage and injury to the personnel involved.
2. Perform inspections requested at point 009 of JIC 05-51-11-DVI-10000 in order to
evaluate damage to structures.
3. Evaluate the way in which the impact has been transmitted to the aircraft structure.
4. All obvious and visible damage must be identified and its location must be noted for the
initial report. External damage (buckles or other skin changes in the wing or fuselage
panels) can be a sign of hidden damage to other internal structural areas. Any sign of
fire or overheating must be also recorded.
5. Particular attention must be paid at lifting points, the wing roots and the engine
attachments to the wing. Landing gear inspection is also important (see 2-10-02).
6. Identify loose and damage components in order to remove or secure them in place.
7. Record all the missing or removed components and the different types of structural
damages.
8. Failed structural areas cannot be relied on to carry their design loads. A detailed
inspection is required before levelling or lifting the aircraft at the points at which the load
is applied. Contact ATR before applying loads at structural damaged parts.
9. It can be possible that the airplane is too damaged to make a complete recovery.
Another operation is required to keep some of the components (salvage operation). The
procedures for this other type of incident are not included in this manual.
10. After the operation consider performing the inspection after leaving the runway specified
in JIC 05-51-15-DVI-10000. Contact ATR for additional specific inspections depending
on the type of incident.
WARNING: DO NOT CLIMB ON, ENTER OR MOVE UNDER THE AIRCRAFT UNTIL IT
IS NOT PROPERLY STABILISED.
WARNING: BE CAREFUL IF COMPOSITE MATERIALS ARE DAMAGED OR BURNED.
11. Damaged or burned composites can release free fibers causing irritations for the skin,
eyes and respiratory tracts. Measures must be taken to avoid contact with the skin, eyes
and to prevent these particles from being breathed in. The personnel working near free
fiber contaminated area must wear gloves, googles and a dust mask.
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12. Carbon fiber dust conducts electricity. An unwanted deposit of an electrical circuit may
disturb its operation and a fire may break out. Recommended fire extinguishing means:
sprayed water, foam, powder, CO2.
NOTE: Refer to 1-10-03 for the location of composite materials.
2-10-02 Landing Gear Survey
1. The landing gear condition must be examined to identify all possible damage. This has
an influence on the aircraft recovery strategy.
2. Safety Issues
Consider the following safety issues when the aircraft is immobilized on the ground:
A. Use wheel chocks if possible.
B. Make sure Landing Gear Control Lever of the cockpit is in the DOWN position.
ATR 42 400-500 version 600/ATR 72-212A version 600 Landing Gear Controls and Indication
Figure 2-2
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NOTE: Figure given as example. Refer to FCOM 1-14-20 applicable to your specific
MSN for more information about landing gear controls and indications.
C. Install safety pins to all extended landing gears. Remove safety pins from behind the
first officer seat and install them on nose and main landing gear struts (1) (see Figure
2-3).
NOTE: If it is not possible to install the safety pins, damage to the landing gears has
occurred. This must be considered for further actions. The aircraft can be towed
without the safety pins but it is recommended to replace the damaged
components following AMM JIC procedures if there is sufficient time and the
spares are available.
Installation of Landing Gear Safety Pins
Figure 2-3
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3. Landing Gear Inspection
A. Do a landing gear inspection to evaluate if it can be used to move the aircraft. If this
is not possible to do it during the initial aircraft inspection, lifting the aircraft to a
sufficient height can be required (see chapter 5).
B. The landing gear doors can be removed to have access to the landing gears.
NOTE: See JIC 52-81-00-RAI-10000 applicable to your specific MSN for MLG doors
removal and installation.
NOTE: See JIC 52-82-00-RAI-10000 applicable to your specific MSN for NLG FWD/AFT
doors removal and installation.
C. General Landing Gear Inspection
- A general visual inspection of the different components of the NLG and MLG and
the structural attachments to the fuselage must be done.
- Perform the inspection requested by point 007 of JIC 05-51-10-DVI-10000,
before moving the aircraft on its wheels to complete the recovery.
- It is recommended to check the shock absorbers before moving the aircraft. It is
possible to move the aircraft with unserviceable shock absorbers but additional
structural damage can occur.
- The NLG/MLG shock absorbers can be checked through application of JIC 32-
11-00-CHK-10000 (MLG Sliding Rod Extension check) and JIC 32-21-00-CHK-
10000 (NLG Sliding Rod Extension check) with aircraft on wheels.
D. Detailed Landing Gear inspection (more time is required, these inspections can be
considered after the aircraft recovery)
- See JIC 05-51-15-DVI-10000 (Inspection after leaving runway) for both NLG and
MLG inspection.
- Check of the NLG plays through JIC 32-21-00-CHK-10010.
- See JIC 53-57-00-DVI-10000 for a detailed visual inspection of the MLG trunnion
support LH/RH.
4. Wheels Inspection
A. An inspection of the aircraft wheels is also necessary.
B. Make sure that the landing gear rims are not damaged. The pressure of the gas in
the tires could be dangerous if the rims fail.
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NOTE: See JIC 32-41-00-CHK-10000 applicable to your specific MSN for a wheel
inspection.
NOTE: See JIC 32-41-00-CHK-10010 applicable to your specific MSN for tires check.
5. Landing Gear Scenarios
A. Landing Gear fully extended and downlocked
(1) Do the inspection of the landing gear.
(2) See 6-10 for towing procedures with serviceable landing gear.
B. Landing Gear not fully extended, folded or retracted
(1) See chapter 5 for the different procedures to lift the aircraft.
(2) It is necessary to secure the landing gear to prevent it from being a danger.
(3) Folded or retracted landing gears can be extended after lifting the aircraft.
(4) Put the control lever located in the center cockpit instrument panel in the DOWN
position.
(5) In case of hydraulic or electrical power supply failure, the landing gear may be
extended by gravity. There is a push/pull handle in the flight compartment which
permits landing gear mechanical unlocking (see Figure 2-4). Main landing gear
extension is assisted by a gas actuator. Nose landing gear is assisted by a
mechanical device. Consider removing the landing gear door or damaged
structures to carry out a free fall extension of the landing gears. Make sure that
the aircraft is correctly stabilized before performing this operation.
(6) Landing gear extended must be secured by installing down lock pins.
(7) Make sure that the gear can hold the weight before lowering the aircraft.
(8) Do the inspection of the landing gear and refer to chapter 6 to move the aircraftdepending on its integrity.
Landing Gear Emergency Extension Handle
Figure 2-4
C. Landing Gear collapsed or missing
(1) See chapter 5 for the different procedures to lift the aircraft
(2) See 6-20 for the procedures to move the aircraft with an unserviceable landing
gear.
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(3) Component replacement is recommended to repair the damaged parts (6-20-01).
It is recommended to repair or replace the damaged landing gear if possible.
(4) If landing gear can be used for moving the aircraft, see 6-10 for towing
procedures.
(5) If it is not possible to replace the landing gear for unavailable spares or time
issues, see 6-20-02 for other towing procedures with damaged landing gear.
D. Landing Gear down and bogged down
(1) Do a landing gear inspection.
(2) Consider the construction of a temporary roadway (see 6-00-04).
(3) See 6-10-04 for debogging procedures.
E. Landing Gear down and deflated tires
(1) Do a landing gear inspection.
(2) Consider wheel replacement if it is possible and there is sufficient time.
Depending on the recovery situation it can be difficult to perform this procedure.
(4) If it is not possible to replace the deflated tires, see 6-10-05 for towing
recommendations with deflated tires.
NOTE: See JIC 07-12-00-JUP-10000 applicable to your specific MSN for MLG jacking
for wheel replacement. Depending on the recovery situation it can be difficult to
perform this procedure.
See JIC 12-37-32-RAI-10000 applicable to your specific MSN for MLG wheel/tire
removal and installation.
NOTE: See JIC 07-12-00-JUP-10010 applicable to your specific MSN for NLG jacking
for wheel replacement. Depending on the recovery situation it can be difficult to
perform this procedure.
See JIC 12-37-32-RAI-10010 applicable to your specific MSN for NLG wheel/tire
removal and installation.
NOTE: More information about landing gears is included in 1-10-08 and chapter 6 of this
document.
2-10-03 Fluid Leaks
It is essential to contact the authorized persons and to minimize the environmental footprint
and the possible pollution generated by an aircraft recovery.
1. Identify all the possible fluid leaks in the initial aircraft inspection.
2. Possible fluid leaks to consider:
A. Fuel
B. Hydraulic fluid
C. Lavatory waste water
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D. Potable water
E. Any fluid transported in the cargo compartment
3. If a fluid leak other than potable water is identified, the airport and a hazardous materials
clean-up crew must be called to contain these leaks. Contact information about this kind
of service must be available.
4. Close the valves if possible or cap lines and plug the holes to stop or control the fluid
leaks.
5. In case of a fuel leak:
A. Defueling of the leaking tanks becomes a primary task even if other leaks are found.
B. Remove all the fuel that is on the ground near the airplane.
6. While waiting for the intervention of a hazardous material clean-up crew, it is important
to prevent and contain the identified fluids leakages on the environment (on the ground
and water) with the use of absorbent materials or containers.
7. Waste management of Non-Hazardous Waste (potable water) and Hazardous Waste
(fuel, hydraulic fluid, lavatory waste water or leaking cargo) will be processed by
appropriate industrial entities in order to be compliant with the environmental regulations
of the country.
NOTE: See JIC 28-11-00-GVI-10000 applicable to your specific MSN for a general
inspection of the wing lower surface fuel leak.
NOTE: If fuel leak is detected refer to SRM 51-73-10.
2-10-04 Flammable Fluids and Gases
1. There are some flammable and explosive fluids and gases contained in the aircraft.
2. Other dangerous materials can be transported in the cargo compartments.
3. Identify all the dangerous materials which are:
A. On board
B. Transported in the cargo compartment
4. For the inspections, it is necessary to:
- Estimate the fuel quantity and the cargo on board (see chapter 3).
- Identify and quantify dangerous materials with any required personnel protective
equipment.
NOTE: See 2-30-04 for more details on the location of the fixed and portable oxygen
bottles.
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NOTE: See 2-30-05 for more details on the location of batteries.
NOTE: See 2-30-08 for details on the location of the portable fire extinguishers.
ATR 42 Crash Crew Chart
Figure 2-5
ATR 72 Crash Crew Chart
Figure 2-6
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5. General characteristics of volume of the fluids and gases contained in the aircraft are
included below.
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2-20 INITIAL SITE SURVEY
2-20-01 Terrain and Soil Characteristics
1. Initial analysis of the area surrounding the site is useful in order to select the procedures
to move the airplane.
2. The path of the aircraft from where it left the hard runway can be considered to decide
the direction the aircraft will be moved.
3. An aerodrome topographical site map can help in the process.
4. Terrain analysis
A. Look at the terrain near the airplane. The surface must be almost level to move the
aircraft.
B. On a rolling terrain with hills the complexity of the recovery increases. Grade the
ground or make a temporary road (see 6-00-04) if it is necessary.
C. Aerodrome site map can be used to note any irregularities or other important
information to consider when moving the aircraft.
5. Soil characteristics
A. Soil characteristics must be evaluated to ensure the ground is capable of supporting
the recovery equipment and the weight of the aircraft.
B. One method used to analyse soil conditions and load-bearing capability is the
California Bearing Ratio or CBR. This method identifies the inherent strength of the
soil. The ruts made by the landing gear can be used to identify soil characteristics. A
Civil Engineer or Ground Analyst can provide help and more details about this
method. If the load bearing capacity is too low, the ground must be properly
stabilized.
C. If there is not sufficient time or availability to ask for details to a specialist, the
aspects to consider before moving the aircraft are:
(1) Landing gear inspection for structural damage (see 2-10-02).
(2) Make sure that the maximum towing loads are not exceeded (see 6-10-06).
(3) Prepare a temporary runway to move the aircraft if there is sufficient time and
there is the necessary material available (see 6-00-04).
D. Areas with soft and unstable ground such as subterranean airport infrastructure or
recent excavations must be identified. This can influence the path to move the
aircraft.
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E. The loads induced both on airframe and landing gears must be considered when
moving the aircraft to minimize additional damage induced on the aircraft.
2-20-02 Weather
1. Weather conditions can cause problems for the recovery. Weather forecast must be
acquired and considered when planning the recovery process.
2. Make sure that the recovery tools can be used in the forecast conditions.
3. Wind
A. Wind conditions will influence on the use of tethers and the process of lifting the
aircraft (see 4-00-02 for wind limitations).
B. Before proceeding with lifting operations, wind speed must be checked.
C. Be careful when lifting the aircraft with wing. Small wind speeds can cause large
swinging forces.
4. Rain
A. Rain has an effect on the ground load bearing capabilities.
B. Pumps or drainage ditches can be used to remove water from the recovery area.
5. Temperature
A. Choose the protective clothing and shelter if required according to the site
temperature.
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2-30 HEALTH AND SAFETY ISSUES
2-30-01 Personnel
1. Safety of all the personnel involved must be ensured during the recovery process.
Personal injury and any unnecessary dangersmust be avoided.
2. All the personnel in the incident site must be informed of all the safety issues.
3. Protective equipment for personnel must be available. This type of equipment will vary
depending on the severity of the incident and the weather.
4. Other factors to be considered are local poisonous plants and dangerous animals.
5. A safe distance between personnel and the aircraft must be kept during any lifting
operation.
6. An aircraft that is not correctly stabilised or shored involves a danger for personnel trying
climbing on, entering or moving under the aircraft.
7. First-aid kits must be available for minor injuries.
8. Information on how to contact emergency medical attention must be available.
9. Only qualified personnel must be involved when working on the electrical, oxygen and
fuel systems.
2-30-02 Equipment
1. Contracted equipment operators
A. Consider all the contracted personnel and equipment operators in the process of
ensuring safety.
B. Aircraft safety issues must be explained to the equipment operators with no
experience working closely around an aircraft.
2. Aircraft recovery equipment
A. All aircraft recovery equipment must be appropriately rated for the anticipated loads.
B. Monitor the applied loads and make sure that the estimated loads are not exceeded
(see 5-00-05).
C. Visual inspection must be done before using the recovery equipment. Check the
attached tags attesting to appropriate load ratings and test dates.
D. Make sure that the equipment used and the procedure applied will not cause aircraft
instability.
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2-30-03 Communication
1. Establish communication between all the parts involved (Recovery team, aerodrome
rescue and fire fighting service, investigative authorities, police, airport personnel and
any contracted assistance).
2. Adequate and reliable communication equipment must be available at the site (two-way
radios, cell phones or very high frequency (VHF) radios).
3. Direct communication with the local ATC is required to ensure safety movement around
the runways that could be active.
4. Briefing sessions must be done regularly to share information between all the groups
involved and to anticipate possible dangers.
2-30-04 Oxygen
1. During operating with oxygen, a warning notice must be displayed indicating that:
A. An electrical system must not be used.
B. Work must not be performed on aircraft at the same time.
C. Only specific and clean equipment must be used.
D. Aircraft must be grounded with an interconnection between equipment and aircraft.
2. With the aircraft stabilized, close manually the oxygen bottles and if possible remove
them from the aircraft. The fixed oxygen bottles must be secured.
3. When temporarily disconnected, pipes or units should have their open ends protected by
a dry and clean metal, or plastic plug. They must also be placed in a sealed vinyl bag if
possible.
WARNING: RISK OF EXPLOSION. HOLD LUBRICANTS, GREASES, HYDRAULIC
FLUIDS, OR ANY HYDROCARBON BASE PRODUCT AT A CERTAIN
DISTANCE AWAY FROM OXYGEN INSTRUMENTS. WASH YOUR HANDS
AND CLEAN THE REQUIRED TOOLS TO HANDLE OXYGEN CIRCUITS.
WARNING: AVOID ANY SOURCE OF FIRE OR HEAT WHEN WORKING ON THE
OXYGEN SYSTEM.
WARNING: PERSONNEL WORKING ON OXYGEN MUST BE AWARE OF THE RISKS
OF POSSIBLE DANGERS.
WARNING: ONLY QUALIFIED PERSONNEL MUST BE INVOLVED IN THE REQUIRED
TASKS FOR THE OXYGEN SYSTEM.
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NOTE: Figure given as example. Refer to D/O 35-11 applicable to your specific MSN for
more information about the location of the fixed oxygen cylinder.
ATR 42/ATR 72 Generic Fixed Oxygen Cylinder Location
Figure 2-7
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NOTE: Figure given as example. Refer to D/O 35-30 applicable to your specific MSN for
more information about the location of the portable oxygen bottles.
ATR 42 Generic Portable Oxygen Bottle Location
Figure 2-8
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NOTE: Figure given as example. Refer to D/O 35-30 applicable to your specific MSN for
more information about the location of the portable oxygen oxygen bottles.
ATR 72 Generic Portable Oxygen Bottles Location
Figure 2-9
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2-30-05 Electrical System
1. The electrical system can be useful during the aircraft recovery for some procedures
such as defueling or to operate the cargo door.
2. If electrical system is required, check the cockpit to evaluate if the different electrical
systems are serviceable and secure. Check the integrity of the batteries and the Bus
Power Control Unit (BPCU).
3. If there is any structural damage, evaluate the possible electrical systems involved in the
damage.
4. If there is any doubt about the electrical systems integrity, disconnect or remove them.
Before removing any unit, open and tag the corresponding circuit breakers in the cockpit.
5. Whatever the electrical connector unplugged, put a blanking cap on the connector
extremity.
6. The aircraft must be properly grounded even if the electrical system is unserviceable.
Ensure electrical protection during defueling procedures (see 3-30-02 for additional
safety issues).
7. Power supply by ground power unit
A. Before connecting the aircraft to ground power unit, make sure that electric circuit
upon which work is in progress is serviceable and isolated.
B. Before disconnecting the ground power unit, cut power supply to avoid arcing and
structural damage.
8. Batteries
If there is structural damage and the electrical system integrity cannot be ensured,
disconnect and remove the batteries before any intervention. If this is not possible,
isolate them to avoid short circuits.
9. Stabilize the aircraft before the battery removal (see chapter 4).
NOTE: See JIC 24-31-85-RAI-10010 applicable to your specific MSN for details in the
main battery removal process.
NOTE: See JIC 24-31-85-RAI-10020 applicable to your specific MSN for details in the
emergency battery removal process.
NOTE: See JIC 24-31-00-EAD-10000 applicable to your specific MSN for energizing and
de-energizing the electrical system from the battery.
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Main and Emergency Batteries Location
Figure 2-10
WARNING: MAKE SURE THAT THE AIRCRAFT IS GROUNDED.
WARNING: ONLY QUALIFIED PERSONNEL MUST BE INVOLVED IN THE REQUIRED
TASKS FOR THE ELECTRICAL SYSTEM.
2-30-06 Fuel System
1. Make a fuel system review to evaluate if it is serviceable. If there is a sign of fuel leak, a
hazardous materials team must treat it (see 2-10-03). Any spilled fuel must be absorbed
and dried. Some minor leaks can be temporarily repaired.
2. Stabilize the aircraft before carrying out an inspection of the fuel system (see chapter 4).
3. Use only explosion proof inspection lights when performing work.
4. Comply with safety instructions of the Electrical System (see 2-30-05)
5. Install “Smoking Prohibited” warning notices around fire risk area, in accordance with
operator’s national requirements.
6. Before proceeding with maintenance operations on the fuel system, make certain that
fire fighting equipment is available and adequate (see 2-30-08).
7. Consider the removal of fuel for safety in order to reduce the risk of fire. The time
required for the process must be evaluated. Fuel can also be removed or moved
between tanks to reduce lifting loads and to control stability (see 3-30-02).
NOTE: See 3-30-02 for details in the defueling process and the safety issues related to
this procedure.
WARNING: ONLY QUALIFIED PERSONNEL MUST BE INVOLVED IN THE REQUIRED
TASKS FOR THE FUEL SYSTEM.
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2-30-07 Aircraft Recovery Operations
1. Record all loads imposed on the aircraft during the recovery process. This will help in the
necessary corrective actions to do before the aircraft return to service. If this is not
possible,record the recovery steps performed during the process.
2. Make sure the aircraft is stable during all the process. Consider the wind limitations
before performing any lifting or levelling operation on the aircraft (see 4-00-02). Be
careful with fuel movement when lifting the aircraft.
3. Depending on the equipment available and the urgency of the operation, additional
damage may be difficult to avoid. However, this additional damage also referred as
secondary damage must be minimized. Negotiations in assuming any form of secondary
damage to reduce the aircraft recovery time must include the insurance company.
4. Before proceeding with any operation on or near flight controls, control surfaces, landing
gear, gear doors, doors, etc. or any other mobile component, make certain that ground
safeties and warning notices in flight compartment are in position to avoid inadvertent
operation when handling the aircraft.
5. Additional safety issues related to the recovery operations are given in each description
of the different processes included in this document.
2-30-08 Fire Fighting
1. Aerodrome rescue and firefighting equipment must be in the incident site during the
defueling and leveling or lifting operations.
2. Smoke is strictly forbidden and any arcing must be avoided in the incident area.
3. ATR models have a fire protection system that provides detection, warning and
extinguishing for each engine, nacelle and cabin in normal operation. See Figure 2-11
and Figure 2-12 for the cabin location of the portable extinguishers.
4. The category associated by the authorities establishes the minimum amount of
extinguishing agent required to ensure in the airports. Details in the exigencies for the
ATR models are included below.
A. Airport category of the aircraft
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B. EASA requirements
C. FAA requirements
FAA Index A include one vehicle carrying at least, 500 pounds of sodium-based dry chemical,
halon 1211, or clean agent or 450 pounds of potassium-based dry chemical and water with a
commensurate quantity of Aqueous Fire Fighting Foam (AFFF) to total 100 gallons for
simultaneous dry chemical and AFFF application.
NOTE: Figure given as example. Refer to D/O 26-24 applicable to your specific MSN for
precise information about the location of portable extinguishers.
ATR 42 Generic Location of Portable Extinguishers
Figure 2-11
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NOTE: Figure given as example. Refer to D/O 26-24 applicable to your specific MSN for
precise information about the location of portable extinguishers.
ATR 72 Generic Location of Portable Extinguishers
Figure 2-12
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3. WEIGHT AND CG MANAGEMENT
3-00 GENERAL
3-00-01 Introduction
1. The aircraft weight and CG position have an impact on aircraft stability and the applied
loads during the recovery.
2. The aim of this part is to determine the weight of the aircraft and the CG location in order
to anticipate the lifting loads (see 5-00-05) and to evaluate stability issues (see 4-00-02).
This allows choosing the appropriate equipment and the leveling or lifting technique to
be used.
3. A worksheet is provided to calculate the aircraft weight and the CG position at the
recovery conditions (see 3-20) using the data from the Weight and Balance Manual (see
3-10).
4. Generic tables are given in 3-10 to evaluate the effect of the different aircraft
components on the weight and CG position. The lever arm is given using the referential
included below.
NOTE: Data supplied by this manual is for a generic ATR 72 and not necessarily
accurate for a specific MSN. Refer to WBM (Weight Balance and Manual)
applicable to your specific MSN for precise calculations during the recovery.
If it is not possible to get the necessary precise data of the specific MSN, it is the
responsibility of the recovery manager to decide to use the generic data given in
this document.
The useful references for accurate data are:
A. Airline Load and Trim Sheet
B. Onboard Computers (only if the electrical system is serviceable)
C. Weight and Balance Manual
5. Referential
A. The referential used to express the position for each component is located forward
and below the aircraft.
B. This referential is defined by the following plans:
- Forward plan H-arm 0 – YZ – located 2.362 meters (92.992 in) forward the
aircraft nose.
- Vertical plan – XZ – being the aircraft symmetry plan.
- Horizontal plan – XY – located 3 meters (118.110 in) below the fuselage datum
line.
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NOTE: Information given for ATR 72 (figure may not correspond to your specific MSN).
For ATR 42 refer to WBM 1-00-05.
ATR 72 Reference Axis
Figure 3-1
6. Relations between MAC and H-arm
A. The CG location can be expressed in % MAC (Mean Aerodynamic Chord) or in lever
arm distance (H-arm). This manual gives the distances using the lever arm (H-arm).
B. The relations between MAC and H-arm are:
NOTE: Information given for ATR 72. For ATR 42 refer to WBM 1-00-06.
- An H-arm can be converted into percentage of MAC through:
% MAC =
H arm − 13.604 (m)
2.303 (m)
x 100
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% MAC =
H arm − 535.591 (in)
90.669 (in)
x 100
- A percentage of MAC can be converted into H-arm through:
H arm = % MAC x
2.303 m
100
+ 13.604 m
H arm = % MAC x
90.669 in
100
+ 535.591 in
NOTE: Length of the mean aerodynamic chord (MAC) is 2.303 m (90.669 in) for ATR 72.
H-arm of the man aerodynamic chord leading edge is 13.604 m (535.591 in) for
ATR 72.
NOTE: Information about the fuselage frames using this referential is included in 1-10-
04.
7. The expected loads for the lifting process can be estimated with the aircraft weight and
the CG position (see 5-00-05) to verify both the aircraft allowable loads and the tool
limitations.
A. If the tool load rating is exceeded, find alternative tools that rest in the load range
estimated. If other equipment is not available, reduce the aircraft weight (see 3-
30) until the tool load limitations are respected.
B. If the aircraft allowable loads are exceeded, evaluate the possibility of lifting the
aircraft from other points or reduce the aircraft weight (see 3-30).
C. After reducing the aircraft weight, another iteration can be done to calculate the
new aircraft weight and CG to estimate the lifting loads.
8. Refer to 4-00-02 for stability issues depending on the aircraft weight and CG location.
9. Different weight reduction methods are described in order to manage aircraft weight and
CG position (see 3-30).
WARNING: AIRCRAFT STABILITY, WEIGHT AND CG MUST BE MONITORED DURING
ALL THE RECOVERY PROCESS
NOTE: Contact to weight and balance department should be available during the
recovery.
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3-00-02 Weight Definitions
1. The following weight definitions can be useful during the aircraft recovery process:
A. Manufacturer’s Empty Weight (MEW)
Weight of the structure, power plant, systems, furnishings and other items of equipment
that are integral part of a particular aircraft configuration, including the fluids in closed
systems.
B. Operator’s items
These items include the following:
(1) Unusable fuel
(2) Oil for engines
(3) Galley structure and fitting
(4) Toilet fluid
(5) Safety equipment, including: life jackets, portable oxygen bottles and masks, fire
extinguishers, flash lights, first aid kits, megaphone, fire-fighting gloves, smoke
hoods and goggles, crash axe, emergency escape rope.
(6) Potable water
(7) Tools and spares
(8) Crew and cabin attendant
(9) Documentation
(10) Crew baggage
C. Operational Empty Weight (OEW)
Sum of manufacturer’s empty weight and operator’s items weight.
D. Basic Weight
Weight without any load. This means a weight not including crew members, galley load
and fuel load but including the commercial arrangementof the corresponding version.
E. Dry Operating Weight (DOW)
Weight in operating configuration. It is obtained by addition of the basic weight, crew
members and the galley load.
F. Payload
Sum of passengers, cargo and baggage.
G. Maximum Payload (MPL)
Difference between the maximum design zero fuel weight (MZFW) and operational
empty weight (OEW).
H. Maximum Design Taxi Weight (MTW)
Maximum weight for ground maneuver, including the weight of the run-up and taxi fuel.
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I. Maximum Design Take-Off Weight (MTOW)
Maximum weight at the start of take-off run.
J. Maximum Design Landing Weight (MLW)
Maximum weight at which the aircraft may land.
K. Maximum Design Zero Fuel Weight (MZFW)
Total maximum of operational empty weight OEW and payload. It is also the maximum
operational weight without usable fuel.
L. Recoverable Empty Weight (REW)
MEW plus the weight of the operator’s items that are integral part of the plane.
M. Net Recoverable Weight (NRW)
The REW including the effect of:
- The removal of the crew weight and crew baggage.
- Missing aircraft equipment and components.
- Fuel and cargo on the aircraft.
- Landing gear extended and flaps retracted (effect on CG position).
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3-00-03 Aircraft Design Weights
1. The aircraft design weights depend on the specific modifications or the equipment
included.
2. This part gives the aircraft design weights for the different ATR models and some of the
modifications applied.
NOTE: Refer to WBM 1-10-01 applicable to your specific MSN for precise calculations.
ATR 42
300-320 400 500
Basic
Mod
0951
Mod
0951 +
2082
Mod
4076 +
8221
Mod
4076 Basic Basic
Mod
5175
MAXIMUM
DESIGN
TAXI
WEIGHT MTW
kg 16170 16720 16720 16920 17070 18070 18770 18770
lb 35645 36870 36870 37302 37633 39837 41380 41380
MAXIMUM
DESIGN
LANDING
WEIGHT MLW
kg 16000 16400 16400 16400 16400 17600 18300 18300
lb 35270 36155 36155 36155 36155 38801 40344 40344
MAXIMUM
DESIGN
TAKE-OFF
WEIGHT MTOW
kg 16150 16700 16700 16900 16900 17900 18600 18600
lb 35605 36825 36825 37258 37258 39462 41005 41005
MAXIMUM
DESIGN
ZERO FUEL
WEIGHT MZFW
kg 14800 15200 15540 15540 15540 16300 16700 17000
lb 32625 33510 34259 34259 34259 35935 36816 37478
OPERATING
EMPTY
WEIGHT OEW
kg 10285 10285 10285 10285 10285 11050 11250 11250
lb 22675 22675 22675 22675 22675 24361 24802 24802
MAXIMUM
PAYLOAD MPL
kg 4915 4915 5255 5255 5255 5250 5450 5750
lb 10835 10835 11585 11585 11584 11574 12015 12676
ATR 42 Design Weights
Figure 3-2
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ATR 72 Design Weights
Figure 3-3
ATR 72
101-102 201-202-211-212 212 A
Basic Basic
Mod
3849
Mod
3651
Mod
3651 +
3849 Basic
Mod
4671
Mod
4671 +
5213
Mod
5555
Mod
6219
MAXIMUM DESIGN
TAXI WEIGHT MTW
kg 20020 21530 21530 22030 21530 22180 22670 22670 22970 23170
lb 44136 47465 47465 45867 47465 48898 49978 49978 50640 51080
MAXIMUM DESIGN
LANDING WEIGHT MLW
kg 19900 21350 21350 21350 21350 21850 22350 22350 22350 22350
lb 43871 47068 47068 47068 47068 48170 49273 49273 49273 49273
MAXIMUM DESIGN
TAKE-OFF
WEIGHT MTOW
kg 19990 21500 21500 22000 21500 22000 22500 22500 22800 23000
lb 44070 47400 47400 48501 47400 48501 49603 49603 50265 50705
MAXIMUM DESIGN
ZERO FUEL
WEIGHT MZFW
kg 19350 19700 20000 19700 20000 20000 20300 20500 20800 21000
lb 42659 43430 44092 43430 44092 44092 44753 45194 45856 46296
OPERATING
EMPTY WEIGHT OEW
kg 12400 12400 12400 12400 12400 12850 12850 12850 12850 12850
lb 27337 27337 27337 27337 27337 28329 28329 28329 28329 28329
MAXIMUM
PAYLOAD MPL
kg 6950 7300 7600 7300 7600 7150 7450 7650 7950 8150
lb 15322 16093 16755 16093 16755 15763 16424 16865 17306 46296
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3-10 MANAGING AIRCRAFT WEIGHT AND CG
3-10-01 Fuel
1. This part gives information in order to evaluate the remaining fuel contribution to the
aircraft weight and CG position.
2. Different methods can be used to evaluate the remaining fuel quantity in each tank
depending on the serviceability of the systems.
3. Fuel quantity indication with aircraft systems serviceable
A. The fuel indicating system from the cockpit can be used if the electric system is
serviceable.
B. This fuel tank capacity measurement informs the crew of the quantity of fuel
available in each tank in terms of weight.
C. The quantities are processed by the Fuel Control Unit (FCU) and displayed in the
cockpit.
D. All fuel weights are based on a fuel density of 0.785 kg/l (6.550 lb/US gallon).
E. The accuracy of the total fuel indication, on ground, with the attitude within -3° and
+1° of pitch and ± 2° of roll is:
- ± 1 % of full scale near zero level.
- ± 3 % of full scale at full level.
For all other ground and flight conditions, outside this envelope (pitch and roll)
accuracy of fuel indications is degraded.
ATR 42 400-500 version 600/ATR 72-212A version 600 Fuel Panel Location in the Cockpit
Figure 3-4
NOTE: Figure given as example. Refer to FCOM 1-11 applicable to your specific MSN
for more information about fuel indications.
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ATR42-200/300/320/400/500
ATR 72-100/200/210/212A
Fuel Quantity Indication
Figure 3-5
ATR42-400/500 version 600
ATR 72-212A version 600
Fuel Indication Panel
Figure 3-6
4. Fuel quantity indication with aircraft systems not serviceable
A. In case of fuel indicating system failure, the remaining quantity in each tank can be
determined through two magnetic level indicators. These are mounted in each tank
through the lower wing skin. One in the inner part of the wing (between the engine
and the fuselage) and the other in the outer part of the wing (see Figure 3-7 for its
location).
NOTE: Refer to JIC 12-11-28-CHK-10000 applicable to your specific MSN for the
detailed procedure to check the fuel level using manual indicators.
Fuel tank quantity indication
Normally in green. The unit is kg or lb (if lb is the unit used).
Amber dashes displayed for invalid data.
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Location of Manual Magnetic Indicators
Figure 3-7
B. Aircraft attitude has an effect on the accuracy of the indication. Read and note the
aircraft roll attitude using the clinometer in the hydraulic bay (LH landing gear fairing).
Aircraft bank angle is positive for wing up, negative for wing down (see Figure 3-8 for
the clinometer location).
NOTE: Pitch attitude must be between -3° and +1°. In this range pitch has no influence
in the quantity indication.
Location of Clinometer
Figure 3-8
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Clinometer
Figure 3-9
C. Position an available platform to access to the indicators.
D. Unlock indicator rod with screwdriver and slowly withdraw rod until magnetic
attraction between rod and float magnets is felt (see Figure 3-10 for details in the
magnetic indicator).
E. Check rod freedom by pushing up both rod and float magnet.
F. Slowly withdraw rod down to floating level.
G. Note the graduation on rod which aligns with wing bottom surface.
- If both gauges indications do not indicate extreme values (0 or 30 for inner
gauge, 0 or 19 for outer gauge) disregard clinometer indication. Fuel quantity is
determined thanks to internal and external indicator reading.
NOTE: Clinometer indication is disregarded for accuracy purposes.
- If one gauge indicates an extreme value (0 or 30 for inner gauge, 0 or 19 for
outer gauge) disregard this value, use clinometer indication and the other gauge
value.
H. Move the indicator upwards and lock with screwdriver.
I. Check that the working area is clean and clear of tools and equipment.
J. Remove access platform.
CAUTION: DO NOT LET THE MAGNETIC LEVEL INDICATORS FALL FREELY
AND RETRACT THEM AS SOON AS POSSIBLE TO AVOID ANY
DAMAGE.
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Manual Magnetic Indicators
Figure 3-10
K. These