Fcom 72 Ep PDF

FLIGHT CREW OPERATING MANUAL 0.00.
00
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PRELIMINARY PAGES
CONTENTS JUL 99
AA
0.00.00 CONTENTS
0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)
0.02.00 REASON OF TEMPORARY REVISIONS (R.T.R.)
0.03.00 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)
0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)
0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)
0.06.00 REASON OF THE REVISION
0.07.00 SHIPPING NOTE NORMAL PAGES (S.N.N.P.)
0.08.00 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)
0.09.00 LIST OF MOD / MP / SB (L.O.M.)
0.10.00 CROSS REFERENCE TABLE (C.R.T.)
0.40.00 ORGANIZATION OF THE MANUAL
0.50.00 STANDARD NOMENCLATURE
0.60.00 UNITS CONVERSION TABLE

FLIGHT CREW OPERATING MANUAL 0.01.00
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L.T.R.
LIST OF TEMPORARY REVISIONS DEC 14
TEMPORARY REVISIONS N_
_ 1 to 17 NO LONGER AVAILABLE
No. T.R. DATE IN DESTROYED POSITION REMARKS

18 MAR 05 REV 27 SEP 05 TR 20 ENV
19 29APR05 REV 27 SEP 05 MOD 4080
20 APR 06 REV 28 SEP 06 TR 21 ENV
21 25JUN07 REV 29 SEP 07 EGPWS
22 FEB 09 REV 32 OCT 09 TR 26 ENV
23 MAY 11 REV 34 NOV 11 TR 28 ENV
24 JUN 12 REV 35 SEP 13 TR 29 ENV
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R.T.R.
REASON OF THE TEMPORARY REVISIONS DEC 14
DATE REASON OF REVISIONS AFFECTED PAGES

APR 06 Stick Pusher/Shaker YES TEST 1.02.10
Improvement
Introduction of Mod 5506 : ACARS 2.02.22
FUEL LO LVL Procedure Updating 2.05.03
Introduction of Mod 5561 : Messier--Bugatti 3.08.03
Wheels and Brakes
DEC 06 Mod 5713 : Video Cabin System 2.02.23
MAR 07 Mod 5736 : OEB 13 : Cockpit Voice 3.12.20
Recorder 3.12.33
MAY 07 Mod 8442 : MPC : Indicating / Recording 2.02.21
system, install MPC with QAR Thales.
JUL 07 Mod 8460 : Install 100% oxygen distribution 2.01.05
for all passenger seats (70pax)
FEB 09 - Mod 5390 :Video Cockpit surveillance 1.00.00 ; 1.00.25
- Volcanic Ash : content description and 2.02.08
procedure
- Hot Environment Start procedure 2.03.06
- Reverse phases informations added 2.02.11
- Operations out of the notch informations 2.02.11
added
FEB 11 - Mod 6156 : Extend Environmental
2.01.03
Envelope to - 45 C
MAY 11 - New emergency procedure:
2.04.05
UNRELIEABLE AIRSPEED INDICATION
JUN 12 - Missing pages for 72--200/210 series - 2.03.24
- Some Emergency procedure update for
72--212A following AFM 72--212A revision. - 2.04
- Fuel feed lo pr procedure updated for
72--212A - 2.05.03
FCOM FLIGHT CREW OPERATING MANUAL 0-04 page 1-020
ATR L.E.T.P.
DEC 14
72 List of EffectiveTemporary Pages
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LIST OF NORMAL REVISIONS DEC 14
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N°REV EDITION DATE INSERTION DATE NAME

25 SEP 03
26 SEP 04
27 SEP 05
28 SEP 06
29 SEP 07
30 APR 08
31 OCT 08
32 OCT 09
33 SEP 10
34 NOV 11
(edited in APR 12 )
35 SEP 13
(edited in JAN 14 )
36 DEC 14
(edited in MAR 15 )
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REASON OF THE REVISION JUL 99
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DATE REASON FOR ISSUE CHAP INVOLVED

JUN 96 - INTRODUCTION OF A NEW PROCEDURE TO FACE SLIGHT 2.02.11
ENGINE PARAMETERS FLUCTUATION.
2.03.13
- WORDING
2.05.02
- IMPROVEMENT OF PEC FAULT PROCEDURE 2.05.02
* ACTION ON PART III
- RESTRUCTURING 3.03
- HARMONIZATION 3.08
- INTRODUCTION OF ETOPS FOR PW124 ENGINES 3.09
DEC 96 * ACTION ON PART I
- RESTRUCTURING
- HARMONIZATION WITH ATR 42.500 BEFORE INCLUDING
THE NEW ATR 72.210A
* ACTION ON PART II
2.01-2.02-2.03
- HARMONIZATION
2.04-2.05
- MINOR CORRECTIONS 2.02-2.04-2.05
- DC GEN LOAD LIMITATION 2.02
- PARKING BRAKE ACCU PRESSURE 2.03
- BATTERIES DISPONIBILITY 2.04
- IMPROVEMENT OF PROCEDURE 2.05
- CORRECTION OF ICING-DRIFT DOWN DESCENT FOR 3.09
THE PW127 ENGINES (KVS 1g = 1.30 INSTEAD OF 1.38)
JUN 97 - INTRODUCTION OF MODEL 72.212A ALL
INTRODUCTION OF MODIFICATION
- 4366 ELECT. PWR SPLY 1.04Ć1.06Ć1.10
- 4786 DELETE WATER TANK & TOILET SINK 1.00
- 4373 SPRING TAB 1.09-2.02
* ACTION ON PART I 1.03
- ADDITIONAL INFORMATION 1.16
- WORDING AND STANDARDIZATION 1.00 → 1.16
* ACTION ON PART II
- WORDING 2.01-2.02
- STANDARDIZATION - GRAPHS 2.01-2.02-2.03
- PROCEDURES 2.04
- ENGINE PARAMETERS 2.01
- IDLE GATE 2.01
- FLIGHT CONTROLS 2.02.06
- MINIMUM ICING SPEEDS 2.02.08
- PROCEDURE IMPROVEMENT 2.03-2.04-2.05
- BUS EQUT LIST 2.05.04
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JUN 97 * ACTION ON PART III
- NEW EXAMPLES NET CEILING 3.09
- CAT II INTRODUCTION 3.08
- T/O WEIGHT DECREMENT GRAPHS FOR CLOSE AND 3.03
REMOTE OBSTACLE
DEC 97 * INTRODUCTION OF MODIFICATIONS
- 4654 : GNSS HT1000 INSTALLATION 1.15-2.02
- 4295 : ANTI-MOD OF 4111 2.02-2.03-2.04-
2.05
- 4366 : NEW ELECTRICAL SUPPLY 2.04
- 4711 : ETOPS FOR MODEL 212A 3.11
* ACTION ON PART II
- WORDING FOR VS1G/VSR 2.01-2.02
- UPDATING OF ENG PARAMETERS LIMITATION 2.01
- OXYGEN LIMITATION LAYOUT HARMONIZATION 2.01
- PROCEDURE IMPROVEMENT 2.03-2.04-2.05
- UPDATING OF AIR CONDITIONING EFFECT 3.03
METHODOLOGY
- GRAPH SCALES IMPROVEMENT FOR CLOSE AND 3.03
REMOTE OBSTACLES
- CLIMB TABLES UPDATING FOR 212A MODEL 3.04
- LANDING DISTANCES CORRECTIONS 3.08
- INTRODUCTION OF NARROW RUNWAYS 3.11
FOR MODEL 212A
JUL 98 * INTRODUCTION OF MODIFICATIONS
- 4511 CONTAINERS TRANSPORTATION NEW LOOK 1.00-1.03-
1.06-1.08-2.04
- 4804 PAX OXYGEN 100 % 1.07
- 4885 GNSS B RNAV 1.15
2.01-2.02
- 4890 GPS KLN 90 B RNAV 1.04-1.15
2.01-2.02
- 4942 STBY ALTIMETER IN M/FT 1.10
* ACTION ON PART I
- ADD GNSS/GPS ON STANDARD NOMENCLATURE 0.00
- WORDING 1.01-1.08-1.11
1.13-1.15-1.16
- FDEP NEW PRESENTATION 1.10
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JUL 98 * ACTION ON PART II
- NEW LAYOUT SYSTEMS PART 2.01
- ENGINE PARAMETERS CORRECTION 2.01
- OPERATIONS IN WIND CONDITIONS 2.02
- VMLB GO AROUND RATIO CORRECTION 2.02
- FDEP/FLIGHT NUMBER 2.03
- SMOKE PROCEDURES UPDATING 2.04
- BEL : L/G EXT ITEM 2.05
- MANAGEMENT OF THE MANUAL 2
- TYPING ERROR, WORDING, LAYOUT 2
- TAKE-OFF COMPUTATION UPDATING WITH AIR 3.03
CONDITIONING ON FOR ATR 72-210 A
- ADDITIONAL INFORMATION CONCERNING ICING 3.04-3.06
CONDITIONS
- INTRODUCTION OF FUEL CORRECTIONS FOR DESCENT 3.07
IN FT/MN
- ONE ENGINE NET CEILING COMPUTATION 3.09
METHODOLOGY UPDATING
- TYPING ERROR, WORDING, LAYOUT 3
JUL 99 YELLOW PAGES TO BE TURNED TO WHITE 1.07-1.13-2.01
2.02-2.03-2.04
DELETED PAGES 0.00-1.05-2.05
* INTRODUCTION OF MODIFICATION
- 4439 : CARBON EPOXY BOX IN THE FIN 2.01
- 5040 : PHOTOLUMINESCENT FLOOR PATH MARKING 1.00-2.01.08
- 5022 : NEW VERSION GPS KLN90B/RNAV 1.15-2.01.07
2.02.17-3.12
- 3795 : NEW LOOK HOSTESS PANEL 1.00
- 8146 : ELECTRICAL FAN 1.03
- 5017 or 5018 or 8214 or 8215 : EMER ATTENDANT CALL 1.05
- 5140 : OXYGEN 100 % PASSENGERS 1.07
- 4358 : SERVICE DOOR OPEN DEVICE 1.07
- 5008 : ICING LT 1.13
- SUPPRESSION OF GM 9000 2.03-1.06
* ACTION ON PART I
- OXYGEN JAR/OPS : 14000 ft → 13000 ft 1.07
- PRECISION FOR NAC OVHT 1.08
- HARMONIZATION 1.10
- WORDING 1.13
- CORRECTION OF NH % IN CASE OF CONT RELIGHT 1.16
P 13 001
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JUL 99 * ACTION ON PART II
- CORRECTION OF NP TRANSIENT LIMIT FOR PW127 AND 2.01.04
PW127F
- HARMONIZATION OF GPS LIMITATIONS LAYOUT 2.01.07
- VMLB : FOR LEST CLIMB GRADIENT IN FLAP 0 2.02.01
CONFIGURATION
- INTRODUCTION OF A RUNWAY STATION" PART IN 2.02.09
LANDING GEAR /BRAKES CHAPTER
- ADVICE IN CASE OF ROLLING T/O 2.02.12
- PRECISION ON LANDING SPEEDS 2.02.12
- PROCEDURE ENG FLAME OUT AT TAKE OFF 2.04.02
- COMMENTS OF DUAL DC GEN LOW PROCEDURE 2.04.04
- AIRCRAFT ATTITUDE IN CASE OF DITCHING 2.04.05
- PROCEDURE ENG OIL LO PR (A/C WITH CONT RELIGHT) 2.05.02
- PROCEDURE BRK TEMP HOT 2.05.07
- OXYGEN JAR/OPS : 14000 ft → 13000 ft 2.01-2.05
- TYPING ERROR - MINOR CHANGES 2.02-2.04-2.05
2.06
- RESERVE TAKE-OFF TIME UPDATING FOR FAA 3.02.01
- LOOSE SNOW DEFINITION 3.03.01
- NON DRY RUNWAYS DEFINITION 3.03.03
- BRAKES ENERGY LIMITATION FOR TAILWIND UP TO 15 KT 3.03.03
(MOD 3522)
- EFFECT OF REVERSE FOR LANDING OR CONTAMINATED 3.08.03
RUNWAY
- FUEL POLICY UPDATING 3.10.01
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JUL 00 * NEW MODIFICATIONS
-8167 : Spring Tab retrofit 1.02 - 1.06 - 1.09
2.02 - 2.05
-4584 : Leak detection system, temperature limit 1.03 -
-5021 : GPS KLN90B+ 1.04 - 1.10 - 1.15
2.01
-5176 : GNSS 1.04 - 1.10 - 1.15
2.01
-4928, 5007 : VHF 8.33kHz instead of 25kHz 1.05 -
-5150 : Advanced forward CG limit with carbon epoxy box 1.05 - 2.01
-5213 : Increased MZFW from 20,300kg to 20,500kg 2.01
* ACTION ON PART I
-Minor modifications 1.01 - 1.10 - 1.16
-CNTNR SMK pb logic 1.08
-TCAS/ATC 1.10
-STBY altimeter allowable deviation correction 1.10
-ICE DET indication light logic 1.13
* ACTION ON PART II
-Center of Gravity Envelope graph 2.01.02
-Oxygen limitations layout improvement 2.01.05
-TCAS layout improvement 2.01.06 - 2.03
-Final Approach Speed definition 2.02.01
-Task Sharing in CAT II operation 2.02.04
-Icing fluids type II/IV (final text to be issued later) 2.02.08
-Cockpit preparation : oxygen test 2.03.07
-ENG Flame Out at Take Off Procedure 2.04.02
-Severe Icing Procedure 2.04.05
-PEC 1 (2) FAULT Procedure 2.05.02
-Applicable VC for Torque tables 3.02.02
-Close obstacles in Icing Conditions graph improvement 3.03.03
-Correction on landing distances : contaminated runways 3.08.03
-Flight with landing gear down Cruise/Holding 2 Engines tables 3.11.01
Minor modifications 1.01 - 1.10 - 1.16
2.03 - 2.04 - 2.05
3.03
Yellow pages to be turned to white 1.02 - 1.06 - 1.09
2.02 - 2.05
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DATE REASON FOR ISSUE CHAPTER

JUL 01 * NEW MODIFICATIONS
- 4839 or 4656 : couple GNSS and Collins DME 1.15
- 5146 TCAS Collins TTR 921 installation 1.15
- 5205 ATC/TCAS Acquire altitude via BUS ARINC 429 2.05
- 8259 TCAS Collins on King avionics 1.05 - 1.10 - 2.01
2.02
* ACTIONS ON PART I
- Minor modifications 1.02 - 1.11 - 1.16
3.02
- AP disengagement for PITCH TRIM AYSM 1.04
- New values for standby altimeter 1.10
- Improvement of time sequence diagram for boots inflation 1.13
- MODE SEL AUTO : Improvement of FAULT conditions 1.13
description
* ACTIONS ON PART II
- Correction of the adverse weather table 2.02
- MODE SEL AUTO : Improvement of FAULT conditions 2.05
description
- Oxygen limlitations layout improvement 2.01
- PROP BRK UNLK procedure improvement harmonization with 2.05
the MMEL
- Procedure EMERGENCY DESCENT boxed item 2.04
- Introduction of a new procedure : ONE PROPELLER 2.05
REMAINING AT NP 100 % AFTER CLB PWR SELECTION
* ACTIONS ON PART III
- FOS charts examples insertion 3.03 - 3.08
- Yellow pages to be turned to white 2.01 - 2.02 - 2.05

3.11
P 16 001
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REASON OF THE REVISION SEP 02
AA

SEP 02 * NEW MODIFICATIONS
-MOD 5285 : HF 9000 PROVISION 1.05.10
-MOD 3832 or 5103 or 5146 : REPLACE COLLINS TCAS COMĆ 1.05-1.10-2.01

PUTER -2.02
-MOD 5313: EGPWS 1.15-2.01-2.04
-MOD 3756 : MFC certified software (UK CAA only) 2.01.09 p1
* ACTION ON PART I
-DESCRIPTION OF THE AIR CONTITIONING TURBO FAN
IMPROVEMENT 1.03.30
-OXYGEN SYSTEM DESCRIPTION IMPROVEMENT 1.07.20
* ACTION ON PART II
-MODE HOTEL OIL TEMPERATURE OPERATING LIMIT 2.01.04
-OBSTACLE CLEARANCE NOTE IN ICING CONDITIONS 2.02.08
-ENGINE NP LIMITATION RECALL 2.02.08
-ENGINE PARAMETERS TOLERANCE DESCRIPTION 2.02.11
-TEST ATPCS: ELECTRICAL SYSTEM NOTE INSERTION 2.03.07
-EMERGENCY DESCENT PROCEDURE UPDATING ACCORDĆ
ING TO THE AFM 2.04.05
-EXCESSIVE ITT: ENGINE MANUFACTURER REQUIREMENT 2.05.02
-EFFECT OF MOD 4366 ON BUS EQPT LIST 2.05.04

-TAKE OFF METHODOLOGY EXAMPLES IN ACCORDANCE
WITH THE CONTAMINATION DECREMENT FIGURES 3.03.02
-FOS CHART PRINTING IMPROVEMENT 3.03.06-3.08.04
Minor modifications
COLOR OF OVERHEAD PANEL ARROWS 2.05.04
Yellow pages to be turned to white 1.05-2.01-2.04

P 17 001
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DATE REASON FOR ISSUE PAGES INVOLVED

SEP 03 Yellow pages to be turned to white
- MOD 5377 + 5434 : COCKPIT DOOR SECURITY SYSTEM 1.00.00p1
1.00.25 p1 to p4
1.00.30 p1 to p2
2.01.10 p1 to p4
- Use of rudder 2.02.06 p5
- MOD 5243 : DUAL GNSS 1.10.30 p11

1.15.60 p1 to p9
2.01.07 p1&p1A
* NEW MODIFICATIONS
- MOD 5403 : CERTIFICATION OF GNSS P-RNAV 2.01.07 p 1
* ACTION ON PART I
- Flaps schematic 1.09.50 p5/6
- MOD 5016 impact on weather radar electrical supply 1.15.50 p6
* ACTION ON PART II
- TCAS limitations : crew actions following resolution advisory 2.01.06 p1
- Minimum speed if ice accretion is observed is 1.30VS (pw127 2.02.08 p4
aircraft only)
- Daily trim check 2.03.07 p3
- Parking brake ACC pressure (Model 102-202-212-212A) 2.03.05 p 2
- Unfeathering propeller during cold weather operation (PEC 2.03.09 p2&p3
aircraft only)
- Take off with bleed off 2.03.19 p1
- After landing TCAS on STBY 2.03.10 p1
- Cargo operations with one pack only 2.04.03 p4&6
- New severe icing procedure 2.04.05 p9
- TCAS : TA only in case of single engine operations 2.05.02 p1
- PEC Fault procedure : before landing CL 100 OVRD 2.05.02 p29
- STBY Horizon not lost when EMER BUS OFF 2.05.04 p5
- Icing conditions monitoring 2.05.04 p15
- Bus equipment list (MOD 4366 only) 2.05.04 p17
- Procedures following failure: steep slope approach prohibited 2.05.06 p1, p6, p7, p10,
p11, p12
- Bleed leak occurence on ground 2.05.08 p3
- Methodology for the TOW determination: clearer presentation 3.03.02 p3
- Climb gradient charts 3.04.00 p1
3.04.5 p1 to p5
OTHERS
- Management reason (no technical revision) 2.04.02 p3
- Minor modifications 1.00.40 p10-1.03.30p1
1.07.30 p1-1.15.40 p8
2.05.07 p7-3.03.0 3p2
P 18 001
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DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

SEP 04 *ăINTRODUCTION OF MODIFICATIONS
-ă5467 : EGPWS 1.15.40
-ă5487 : FID 1.05.10 - 2.03.07
-ă8330, 8333, 5465 : Securized Cockpit Door 1.00.25 - 1.00.30
2.01.10
-ă8371 : Oxygen 30% PAX 1.07.20 - 2.01.05
* ACTION ON PART I
-ăAbbreviations updating for EGPWS and P-RNAV 0.50.00
-ăSignification of fluorescent painting for PB 1.00.20 p4
-ăName of level 1" CAP lights 1.02.10
-ăCOMPT TEMP panel graph improvement 1.03.30
-ăPressurization AUTO MODE with UNLOCKED DOOR 1.03.40
on ground for 72-101-201-211
-ăENTRANCE light electrical supply 1.06.60
-ăCVR page updating (case of 120 minutes) 1.10.50
-ăAIRFRAME DE-ICING PB FAULT logic 1.13.30
* ACTION ON PART II
-ăUse of JP4 is prohibited 2.01.04
-ăTowing with TOWBARLESS system is prohibited 2.01.05
-ăSecurized Cockpit Door Jammed procedure improvement 2.01.10 p3
-ăSevere Icing detection / procedure improvement 2.02.08
-ăTyping error for PL in approach 2.02.12
-ăATPCS Test before ENG run up 2.03.06 - 2.03.07
-ăNO NH during ENG START procedure improvement 2.05.02 p3
-ăNew FUEL LEAK procedure 2.05.03
*ăACTION ON PART III None
*ăMinor modifications
-ăTyping errors 1.11.10 - 2.05.02
2.05.12
P 19 001
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Ć ATPCS Test 2.03.19
- OEB 12 : Static Inverter Double Loss 3.12.48
* NEW MODIFICATIONS
- MOD 5555 : General - increase MZFW and MTOW by 300 Kgs 2.01.02 - 3.03.02
of 72-500 model
- Updating for Mod 5467 1.15.40 - 2.01.09
- MPC Multi Purpose Computer 2.02.21
* ACTION ON PART 0
- New layout for manual presentation 0.40.00
* ACTION ON PART I
- Seat Position Sight Gauge 1.00.20
- GNSS electrical supply is on CD Bus 1 when no TRU installed 1.15.60
* ACTION ON PART II
- Fuel System Limitation specific page for PW127-127F 2.01.04
- Updating for JP4 prohibiited 2.01.04
- Updating for ENG parameters fluctuations for PW127F 2.02.11
- Fuel Following Failure Part new layout 2.05.00 - 2.05.02
2.05.03
- SMK DET FANS FAULT procedure 2.05.00 - 2.05.12
- ELEV JAM procedure : same as in QRH 2.05.06
- New layout for OEB chapter and OEB updating 3.12
* WORDING 2.03.04 - 2.04.00
2.04.02 - 3.10.01
* TYPING CORRECTION 1.06.30 - 1.07.30
1.11.10 - 1.14.20
1.15. 6 - 1.16.40
2.05.02 - 2.05.07
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- Stick Pusher/Shaker YES TEST Improvement 1.02.10
- Introduction of Mod 5506 : ACARS 2.02.22
- FUEL LO LVL Procedure Updating 2.05.03
- Introduction of Mod 5561 : Messier--Bugatti Wheels and Brakes 3.08.03
* NEW MODIFICATIONS
- MOD 5506 : ACARS 1.10.30 - 1.15.60
2.02.22
- Updating for Mod 5567 or 8367 MPC APM 1.10.50
- MOD 4686 or 8148 : Add LOW Level Detection System 2.05.03
* ACTION ON PART 0
- None
* ACTION ON PART I
- Reading of MFC Maintenabce Memory : see JIC 1.01.10
- Graph Correction for Cabin PRESS Indicator 1.03.40
- BLUE and GREEN PUMP PWR ACW Electrical Distribution 1.06.60
- Graph Correction for Brakes PRESS Indicator 1.14.40
* ACTION ON PART II
- Use of Jet B is prohibiited 2.01.04
- TCAS TA wording improvement 2.01.06
- 2.02 Part Content Updating 2.02.00
- AHRS Caution linked with attitudes and heading errors 2.02.14
- AHRS and Weather Radar Layout 2.02.14
- High Latitudes Operations new section 2.02.19
- EMERGENCY DESCENT procedure Improvement 2.04.05
- DITCHING and FORCED LANDING procedures Improvement 2.04.05
- ONE EEC FAULT procedure improvement (After Landing, taxi 2.05.02
with the affected engine feathered
- Chapter Title Correction 2.05.03
- MFC Module Equipment List : see QRH 2.05.10
- Typing error 3.03.02
P 21 001
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- Mod 5713 Video Cabin System 2.02.23
- Mod 5736 : OEB13 : Cockpit voice recorder 3.12.20
3.12.33
- Mod 8442 : MPC : indicating / recording system, install MPC 2.02.21
with QAR Thales
- Mod 8460 : Install 100% oxygen distribution (70pax) 2.01.05
* NEW MODIFICATIONS
- Refer to the top “Yellow pages to be turned to white”
* ACTION ON PART 0
- None
* ACTION ON PART I
- None
* ACTION ON PART II
- Operationnal parameters improvements 2.01.03
- TCAS title and content update 2.01.06
2.02.15
- Flight characteristics content : narrow runways and steep slope 2.02.12
approach informations update.
- Part 2.04 EMERGENCY PROCEDURES improvement 2.04.00
2.04.02
2.04.03
2.04.04
2.04.05
- Miscellaneous : OXGEN LO PR procedure and comments 2.05.12
update
- Special operations : harmonization with supplements and 3.11.00
appendix located in AFM. Links towards AFM added. 3.11.12 to .19
P 22 001
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REASON OF THE REVISION APR 08
AA

APR 08
* NEW MODIFICATIONS
- New engine PW127M Whole Manual
- GNSS HT1000 RNAV, Mod 5768 2.01.07
* ACTION ON PART 0
- None
* ACTION ON PART I
- None except PW127M
* ACTION ON PART II
- Normal Procedures re-- writing 2.03
- Procedures following failure re-- writing 2.05
- None except PW127M
P 23 001
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REASON OF THE REVISION OCT 08

OCT 08 * NEW MODIFICATION :
- Boost Function on PW127M engine : Mod 5908 1.16.45 & 2.05.02
- TAWS and T2CAS : Mod 5724 2.01.09
* ACTION ON PART 0
- None
* ACTION ON PART I 1.02.10 ; 1.05.10
- Wording and contents correction / improvements 1.10.50 ; 1.15.60
- PW127M mention added 1.16.10
* ACTION ON PART II
- Fuel RT and TS1 added 2.01.04
- “Deceleration Height” wording correction, only for 72-- 212A 2.02.12
- Missing page 2.02.21 page 18A
- Normal Procedures :
Exterior inspection action corrections : pitot probes, nav and 2.03.05
strobe lights
- Procedures following failure :
contents pages updated 2.05.00
SINGLE ENG OPERATION : 2.05.02
- precision added for item fuel pump affected side
- affected side removed from synchrophaser item
NO NH DURING START : item added :
- engine start rotary selector for start A or start B
ABNORMAL ENG PARAMETERS IN FLIGHT : item added :
- PL to be retarded in green sector
PEC FAULT : “Before landing” items reorganized
PROP OVER LIMIT : 101% NP condition according to AFM
DC EMER BUS OFF : “use of CM2 instruments in case of 2.05.04
disagreement “ note added
DC SVCE/UTLY BUS SHED : page reference in comments
paragraph correction
Lost equipment list correction in the following procedures :
- DC BUS 1 OFF & DC BUS 2 OFF :
- AC BUS 1 OFF & AC BUS 2 OFF
- ACW BUS 1 OFF & ACW BUS 2 OFF & ACW TOTAL LOSS
- BOTH HYD SYS LOSS 2.05.05
Titles correction in the following procedures :
- BOTH HYD SYS LOSS 2.05.05
- DE-- /ANTI-- ICING ENG FAULT 2.05.09
DE-- ICING MODE SEL FAULT : wording correction in comments 2.05.09
paragraph
All MFC FAULT procedures amended :
- Module precised on procedure items 2.05.10
- “CAUTION for LDG GEAR cannot be retraced” added for 2.05.14
MFC 1A+2A, and 1A+2B.
* ACTION ON PART III :
- PW127M mention added, some PW124 performances reedited 3.02 to 3.11
- and page replacement following wrong page diffusion 3.04.01
P 24 001
R.N.R.
REASON OF THE REVISION OCT 09
OCT 09 * TR 26 blanking: (yellow pages to be turned to white)
Mod5390 : Video Cockpit surveillance 1.00.25
Volcanic Ash: content description and procedure 2.02.08
Reverse phases informations added and Operations out of the notch 2.02.11
informations added
Hot Environment Start procedure 2.03.06
* New Mods:
New Messier-- Bugatti Brakes : Mod 6055 3.08.03
TAWS and T2CAS improvements : Mod 6135 2.01.09
- Wording correction : “...gear NOT down...” 1.15.40
- Mod4422: impact rectified: Invert handle of pax door 1.07.30
* ACTION ON PART II
- Time values removed, source of confusion for pilots 1.13.30&2.05.09
- APM procedure wording improvements 2.02.21
- PL1+2 .... to be checked at Ground Idle 2.03.06
- APM item to be set and checked before take off, 2engines running 2.03.08&2.03.10
- Fuel saving informations added (reduced power setting in cruise) 2.03.13
- CCAS alerts non-- inhibited added 2.04.01&2.05.01
- ENG FLAME OUT AT TAKE OFF: Autofeather item moved 2.04.02
- Reminder to apply “SMOKE” procedure first added in all relevant 2.04.03
smoke procedures.
- AIR COND SMOKE : warning changed to caution
- DUAL DC GEN LOSS: memory item for basic page 2.04.04
- DITCHING and FORCED LANDING : “TAWS” wording 2.04.05
- EMERGENCY EVACUATION ON GROUND: dump function to be
used after aircraft stops and wording improvements
- New: “RECOVERY AFTER STALL OR ABNORMAL ROLL
CONTROL”
- SINGLE ENG OPER.: “1+2” deleted, and APM turned to OFF added 2.05.02
- ABNORMAL ENG ...IN FLIGHT: wording correction
- FIRE LOOP FAULT:Memory item added
- ONE EEC and PEC FAULT: noteadded: ACW BTC to be checked
closed to avoid ACW loose on ground
- ENG FLAME OUT: memory item extended
- ENG OVER LIMIT: note: bleed valve to be selected off to reduce
excessive ITT in flight.
- ENG OIL LO PR: layout improvement on some variant
- Lost equipment lists reviewed with some corrected alerts conditions 2.05.04
- DC EMER BUS OFF: wording IAS instead of ANEMO
- BOTH MAIN HYD PUMP LOSS: Lost equipment list improved 2.05.05
- Title changed into DUTCH ROLL TENDENCY / RUDDER 2.05.06
CENTERING UNIT FAIL and procedure improved
- Minimum icing speed corrected to 10kt (page variant 001 only) 2.05.09
- PROBES HTG FAULT: alert wording corrected
- EFIS COMP: memory item, procedure improved and comments 2.05.12
- Fuel saving information added 3.04.01
- Take Off methodology reviewed 3.03.02&3.03.05
P 25 001
R.N.R.
SEP 10 * ACTION ON PART I
- Wording correction. 1.03.30
- ELT(EmergencyBeacon) moredetailed. 1.05.10
- Mod 3795 impacted (color for DC svce PB pressed in ON). 1.06.20
- Oxygen pressure informations simplified. 1.07.20
- Mod 6135:TAWS system description. 1.15.40
* ACTION ON PART II
- Crosswind reviewed. 2.01.03
- CAT 2 informations updated. 2.02.04
- Fuel crossfeed procedure : note updated. 2.02.07
- Wording corrected for de-- /anti icing and control columns. 2.02.08
- Start-- up sequence: informations updated and. 2.02.11
- Push back and Power back operations added
Normal Procedures :
- Recorder test informations improved. 2.03.06
- Preliminary cockpit preparation: slight improvements.
- ATPCS test (dynamic and static) informations improved.
- Before prop rotation procedure: take off bugs set and checks. 2.03.08
- After landing procedure: engine/ATPCS test... 2.03.19
Emergency procedures:
- CCAS alert corrected. 2.04.01
- BOTH ENGINES FLAME OUT procedure: improvements. 2.04.02
- AIR COND SMOKE: amber engine caution. 2.04.03
- RECOVERY AFTER STALL OR UNCOMMANDED ROLL 2.04.05
CONTROLprocedure reviewed.
Following failures procedure:
- CCAS alert corrected. 2.05.01
- ENG NAC OVHT : wording improvement. 2.05.02
- ABNORMAL ENG PARAMETERS IN FLIGHT: procedure reviewed.
- ONE EEC FAULT: wording correction
- PROP OVER LIMIT: procedure reviewed
- UNCOMMANDED 100%NP ON ONE OR TWO PROPELLERS;
procedure title and content changed instead of “ONE PROPELLER
REMAINING AT NP 100% AFTER CLB POWER SELECTION”
- TLU FAULT procedure: correction 2.05.06
- ELEVATOR JAM: comments reviewed
- ANTI SKID FAULT: anti skid set to OFF item added. 2.05.07
- PACK VALVE FAULT : condition corrected. 2.05.08
- DUCT OVHT: temperature alert correction.
- SMK DET FANS FAULT: procedure title changed to generalize. 2.05.13
- MFC 2A+2B FAULT: item added for correctio n. 2.05.14
- Take Off methodology : wording correction. 3.03.05
- Final approach speed info added for 23 Tons. 3.08.02
- Actual landing distances reviewed and info added for 23 Tons. 3.08.03
P 26 001
R.N.R.
REASON OF THE REVISION NOV 11
NOV 11 TR 27 blanking: 2.01.03&
Mod 6156:cold soak. 2.02.20
TR 28 blanking:
Unreliable airspeed indication procedure. 2.04.05
* ACTION ON PART 0
- email contact adress updated for support. 0.40.00
* ACTION ON PART I
- Wording and contents correction / improvements 1.01.10
- T2CAS improvement (mod 6135) added to precise the content 1.05.20
validity.
- Mod validity expression corrected (only for page 4_050) 1.10.50
- Anti Icing advisory sytem: content and graph corrections 1.13.20
- Wording correction (only for page 8_120) 1.15.40
* ACTION ON PART II
- Limitations : MTOW 23T (mod 6219) upgrade and, 2.01.02
Airspeed and operational parameters : page updated 2.01.03
- T2CAS improvement “ACSS T2CAS” (mod 6135) added to precise 2.01.06
the content validity in the applicability paragraph.
- Contents page updated 2.02.00
- Procedures and techniques : Operation below - 35° C ground
temperature : page updated 2.02.20
- Normal Procedures entirely reviewed 2.03 (full chapter)
- Emergency procedures:
- Contents page updated 2.04.00
→New procedure : ENG FIRE AT TAKE OFF 2.04.02
→Procedure improved: IN FLIGHT ENG FIRE OR....DAMAGE and 2.04.02
ON GROUND ENG FIRE OR.....DAMAGE.
→New procedure : ENG FLAME OUT AT TAKE OFF 2.04.02
Approach landing 3.08.03
- landing distance updated
Flight planning 3.10.02
- Fuel to destination calculation : Graph updated 3.10.03
- Alternate calculation : Graph updated 3.11.00
- Contents and Title corrected and updated. 3.11.21
- 20kt tailwind take off (if applicable) reference to the AFM.
MTOW to 23T: Upgrade of performance DATA. 3.04/3.05/3.06
3.09/3.11
Take Off
- Quick reference tables 3.03.04
P 27 001
R.N.R.
SEP 13 TR 29 blanking:
- Missing pages for 72--200/210 series. 2.03.24
- Some Emergency procedure update for 72--212A following AFM
72--212A revision. 2.04
- Fuel feed lo pr procedure updated for 72--212A . 2.05.00 & 2.05.03
* ACTION ON PART 0
PRELIMINARY PAGES/STANDARD NOMENCLATURE : Pages
reviewed p001_001;p002_001;p003_001;p004_001;p006_001;
p007_001;p009_001;p010_001. 0.50.00
* ACTION ON PART I
- MFC/GENERAL : Updated procedures p008_001;p008_020;
p008_500. 1.01.10
- AIR/PRESSURIZATION : The landing altitude corrected p006_001. 1.03.40
- COMMUNICATIONS/TCAS : New variant added p004_450. 1.05.20
- ELECTRICAL SYSTEM/AC CONSTANT FREQUENCY : Schematic
corrected p001_020;p002_001. 1.06.30
- FLIGHT INSTRUMENTS/EFIS : Wording correction p004_001. 1.10.30
* ACTION ON PART II
- LIMITATIONS/AIRSPEED AND OPERATIONAL PARAMETERS :
New modification 6965 added. 2.01.03
- LIMITATIONS/POWER PLANT : Freezing point correction for the fuel
(JET A1) p005_001. 2.01.04
- PROCEDURES AND TECHNIQUES/ADS-- B OUT : New 2.02.00 &2.02.25
fonctionalities avionics with Mod 8626 and 1.05.10
- PROCEDURES AND TECHNIQUES/AFCS : Caution and Notes
reviewed p005_001. 2.02.04
- PROCEDURES AND TECHNIQUES/OPERATIONS BELOW - 35_C
GROUND TEMPERATURE : New modification 6965 added . 2.02.20
- PROCEDURES AND TECHNIQUES/MPC : Notes added p012_100. 2.02.21
- NORMAL PROCEDURES/BEFORE PROPELLER ROTATION :
Updated procedures and new variant for the aircraft fitted with mod
5908 (Boost).p001_001;p001_500. 2.03.10
- NORMAL PROCEDURES/TAKE OFF : Updated procedures and
new variant for the aircarft fitted with mod 5908 (Boost)
p002_250;p002_500. 2.03.14
- NORMAL PROCEDURES/BEFORE DESCENT-- DESCENT :
Updated procedure and wording correction p001_001;p002_001. 2.03.16
- NORMAL PROCEDURES/BEFORE LANDING : Updated
procedures and wording correction p001_001;p001_250. 2.03.18
- NORMAL PROCEDURES/ LANDING : Updated procedure
p001_001. 2.03.19
- NORMAL PROCEDURES/DAILY CHECKS : Caution added
p001_001;p001_050;p001_100;p001_150;p001_500. 2.03.24
- PROCEDURES FOLLOWING FAILURE/AIR : Wording correction
p004_001. 2.05.08
- PROCEDURES FOLLOWING FAILURE/DE/ANTI ICE : Wording
correction p006_001. 2.05.09
- PROCEDURES FOLLOWING FAILURE/AVIONICS : Procedure
(EFIS COMP) reviewed p002_001. 2.05.12
P 28 001
R.N.R.
REASON OF THE REVISION DEC 14
SEP 13 * ACTION ON PART II :
- LOADING - FUEL - BALANCE CHART/CARGO LANDING : Link
correction for WBM p001_001. 2.06.02
- HOLDING/INTRODUCTION : Wording correction p001_300. 3.06.01
- APPROACH LANDING/LANDING DISTANCES : Wording correction
p002_051. 3.08.03
- FLIGHT PLANNING/FUEL POLICY : Wording correction p001_001;
p001_500. 3.10.01
- SPECIAL OPERATIONS/CONTENTS : New item (EFB)p001_001. 3.11.00
- SPECIAL OPERATIONS/DISPATCH WITH ATPCS OFF : Wording
correction p001_200. 3.11.08
- SPECIAL OPERATIONS/EFB : New procedures
p001_001;p002_001;p003_001;p004_001;p005_001;p006_001;
p007_001;p008_001. 3.11.22
DEC 14 * ACTION ON PART I :
- FLIGHT INSTRUMENTS / AIR DATA SYSTEM : Updated
procedures p003_001. 1.10.10
- FLIGHT INSTRUMENTS / CLOCKS : Mod 3130 and 5236 added
p001_020 and p002_020 1.10.40
* ACTION ON PART II :
- PROCEDURES AND TECHNIQUES / OPERATING SPEEDS :
Definitions Vmin OPS,VFTO,VAPP,VGA,VFGA added 2.02.01
- LIMITATIONS / INSTRUMENTS : Updated procedures p001_001. 2.01.05
- NEW OEB : Updated list of effective p002_001 3.12.20
- OEB n_25 : Propeller blade pitch change mechanism damage 3.12.34
ATR S.N.N.P.
DEC 14
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"SEE VAL" = See Validation
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2 01 05 002 001 JUL 01
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EP0051-0054
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1 03 40 011-012001 DEC 96
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DEC 14

Validity expression
1 05 10 009 070 JUL 99 MOD 5017 or 5018 or 8214 or 8215

1 05 10 010 050 SEP 10 MOD 4080
EP0056
1 05 10 011 001 JUL 98
1 05 10 012 001 DEC 96
ALL
1 05 10 013 001 DEC 96
1 05 10 014 001 DEC 96
ALL
1 05 10 015 001 DEC 96
1 05 10 016 001 JUN 97
ALL
1 05 10 017 001 DEC 96
1 05 10 018 001 DEC 96
ALL
1 05 10 019-020001 DEC 96
ALL
1 05 20 001 350 NOV 11 MOD 3074 or 3625 or 8259 or 5146 or 3832
or 5103 or 6135
1 05 20 002 200 NOV 11 MOD 0043 +(3074 or 3113 or 3625 or 3832
or 5103 or 5146 or 8259 or 6135)
ALL
1 05 20 003 350 NOV 11 MOD 3074 or 3625 or 8259 or 5146 or 5103
or 6135
1 05 20 004 350 NOV 11 MOD (3074 or 3113 or 3625) +(5103 or 5146
or 8259 or 6135)
ALL
1 05 20 005 350 NOV 11 MOD 3074 or 3113 or 3625 or 8259 or 5146
or 5103 or 6135
1 05 20 006 350 NOV 11 MOD 5103 or 5146 or 8259 or 6135
ALL
1 06 00 001 001 DEC 96
ALL
1 06 10 001-002001 DEC 96
EP0051-0054
1 06 10 001-002020 DEC 96 MOD 1603
EP0055-0056
1 06 10 003-004001 DEC 96
EP0051-0054
1 06 10 003-004020 DEC 96 MOD 1603
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 06 20 001 200 DEC 96 102-202-212
1 06 20 002 001 DEC 96
EP0051-0054
1 06 20 001 220 JUN 97 102-202-212-212A MOD 1603
1 06 20 002 020 DEC 96 MOD 1603
EP0055-0056
1 06 20 003 001 DEC 96
1 06 20 004 200 JUL 99 102-202-212
EP0051-0054
1 06 20 003 020 DEC 96 MOD 1603
1 06 20 004 220 JUL 99 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 005 001 DEC 96
1 06 20 006 001 DEC 96
ALL
1 06 20 007 001 DEC 96
1 06 20 008 001 DEC 96
EP0051-0054
1 06 20 007 020 DEC 96 MOD 1603
1 06 20 008 020 DEC 96 MOD 1603
EP0055-0056
1 06 20 009 001 DEC 96
1 06 20 010 001 DEC 96
EP0051-0054
1 06 20 009 100 SEP 10 MOD 3795
1 06 20 010 001 DEC 96
EP0055-0056
1 06 20 011 050 DEC 96 MOD 3246
1 06 20 012 001 DEC 96
ALL
1 06 20 013-014001 DEC 96
ALL
1 06 20 015-016200 DEC 96 102-202-212
EP0051-0054
1 06 20 015-016220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 017-018200 DEC 96 102-202-212
EP0051-0054
1 06 20 017-018220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 019-020200 DEC 96 102-202-212
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 06 20 019-020220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 021-022200 DEC 96 102-202-212
EP0051-0054
1 06 20 021-022220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 023-024200 DEC 96 102-202-212
EP0051-0054
1 06 20 023-024220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 20 025-026200 DEC 96 102-202-212
EP0051-0054
1 06 20 025-026220 JUN 97 102-202-212-212A MOD 1603
EP0055-0056
1 06 30 001 001 DEC 96
1 06 30 002 001 SEP 13
EP0051-0054
1 06 30 001 020 SEP 13 MOD 1603
1 06 30 002 001 SEP 13
EP0055-0056
1 06 30 003 001 SEP 05
1 06 30 004 001 DEC 96
ALL
1 06 30 005 001 DEC 96
1 06 30 006 001 DEC 96
ALL
1 06 40 001 001 DEC 96
1 06 40 002 001 DEC 96
EP0051-0054
1 06 40 001 050 DEC 96 MOD 1603
1 06 40 002 001 DEC 96
EP0055-0056
1 06 40 003 080 DEC 96 MOD 3465 or 3637
1 06 40 004 001 DEC 96
ALL
1 06 40 005 001 DEC 96
1 06 40 006 001 DEC 96
ALL
1 06 50 001 001 DEC 96
1 06 50 002 001 DEC 96
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 06 50 003 001 DEC 96
ALL
1 06 60 001 001 DEC 96
1 06 60 002 001 DEC 96
EP0051-0054
1 06 60 001 070 JUN 97 MOD 4366
1 06 60 002 170 JUN 97 MOD (3973 or 4371 or 4457) +4366
EP0055-0056
1 06 60 003 001 DEC 96
1 06 60 004 001 DEC 96
EP0051-0054
1 06 60 003 170 JUN 97 MOD 4116 +4366
1 06 60 004 070 JUN 97 MOD 4366
EP0055-0056
1 06 60 005 001 DEC 96
1 06 60 006 250 SEP 04 102-202-212-212A MOD 3552
EP0051-0054
1 06 60 005 070 JUN 97 MOD 4366
1 06 60 006 250 SEP 04 102-202-212-212A MOD 3552
EP0055-0056
1 06 60 007 200 JUN 97 102-202-212-212A
1 06 60 008 001 DEC 96
EP0051-0054
1 06 60 007 390 JUL 00 102-202-212-212AMOD 4366 +(4373 or 8167)
1 06 60 008 570 APR 08 212A MOD 4366
EP0055-0056
1 06 60 009 300 DEC 97 102-202-212 MOD 2595 +(3529 or 3530)
1 06 60 010 001 DEC 96
EP0051-0054
1 06 60 009 480 JUL 00 102-202-212-212A MOD (3529 or 3530)
+(4373 or 8167) +4511
1 06 60 010 160 JUN 97 MOD (3973 or 4371 or 4457) +4116
EP0055-0056
1 06 60 011 001 DEC 96
1 06 60 012 050 DEC 96 MOD 2141
EP0051-0054
1 06 60 011 070 JUN 97 MOD 4366
1 06 60 012 050 DEC 96 MOD 2141
EP0055-0056
1 06 60 013 001 DEC 96
1 06 60 014 001 DEC 96
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 06 60 015 200 SEP 04 102-202-212-212A
1 06 60 016 001 DEC 96
ALL
1 06 60 017 001 DEC 96
1 06 60 018 001 DEC 96
ALL
1 06 60 019 001 DEC 96
1 06 60 020 001 DEC 96
ALL
1 06 60 021 001 DEC 96
1 06 60 022 020 SEP 06 MOD 2141
ALL
1 06 60 023 001 SEP 06
1 06 60 024 001 DEC 96
ALL
1 07 00 001 001 DEC 96
ALL
1 07 10 001-002001 DEC 96
ALL
1 07 10 003-004200 JUN 97 102-202-212-212A
EP0051-0054 EP0056
1 07 10 003-004230 JUN 97 102-202-212-212A MOD (4307 or 4456)
EP0055
1 07 20 001 030 JUL 99 MOD 2510
1 07 20 002 030 SEP 10 MOD 2510
EP0051-0054
1 07 20 001 070 JUL 99 MOD 4804 or 5140
1 07 20 002 070 SEP 10 MOD 4804 or 5140
EP0055-0056
1 07 20 003 001 DEC 96
1 07 20 004 001 DEC 96
ALL
1 07 20 005-006001 DEC 96
EP0055-0056
1 07 20 005-006030 DEC 96 MOD 2510
EP0051-0054
1 07 20 007-008001 SEP 04
EP0051-0054
1 07 20 007-008070 JUL 99 MOD 4804 or 5140
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 07 20 009-010001 DEC 96
ALL
1 07 30 001 200 JUN 97 102-202-212-212A
1 07 30 002 200 JUN 97 102-202-212-212A
EP0051-0054
1 07 30 001 370 SEP 03 102-202-212-212A MOD 4019 +4358
1 07 30 002 370 JUL 99 102-202-212-212A MOD 4019 +4358
EP0055-0056
1 08 00 001 001 DEC 96
ALL
1 08 10 001 050 JUL 98 MOD 2595
1 08 10 002 200 JUN 97 102-202-212-212A
EP0051-0054
1 08 10 001 070 JUL 00 MOD 4511
1 08 10 002 200 JUN 97 102-202-212-212A
EP0055-0056
1 08 10 003 001 DEC 96
1 08 10 004 001 JUL 98
ALL
1 08 10 005 250 JUL 98 102-202-212 MOD 2595
1 08 10 006 250 JUL 98 102-202-212 MOD 2595 +( )
EP0051-0054
1 08 10 005 280 JUL 98 102-202-212-212A MOD 4511
1 08 10 006 260 JUL 98 102-202-212-212A MOD 4511
EP0055-0056
1 08 10 007 001 DEC 96
1 08 10 008 250 JUL 98 102-202-212-212A MOD (2595 or 4511)
ALL
1 09 00 001 001 DEC 96
EP0051-0054
1 09 00 001 060 JUL 00 MOD 4373 or 8167
EP0055-0056
1 09 10 001 001 DEC 96
EP0051-0054
1 09 10 001 060 JUL 00 MOD 4373 or 8167
EP0055-0056
1 09 20 001 001 DEC 96
1 09 20 002 001 DEC 96
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 09 20 001 060 JUL 01 MOD 4373 or 8167

1 09 20 002 001 DEC 96
EP0055-0056
1 09 20 003 001 DEC 96
ALL
1 09 30 001 001 DEC 96
1 09 30 002 001 DEC 96
ALL
1 09 30 003 001 DEC 96
1 09 30 004 001 DEC 96
ALL
1 09 30 005-006050 DEC 96 MOD 3529 or 3530
ALL
1 09 30 007-008001 DEC 96
ALL
1 09 40 001 001 DEC 96
1 09 40 002 001 DEC 96
ALL
1 09 40 003 001 DEC 96
1 09 40 004 001 DEC 96
ALL
1 09 40 005-006001 DEC 96
ALL
1 09 40 007-008001 DEC 96
ALL
1 09 50 001 001 DEC 96
1 09 50 002 001 DEC 96
ALL
1 09 50 003 001 DEC 96
1 09 50 004 001 DEC 96
ALL
1 09 50 005-006001 SEP 03
ALL
1 09 60 001 001 DEC 96
EP0051-0054
1 09 60 001 060 JUL 00 MOD 4373 or 8167
1 09 60 002 060 JUL 00 MOD 4373 or 8167
EP0055-0056
1 09 60 003 060 JUL 00 MOD 4373 or 8167
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 10 00 001 001 DEC 96

ALL
1 10 10 001 030 SEP 02 MOD 3074 or 3113 or 3625 or 3832 or 5103
or 5146 or 8259
1 10 10 002 001 DEC 96
ALL
R 1 10 10 003 001 DEC 14
1 10 10 004 001 DEC 96
ALL
1 10 10 005 001 JUL 01
1 10 10 006 030 SEP 02 MOD 3074 or 3113 or 3625 or 3832 or 5103
or 5146 or 8259
EP0051-0054 EP0056
1 10 10 005 001 JUL 01
1 10 10 006 040 DEC 97 MOD 4541
EP0055
1 10 10 007 030 SEP 02 MOD 3074 or 3113 or 3625 or 3832 or 5103
or 5146 or 8259
1 10 10 008 001 DEC 96
ALL
1 10 10 009 001 DEC 96
1 10 10 010 001 DEC 96
EP0051-0054
1 10 10 009 001 DEC 96
1 10 10 010 050 JUN 97 MOD 3973 or 4371 or 4457
EP0055-0056
1 10 10 011-012001 DEC 96
EP0051-0054
1 10 10 011-012070 JUN 97 MOD 4366
EP0055-0056
1 10 10 013-014030 SEP 02 MOD 3074 or 3113 or 3625 or 3832 or 5103
or 5146 or 8259
ALL
1 10 20 001 001 DEC 96
1 10 20 002 001 DEC 96
ALL
1 10 20 003 001 DEC 96
1 10 20 004 001 DEC 96
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 10 20 005 001 DEC 96

1 10 20 006 001 DEC 96
ALL
1 10 30 001 001 DEC 96
1 10 30 002 001 DEC 96
ALL
1 10 30 003 001 DEC 96
1 10 30 004 001 SEP 13
ALL
1 10 30 005 001 DEC 96
1 10 30 006 001 DEC 96
ALL
1 10 30 007 001 DEC 96
1 10 30 008 001 DEC 96
ALL
1 10 30 009 001 DEC 96
1 10 30 010 001 DEC 97
EP0055
1 10 30 009 001 DEC 96
1 10 30 010 100 SEP 06 MOD 5243 or (5506 +(4885 or 5020 or 5176))
EP0051-0054 EP0056
1 10 30 011 001 DEC 96
1 10 30 012 001 DEC 96
EP0055
1 10 30 011 100 SEP 03 MOD 5243
1 10 30 012 001 DEC 96
EP0051-0054 EP0056
1 10 30 013 001 DEC 96
1 10 30 014 001 DEC 96
ALL
1 10 30 015-016001 DEC 96
EP0051-0054
1 10 30 015-016070 JUN 97 MOD 4366
EP0055-0056
1 10 30 017-018001 DEC 96
ALL
1 10 40 001 001 DEC 96
1 10 40 002 001 DEC 96
EP0051-0055
N 1 10 40 001 020 DEC 14 MOD 1838 or 3130 or 5236
N 1 10 40 002 020 DEC 14 MOD 1838 or 3130 or 5236
EP0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 10 50 001 001 SEP 04
1 10 50 002 001 JUL 00
ALL
1 10 50 003 001 DEC 96
1 10 50 004 050 NOV 11 MOD 3240 or 3552
ALL
1 11 00 001 001 DEC 96
ALL
1 11 10 001 001 DEC 96
1 11 10 002 001 DEC 96
ALL
1 11 10 003 001 SEP 05
1 11 10 004 001 DEC 96
ALL
1 11 10 005 200 DEC 96 PW127
1 11 10 006 050 JUL 98 MOD 3596
EP0051-0054
1 11 10 005 550 APR 08 212A
1 11 10 006 050 JUL 98 MOD 3596
EP0055-0056
1 11 10 007 001 JUL 01
1 11 10 008 001 DEC 96
EP0051-0054
1 11 10 007 060 SEP 04 MOD 3973 or 4371 or 4457
1 11 10 008 001 DEC 96
EP0055-0056
1 11 10 009-010001 DEC 96
ALL
1 11 10 011-012200 DEC 96 PW127
EP0051-0054
1 11 10 011-012500 APR 08 212A
EP0055-0056
1 11 10 013-014200 JUN 97 PW127
EP0051-0054
1 11 10 013-014500 APR 08 212A
EP0055-0056
1 12 00 001 001 DEC 96
ALL
1 12 10 001 001 DEC 96
1 12 10 002 001 DEC 96
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 12 10 003 001 DEC 97
1 12 10 004 001 DEC 96
ALL
1 12 10 005 001 JUN 97
1 12 10 006 001 DEC 96
EP0051-0054
1 12 10 005 050 JUN 97 MOD 4116
1 12 10 006 001 DEC 96
EP0055-0056
1 12 10 007-008001 DEC 96
ALL
1 13 00 001 001 DEC 96
1 13 00 002 001 DEC 96
ALL
1 13 10 001-002020 DEC 96 MOD 1368
ALL
1 13 10 003-004020 DEC 96 MOD 1368
ALL
1 13 20 001 001 NOV 11
1 13 20 002 050 DEC 96 MOD 3262
ALL
1 13 20 003 001 JUL 99
1 13 20 004 001 DEC 96
EP0051-0054
1 13 20 003 180 JUL 00 MOD (3973 or 4371 or 4457) +5008
1 13 20 004 001 DEC 96
EP0055-0056
1 13 30 001 020 DEC 96 MOD 1368
1 13 30 002 001 JUL 01
ALL
1 13 30 003 001 OCT 09
1 13 30 004 001 JUN 97
EP0051-0054
1 13 30 003 080 OCT 09 MOD 4050
1 13 30 004 080 JUN 97 MOD 4050
EP0055-0056
1 13 30 004A 080 JUL 01 MOD 4050
EP0055-0056
1 13 30 005 001 DEC 96
1 13 30 006 001 DEC 96
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 13 30 007-008001 DEC 96
EP0051-0054
1 13 30 007-008080 JUL 01 MOD 4050
EP0055-0056
1 13 30 009-010020 DEC 96 MOD 1368
ALL
1 13 40 001 200 DEC 96 PW127
1 13 40 002 001 DEC 96
EP0051-0054
1 13 40 001 500 APR 08 212A
1 13 40 002 550 APR 08 212A
EP0055-0056
1 13 40 002A 080 JUL 01 MOD 4050
EP0055-0056
1 13 40 003 001 DEC 96
1 13 40 004 001 DEC 96
EP0051-0054
1 13 40 003 080 JUL 01 MOD 4050
1 13 40 004 001 DEC 96
EP0055-0056
1 13 50 001 001 DEC 96
1 13 50 002 001 DEC 96
ALL
1 13 50 003 001 DEC 96
ALL
1 13 60 001 001 DEC 96
1 13 60 002 001 DEC 96
ALL
1 13 70 001 001 JUL 98
ALL
1 14 00 001 001 DEC 96
ALL
1 14 10 001 001 DEC 96
ALL
1 14 20 001 001 DEC 96
1 14 20 002 001 DEC 96
ALL
1 14 20 003 001 DEC 96
1 14 20 004 001 DEC 96
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 14 20 003 070 SEP 05 MOD 3986

1 14 20 004 001 DEC 96
EP0055-0056
1 14 20 005 001 DEC 96
1 14 20 006 001 DEC 96
ALL
1 14 20 007 001 DEC 96
EP0051-0054
1 14 20 007 080 JUN 97 MOD 4457
EP0055-0056
1 14 30 001 001 DEC 96
1 14 30 002 001 DEC 96
ALL
1 14 30 003-004001 DEC 96
ALL
1 14 40 001 001 DEC 96
1 14 40 002 001 DEC 96
ALL
1 14 40 003 001 DEC 96
1 14 40 004 001 DEC 96
ALL
1 14 40 005 001 SEP 06
1 14 40 006 001 DEC 96
ALL
1 14 40 007-008001 DEC 96
ALL
1 14 40 009-010001 DEC 96
ALL
1 15 00 001 090 JUL 99 MOD 4654 or 4885 or 5020
ALL
1 15 10 001 001 DEC 96
1 15 10 002 001 DEC 96
ALL
1 15 10 003 010 DEC 96 MOD 0043
1 15 10 004 010 DEC 96 MOD 0043
ALL
1 15 10 005 010 DEC 96 MOD 0043
1 15 10 006 010 DEC 96 MOD 0043
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 15 10 007 010 DEC 96 MOD 0043

1 15 10 008 001 DEC 96
ALL
1 15 20 001 001 DEC 96
1 15 20 002 010 DEC 96 MOD 0043
EP0056
1 15 20 001 010 DEC 96 MOD 0039 or 0127
1 15 20 002 010 DEC 96 MOD 0043
EP0051-0055
1 15 20 003 010 JUL 98 MOD 0043
ALL
1 15 30 001 001 DEC 96
1 15 30 002 001 DEC 96
ALL
1 15 40 001 001 DEC 96
1 15 40 002 080 SEP 05 MOD 5313 or 5467
EP0051-0055
1 15 40 001 100 SEP 04 MOD 5313 +5467
1 15 40 002 080 SEP 05 MOD 5313 or 5467
EP0056
1 15 40 002A 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 003 080 SEP 05 MOD 5313 or 5467
1 15 40 004 080 OCT 09 MOD 5313 or 5467
ALL
1 15 40 004A 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 005 080 SEP 05 MOD 5313 or 5467
1 15 40 006 001 DEC 96
EP0051-0055
1 15 40 005 080 SEP 05 MOD 5313 or 5467
1 15 40 006 100 SEP 04 MOD 5313 +5467
EP0056
1 15 40 006A 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 006B 100 SEP 04 MOD 5313 +5467
EP0056
1 15 40 006C 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 007 080 SEP 05 MOD 5313 or 5467
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 15 40 007A 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 007B 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 008 080 SEP 05 MOD 5313 or 5467
ALL
1 15 40 009-010080 SEP 05 MOD 5313 or 5467
ALL
1 15 50 001 001 DEC 96
1 15 50 002 001 DEC 96
EP0051-0055
1 15 50 001 010 JUL 00 MOD 5016
1 15 50 002 010 JUL 00 MOD 5016
EP0056
1 15 50 003 001 DEC 96
1 15 50 004 001 DEC 96
EP0051-0055
1 15 50 003 010 JUL 00 MOD 5016
1 15 50 004 010 JUL 00 MOD 5016
EP0056
1 15 50 005 001 DEC 96
1 15 50 006 001 DEC 96
EP0051-0055
1 15 50 005 010 JUL 00 MOD 5016
1 15 50 006 010 SEP 03 MOD 5016
EP0056
1 15 60 001 120 OCT 08 MOD (4654 or 4585 or 5020) +(4839 or 4656)
1 15 60 002 090 JUL 00 MOD 4654 or 4885 or 5020 or 5176
EP0055
1 15 60 001 150 OCT 08 MOD 5243
1 15 60 002 100 SEP 03 MOD 5243
EP0051-0054 EP0056
1 15 60 003 090 JUL 00 MOD 4654 or 4885 or 5020 or 5176
1 15 60 004 090 JUL 99 MOD 4654 or 4885 or 5020
EP0055
1 15 60 003 100 SEP 03 MOD 5243
1 15 60 004 150 SEP 03 MOD 5243
EP0051-0054 EP0056
1 15 60 005 090 JUL 99 MOD 4654 or 4885 or 5020
1 15 60 006 090 JUL 99 MOD 4654 or 4885 or 5020
EP0055
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 15 60 005 090 JUL 99 MOD 4654 or 4885 or 5020

1 15 60 006 150 SEP 03 MOD 5243
EP0051-0054
1 15 60 005 110 JUL 00 MOD 5176
1 15 60 006 150 SEP 03 MOD 5243
EP0056
1 15 60 007 090 JUL 99 MOD 4654 or 4885 or 5020
1 15 60 008 090 JUL 99 MOD 4654 or 4885 or 5020
EP0055
1 15 60 007 150 SEP 03 MOD 5243
1 15 60 008 150 SEP 03 MOD 5243
EP0051-0054 EP0056
1 15 60 009 090 SEP 05 MOD 4654 or 4885 or 5020
1 15 60 010 090 JUL 00 MOD 4654 or 4885 or 5020 or 5176
EP0051-0054
1 15 60 009 230 JUL 99 MOD 1603 +(4654 or 4885 or 5020)
1 15 60 010 090 JUL 00 MOD 4654 or 4885 or 5020 or 5176
EP0055
1 15 60 009 400 SEP 05 MOD 1603 +5176 +5243
1 15 60 010 090 JUL 00 MOD 4654 or 4885 or 5020 or 5176
EP0056
1 15 60 011-012110 JUL 01 MOD (4654 or 4885 or 5020 or 5176)
+(4839 or 4656)
EP0055
1 15 60 011-012150 SEP 03 MOD 5243
EP0051-0054 EP0056
1 16 00 001 001 OCT 08
ALL
1 16 10 001 200 DEC 96 PW127
EP0051-0054
1 16 10 001 550 OCT 08 212A
EP0055-0056
1 16 20 001 001 DEC 96
1 16 20 002 001 DEC 96
EP0051-0054
1 16 20 001 001 DEC 96
1 16 20 002 550 APR 08 212A
EP0055-0056
1 16 20 003 001 JUL 98
1 16 20 004 200 DEC 97 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 16 20 003 001 JUL 98
1 16 20 004 550 APR 08 212A
EP0055-0056
1 16 20 005 200 DEC 96 PW127
1 16 20 006 001 DEC 96
EP0051-0054
1 16 20 005 550 APR 08 212A
1 16 20 006 550 APR 08 212A
EP0055-0056
1 16 20 007-008200 DEC 96 PW127
EP0051-0054
1 16 20 007-008550 APR 08 212A
EP0055-0056
1 16 20 009-010001 DEC 97
ALL
1 16 20 011-012001 DEC 96
EP0051-0054
1 16 20 011-012550 APR 08 212A
EP0055-0056
1 16 30 001 001 DEC 96
1 16 30 002 200 JUL 98 PW127
EP0051-0054
1 16 30 001 550 APR 08 212A
1 16 30 002 550 APR 08 212A
EP0055-0056
1 16 30 003 200 JUL 98 PW127
1 16 30 004 001 JUL 98
EP0051-0054
1 16 30 003 550 APR 08 212A
1 16 30 004 070 JUL 98 MOD 3973 or 4371 or 4457
EP0055-0056
1 16 30 005 200 DEC 96 PW127
1 16 30 006 200 DEC 96 PW127
EP0051-0054
1 16 30 005 550 APR 08 212A
1 16 30 006 550 APR 08 212A
EP0055-0056
1 16 30 007 001 DEC 96
1 16 30 008 200 DEC 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 16 30 007 001 DEC 96

1 16 30 008 500 APR 08 212A
EP0055-0056
1 16 30 009 001 NOV 11
1 16 30 010 001 DEC 96
EP0051-0054
1 16 30 009 001 NOV 11
1 16 30 010 550 APR 08 212A
EP0055-0056
1 16 40 001 200 DEC 96 PW127
1 16 40 002 200 DEC 96 PW127
EP0051-0054
1 16 40 001 550 APR 08 212A
1 16 40 002 500 APR 08 212A
EP0055-0056
1 16 40 003 200 DEC 96 PW127
1 16 40 004 001 SEP 05
EP0051-0054
1 16 40 003 500 APR 08 212A
1 16 40 004 550 APR 08 212A
EP0055-0056
1 16 40 005 001 DEC 96
1 16 40 006 001 DEC 96
EP0051-0054
1 16 40 005 001 DEC 96
1 16 40 006 550 APR 08 212A
EP0055-0056
1 16 40 007-008200 JUN 97 PW127
EP0051-0054
1 16 40 007 500 APR 08 212A
1 16 40 008 500 APR 08 212A
EP0055-0056
1 16 40 009 001 JUL 98
1 16 40 010 200 JUN 97 PW127
EP0051-0054
1 16 40 009 001 JUL 98
1 16 40 010 500 APR 08 212A
EP0055-0056
1 16 40 011 060 DEC 96 MOD 3596
1 16 40 012 001 JUL 98
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
1 16 40 013 200 JUL 01 PW127

1 16 40 014 001 DEC 96
EP0051-0054
1 16 40 013 400 APR 08 212A
1 16 40 014 050 DEC 96 MOD 4111
EP0055-0056
1 16 40 015 001 DEC 96
1 16 40 016 001 DEC 96
EP0051-0052
1 16 40 015 040 DEC 96 MOD 3797 or 4166
1 16 40 016 001 DEC 96
EP0053-0054
1 16 40 015 550 APR 08 212A
1 16 40 016 050 DEC 96 MOD 4111
EP0055-0056
1 16 45 001 001 OCT 08
ALL
1 16 50 001 200 DEC 96 PW127
1 16 50 002 200 DEC 96 PW127
EP0051-0054
1 16 50 001 550 APR 08 212A
1 16 50 002 550 APR 08 212A
EP0055-0056
1 16 60 001 001 DEC 96
1 16 60 002 001 DEC 96
ALL
1 16 60 003 001 DEC 96
1 16 60 004 001 DEC 96
EP0051-0052
1 16 60 003 001 DEC 96
1 16 60 004 030 DEC 96 MOD 3797 or 4166
EP0053-0054
1 16 60 003 550 APR 08 212A
1 16 60 004 160 JUN 97 MOD (3973 or 4371 or 4457) +(4237 or 4238)
EP0055-0056
2 01 00 001 001 OCT 08
ALL
2 01 01 001 001 DEC 96
2 01 01 002 180 JUN 97 102-202-212-212A
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 01 02 001 130 JUN 94 201-202-211-212

2 01 02 002 001 NOV 93
EP0051-0054
2 01 02 001 520 JUL 00 212A MOD (4439 or 5150)
2 01 02 002 001 NOV 93
EP0055-0056
2 01 03 001 001 SEP 02
2 01 03 002 200 DEC 97 PW127
EP0051-0054
2 01 03 001 001 SEP 02
2 01 03 002 500 APR 08 212A
EP0055-0056
2 01 03 003 200 JUN 97 PW127
2 01 03 004 200 JUN 97 PW127
EP0051-0054
2 01 03 003 500 APR 08 212A
2 01 03 004 500 APR 08 212A
EP0055-0056
2 01 03 005 050 SEP 07 MOD 3037
2 01 03 006 001 SEP 10
ALL
2 01 04 001 100 OCT 08 PW127
2 01 04 002 200 JUN 97 PW127
EP0051-0054
2 01 04 001 500 OCT 08 212A
2 01 04 002 500 OCT 08 212A
EP0055-0056
2 01 04 003 200 JUN 96 PW127
2 01 04 004 200 JUL 98 PW127
EP0051-0054
2 01 04 003 500 OCT 08 212A
2 01 04 004 500 OCT 08 212A
EP0055-0056
2 01 04 005 001 SEP 13
2 01 04 006 001 SEP 06
ALL
R 2 01 05 001 001 DEC 14
2 01 05 002 001 JUL 01
EP0051-0054
2 01 05 001 030 SEP 04 MOD 1603
2 01 05 002 120 JUL 99 MOD 4804 or 5140
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 01 05 003 001 DEC 96
ALL
2 01 06 001 050 NOV 11
2 01 06 002 050 NOV 11
ALL
2 01 06 003 050 NOV 11
2 01 06 004 050 NOV 11
ALL
2 01 06 005 080 NOV 11 MOD 5205
ALL
2 01 07 001 250 JUL 99 MOD (4654 +4885) or 5020
EP0055
2 01 07 001 370 SEP 03 MOD 5243
EP0051-0054 EP0056
2 01 07 001A 370 SEP 03 MOD 5243
EP0051-0054 EP0056
2 01 08 001 001 JUL 99
EP0051-0055
2 01 08 001 100 SEP 04 212A MOD 5040
EP0056
2 01 09 001 080 OCT 08 MOD 5313 or 5467
ALL
2 01 10 001 200 SEP 04 MOD 5377 +(5434 or 8330 or 8333)
2 01 10 002 200 SEP 04 MOD 5377 +(5434 or 8330 or 8333)
ALL
2 01 10 003 400 SEP 04 MOD 5465
2 01 10 004 200 SEP 04 102-202-212-212AMOD 5377 +(5434 or 8330)
ALL
2 02 00 001 001 SEP 13
ALL
2 02 01 001 001 DEC 95
R 2 02 01 002 001 DEC 14
EP0051-0054
2 02 01 001 500 JUN 97 212A
2 02 01 002 500 JUL 98 212A
EP0055-0056
2 02 01 003 001 JUL 99
2 02 01 004 001 NOV 11
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 02 01 003 500 JUL 99 212A

2 02 01 004 001 NOV 11
EP0055-0056
2 02 02 001 001 DEC 96
ALL
2 02 03 001 001 NOV 93
2 02 03 002 080 NOV 11 MOD 3037
ALL
2 02 03 003 001 JUN 96
2 02 03 004 001 DEC 94
ALL
2 02 04 001 001 NOV 11
2 02 04 002 001 DEC 94
ALL
2 02 04 003 100 JUN 97 MOD 3168 +3608
2 02 04 004 001 DEC 96
EP0051-0054
2 02 04 003 280 JUN 97 MOD 3168 +3608 +4673
2 02 04 004 001 DEC 96
EP0055-0056
2 02 04 005 001 SEP 13
2 02 04 006 001 DEC 96
ALL
2 02 04 007 001 JUL 98
2 02 04 008 001 JUN 94
ALL
2 02 05 001 001 JUN 96
2 02 05 002 001 DEC 96
ALL
2 02 06 001 001 JUN 97
2 02 06 002 020 DEC 97 MOD 3529 or 3530
ALL
2 02 06 003 001 JUN 97
2 02 06 004 001 JUN 97
EP0051-0054
2 02 06 003 100 JUL 00 MOD 4373 or 8167
2 02 06 004 001 JUN 97
EP0055-0056
2 02 06 005 001 SEP 03
ALL
2 02 07 001 001 SEP 10
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 02 08 001 001 OCT 09
2 02 08 002 001 JUN 96
ALL
2 02 08 003 001 JUN 95
2 02 08 004 130 SEP 03 PW127
EP0051-0054
2 02 08 003 001 JUN 95
2 02 08 004 500 APR 08 212A
EP0055-0056
2 02 08 005 001 DEC 95
2 02 08 006 001 SEP 02
EP0051-0054
2 02 08 005 001 DEC 95
2 02 08 006 500 JUL 01 212A
EP0055-0056
2 02 08 007 001 JUL 01
2 02 08 008 001 JUL 01
EP0051-0054
2 02 08 007 550 JUL 01 212A MOD 5008
2 02 08 008 050 JUL 01 MOD 4111
EP0055-0056
2 02 08 009 001 JUN 96
2 02 08 010 001 JUL 01
EP0051-0054
2 02 08 009 050 DEC 96 MOD 4111
2 02 08 010 550 JUL 01 212A
EP0055-0056
2 02 08 011 001 DEC 96
2 02 08 012 001 JUL 99
ALL
2 02 08 013 001 SEP 04
2 02 08 014 001 DEC 96
ALL
2 02 08 015 001 JUL 99
2 02 08 016 001 DEC 95
ALL
2 02 08 017 001 SEP 10
2 02 08 018 001 DEC 96
ALL
2 02 08 019 001 JUL 01
2 02 08 020 001 JUL 01
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 02 08 021 001 JUL 98
2 02 08 022 001 JUL 98
ALL
2 02 08 023 001 OCT 09
2 02 08 024 001 OCT 09
ALL
2 02 08 025 001 OCT 09
EP0051-0054
2 02 08 025 100 OCT 09 MOD 4111
EP0055-0056
2 02 09 001 001 JUL 99
2 02 09 002 001 JUL 99
ALL
2 02 09 003 001 JUL 99
ALL
2 02 10 001 001 JUL 98
2 02 10 002 001 JUL 98
EP0051-0054
2 02 10 001 080 JUL 98 MOD 3973 or 4371 or 4457
2 02 10 002 001 JUL 98
EP0055-0056
2 02 10 003 001 JUL 98
2 02 10 004 001 JUL 98
EP0051-0054
2 02 10 003 001 JUL 98
2 02 10 004 220 JUL 98 MOD 1368 +4457
EP0055-0056
2 02 10 005 001 JUL 98
2 02 10 006 001 JUL 98
EP0051-0054
2 02 10 005 280 JUL 98 MOD 1368 +4457
2 02 10 006 001 JUL 98
EP0055-0056
2 02 10 007 001 DEC 94
2 02 10 008 001 JUN 97
ALL
2 02 10 009 001 JUN 95
ALL
2 02 11 001 001 SEP 10
2 02 11 002 200 SEP 02 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 02 11 001 001 SEP 10

2 02 11 002 500 APR 08 212A
EP0055-0056
2 02 11 002A 001 SEP 10
ALL
2 02 11 003 001 JUN 97
2 02 11 004 001 JUN 97
EP0051-0054
2 02 11 003 500 APR 08 212A
2 02 11 004 001 JUN 97
EP0055-0056
2 02 11 005 200 DEC 96 PW127
2 02 11 006 200 JUN 96 PW127
EP0051-0054
2 02 11 005 500 APR 08 212A
2 02 11 006 500 APR 08 212A
EP0055-0056
2 02 11 007 500 OCT 09
EP0055-0056
2 02 12 001 001 SEP 07
2 02 12 002 100 APR 08 PW127-127F-127M
ALL
2 02 12 003 001 SEP 13
2 02 12 004 001 SEP 07
EP0051-0054
2 02 12 003 001 SEP 13
2 02 12 004 500 OCT 08 MOD 4457
EP0055-0056
2 02 12 005 001 JUL 01
EP0051-0054
2 02 12 005 500 JUL 01 212A
EP0055-0056
2 02 14 001 001 SEP 06
2 02 14 002 001 SEP 06
ALL
2 02 15 001 020 SEP 07
2 02 15 002 020 SEP 07
EP0051-0054
2 02 15 001 020 SEP 07
2 02 15 002 220 SEP 07 MOD (3074 or 3113 or 3625 or 3832 or 5103
or 5146 or 8259) +(3973 or 4371 or 4457)
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 02 16 001 001 JUN 97
ALL
2 02 17 001 090 JUL 00 MOD 4654 or 4885 or 5020
2 02 17 002 090 JUL 99 MOD 4654 or 4885 or 5020
EP0051-0055
2 02 17 001 110 JUL 00 MOD 5176
2 02 17 002 110 JUL 00 MOD 5176
EP0056
2 02 19 001 001 SEP 06
ALL
2 02 21 001 100 SEP 07
2 02 21 002 100 SEP 07
ALL
2 02 21 003 100 SEP 07
2 02 21 004 100 SEP 07
ALL
2 02 21 005 100 SEP 07
2 02 21 006 100 SEP 07
ALL
2 02 21 007 100 SEP 07
2 02 21 008 100 SEP 07
ALL
2 02 21 009 100 SEP 07
2 02 21 010 100 SEP 07
ALL
2 02 21 011 100 OCT 09
2 02 21 012 100 SEP 13
ALL
2 02 21 013 100 SEP 07
2 02 21 014 100 SEP 07
ALL
2 02 21 015 100 SEP 07
2 02 21 016 100 SEP 07
ALL
2 02 21 017 100 SEP 07
2 02 21 018 100 SEP 07
ALL
2 02 21 018A 100 OCT 08
ALL
2 03 00 001 001 NOV 11
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 03 01 001 001 NOV 11

ALL
2 03 02 001 001 NOV 11
ALL
2 03 03 001 001 NOV 11
2 03 03 002 001 NOV 11
ALL
2 03 03 003 001 NOV 11
ALL
2 03 04 001 001 NOV 11
ALL
2 03 05 001 500 NOV 11 202-212-212A
2 03 05 002 500 NOV 11 202-212-212A
ALL
2 03 05 003 500 NOV 11 202-212-212A
2 03 05 004 500 NOV 11 202-212-212A
ALL
2 03 05 005 500 NOV 11 202-212-212A
2 03 05 006 500 NOV 11 202-212-212A
ALL
2 03 05 007 500 NOV 11 202-212-212A
ALL
2 03 06 001 001 NOV 11
2 03 06 002 001 NOV 11
ALL
2 03 06 003 001 NOV 11
2 03 06 004 001 NOV 11
ALL
2 03 06 005 001 NOV 11
2 03 06 006 001 NOV 11
ALL
2 03 06 007 001 NOV 11
2 03 06 008 001 NOV 11
EP0051-0054
2 03 06 007 001 NOV 11
2 03 06 008 250 NOV 11 MOD 3973 or 4371 or 4457
EP0055-0056
2 03 06 009 001 NOV 11
2 03 06 010 001 NOV 11
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 03 06 011 001 NOV 11

2 03 06 012 001 NOV 11
EP0051-0054
2 03 06 011 250 NOV 11 MOD 3973 or 4371 or 4457
2 03 06 012 001 NOV 11
EP0055-0056
2 03 07 001 001 NOV 11
2 03 07 002 001 NOV 11
ALL
2 03 07 003 001 NOV 11
2 03 07 004 001 NOV 11
ALL
2 03 07 005 001 NOV 11
2 03 07 006 001 NOV 11
ALL
2 03 07 007 001 NOV 11
2 03 07 008 001 NOV 11
ALL
2 03 07 009 001 NOV 11
2 03 07 010 001 NOV 11
EP0051-0054
2 03 07 009 001 NOV 11
2 03 07 010 250 NOV 11 MOD 3973 or 4371 or 4457
EP0055-0056
2 03 07 011 001 NOV 11
2 03 07 012 001 NOV 11
ALL
2 03 07 013 001 NOV 11
2 03 07 014 001 NOV 11
EP0051-0054
2 03 07 013 250 NOV 11 MOD 3973 or 4371 or 4457
2 03 07 014 001 NOV 11
EP0055-0056
2 03 08 001 001 NOV 11
ALL
2 03 09 001 001 NOV 11
2 03 09 002 001 NOV 11
ALL
2 03 10 001 001 SEP 13
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 03 11 001 001 NOV 11

2 03 11 002 001 NOV 11
EP0051-0054
2 03 11 001 250 NOV 11 MOD 3973 or 4371 or 4457
2 03 11 002 250 NOV 11 MOD 3973 or 4371 or 4457
EP0055-0056
2 03 12 001 001 NOV 11
2 03 12 002 001 NOV 11
ALL
2 03 13 001 001 NOV 11
2 03 13 002 001 OCT 09
ALL
2 03 14 001 001 NOV 11
2 03 14 002 001 NOV 11
EP0051-0054
2 03 14 001 001 NOV 11
2 03 14 002 500 SEP 13 PW127M MOD 3973 or 4371 or 4457 +5908
EP0055-0056
2 03 14 003 001 NOV 11
ALL
2 03 15 001 001 NOV 11
2 03 15 002 001 NOV 11
EP0051-0054
2 03 15 001 250 NOV 11 MOD 3973 or 4371 or 4457
2 03 15 002 001 NOV 11
EP0055-0056
2 03 15 003 001 NOV 11
ALL
2 03 16 001 001 SEP 13
2 03 16 002 001 SEP 13
ALL
2 03 17 001 001 NOV 11
ALL
2 03 18 001 001 SEP 13
EP0051-0054
2 03 18 001 250 SEP 13 MOD 3973 or 4371 or 4457
EP0055-0056
2 03 19 001 001 SEP 13
ALL
2 03 20 001 001 NOV 11
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 03 21 001 001 NOV 11
2 03 21 002 001 NOV 11
ALL
2 03 22 001 001 NOV 11
ALL
2 03 23 001 001 NOV 11
ALL
2 03 24 001 100 SEP 13 PW127
2 03 24 002 001 NOV 11
EP0051-0054
2 03 24 001 500 SEP 13 PW127F-127M
2 03 24 002 001 NOV 11
EP0055-0056
2 03 24 003 001 NOV 11
ALL
2 04 00 001 001 SEP 13
ALL
2 04 01 001 001 JUN 94
2 04 01 002 001 OCT 09
ALL
2 04 02 001 001 SEP 13
2 04 02 002 001 SEP 13
EP0051-0054
2 04 02 001 500 SEP 13 212A
2 04 02 002 500 SEP 13 212A
EP0055-0056
2 04 02 002A 001 SEP 13
EP0051-0054
2 04 02 002A 500 SEP 13 212A
EP0055-0056
2 04 02 003 001 SEP 10
2 04 02 004 001 DEC 94
EP0051-0054
2 04 02 003 150 SEP 10 MOD 3973 or 4371 or 4457
2 04 02 004 220 DEC 97 MOD 4111 +4366
EP0055-0056
2 04 02 005 001 NOV 11
EP0051-0054
2 04 02 005 500 NOV 11 212A
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 04 03 001 001 SEP 13

2 04 03 002 001 SEP 13
EP0051-0054
2 04 03 001 500 SEP 13 212A
2 04 03 002 500 SEP 13 212A
EP0055-0056
2 04 03 003 001 SEP 13
2 04 03 004 002 SEP 13 102-202-212
EP0051-0054
2 04 03 003 500 SEP 13 212A
2 04 03 004 502 SEP 13 212A
EP0055-0056
2 04 03 005 050 JUL 98 102-202-212-212A
2 04 03 006 002 SEP 13 102-202-212
EP0051-0054
2 04 03 005 050 JUL 98 102-202-212-212A
2 04 03 006 502 SEP 13 212A
EP0055-0056
2 04 04 001 001 SEP 10
2 04 04 002 020 JUL 99 102-202-212
EP0051-0054
2 04 04 001 250 SEP 07 MOD 1603 +4116 +4366
2 04 04 002 200 JUL 99 MOD 1603 +4116
EP0055-0056
2 04 05 001 001 SEP 13
2 04 05 002 100 SEP 13 102-202-212
EP0051-0054
2 04 05 001 150 SEP 13 MOD 3973 or 4371 or 4457
2 04 05 002 500 SEP 13 212A
EP0055-0056
2 04 05 003 001 DEC 96
2 04 05 004 001 JUL 99
ALL
2 04 05 005 100 SEP 13 102-202-212
2 04 05 006 001 SEP 89
EP0051-0054
2 04 05 005 500 SEP 13 212A
2 04 05 006 001 SEP 89
EP0055-0056
2 04 05 007 001 OCT 09
2 04 05 008 001 NOV 11
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 04 05 009 050 SEP 13 PW127
2 04 05 010 001 JUL 99
EP0051-0054
2 04 05 009 500 SEP 13 PW127F-127M
2 04 05 010 001 JUL 99
EP0055-0056
2 04 05 011 100 SEP 13 PW127
2 04 05 012 100 SEP 13 PW127
EP0051-0054
2 04 05 011 500 SEP 13 212A
2 04 05 012 500 SEP 13 PW127F-127M
EP0055-0056
2 04 05 013 100 NOV 11
EP0051-0054
2 04 05 013 500 NOV 11
EP0055-0056
2 05 00 001 001 SEP 10
2 05 00 002 001 OCT 09
EP0051-0054
2 05 00 001 500 SEP 13
2 05 00 002 001 OCT 09
EP0055-0056
2 05 00 003 001 OCT 08
2 05 00 004 001 SEP 10
ALL
2 05 01 001 001 APR 08
2 05 01 002 001 OCT 09
ALL
2 05 02 001 001 OCT 09
2 05 02 002 001 APR 08
EP0051-0054
2 05 02 001 500 OCT 09 MOD 3973 or 4371 or 4457
2 05 02 002 001 APR 08
EP0055-0056
2 05 02 003 001 APR 08
2 05 02 004 001 OCT 08
ALL
2 05 02 005 001 SEP 10
2 05 02 006 001 SEP 10
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 02 007 001 APR 08

2 05 02 008 001 APR 08
EP0051-0054
2 05 02 007 001 APR 08
2 05 02 008 500 APR 08 MOD 3973 or 4371 or 4457
EP0055-0056
2 05 02 009 001 APR 08
2 05 02 010 001 SEP 10
EP0051-0054
2 05 02 009 050 APR 08 MOD 4111
2 05 02 010 500 SEP 10 MOD 3973 or 4371 or 4457
EP0055-0056
2 05 02 011 001 APR 08
2 05 02 012 001 APR 08
EP0051-0054
2 05 02 011 500 APR 08 MOD 3973 or 4371 or 4457
2 05 02 012 001 APR 08
EP0055-0056
2 05 02 013 001 OCT 09
2 05 02 014 001 APR 08
EP0051-0054
2 05 02 013 500 OCT 09 MOD 4111
2 05 02 014 001 APR 08
EP0055-0056
2 05 02 015 001 APR 08
2 05 02 016 001 SEP 10
EP0051-0052
2 05 02 015 020 APR 08 MOD 3797
2 05 02 016 001 SEP 10
EP0053
2 05 02 015 060 APR 08 MOD 4166
2 05 02 016 001 SEP 10
EP0054
2 05 02 015 500 APR 08 MOD 3973 or 4371 or 4457
2 05 02 016 500 SEP 10 MOD 3973 or 4371 or 4457
EP0055-0056
2 05 02 017 001 APR 08
2 05 02 018 001 APR 08
EP0051-0054
2 05 02 017 500 OCT 09 MOD 3973 or 4371 or 4457
2 05 02 018 001 APR 08
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 02 019 001 OCT 09
2 05 02 020 100 SEP 10 PW127
EP0051-0054
2 05 02 019 001 OCT 09
2 05 02 020 500 SEP 10 PW127F-127M
EP0055-0056
2 05 02 021 500 APR 08 PW127-127F-127M
2 05 02 022 001 OCT 09 PW124-127
EP0051-0054
2 05 02 021 500 APR 08 PW127-127F-127M
2 05 02 022 500 APR 08 PW127F-127M
EP0055-0056
2 05 02 023 001 APR 08
ALL
2 05 03 001 001 APR 08
2 05 03 002 001 APR 08
EP0051-0054
2 05 03 001 001 APR 08
2 05 03 002 500 SEP 13 212A
EP0055-0056
2 05 03 003 001 APR 08
2 05 03 004 001 APR 08
EP0051-0054
2 05 03 003 500 APR 08 MOD 4686 or 8148
2 05 03 004 001 APR 08
EP0055-0056
2 05 04 001 001 OCT 09
2 05 04 002 001 OCT 09
EP0051-0054
2 05 04 001 550 OCT 09 MOD 4366 +(3973 or 4371 or 4457)
2 05 04 002 150 OCT 09 MOD 4116 +4366
EP0055-0056
2 05 04 003 001 OCT 09
2 05 04 004 001 OCT 09
ALL
2 05 04 005 001 OCT 09
2 05 04 006 001 APR 08
ALL
2 05 04 007 001 APR 08
2 05 04 008 001 OCT 09
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 04 009 001 APR 08

2 05 04 010 001 OCT 08
ALL
2 05 04 011 001 APR 08
2 05 04 012 020 APR 08 MOD 3246
EP0051-0054
2 05 04 011 001 APR 08
2 05 04 012 500 APR 08 MOD 3246 +4111
EP0055-0056
2 05 04 013 001 APR 08
2 05 04 014 001 APR 08
EP0051-0054
2 05 04 013 550 APR 08 MOD 4116 +4366
2 05 04 014 500 APR 08 MOD 4116
EP0055-0056
2 05 05 001 001 APR 08
2 05 05 002 001 OCT 09
ALL
2 05 05 003 100 OCT 08 PW127
2 05 05 004 001 APR 08
EP0051-0054
2 05 05 003 500 OCT 08 PW127-127F-127MMOD (3973 or 4371 or 4457)
2 05 05 004 001 APR 08
EP0055-0056
2 05 06 001 001 APR 08
2 05 06 002 001 APR 08
ALL
2 05 06 003 100 APR 08 PW127
2 05 06 004 001 NOV 11
EP0051-0054
2 05 06 003 500 APR 08 PW127-127F-127MMOD (3973 or 4371 or 4457)
2 05 06 004 001 NOV 11
EP0055-0056
2 05 06 005 001 APR 08
2 05 06 006 001 OCT 09
ALL
2 05 06 007 001 APR 08
2 05 06 008 001 SEP 10
ALL
2 05 06 009 001 APR 08
2 05 06 010 001 SEP 10
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 06 009 500 APR 08 MOD 4373 or 8167
2 05 06 010 001 SEP 10
EP0055-0056
2 05 06 011 001 APR 08
2 05 06 012 001 NOV 11
ALL
2 05 07 001 001 APR 08
2 05 07 002 001 APR 08
ALL
2 05 07 003 001 APR 08
2 05 07 004 001 APR 08
ALL
2 05 07 005 001 APR 08
2 05 07 006 001 APR 08
ALL
2 05 07 007 001 SEP 10
ALL
2 05 08 001 001 APR 08
2 05 08 002 001 APR 08
ALL
2 05 08 003 001 APR 08
2 05 08 004 001 SEP 13
ALL
2 05 08 005 001 APR 08
2 05 08 006 001 SEP 10
ALL
2 05 08 007 001 APR 08
2 05 08 008 001 APR 08
ALL
2 05 08 009 001 APR 08
ALL
2 05 09 001 001 SEP 13
2 05 09 002 020 APR 08 MOD 1368
EP0051-0054
2 05 09 001 001 SEP 13
2 05 09 002 500 APR 08 MOD 1368 +(3973 or 4371 or 4457)
EP0055-0056
2 05 09 003 001 OCT 08
2 05 09 004 001 APR 08
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 09 003 001 OCT 08

2 05 09 004 500 APR 08 212A
EP0055-0056
2 05 09 005 001 OCT 08
2 05 09 006 001 SEP 13
EP0051-0054
2 05 09 005 001 OCT 08
2 05 09 006 500 APR 08 MOD 3973 or 4371 or 4457
EP0055-0056
2 05 09 007 001 OCT 09
ALL
2 05 10 001 001 APR 08
2 05 10 002 001 APR 08
EP0051-0054
2 05 10 001 001 APR 08
2 05 10 002 050 ARP 08 MOD 4366
EP0055-0056
2 05 11 001 001 APR 08
ALL
2 05 12 001 001 APR 08
2 05 12 002 001 SEP 13
ALL
2 05 12 003 001 APR 08
2 05 12 004 050 APR 08 MOD 5205
EP0051-0054
2 05 12 003 001 APR 08
2 05 12 004 550 APR 08 212A MOD 5205
EP0055-0056
2 05 12 005 001 APR 08
ALL
2 05 13 001 001 SEP 10
2 05 13 002 001 SEP 10
ALL
2 05 13 003 001 APR 08
ALL
2 05 14 001 001 OCT 08
2 05 14 002 001 OCT 08
ALL
2 05 14 003 001 OCT 08
2 05 14 004 001 OCT 08
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 05 14 005 001 OCT 08
2 05 14 006 001 OCT 08
EP0051-0054
2 05 14 005 500 OCT 08 MOD 3973 or 4371 or 4457
2 05 14 006 001 OCT 08
EP0055-0056
2 05 14 007 001 OCT 08
2 05 14 008 001 OCT 08
ALL
2 05 14 009 001 SEP 10
2 05 14 010 001 OCT 08
EP0051-0054
2 05 14 009 500 SEP 10 MOD 3973 or 4371 or 4457
2 05 14 010 001 OCT 08
EP0055-0056
2 06 00 001 001 OCT 89
ALL
2 06 01 001 001 JUN 96
ALL
2 06 02 001 001 SEP 13
ALL
2 06 03 001 001 NOV 93
2 06 03 002 001 JUN 95
ALL
2 06 03 003 001 MAY 91
2 06 03 004 001 NOV 92
ALL
2 06 03 005 001 NOV 92
2 06 03 006 001 NOV 92
ALL
2 06 03 007 001 NOV 92
2 06 03 008 001 SEP 89
ALL
2 06 03 009 001 OCT 89
2 06 03 010 001 NOV 92
ALL
2 06 04 001 001 DEC 94
2 06 04 002 001 DEC 94
ALL
2 06 04 003 001 DEC 94
2 06 04 004 001 JUL 99
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
2 07 00 001 001 JUN 94
ALL
3 01 00 001 001 DEC 94
ALL
3 01 01 001 001 JUN 97
3 01 01 002 001 JUN 97
ALL
3 01 01 003 001 JUN 97
ALL
3 01 02 001 001 JUN 94
ALL
3 01 03 001 001 JUL 98
ALL
3 01 04 001 001 DEC 94
3 01 04 002 001 JUN 95
ALL
3 01 05 001 001 JUN 97
ALL
3 02 00 001 001 JUN 94
EP0051-0054
3 02 00 001 100 APR 08 PW127F-127M
EP0055-0056
3 02 01 001 001 JUL 98
3 02 01 002 050 JUN 97 PW127
EP0051-0054
3 02 01 001 500 JUL 01 PW127F-US MOD 3973 or 4371 or 4457
3 02 01 002 150 JUN 97 MOD 3973 or 4371 or 4457
EP0055-0056
3 02 02 001 050 JUL 00 PW127
3 02 02 002 050 JUN 97 PW127
EP0051-0054
3 02 02 001 100 OCT 08 PW127F - PW127M
3 02 02 002 100 OCT 08 PW127F - PW127M
EP0055-0056
3 02 02 003 050 JUL 00 PW127
3 02 02 004 100 JUL 98 PW127
EP0051-0054
3 02 02 003 100 OCT 08 PW127F - PW127M
3 02 02 004 500 OCT 08 PW127F - PW127M
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 02 02 005 050 JUN 97 PW127

3 02 02 006 050 JUN 97 PW127
EP0051-0054
3 02 02 005 500 OCT 08 PW127F - PW127M
3 02 02 006 500 OCT 08 PW127F - PW127M
EP0055-0056
3 02 02 007 050 JUN 97 PW127
3 02 02 008 050 JUN 97 PW127
EP0051-0054
3 02 02 007 500 OCT 08 PW127F - PW127M
3 02 02 008 500 OCT 08 PW127F - PW127M
EP0055-0056
3 02 02 009 050 JUN 97 PW127
3 02 02 010 050 JUN 97 PW127
EP0051-0054
3 02 02 009 500 OCT 08 PW127F - PW127M
3 02 02 010 500 OCT 08 PW127F - PW127M
EP0055-0056
3 02 02 011 050 JUN 97 PW127
3 02 02 012 200 JUN 97 PW127
EP0051-0054
3 02 02 011 500 OCT 08 PW127F - PW127M
3 02 02 012 250 DEC 97 MOD 3973 or 4371 or 4457
EP0055-0056
3 02 02 013 050 JUN 97 PW127
3 02 02 014 050 JUN 97 PW127
EP0051-0054
3 02 02 013 250 DEC 97 MOD 3973 or 4371 or 4457
3 02 02 014 250 DEC 97 MOD 3973 or 4371 or 4457
EP0055-0056
3 02 02 015 050 JUN 97 PW127
3 02 02 016 050 JUN 97 PW127
EP0051-0054
3 02 02 015 250 DEC 97 MOD 3973 or 4371 or 4457
3 02 02 016 250 DEC 97 MOD 3973 or 4371 or 4457
EP0055-0056
3 02 02 017 050 JUN 97 PW127
3 02 02 018 050 JUN 97 PW127
EP0051-0054
3 02 02 017 250 DEC 97 MOD 3973 or 4371 or 4457
3 02 02 018 250 DEC 97 MOD 3973 or 4371 or 4457
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 03 00 001 001 JUL 01
ALL
3 03 01 001 001 JUL 99
3 03 01 002 050 JUN 95 PW127
EP0051-0054
3 03 01 001 001 JUL 99
3 03 01 002 100 APR 08 PW127F-127M
EP0055-0056
3 03 02 001 001 JUN 96
3 03 02 002 001 JUL 00
ALL
3 03 02 003 001 OCT 09
3 03 02 004 200 SEP 02 PW127
EP0051-0054
3 03 02 003 001 OCT 09
3 03 02 004 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 02 005 200 JUN 96 PW127
3 03 02 006 200 JUN 97 PW127
EP0051-0054
3 03 02 005 500 OCT 08 PW127F - PW127M
3 03 02 006 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 03 001 100 DEC 97 PW127
3 03 03 002 300 SEP 03 PW127
EP0051-0054
3 03 03 001 500 APR 08 PW127F - 127M
3 03 03 002 500 APR 08 PW127F - 127M
EP0055-0056
3 03 03 002A 300 JUL 99 PW127
EP0051-0054
3 03 03 002A 500 APR 08 PW127F-127M
EP0055-0056
3 03 03 003 200 DEC 96 PW127
3 03 03 004 200 DEC 97 PW127
EP0051-0054
3 03 03 003 300 OCT 08 PW127F - PW127M
3 03 03 004 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 03 004A 200 DEC 97 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 03 03 004A 500 OCT 08 PW127F - PW127M

EP0055-0056
3 03 03 005 200 DEC 97 PW127
EP0051-0054
3 03 03 005 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 03 005A 200 DEC 97 PW127
EP0051-0054
3 03 03 005A 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 03 006 200 JUN 96 PW127
EP0051-0054
3 03 03 006 500 OCT 08 PW127F - PW127M BOOST OFF
EP0055-0056
3 03 03 007 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 03 04 001 100 JUL 00 PW127
3 03 04 002 200 DEC 96 PW127
EP0051-0054
3 03 04 001 500 APR 08 PW127F
EP0055-0056
3 03 04 003 200 DEC 96 PW127
3 03 04 004 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 03 04 005 200 DEC 96 PW127
3 03 04 006 200 DEC 96 PW127
EP0051-0054
3 03 04 005 500 NOV 11 PW127F - PW127M BOOST OFF
EP0055-0056
3 03 04 007 200 DEC 96 PW127
3 03 04 008 200 DEC 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression

EP0055-0056
3 03 04 009 200 DEC 96 PW127
3 03 04 010 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 03 04 011 200 DEC 96 PW127
3 03 04 012 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 03 04 013 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 03 05 001 001 SEP 10
3 03 05 002 100 OCT 08 PW127
EP0051-0054
3 03 05 001 001 SEP 10
3 03 05 002 500 OCT 08 PW127F - PW127M
EP0055-0056
3 03 06 001 001 SEP 02
ALL
3 04 00 001 001 SEP 03
ALL
3 04 01 001 300 OCT 09 PW127
EP0051-0054
3 04 01 001 500 OCT 09 PW127F-127M
EP0055-0056
3 04 02 001 200 DEC 96 PW127
3 04 02 002 200 DEC 96 PW127
EP0051-0054
3 04 02 001 300 NOV 11 PW127F - PW127M
3 04 02 002 500 OCT 08 PW127F - PW127M
EP0055-0056
3 04 02 003 200 DEC 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 04 02 003 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 03 001 200 DEC 96 PW127
3 04 03 002 200 DEC 96 PW127
EP0051-0054
3 04 03 001 300 NOV 11 PW127F - PW127M
3 04 03 002 500 OCT 08 PW127F - PW127M
EP0055-0056
3 04 03 003 200 DEC 96 PW127
EP0051-0054
3 04 03 003 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 04 001 200 DEC 96 PW127
3 04 04 002 200 DEC 96 PW127
EP0051-0054
3 04 04 001 500 OCT 08 PW127F - PW127M
3 04 04 002 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 04 003 200 DEC 96 PW127
3 04 04 004 200 DEC 96 PW127
EP0051-0054
3 04 04 003 500 OCT 08 PW127F - PW127M
3 04 04 004 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 04 005 200 DEC 96 PW127
3 04 04 006 200 DEC 96 PW127
EP0051-0054
3 04 04 005 500 OCT 08 PW127F - PW127M
3 04 04 006 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 04 007 200 DEC 96 PW127
3 04 04 008 200 DEC 96 PW127
EP0051-0054
3 04 04 007 500 OCT 08 PW127F - PW127M
3 04 04 008 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 04 009 200 DEC 96 PW127
3 04 04 010 200 DEC 96 PW127
EP0051-0054
3 04 04 009 500 OCT 08 PW127F - PW127M
3 04 04 010 500 NOV 11 PW127F - PW127M
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 04 04 011 200 DEC 96 PW127
EP0051-0054
3 04 04 011 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 05 001 001 SEP 03
3 04 05 002 001 SEP 03
ALL
3 04 05 003 200 SEP 03 PW127
3 04 05 004 200 SEP 03 PW127
EP0051-0054
3 04 05 003 500 NOV 11 PW127F - PW127M
3 04 05 004 500 NOV 11 PW127F - PW127M
EP0055-0056
3 04 05 005 200 SEP 03 PW127
EP0051-0054
3 04 05 005 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 00 001 001 JUN 97
ALL
3 05 01 001 050 DEC 97 PW127
EP0051-0054
3 05 01 001 500 APR 08 PW127F-127M
EP0055-0056
3 05 02 001 200 DEC 96 PW127
3 05 02 002 200 DEC 96 PW127
EP0051-0054
3 05 02 001 500 OCT 08 PW127F - PW127M
3 05 02 002 500 OCT 08 PW127F - PW127M
EP0055-0056
3 05 02 003 200 DEC 96 PW127
3 05 02 004 200 DEC 96 PW127
EP0051-0054
3 05 02 003 500 OCT 08 PW127F - PW127M
3 05 02 004 500 OCT 08 PW127F - PW127M
EP0055-0056
3 05 02 005 200 DEC 96 PW127
3 05 02 006 200 DEC 96 PW127
EP0051-0054
3 05 02 005 500 OCT 08 PW127F - PW127M
3 05 02 006 500 OCT 08 PW127F - PW127M
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 05 02 007 200 DEC 96 PW127
3 05 02 008 200 DEC 96 PW127
EP0051-0054
3 05 02 007 500 OCT 08 PW127F - PW127M
3 05 02 008 500 OCT 08 PW127F - PW127M
EP0055-0056
3 05 02 009 200 DEC 96 PW127
3 05 02 010 200 DEC 96 PW127
EP0051-0054
3 05 02 009 500 OCT 08 PW127F - PW127M
3 05 02 010 500 OCT 08 PW127F - PW127M
EP0055-0056
3 05 02 011 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 001 200 DEC 96 PW127
3 05 03 002 200 DEC 96 PW127
EP0051-0054
3 05 03 001 500 NOV 11 PW127F - PW127M
3 05 03 002 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 003 200 DEC 96 PW127
3 05 03 004 200 DEC 96 PW127
EP0051-0054
3 05 03 003 500 NOV 11 PW127F - PW127M
3 05 03 004 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 005 200 DEC 96 PW127
3 05 03 006 200 DEC 96 PW127
EP0051-0054
3 05 03 005 500 NOV 11 PW127F - PW127M
3 05 03 006 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 007 200 DEC 96 PW127
3 05 03 008 200 DEC 96 PW127
EP0051-0054
3 05 03 007 500 NOV 11 PW127F - PW127M
3 05 03 008 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 009 200 DEC 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 05 03 009 500 NOV 11 PW127F - PW127M

3 05 03 010 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 011 500 NOV 11 PW127F - PW127M
3 05 03 012 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 013 500 NOV 11 PW127F - PW127M
3 05 03 014 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 015 500 NOV 11 PW127F - PW127M
3 05 03 016 500 NOV 11 PW127F - PW127M
EP0055-0056
3 05 03 017 500 NOV 11 PW127F - PW127M
3 05 03 018 500 NOV 11 PW127F - PW127M
EP0055-0056
3 06 00 001 001 MAY 93
ALL
3 06 01 001 300 SEP 13 PW127
EP0051-0054
3 06 01 001 500 NOV 11 PW127F - 127M
EP0055-0056
3 06 02 001 200 DEC 96 PW127
EP0051-0054
3 06 02 001 500 NOV 11 PW127F - PW127M
EP0055-0056
3 06 03 001 200 DEC 96 PW127
EP0051-0054
3 06 03 001 500 NOV 11 PW127F - PW127M
EP0055-0056
3 07 00 001 001 DEC 94
ALL
3 07 01 001 001 JUL 98
EP0051-0054
3 07 01 001 500 OCT 08 PW127F - 127M
EP0055-0056
3 07 02 001 200 DEC 96 PW127
3 07 02 002 200 DEC 96 PW127
EP0051-0054
3 07 02 001 500 OCT 08 PW127F - PW127M
3 07 02 002 500 OCT 08 PW127F - PW127M
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 07 03 001 200 JUL 98 PW127
3 07 03 002 200 DEC 96 PW127
EP0051-0054
3 07 03 001 500 OCT 08 PW127F - PW127M
3 07 03 002 500 OCT 08 PW127F - PW127M
EP0055-0056
3 08 00 001 001 JUL 01
ALL
3 08 01 001 001 JUN 97
3 08 01 002 200 DEC 96 PW127
EP0051-0054
3 08 01 001 001 JUN 97
3 08 01 002 300 OCT 08 PW127F - PW127M
EP0055-0056
3 08 01 003 100 JUN 97 PW127
EP0051-0054
3 08 01 003 200 OCT 08 PW127F - PW127M
EP0055-0056
3 08 02 001 300 JUL 98 PW127
EP0051-0054
3 08 02 001 500 SEP 10 PW127F - PW127M
EP0055-0056
3 08 03 001 050 DEC 97 PW127
3 08 03 002 050 SEP 02 PW127
EP0051-0054
3 08 03 001 200 SEP 10 PW127F - PW127M
3 08 03 002 200 SEP 10 PW127F - PW127M
EP0055-0056
3 08 03 003 001 JUN 95
ALL
3 08 04 001 001 SEP 02
ALL
3 09 00 001 001 DEC 95
ALL
3 09 01 001 001 DEC 95
ALL
3 09 02 001 001 JUN 96
3 09 02 002 300 JUL 98 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 09 02 001 001 JUN 96

EP0055-0056
3 09 02 003 300 JUL 98 PW127
3 09 02 004 300 JUL 98 PW127
EP0051-0054
EP0055-0056
3 09 02 005 300 APR 08 PW127-127F-127M
3 09 02 006 300 APR 08 PW127-127F-127M
ALL
3 09 02 007 300 OCT 08 PW127-127F-127M BOOST OFF
3 09 02 008 300 OCT 08 PW127-127F-127M BOOST OFF
ALL
3 09 03 001 001 JUL 98
3 09 03 002 001 DEC 97
ALL
3 09 03 003 001 JUL 98
ALL
3 09 10 001 200 DEC 96 PW127
3 09 10 002 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 10 003 200 DEC 96 PW127
3 09 10 004 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 15 001 200 DEC 96 PW127
3 09 15 002 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 15 003 200 DEC 96 PW127
3 09 15 004 200 JUL 98 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression

EP0055-0056
3 09 16 001 200 JUN 96 PW127
3 09 16 002 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 16 003 200 JUN 96 PW127
3 09 16 004 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 17 001 200 JUN 96 PW127
3 09 17 002 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 17 003 200 JUN 96 PW127
3 09 17 004 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 20 001 200 DEC 96 PW127
3 09 20 002 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 20 003 200 DEC 96 PW127
3 09 20 004 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 20 005 200 DEC 96 PW127
3 09 20 006 200 DEC 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
EP0055-0056
3 09 20 007 200 DEC 96 PW127
3 09 20 008 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 25 001 200 DEC 96 PW127
3 09 25 002 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 25 003 200 DEC 96 PW127
3 09 25 004 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 25 005 200 DEC 96 PW127
3 09 25 006 200 DEC 96 PW127
EP0051-0054
EP0055-0056
3 09 30 001 200 JUN 96 PW127
3 09 30 002 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 30 003 200 JUN 96 PW127
3 09 30 004 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 09 35 001 200 JUN 96 PW127
3 09 35 002 200 JUN 96 PW127
EP0051-0054
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
EP0055-0056
3 09 35 003 200 JUN 96 PW127
3 09 35 004 200 JUN 96 PW127
EP0051-0054
EP0055-0056
3 10 00 001 001 MAY 90
ALL
3 10 01 001 001 SEP 13
3 10 01 002 001 JUN 94
EP0051-0054
3 10 01 001 500 SEP 13 PW127F - 127M
3 10 01 002 001 JUN 94
EP0055-0056
3 10 02 001 200 DEC 96 PW127
3 10 02 002 200 DEC 96 PW127
EP0051-0054
3 10 02 001 300 NOV 11 PW127F - PW127M
3 10 02 002 300 OCT 08 PW127F - PW127M
EP0055-0056
3 10 03 001 200 DEC 96 PW127
EP0051-0054
3 10 03 001 500 NOV 11 PW127F - PW127M
EP0055-0056
3 10 04 001 200 JUN 96 PW127
3 10 04 002 200 DEC 96 PW127
EP0051-0054
3 10 04 001 300 OCT 08 PW127F - PW127M
3 10 04 002 300 OCT 08 PW127F - PW127M
EP0055-0056
3 10 04 003 200 JUN 96 PW127
3 10 04 004 200 JUN 96 PW127
EP0051-0054
3 10 04 003 300 OCT 08 PW127F - PW127M
3 10 04 004 300 OCT 08 PW127F - PW127M
EP0055-0056
3 11 00 001 001 SEP 13
3 11 00 002 001 JUL 01
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 11 01 001 300 JUL 98 PW127
3 11 01 002 050 MAY 93 PW127
EP0051-0054
3 11 01 001 500 NOV 11 PW127F - PW127M
3 11 01 002 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 003 050 MAY 93 PW127
3 11 01 004 050 JUN 94 PW127
EP0051-0054
3 11 01 003 500 NOV 11 PW127F - PW127M - KG
3 11 01 004 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 005 050 JUN 94 PW127
3 11 01 006 050 MAY 93 PW127
EP0051-0054
3 11 01 005 500 NOV 11 PW127F - PW127M - KG
3 11 01 006 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 007 050 MAY 93 PW127
3 11 01 008 050 MAY 93 PW127
EP0051-0054
3 11 01 007 500 NOV 11 PW127F - PW127M - KG
3 11 01 008 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 009 050 MAY 93 PW127
3 11 01 010 050 JUN 94 PW127
EP0051-0054
3 11 01 009 500 NOV 11 PW127F - PW127M - KG
3 11 01 010 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 011 050 JUN 95 PW127
3 11 01 012 050 JUN 94 PW127
EP0051-0054
3 11 01 011 500 NOV 11 PW127F - PW127M - KG
3 11 01 012 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 013 050 JUN 94 PW127
3 11 01 014 050 JUL 00 PW127
EP0051-0054
3 11 01 013 500 NOV 11 PW127F - PW127M - KG
3 11 01 014 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 11 01 015 050 JUN 95 PW127
EP0051-0054
3 11 01 015 500 NOV 11 PW127F - PW127M - KG
3 11 01 016 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 01 017 500 NOV 11 PW127F - PW127M - KG
EP0055-0056
3 11 02 001 001 JUN 97
ALL
3 11 03 001 001 DEC 96
EP0051-0054
3 11 03 001 100 OCT 08 PW127F - PW127M
EP0055-0056
3 11 04 001 050 DEC 96 PW127
EP0051-0054
3 11 04 001 200 OCT 08 PW127F - PW127M
EP0055-0056
3 11 05 001 050 DEC 96 PW127
EP0051-0054
3 11 05 001 200 OCT 08 PW127F - PW127M
EP0055-0056
3 11 06 001 001 JUN 97
ALL
3 11 07 001 001 JUL 98
ALL
3 11 08 001 050 DEC 96 PW127
EP0051-0054
3 11 08 001 200 SEP 13 PW127F - PW127M
EP0055-0056
3 11 09 001 001 DEC 97
ALL
3 11 10 001 001 DEC 95
ALL
3 11 11 001 001 DEC 96
ALL
3 11 12 001 001 SEP 07
ALL
3 11 13 001 001 SEP 07
ALL
Turn EP
ATR L.E.N.P.
DEC 14

Validity expression
3 11 14 001 001 SEP 07

ALL
3 11 15 001 001 SEP 07
ALL
3 11 16 001 001 SEP 07
ALL
3 11 17 001 001 SEP 07
ALL
3 11 18 001 001 SEP 07
ALL
3 11 19 001 001 SEP 07
ALL
3 11 21 001 001 NOV 11
ALL
3 12 00 001 001 SEP 05
ALL
3 12 10 001 001 SEP 05
ALL
3 12 20 001 001 SEP 07
N 3 12 20 002 001 DEC 14
ALL
3 12 21 001 002 NOV 89
ALL
3 12 22 001 001 MAR 91
ALL
3 12 26 001 001 DEC 95
ALL
3 12 27 001 001 SEP 05 PW127 - PW127FMOD (3973 or 4371) or 4457
EP0055-0056
3 12 28 001 001 OCT 97 MOD 4654
EP0051-0055
3 12 29 001 001 OCT 97 MOD 0043 +4654
EP0051-0055
3 12 31 001 001 SEP 03
ALL
3 12 32 001 001 SEP 05
ALL
N 3 12 34 001 001 DEC 14
N 3 12 34 002 001 DEC 14
ALL
End EP
ATR L.O.M.
DEC 14
72 List of Modifications
MODIF PARTS TITLE

VALIDITY
0039 1 NAVIGATION - ADF - INSTALL SECOND

ADF (COLLINS) WITH EFIS ON
PROVISION.
EP0051-0055
0041 1 NAVIGATION - INSTALL 2 ATC (COLLINS)
ON PROVISION.
EP0055
0043 1.2.3 COMMUNICATIONS/NAVIGATION -
REPLACE KING RADIO NAV EQUIPMENT
BY COLLINSEQUIPMENT (WITH EFIS)
ALL
1368 1.2.3 ICE & RAIN PROTECTION - INSTALL
INNER WING DE-ICING SYSTEM
ALL
1383 2 GENERAL - CHARACTERISTIC WEIGHTS -
MTOW 21.500KG,MLW
21.350KG,MZFW19.700KG-DEFINE
PERFORMANCES
ALL
1603 1.2 ELECTRICAL POWER - INSTALL TRU ON
PROVISION
EP0055-0056
1861 1.2 FUSELAGE - ATR 72 (ST3) FUSELAGE
DEFINITION
ALL
2141 1 WATER/WASTE - TOILET TANK - INSTALL
DC MOTOR
ALL
2456 2 COMMUNICATIONS - RELOCATE VHF2
ANTENNA ON UPPER FUSELAGE
ALL
2510 1 OXYGEN - PASSENGERS - INSTALL
AUTOMATIC PRESENTATION SYSTEM
FOR 100% PASSENGERS
EP0051-0054
2549 1 DOORS - PASSENGER/CREW DOOR -
MODIFY 2ND HANDRAIL ATTACHMENT
FITTINGS
ALL
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
2595 1.2 EQUIPMENT/FURNISHINGS - ATR 72 -
MODIFY A/C FOR CARGO CONTAINER
LOADING
EP0051-0054
2735 1.2.3 ENGINE INDICATING - CHANGE
SOFTWARE AS 06 IN E.E.C
ALL
2866 1.2.3 POWER PLANT - INSTALL A PW 127
ENGINE
EP0051-0054
3037 1.2 PNEUMATIC - ECS - MODIFY CROSSFEED
VALVE OPENING CONTROL DURING
TAXIING
ALL
3168 2 AUTO FLIGHT - REPLACE AFC
COMPUTER
ALL
3240 INDICATING & RECORDING SYSTEMS -
INSTALL OF FDAU V2 PLUS
ALL
3246 1.2 ELECTRICAL POWER - ADD BATTERIES
DISCHARGE INDICATION IN FLIGHT
ALL
3262 1.2 ICE & RAIN PROTECTION - ICE
DETECTION - INSTALL A LIGHTED VISUAL
ICING INDICATOR
ALL
3305 1.2 IGNITION - MODIFY THE CONTROL
SYSTEM
EP0055-0056
3360 1 NAVIGATION - COLLINS - REPLACE
COLLINS ATC/S TRANSPONDER
EP0055-0056
3465 1 ELECTRICAL POWER - REPLACE AC GCU
ALL
3485 1 NAVIGATION - GPS - INSTALL ONE
STAND-ALONE GPS TRIMBLE
EP0051-0054
3529 1.2 FLIGHT CONTROLS - ELEVATORS -
INSTALL CLUTCH RECONDITIONING
DEVICE (ADAPTATION SCHEME)
EP0051-0052
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
INSTALL CLUTCH RECONDITIONING
DEVICE ON EXISTING PROVISION
(PRODUCTION SCHEME)
EP0053-0056
3552 1 INDICATING & RECORDING SYSTEMS -
REPLACE FDAU V2 PLUS BY A FDAU
WITH PW127 SOFTWARE
ALL
3596 1 ENGINE INDICATING - REPLACE FUEL
FLOW INDICATORS (KG/LB)
ALL
INSTALL FORCE DETECTOR RODS ON
EXISTING FULL PROVISIONS
ALL
3625 1.2 NAVIGATION - INSTALL A SFE TCAS
COMPUTER
ALL
3651 2.3 GENERAL - INCREASE MTOW AT 22000
KGS
EP0055-0056
3663 1.2 GENERAL - INSTALL OVERBOARD
EXHAUST FOR HBOV, SHROUD BLEED
FUEL FLOW TRANSMITTER AND JET
PUMP OF ATR72.210
EP0055-0056
3795 1 EQUIPMENT/FURNISHINGS - NEW CABIN
LAYOUT - REPLACE 70 VU
EP0055-0056
3797 1.2 PROPELLERS - MODIFY
SYNCHROPHASING SYSTEM FOR 247F
PROPELLERS
EP0053-0054
3827 1.2 PROPELLERS - ADD FAILURE INDICATION
OF SYNCHROPHASER
EP0055-0056
3832 1 NAVIGATION - COLLINS - REPLACE
COLLINS TCAS-COMPUTER
ALL
3849 2 GENERAL - INCREASE MZFW TO 20000
KGS
EP0055-0056
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
3986 1 LANDING GEAR - NLG EMERGENCY
EXTENSION SYSTEM - ADD FREE FALL
ASSISTER
EP0055-0056
4019 1 DOORS - PASSENGER/CREW DOOR -
REPLACE A 2ND HANDRAIL BY A SEMI
AUTOMATIC HANDRAIL
EP0055-0056
4050 1 ICE & RAIN PROTECTION - AIRFOIL &
PROPELLER DE-ICING - INSTALL AN
AUTOMATIC CYCLE SELECTION
CONTROL
EP0055-0056
4080 1 EQUIPMENT/FURNISHINGS -
EMERGENCY EQUIPMENT - REPLACE
EMERGENCY LOCATOR TRANSMITTER
EP0052-0056
4111 1.2 CONTINUOUS IGNITION -
TRANSFORMATION IN "MAN IGNITION"
EP0055-0056
4116 1.2 HYDRAULIC POWER - RELOCATE GREEN
PUMP CONTROL CIRCUIT BREAKER
EP0055-0056
4166 1.2 PROPELLERS - SYNCHROPHASER -
MODIFY FAILURE INDICATING
EP0054
4169 1 ENGINE - STANDARD PRACTICES -
ENGINES - GENERAL - ADAPT FLIGHT
IDLE
EP0055-0056
4213 1 FLIGHT CONTROLS - FLAPS - MODIFY
FLAPS CTL LOGIC (SHUNT)
EP0055-0056
4237 1.2 INDICATING & RECORDING SYSTEMS -
INSTALL STANDARD L52 MFC
EP0055-0056
4238 1.2 INDICATING & RECORDING SYSTEMS -
INSTALL STANDARD L23 MFC
EP0055-0056
4307 1 EQUIPMENT/FURNISHINGS - PROVIDE
CABIN HARMONY NEW LOOK S31-S32
EP0055
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
4358 1 DOORS - SERVICE DOOR - REPLACE THE
OLD OPENING DEVICE BY A NEW RIGID
MECHANISM
EP0055-0056
4366 1.2 AUTO FLIGHT - MODIFY ELECTRICAL
POWER SUPPLIES
EP0055-0056
4371 1.2.3 PROPELLERS CONTROL - PROPELLERS
14SF - 11E - INSTALL ELECTRONIC
REGULATION ON ATR 72-200
EP0055-0056
4373 1.2 FLIGHT CONTROLS - AILERONS
CONTROLS - INSTALL SPRING TAB WITH
"ANTI-RAFALE" SYSTEM
EP0055-0056
4411 1.2 OXYGEN - DISTRIBUTION - MODIFY THE
SYSTEM FOR 25% OF THE PASSENGERS
EP0055-0056
4439 2 FUSELAGE - SECT. 18 - INSTALL
VERTICAL FIN WITH CARBON EPOXY BOX
EP0055-0056
4457 1.2.3 PROPELLERS - INSTALL 568F
PROPELLERS ON ATR 72-210
EP0055-0056
4511 1.2 FIRE PROTECTION - MODIFY A/C FOR
CONTAINER TRANSPORTATION
EP0055-0056
4541 1 NAVIGATION - TCAS - FLAG INHIBIT ON
VSI IN TCAS FULL PROV. CONFIG
EP0055
4571 1 INDICATING & RECORDING SYSTEMS -
INSTALL MFC S4 ON ATR 72-210
EP0055-0056
4584 1 PNEUMATIC - AIR LEAK DETECTION
SYSTEM - REPLACE SENSING ELEMENTS
EP0055-0056
4585 1 FUSELAGE - CENTER SECTION (STA
11132 TO 13319) - INSTALL SOUND
INSULATION BLANKETS
EP0055-0056
4651 1.2.3 ENGINE - INSTALL PW 127F ENGINE
EP0055-0056
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
4654 1.2.3 NAVIGATION - HT1000 -(incompatible
KLN90) INSTALL HT1000 GNSS
EP0051-0055
4656 1 NAVIGATION - GNSS - PROVIDE DME'S
COUPLING
EP0055-0056
4673 2 FLIGHT CONTROLS - AILERON TRIM -
PROHIBIT TRIM OPERATION WITH AP
ENGAGED
EP0055-0056
4686 2 FUEL - QUANTITY INDICATION - ADD LOW
LEVEL DETECTION SYSTEM
EP0055-0056
4804 1 OXYGEN - INSTALL A 100% OXYGEN
DISTRIBUTION SYSTEM 68 PAX
EP0055-0056
4885 1.2 NAVIGATION - GNSS - REPLACE NPU BY
A NEW ONE
EP0055
4928 1 COMMUNICATIONS - VHF SYSTEM
INSTALL.8.33KHz CHANNEL SPACING VHF
SYSTEM
ALL
5007 1 COMMUNICATIONS - VHF SYSTEM
CONFIGURATION 8.33KHz VHF
SYST.SPACING IN 25KHz
ALL
5008 1.2 ICE & RAIN PROTECTION - ICE
DETECTION - MOD. OPERATION OF
"ICING" LEGEND OF ICE DETECT/PTT
PUSHBUTTON SWITCH
EP0055-0056
5016 1 NAVIGATION - RADAR - INSTALL NEW
PRIMUS 660 WEATHER RADAR
EP0056
5017 1 COMMUNICATIONS - CABIN & FLIGHT
CREW CALL SYSTEM - ADD "EMER CALL"
ON A NEW-LOOK CONFIG. ATTENDANT
HANDSET
EP0056
5020 2 NAVIGATION - HT1000 - INSTALLATION
ON GNSS / GPS BUS WIRING PROVISION
EP0051-0054 EP0056
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
5040 1 LIGHTS - EMERGENCY LIGHTING-
GROUND MARKING OF EVACUATION
WAY IN PAX CABIN
EP0056
5146 1.2 NAVIGATION - TCAS - TCAS COLLINS TTR
921 INSTALLATION
ALL
5150 2 STRUCTURE - EXTENSION OF THE FWD
CG LIMITS
EP0056
5176 1.2 NAVIGATION - GNSS - LOAD SOFTWARE
FINAL BASINE
EP0056
5205 1.2 NAVIGATION - TCAS - ACQUIRE
ALTITUTDE VIA BUS ARINC 429
ALL
5236 INDICATING RECORDING SYSTEMS -
REPLACE REVUE THOMMEN WATCH
TYPE Q17-941-22-05
EP0056
5243 1.2 NAVIGATION - 2ND DME/GNSS
INSTALLATION/DUAL HT1000 PROVISION
WITH COUPLING ON 2ND DME
EP0051-0054 EP0056
5310 NAVIGATION - EGPWS MK VIII - BASIC
MODES ACTIVATION AND PROVISION
FOR ENHANCED ( 5313)
ALL
5313 1.2 NAVIGATION - EGPWS MK VIII
EP0056
5377 1.2 EQUIPMENT/FURNISHINGS - WIRING FOR
COCKPIT ENTRANCE SECURISED
ALL
5434 1.2 EQUIPMENT/FURNISHINGS - INSTALL
DOOR ON ELECTRICAL PROVISION
ALL
5465 2 EQUIPMENT/FURNISHINGS - SECURIZED
DOOR - REPLACE FITTINGS ON
STRUCTURE
ALL
5467 1.2 NAVIGATION - EGPWS - INSTALL EGPWS
MKVIII P/N 965-1206-011
ALL
Turn EP
ATR L.O.M.
DEC 14
MODIF PARTS TITLE

VALIDITY
5487 1.2 NAVIGATION - ELEMENTARY
SURVEILLANCE - FID TRANSMISSION
EP0056
8330 1.2 EQUIPMENT/FURNISHINGS - INSTALL
SECURITY DOOR FOR QUICK CHANGE
AIRCRAFT
EP0051-0054
End EP
ATR C.R.T.
DEC 14
72 Cross Reference Table
This table shows, for each delivered aircraft, the cross reference between :
- the fleet serial number (F.S.N.)
- the manufacturing serial number (M.S.N.)
- the registration number
It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.
F.S.N. M.S.N. REGISTRATION
EP0051 0334 EP-ATA

EP0052 0339 EP-ATH
EP0053 0391 EP-ATS
EP0054 0398 EP-ATZ
EP0055 0573 EP-OIRB
EP0056 0697 EP-OIRA
End EP
P1 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL NOV 11
AA
The Flight Crew Operating Manual (FCOM) provides operating crew members and flight
operations engineers with information on the ATR 72 technical description, procedures
and performances characteristics. It may be used as a crew manual for training purposes
and flight preparation.
FCOM mainly comprises :

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

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

A page is defined by :
- a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20.
- an effectivity criterion determining the page sequence
example : Equipment, Modification, Engine...
A page with a given reference may have several sequences :
example : 2.05.10 page 20
No criterion . . . . . . . . . . . Sequence 001
Mod XXXX . . . . . . . . . . . . Sequence 002
Mod XXXX + YYYY . . . . . . Sequence 003
All the sequences cover, for a given reference, all technical solution or variant for aircraft
types covered by the manual.
Airlines receive a part of these sequences to cover their fleet.
A sequence can be valid for several aircraft but an aircraft can not have several
sequences: an aircraft receives the page with the highest sequence among all pages for
which it has a validity.
P2 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL SEP 05
AA
R
(1) GIE ATR logo, with aircraft type and manual type
(2) Title of Chapter
(3) Part, chapter and section in the manual
(4) Page Numbering - Particular case : a page followed by an alphabetic letter must be
inserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12.
(5) Sequence number
(6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX
(7) Date of revision (date of page issue)
(8) Zone for standard
(9) Zone for unit
(10) Title of section
(1) Modification zone : contains expression of modifications characterizing the content of

this page.
(2) Indication of engine type installed on aircraft ; if there is ALL" or if there is no Eng
reference, the content of the page does not depend on a particular engine.
(3) Indication of aircraft type ; if there is ALL" or if there is no Model reference, the
content of the page does not depend on a particular model.
P3 001
PRELIMINARY PAGES
AA
R
RECTO-VERSO
The FCOM is published in recto-verso paper AT5 format customized for each airline.
In the LENP (0.08.00) List of Effective Normal Pages, when recto and verso are printed,
each sheet is represented by 2 lines :
- the first line concerns the recto.
- the second line concerns the verso.
If only recto sheet is printed, it is represented by only one line.
Then for each sheet, we find the validity line with an expression containing one or several
numbers which represent FSN (Fleet Serial Number) of aircraft for which this sheet is
applicable.
To understand the effectivity of the sheets, you must read :
Example : XX0001-0003 = XX FSN0001 to FSN003 --> 3 aircraft valid
XX0001 XX0003 = XX FSN0001 and FSN0003 --> only 2 aircraft valid
In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial
Number) and registration number.
MANUAL UPDATING
Your manual comprises 2 types of pages :

- white pages or NORMAL pages
- yellow pages or TEMPORARY pages
These 2 families of pages have a separated management.
NORMAL PAGES (white)
For its first issue FCOM was published in white" normal pages.
Then on a yearly basis at the minimum, a normal revision is performed amending previous
issue by revising pages (sheet replacement), creating new pages (sheet insertion) or
deleting pages (sheet deletion).
Detailed and exhaustive information for manual normal revision updating is in SNNP
(0.07.00), Shipping Note for Normal Pages.
Operator must refer to SNNP and new LENP to update properly its manual.
SNNP lists all revised, created or deleted white sheets.
LENP gives aircraft validity information for all concerned white sheets.
It is important to note that the action given in SNNP is valid for the sheet (recto-verso) not
for one page.
Normal Revisions are listed in LNR (0.05.00) List of Normal Revisions.
Reasons of revision are highlighted in RNR (0.06.00) Reason of Normal Revisions.
P4 001
PRELIMINARY PAGES
AA
R
MANUAL UPDATING (cont'd)
TEMPORARY PAGES (yellow)
Between two normal revisions some subjects may present a particular urgency. In those
cases we perform a Temporary Revision. It may concern only one customer or the whole
fleet.
All temporary pages at a given moment are listed in LETP (0.04.00), List of Effective
Temporary Pages. Temporary pages are recto-only pages.
When a white page exists with the same reference, a yellow page is inserted in face or
before corresponding white page and its content amends the content of white page. If
there is no white page with the same reference, yellow page(s) is(are) inserted just after
the last adapted white page or chapter.
Detailed and exhaustive information for manual temporary revision updating is in SNTP
(0.03.00), Shipping Note for Temporary Pages.
Operator must refer to SNTP and new LETP to update properly its manual.
SNTP lists all revised, created or deleted yellow pages.
LETP gives aircraft validity information for all concerned yellow sheets.
It is important to note that the action given in SNTP is valid for the yellow page (no verso on
yellow page).
Temporary Revisions are listed in LTR (0.01.00) List of Temporary Revisions. Each
operator has its own LTR as Temporary Revision does not necessarily concern all
customer : TR01 for an operator may be equivalent to TR10 for another operator and TR20
for ENV.
Reasons of revision are highlighted in RTR (0.02.00) Reason of Temporary Revisions.
AIRCRAFT CONFIGURATION
All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List
Of Modifications.
As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to
have correspondence between FSN and MSN.
P1 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE SEP 13
AA
GLOSSARY OF STANDARD NOMENCLATURE

AAS Anti-- icing Advisory System
ABNORM (ABN) Abnormal
AC Alternating Current
R ACARS Airborne Communication Addressing and Reporting System
AC BTC AC Bus Tie Contactor
AC BTR AC Bus Tie Relay
ACCU Accumulator
AC EBTC AC Emer Bus Transfer Contactor
ACW Alternating Current Wild Frequency
ADC Air Data Computer
R ADF Automatic Direction Finder
ADI Attitude Director Indicator
ADS Air Data System
ADU Automatic Display Unit
A/EREC Auto Erection
AFCS Automatic Flight Control System
A/FEATH Auto Feathering
AFT Rear Part
AFU Auto Feather Unit
AGB Accessory Gear Box
AGL Above Ground Level
AH Ampere-- Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AIL Aileron
ALT Altitude
ALTM Altimeter
ALTN Alternate
AMP Ampere
ANN Annunciator
AOA Angle of Attack
AP Auto-- Pilot
APC Active Phase Control
APP Approach
ARM Armed
ARINC Aeronautical Radio Incorporated
A/S Antiskid
ASAP As Soon As Possible
ASD Accelerate Stop Distance
ASI Air Speed Indicator
ASTR AC Standby Bus Transfer Relay
ASYM Asymmetry
ATC Air Traffic Control
P2 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE SEP13
AA
ATE Automatic Test Equipment
ATPCS Automatic Take off Power Control System
ATT Attitude
ATTND Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AZ Azimuth
BARO Barometric
BAT Battery
BC Back Course
BITE Built in Test Equipment
BPCU Bus Power Control Unit
BPU Battery Protection Unit
BRG Bearing
BRK Brake
B-- RNAV Basic Area Navigation
BRT Bright
BSC Battery Start Contactor
BTC Bus Tie Contactor
BTR Bus Tie Relay
BXR Battery Transfer Relay
CAB Cabin
CAC Crew Alerting Computer
CAP Crew Alerting Panel
CAPT Captain
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CCW Counter clockwise
CD Coefficient of Drag
CDI Course Deviation Indicator
CFC Constant Frequency Contactor
CG Center of Gravity
CHAN Channel
CHC Charge Contactor
CHG Charge
R CIS Commonwealth of Independent States
C/L Check List
CL Condition Lever
CL Coefficient of Lift
CLA Condition Lever Angle
CLB Climb
P3 001
PRELIMINARY PAGES
AA
CLR Clear
CM Crew Member
CMPTR Computer
COM Communication
COMPT Compartment
CONFIG Configuration
CONT Continuous
CORRECT Correction
CPL Auto Pilot Coupling
CRC Continuous Repetitive Chime
CRS Course
CRT Cathodic Ray Tube
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
CW Clockwise
DADC Digital Air Data Computer
DADS Digital Air Data System
DC Direct Current
DEC Declination, Decrease
DELTA P Differential Pressure
DEV Deviation
DFDR Digital Flight Data Recorder
DFZ 600 Flight Control Computer
DGR Degraded
DH Decision Height
DIFF Differential
DISCH Discharge
R DIM Dimming
DIST Distance
DME Distance Measuring Equipment
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator
EBCC Emergency Battery Charge Contactor
EBTC Emer Bus Transfer contactor
ECU Electronic Control Unit
EEC Engine Electronic control
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
EHV Electro Hydraulic Valve
ELEC Electrical
P4 001
PRELIMINARY PAGES
AA
ELV Elevation
EMER Emergency
ENG Engine
EPC External Power Contactor
EQPT Equipment
ESS Essential
ET Elapsed Time
ETOPS Extended Twin Operations
EXT Exterior, External
EXC External Power/Service Bus Contactor
F Farenheit
FAIL Failed, Failure
FCOC Fuel Cooled Oil Cooler
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH, FTR Feathered, Feathering
FF Fuel Flow
FGC Flight Guidance Computer
FGS Flight Guidance System
FI Flight Idle
FLT Flight
R FMA Flight Mode Annunciators
R FMS Flight Management System
F/O First Officer
FOS Flight Operations Software
FQI Fuel Quantity Indication
FT Foot, Feet
FTO Final Take Off
FU Fuel Used
FWD Forward
GA Go Around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GNSS Global Navigation Satellite System
GPS Global Positioning System
GPU Ground Power Unit
(E)GPWS (Enhanced) Ground Proximity Warning System
GRD Ground
G/S Glide Slope
P5 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE JUL 00
AA
GSPD Ground Speed

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

MAN Manual
MAP Ground Mapping
MAX Maximum
MB Millibar
MBCC Main Battery Charge Contactor
MBTC Main Bus Transfer Contactor
MC Master Caution
MCDU Multifunction Control Display Unit
R MCT Maximum Continous Thrust
MEA Minimum En route Altitude
MECH Mechanic
MFC Multi Function Computer
MFCU Mechanical Fuel Control Unit
MGT Management
MHZ Megahertz
MIC Microphone
MIN Minimum
MISC Miscellaneous
MKR Marker
MLS Microwave Landing System
MLW Maximum Landing Weight
MM Millimeter
MMO Maximum Operating Mach
MOD Modification
MSG Messages
MSN Manufacturer Serial Number
MTOW Maximum Take off Weight
MW Master Warning
MZFW Maximum Zero Fuel Weight
NAC Nacelle
P7 001
PRELIMINARY PAGES
AA
NAV Navigation
NDB Non Directional Beacon
NDB (GPS) Navigation Data Base
NEG Negative
NH High Pressure Spool Rotation Speed
NIL Nothing, No Object
NL Low Pressure Spool Rotation Speed
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
NPU Navigation Processor Unit
N/W Nose Wheel
NWS Nose Wheel Steering
OAT Outside Air Temperature
OBS Omni Bearing Selector
OT Other traffic
OUTB Outboard
OVBD Overboard
OVERTEMP Overtemperature
R OVHP OverHead Panel
OVHT Overheat
OVRD Override
OXY Oxygen
PA Passenger Address
PB Push Button
PCU Propeller Control Unit
PEC Propeller Electronic Control
PF Pilot Flying
PFTS Power Feeder Thermal Sensor
PIU Propeller Interface Unit
PL Power Lever
PLA Power Lever Angle
PNF Pilot Non Flying
PNL Panel
POS Position
P-- RNAV Precision Area Navigation
PRESS Pressurization, Pressure
PRIM Primary
PRKG Parking
PROC Procedure
PROP Propeller
PRV Pressure Regulating Valve
PSEU Proximity Switch Electronic Unit
PSI Pound per Square Inch
PSU Pax Service Unit
PSV Propeller Servo Valve
PT Point
PT (TCAS) Proximity traffic
P8 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE OCT 08
AA
PTT Push To Talk, Push To Test
PTW Pitch Thumb Wheel
PVM Propeller Valve Module
PWM Pulse Width Modulation
PWR Power
QAR Quick Access Recorder
QT Quart
QTY Quantity
RA (TCAS) Resolution Advisory
RA Radio Altitude
RAD/ALT Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCU Releasable Centering Unit
RECIRC Recirculation
REV Reverse
RGA Reserve Go-- Around
RGB Reduction Gear Box
RH Right Hand
RLY Relay
RMI Radio Magnetic Indicator
RNP Required Navigation Performance
RPM Revolution Per Minute
RQD Required
RTO Reserve Take-- Off
R RTOW Regulatory Take-- Off Weight
RUD Rudder
SAT Static Air Temperature
SB Service Bulletin
SBTC Stand By bus Transfer Contactor
SBY Stand By
SC Single Chime, Starter Contactor
SCU Signal Conditioning Unit
SDTC Static Inverter Override Transfer Contactor
SEL Selector
SGL Single
SGU Symbol Generator Unit
SID Standard Instrument Departure
SMK Smoke
SMKG Smoking
S/O (SO) Shut Off
SOV Shut Off Valve
SPD Speed
SPLR Spoiler
P9 001
PRELIMINARY PAGES
AA
SPLY Supply
SSR Service Bus Select Relay
STAB Stabilizer
R STAR Standard Terminal Arrival Routes
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYNPHR Synchrophaser
SYS System
TA (TCAS) TRAFFIC Advisory
TAD Terrain Awareness Display
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness Waring System
TBD To be Determined
TCF Terrain Clearance Floor
TCS Touch Control Steering
TEMP Temperature
TGT Target
TK Tank
TLU Travel Limiting Unit
TM Torque Motor
T/O (TO) Take off
TOD Take-- Off Distance
TOR Take-- Off Run
R TOW Take Off Weight
TQ Torque
TRU Transformer Rectifier Unit
TTG Time To Go
UBC Utility Bus Contactor
U/F Underfloor
UHF Ultra High Frequency
UNCPL Uncouple
UNDV Undervoltage
UNLK Unlock
UTLY Utility
P 10 001
PRELIMINARY PAGES
AA
VC Calibrated Airspeed
VENT Ventilation
VERT Vertical
VHF Very High Frequency
VMCA Minimum Control Speed in flight
VMCG Minimum Contorl Speed on ground
VMCL Minimum Conrol Speed during landing approach
VMO Maximum Operating Speed
VNAV Vertical Navigation
R WX Weather Mode
P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE JUL 99
AA
P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE JUL 99
AA
AIRCRAFT GENERAL 1.00.00
P1 001
CONTENTS OCT 09
AA
1.00.00 CONTENTS
1.00.10 GENERAL
1.00.20 COCKPIT
1.00.25 COCKPIT DOOR SECURITY SYSTEM

AND VIDEO CABIN SURVEILLANCE (if installed)
25.1 DESCRIPTION
25.2 LOCKING SYSTEM DESCRIPTION
25.3 CALL PANEL
25.4 CONTROL PANEL
25.5 LOCKING SYSTEM ON/OFF CONTROL
25.6 ELECTRICAL SUPPLY / SYSTEM MONITORING
25.7 VIDEO CABIN SURVEILLANCE (if installed)
1.00.30 DOORS
30.1 DESCRIPTION
30.2 CONTROLS
30.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
1.00.40 LIGHTING
40.1 DESCRIPTION
40.2 CONTROLS
40.3 ELECTRICAL SUPPLY/MFC LOGIC
1.00.50 WATER AND WASTE SYSTEM
50.1 DESCRIPTION
50.2 ELECTRICAL SUPPLY

P 2A 001
COCKPIT SEP 05
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position.
It assures to the crew a correct view of instrument panels as well as runway environment,
especially when flying low visibility instrument approaches.
This indicator is composed of three colored balls. Center ball is red and is horizontally
shifted compared with the other two white balls.
For proper seat position, respective white ball is obscured by the red one.
P4 001
COCKPIT PHILOSOPHY SEP 04
AA
COCKPIT PHILOSOPHY
Status and failure indications are integrated in the pushbuttons (PB). PB positions and
illuminated indications are based on a general concept with the “light out” condition for
normal continuous operation according to the basic rule.
With few exceptions, the light illuminates to indicate a failure or an abnormal condition.
Whenever possible, the failure alert is integrated in the PB which has to be operated for
corrective action.
R Some PB (such as ACW...) are painted in amber to help crew to find them in case of smoke
R (fluorescent painting).
PB POSITION BASIC FUCTION

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

WHITE Selection other than normal basic operation
AMBER Caution indication
RED Warning indication
P1 200
COCKPIT DOOR SECURITY SYSTEM SEP 04
AA
25.1 Cockpit door description

The door has an electromagnetic locking system controlled by the pilots. In normal
conditions, when the door is closed, it remains locked.
To open the door, the locking system has to be unlocked.
Upon receiving an entry request, the flight crew can authorize entry by unlocking the door
which remains closed until it is pulled open.
When the flight crew does not respond to a request for entry, the cabin crew may unlock the
door by pressing the Emergency push-button of the door call panel installed on cargo
compartment side.
The door is bulletproof, intrusion resistant and fully compliant with the rapid
decompression requirements.
The right door panel can be removed from the cockpit in case of the door becomes jammed
by using the quick release hinges that are only accessible from inside the cockpit.
25.2 Cockpit Door Locking System Description
The cockpit door locking system (CDLS) provides a means of electrically locking and
unlocking the cockpit door. The system is mainly composed of :
- a Door Call panel located on the cargo compartment side on the right door panel
- a toggle switch, located on the center pedestal's Cockpit Door Control panel (811VU)
- a Cockpit Door Control Unit located in the forward avionics bay
- a buzzer
- a Cockpit Door Locking System Switch located on the 121VU
The door call panel enables the cabin crew to request access to the cockpit. There are two
different access request modes : a Routine" access request type and an Emergency"
access request.
The toggle switch enables the flight crew to lock or unlock the cockpit door, following an
access request, thereby allowing or denying entry into the cockpit.
The Cockpit Door Control Unit is the system controller in charge of :
- Locking and unlocking the electromagnetic locks, upon flight crew action
- Alert annunciation to indicate failure of electromagnetic locks
- Activating the access request buzzer and turning on the Door Call panel LED's
The buzzer sounds in the cockpit for a minimum of 2 seconds (duration = duration of
pushbutton activation + 2 seconds) to indicate that a routine access request has been
made or sounds continuously if an emergency access procedure has been initiated.
The Cockpit Door Locking System Switch enables the Cockpit Door Locking System to be
switched ON or OFF at the beginning or at the end of the flight and to facilitate
maintenance tasks and ground operations.
R Mod : 5377 + (5434 or 8330 or 8333)

P2 200
AA
25.3 Door Call Panel

The Door Call Panel is used by the cabin crew to request pilots to open the door.
102/202/212/212A version 101/201/211 version
1 OPEN Green LED illuminates :

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

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

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

It is protected by a rotating plate to prevent inadvertent activation. It is used to initiate the
emergency opening of the door when the flight crew does not respond. The buzzer will
sounds continuously in the cockpit, the OPEN green LED on the Door Call Panel will flash.
R Mod : 5377 + (5434 or 8330 or 8333)

P3 200
AA
25.4 Cockpit Door Control Panel

The cockpit door opening is controlled by a toggle switch, located on the central pedestal
1 Toggle Switch
OPEN Position : This position is used to enable the cabin crew member to open the
cockpit door. The switch must be pulled and maintained in the open
position until the right door panel is pulled open. To open the left
door panel, move the handle located on the cockpit side and pull
the left panel aft.
CLOSE Position : The door is locked, and emergency access is possible for the cabin
crew
DENY position : Once the button has been moved to this position, the door is
locked. EMERGENCY access, the buzzer and the Door Call
Panel are inhibited for 3 minutes.
Note -If the DENY position has not been used by the pilot for at least 3 minutes,
the cabin crew is able to request either the routine or the emergency
access.
-The OPEN position overrides and resets any previous selection
-In case of an electrical supply failure, the cockpit door is automatically
unlocked.
2 Fault/open Indication
OPEN light ON : The door is not closed, or not locked
OPEN light flashes : The cabin crew has started an emergency access procedure. If
there is no reaction from the flight crew, the door will unlock at the
end of the 30 seconds delay.
FAULT : This light comes on when a system failure has been identified
(Example : electromagnetic lock, control unit, electrical supply)
3 Buzzer
Buzzer sounds : For at least 2 seconds after the cabin crew has request an access
through the CALL push-button on the Door Call Panel,
or
continuously when the cabin crew has started an emergency
access procedure
R Mod : 5377 + (5434 or 8330 or 8333)

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

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

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

(on central pedestrial cockpit door control
panel)
R Mod : 5377 + (5434 or 8330 or 8333)

P5 200
VIDEO CABIN SURVEILLANCE OCT 09
25.7 - VIDEO CABIN SURVEILLANCE
NOT APPLICABLE
Mod : 5377 + (5434 or 8330 or 8333)

P1 120
DOORS SEP 03
AA
30.1 DESCRIPTION
LOCATION
ENTRY DOOR
The entry door is an outward opening, non plug type door with a net opening of
72 cm (28.5") wide (without hand-rail(s)) and 1.75 m (68.8") high.
The mechanism is essentially composed of two handles, a lifting cam and locking
shoot bolts placed on the rear part of the door (for door operating, refer to 1.07.30).
Attached to the integrated stair structure is a folding hand-rail which, by means of a
link to the fuselage structure automatically erects when the door is opened.
A second hand-rail (attached behind the rear cabin partition-wall) has to be fixed on
the stairs.
SECOND HAND-RAIL FIXING PROCEDURE
1 Open the door
2 Position the hand-rail parallel to the stairs
3 Open out the support on the bottom of
the stairs
4 Fix the lower end fitting on this support
5 Fix the free end-fitting on the door frame
Note : Make the conversed procedure
before closing the door.
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of
69 cm (27") wide and 1.27 m (50") high.
Opened position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
R Except when a Cockpit Door Security System is installed (see in this case 1.00.25),
smoke doors separate the forward cargo compartment from the cockpit. Four safety
pins are provided (two on each side) in order to remove the doors in case of
emergency.
Mod : 2595 or 4511 Model : 102Ć202Ć212Ć212 A
P2 120
DOORS JUL 98
AA
CARGO DOOR
The cargo door is an outward opening, non plug
type door hinged at its upper edge giving a net
clear opening of 1.30 m (51") wide by 1.57 m
(62") high.
The door is actuated by an electrical actuator.
A hold-open strut maintains the cargo
door in the open position. It also protects
R door from wind gusts.
R
EXTERNAL DOOR OPERATING

The cargo door is operated externally from a panel located outside.
R Mod : 2595 or 4511 Model : 102-202-212-212A

P1 250
DOORS SEP 03
AA
30.1 DESCRIPTION
LOCATION
ENTRY DOOR
The entry door is an outward opening, non plug type door with a net opening of
72 cm (28.5") wide (without hand-rail(s)) and 1.75 m (68.8") high.
The mechanism is essentially composed of two handles, a lifting cam and locking
shoot bolts placed on the rear part of the door (for door operating, refer to 1.07.30).
Attached to the integrated stair structure is a folding hand-rail which, by means of a
link to the fuselage structure automatically erects when the door is opened.
Note : Remove the pin after closing and install it before opening.
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of 69 cm
(27") wide and 1.27 m (50") high.
Open position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
R Except when a Cockpit Door Security System is installed (see in this case 1.00.25),
smoke doors separate the forward cargo compartment from the cockpit. Four safety
pins are provided (two on each side) in order to remove the doors in case of
emergency.
Mod : (2595 or 4511) + 4019 Model : 102Ć202Ć212Ć212 A

P2 120
DOORS JUL 98
AA
CARGO DOOR
The cargo door is an outward opening, non plug
type door hinged at its upper edge giving a net
clear opening of 1.30 m (51") wide by 1.57 m
(62") high.
The door is actuated by an electrical actuator.
A hold-open strut maintains the cargo
door in the open position. It also protects
R door from wind gusts.
R
EXTERNAL DOOR OPERATING

The cargo door is operated externally from a panel located outside.
R Mod : 2595 or 4511 Model : 102-202-212-212A

P3 120
DOORS JUL 98
AA
1 Panel cover switch

R Connects the Ground Handling Bus on line when the panel cover is open.
2 Ground Handling Bus ON BAT" red light
Is ON when Ground Handling Bus is directly supplied by Hot main Bat Bus.
Note : This light shows that the main battery is emptying even if the BAT toggle
switch is in OFF" position (visible even when the panel cover is closed).
3 Cargo Bay light switch
Allows illumination of the cargo bay from outside.
4 Actuator Selection Switch
R Is used to operate the door (opening or closing) when the CARGO DOOR ARMED"
green light is ON.
R 5 "CARGO DOOR LCHD" blue light
Is ON when all door hooks and latch locks are fully engaged.
R Note : The door can be locked and latched only from outside.
R 6 "CARGO DOOR ARMED green light
Is ON when Actuator selection switch working conditions are met.
These conditions are :
- Panel cover open
- Door unlocked by operating handle : all locks are disengaged
R Mod : 2595 or 4511 Model : 102Ć202Ć212Ć212 A

P4 120
DOORS JUL 98
AA
CAUTION : Door must be mechanically closed by outboard handles only in order to

be sure that latching and locking mechanisms are in the closed position.
OPERATING FROM INSIDE
R
R
R
R
R
R
R
R
R
R
R
R OPENING
R
R • Push upwards handle 1 (Latch lock flap get free)
R • Push downward handle 2 on the vent door (the door is unlocked)
R
R • Rotate downwards the handle 3 (Hooks are disengaged and the door is
R unlatched)
R • Use the actuator selection garded switch located in the internal operating panel.
R
R CLOSING
R • Use the actuator selection garded switch located in the internal operating panel.
R
R Note : The locking and latching are not possible from inside. However, the latching
R position can be inspected from inside through the view ports located on the
bottom part of the door.
FORWARD AVIONICS COMPARTMENT ACCESS HATCH
An inward opening manually operated hatch in forward section of the nose landing
gear bay gives external access to the avionics compartment behind the main
instrument panel.
COCKPIT COMMUNICATION HATCH
A machined door with a net opening of 17.5 cm (7") wide and 15 cm (6") high is
located immediately below the CAPT side window.
R Mod : 2595 or 4511 Model : 102-202-212-212A

JUN 97
R Model : 102-202-212-212 A
JUN 97
R or 212 A
JUN 97
R Model : 102-202-212-212 A
JUN 97
R Model : 102-202-212-212 A
P3 300
LIGHTING JUL 99
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor is a photoluminescent system. EXIT,
CEILING and EXTERIOR emergency lights are supplied with 6V DC. Two sources are
available :
- DC STBY BUS via a voltage divider.
- 6V integral batteries charged from the DC STBY BUS with a 10 mn capacity.
In case of system activation, light will be supplied by DC STBY BUS. If this source fails, the
batteries will be utilized automatically.
In case of flight with DC STBY BUS only, the cockpit lighting is restricted to :
- RH DOME light with the possibility to switch it off
- LH three lights located below the glareshield
- overhead panel light illuminating the pedestal.
One light is provided in the toilet, illuminating when associated door is locked.
Note : Emergency flash lights are provided (see 1.07).
Mod : 5040 Model : 102-202-212-212 A

P8 050
LIGHTING JUL 99
AA
HOSTESS PANEL
1 Galley sw (when installed)

Monitor galley lighting.
2 LAV sw
Monitor lavatory lighting. A diffuser switches ON when lavatory latch is closed.
3 LAT PASS sw
Monitor lateral passengers lighting.
4 CEILING LT SW
Monitor the passengers ceiling lighting.
5 ENTRANCE sw
Monitor entrance lighting.
6 CARGO sw
Monitor cargo lighting.
7 READING LT sw
When depressed passenger reading lights are operational.
8 VENT sw (when installed)
When depressed, passenger ventilation fan operates.
9
EMER LT sw
Controls emergency exit light and evacuation path marking causing emergency
lights to illuminate (overriding crew switching).
10 DIM LT sw
Associated light, when selected, are dimmed.
Mod : 3795
SEP 03
(on lateral panel)

MFC 1.01.10
P5 155
GENERAL JUN 97
MODULE
SYSTEM FUNCTION
1A 1B 2A 2B
LIGHT LIGHT TEST F F
BLEED 1 SHUT-OFF VALVE F F
BLEED 1 HP VALVE F
ENGINE BLEEDS
BLEED 1 "FAULT" IND F

BLEED 2 SHUT-OFF VALVE F F
BLEED 2 HP VALVE F
BLEED 2 "FAULT" IND F
CROSS-FEED VALVE F
ATCPS ARM LIGHT F F
ENGINE 1 UPTRIM F F
PROP 1 A/FEATH F F
INHIBITION ON GROUND OF ENG 1 F F
ELECTRICAL FEATH PUMP ACTIVATION BY
ATPCS CL 1
ENGINE 2 UPTRIM F F
PROP 2 A/FEATH F F
INHIBITION ON GROUND OF ENG 2 F F
ELECTRICAL FEATH PUMP ACTIVATION BY
CL 2
BRAKING F F
RELEASING F F
PROP BRAKE UNLK IND F F
AUTOMATIC DC AUX PUMP CUT OFF F
AFTER PROP BRAKE LOCKING
PROP
BRAKE
FAULT START 2 ILLUMINATION WHEN F
PROP BRAKE ENGAGED AND GUST
LOCK NOT ENGAGED
PROP BRK ILLUMINATION ON CAP WHEN F F
GUST LOCK IS RELEASED AND PROP BRAKE
STILL ENGAGED
DC AUX PUMP F
INHIBITION OF LOCAL "OIL LOW PRESS" F
ALERT DURING ENGINE 1 SHUT-DOWN
ENGINE INHIBITION OF LOCAL "OIL LOW PRESS" F
ALERT DURING ENGINE 2 SHUT-DOWN
HIGH FLIGHT IDLE F F
IDLE GATE CTL F F
IDLE GATE
IDLE GATE AMBER ALERT F
ENGINE START START IND LIGHTS F F
Mod : 4169 + (4237 or 4238)
MFC 1.01.10
P6 080
GENERAL JUN 97
AA
MODULE
SYSTEM FUNCTION
1A 1B 2A 2B
ENGINE 1 DE (OR ANTI) ICING F F
F F
ENGINES
ENGINE 2 DE (OR ANTI) ICING

ENGINE 1 DE (OR ANTI) ICING FAULT F F
ENGINE 2 DE (OR ANTI) ICING FAULT F F
AIRFRAME DE-ICING (BOOTS A) F F
ICE AND RAIN PROTECTION
AIRFRAME
AIRFRAME DE-ICING (BOOTS B) F F

AIRFRAME DE-ICING FAULT F F
MODES AUTO. SEL. F F
PROP 1 ANTI-ICING F F
PROPELLERS
PROP 2 ANTI-ICING F F
PROP 1 ANTI-ICING FAULT F F
PROP 2 ANTI-ICING FAULT F F
LEFT SIDE WINDOW ANTI-ICING PWR SPLY F F
WINDOWS
RIGHT SIDE WINDOW ANTI-ICING PWR

SPLY
LEFT SIDE WINDOW ANTI-ICING FAULT F F
DETECTION
RIGHT SIDE WINDOW ANTI-ICING FAULT F
DETECTION
AAS (IND) F
LANDING GEAR CONTROL F F
CENTRAL PRIMARY RED UNLK IND F
GEAR
PANEL PRIMARY DOWNLOCK IND F F

OVERHEAD SECONDARY RED UNLK IND
PANEL SECONDARY DOWNLOCK IND
LDG GEAR NOT DOWN" WARNING F F
BRAKE OVERTEMP ALERT (L/H) F
BRAKE OVERTEMP ALERT (R/H)
BRAKE OVERTEMP TEST
LANDING
WEIGHT ON WHEELS (SYSTEM 1) F

WEIGHT ON WHEELS (SYSTEM 2) F
NOSE WHEEL STEERING F F
Mod : 4050
SEP 13
R
MFC 1.01.10
P7 500
GENERAL APR 08
AA
MODULE
SYSTEM FUNCTION
1A 1B 2A 2B
EXTENSION AND ASYM PROTECTION
RETRACTION AND ASYM PROTECTION
RED “FLAPS UNLK” WARNING F F
FLAPS
AMBER “FLAP ASYM” ALERT F F

IN FLIGHT INHIBITION OF FLAPS UNLK F
TEST (MAINTENANCE)
ASYM TEST (MAINTENANCE) F F F F
STICK PUSHER
FLIGHT CONTROL
STICK PUSHER INHIBITION F F

WARNING
STALL
STICK PUSHER/SHAKER FAULT IND F F

STALL WARNING F F
STICK SHAKER F F
STICK PUSHER TEST F F F F
WHOOLER F F
PITCH
TRIM
PITCH TRIM ASYM WARNING F F

RELEASABLE CENTERING UNIT AUTO F F
TLU RUDDER
DISCONNECT DURING YAW TRIM ACTION

TRIM
OR YAW DAMPER ENGAGEMENT
TRAVEL LIMITATION UNIT AUTOMATIC F F

CONTROL INDICATION
BLUE HYDRAULIC PUMP (CTL) F F
HYDRAULIC
GREEN PUMP LO PR INDICATION F
AURAL ALERTS F F
MASTER WARNING AND MASTER F F
CAUTION
CCAS AMBER ALERTS ON CAP F F
RED “CONFIG” “ENG OIL” “PROP BRK” F F
ALERTS ON CAP
RED “FLAPS UNLK” ALERT ON CAP F F
Model : 212A
MFC 1.01.10
P8 500
GENERAL SEP 13
AA
MODULE
SYSTEM MODEL FUNCTION
1A 1B 2A 2B
PACK 1 F F
PACK 1 FAULT IND F F
PACK 2 F F
PACK 2 FAULT IND F F
GND TURBO FAN 1 F
GND TURBO FAN 2 F
OUTFLOW VALVE AUTO OPENING F
AIR ALL AFTER LANDING
R OVBD VALVE PWR RLY CTL F
OVBD VALVE FAULT IND F
X VALVE F
UNDER FLOOR VALVE PWR RLY CTL F
EXTRACT FAN F
EXTRACT FAN SHUT DOWN RLY F
COMMAND
CARGO DOOR UNLK IND F
CARGO DOOR CTL F
DOORS 102 or 202 or 212 EMER HATCH UNLK IND F
FWD COMPT DOOR UNLK IND F
CARGO DOOR CTL PANEL F F
Model : 212A
MFC 1.01.10
P 10 100
GENERAL JUN 97
AA
10.5 LATERAL MAINTENANCE PANEL

The right side maintenance panel includes a readout display for failures of systems
linked to MFC.
Recording of these failures is performed by the MFC 1A module.

1 "BITE LOADED" Magnetic indicator.
Indicates that a failure has been recorded by the maintenance system.
2 SYSTEM SELECTOR switch
Normally placed in NORM FLT position (in all other positions the "MAINT PNL" light
comes on amber on CAP).
During maintenance operations, enables the various systems to be selected, in
order to consult the failures which have affected the system involved.
3 BITE ADVISORY DISPLAY (Failure Display)
Indicates, through illuminated lights, the code of the failure recorded (the
combinations of illumination of these four lights enable up to 14 failures per system
to be coded : the code/failure relationships are given in the following pages).
4 PTA/ERS pb
- when a system is selected, PTA function (Push To Advance) enables recorded
failures to be run on the failure display. FFFF code indicates the end of the list for
the selected system.
- when ERS position is selected :
D If PTA/ERS pb is pressed in for less than 2 seconds, ARINC test is performed
and "-FF-" code is displayed if successfull.
D If PTA/ERS pb is pressed in for more than 5 seconds, system memory is erased
and "F--F" code is displayed during erasing.
5 TEST pb
Used to check operation of the BITE LOADED magnetic indicator.
When pressed for more than 3 s. the magnetic indicator is activated.
6 CONNECTOR OUTLET
Enables the optional MTS (Maintenance Test Set) system to be connected.
Mod. : 4457
MFC 1.01.10
P 11 001
GENERAL SEP 06
AA
R For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000
MFC 1.01.10
P 12 001
GENERAL SEP 06
AA
R LEFT INTENTIONALLY BLANK

MFC 1.01.10
P 13 001
GENERAL SEP 06
AA

MFC 1.01.10
P 14 001
GENERAL SEP 06
AA

MFC 1.01.10
P 15 001
GENERAL SEP 06
AA

MFC 1.01.10
P 16 001
GENERAL SEP 13
AA
LEFT INTENTIONALLY BLANK

OCT 08
ADVISORY lights (level 1)

CCAS 1.02.10
P7 100
GENERAL JUL 00
AA
10.3 OPERATION
NORMAL OPERATION
WITHOUT AIRCRAFT SYSTEM FAILURE

After engines start :
No alert light illuminated in the cockpit except PRK-BRK on the CAP if the parking
brake is set.
Before take off :
Press TO CONFIG TEST
- if aircraft is in correct configuration, no light will illuminate.
- if aircraft is not in correct configuration :
- MW light will flash red,
- CRC aural will be generated,
- CONFIG red light will illuminate on the CAP associated with
D FLT CTL when pitch trim, and/or wing flaps are not in the TO configuration and/or
AIL LOCK is illuminated indicating a disagree between the gust lock control and
the actuators.
D ENG when PWR MGT is not set to TO position.
D the TLU FAULT lt if the Travel limiting unit is not in LO SPD configuration.
Press TO pb on CAP, INHI light illuminates blue. Take off may be initiated.
At gear retraction, inhibition is disengaged, INHI light extinguishes.
Before starting descent :
Press RCL pb on CAP.
No light will illuminate on CAP provided no failure occured in flight.
OVERSPEED ALERT
When the aircraft is in overspeed conditions (VMO, VFE, VLE), a specific aural alert
is generated which will persist until return into the following flight envelope is
performed.
ALERTS VFE VLE VMO

Flaps 0° 180 kt 250 kt
Flaps 15° 180 kt
Flaps 30° 145 kt
R Mod : 4373 or 8167

CCAS 1.02.10
P8 500
GENERAL APR 08
AA
STALL ALERT
To generate this alert (cricket and stick shaker), aircraft is fitted with two angle of
attack probes, one on each side of the forward fuselage.
Angle of attack probe information is directly processed by CCAS.

Critical angle of attack detected by angle of attack probes leads to aural alert (cricket),
stick shaker activation, and then stick pusher activation.
In normal conditions, stick shaker and stick pusher triggering thresholds are
elaborated by adding a ”nα” value to angles of attack corresponding to the basic
protections. nα depends on engine 1 and engine 2 torques and flaps configuration.
Engine 1 torque signal is processed by MFC 1A and engine2 torque signal is
processed by MFC 2A. So, two nα are computed, but only the longer one is
considered.
The monitoring system uses:

- a microswitch signal on PL handles
- both EECs
- the four MFC modules
The failure of one of these elements invalids the associated nα.

If a nα is invalidated, the system takes into accourt the other one. If both nα are
invalidated, system choses nα = 0.
Note : System operation goes unnoticed for the crew.
AIRCRAFT CRITICAL ANGLE OF ATTACK

ALERT and STICK STICK PUSHER
SHAKER ACTIVATION ACTIVATION
FLAPS 0° FLAPS 15° FLAPS 30° FLAPS 0° FLAPS 15° FLAPS 30°
HIGH POWER 10.9° 10.9° 9.9° 13.4° 14.1° 12.8°
LOW POWER 10.9° 10.9° 10.4° 13.4° 14.1° 14.3°
R Model : 212A
CCAS 1.02.10
P9 200
GENERAL JUL 01
AA
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall threshold
as follows :
Notes : - During and after Take-off the icing AOA stall alert threshold is initially 9,7_
R and change over to EN ROUTE values occurs, when 10 mn have elapsed after
lift off or when flaps are retracted to 0 whichever occurs first.
- Stall alarm alert and shaker are inhibited when aircraft is on the ground
- Stick pusher activation is inhibited :
S on ground
R S during 10 seconds after lift off
S in flight, provided radio altimeter is operative, when the aircraft descends
below 500 ft.
- If radio altimeter gives an erroneous < 500 ft" signal meanwhile IAS > 185 kt for
more than 120 seconds (cruise), STICK PUSHER FAULT amber light will come
on to notify the crew that stick pusher is inhibited.
Eng. : PW 127
CCAS 1.02.10
P9 500
GENERAL APR 08
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall

threshold as follows :
AIRCRAFT CRITICAL ANGLE OF ATTACK

ALERT and STICK STICK PUSHER
SHAKER ACTIVATION ACTIVATION
FLAPS 0° FLAPS 15° FLAPS 30° FLAPS 0° FLAPS 15° FLAPS 30°
TAKE OFF 8.0° 8.4° 10.6° 10.9°
EN ROUTE 8.0° 8.4° 7.7° 10.6° 10.9° 10.8°
Notes - EN ROUTEvalues occurs, when 10 mn have elapsed after lift off or when flaps
are retracted to 0 whichever occurs first.
- Stall alarm alert and shaker are inhibited when aircraft is on the ground
- Stick pusher activation is inhibited :
• on ground
• during 10 seconds after lift off
• in flight, provided radio altimeter is operative, when the aircraft
descends below 500 ft.
- If radio altimeter gives an erroneous ”< 500 ft” signal meanwhile

IAS > 185 kt for more than 120 seconds (cruise), STICK PUSHER
FAULT amber light will come on to notify the crew that stick pusher is
inhibited.
R Model : 212A
CCAS 1.02.10
P 12 200
GENERAL SEP 06
AA

On LH maintenance panel, a “WARN” section allows testing, on ground, of several
warnings which cannot be tested on their own system.
This section includes :
- a rotary selector to select the system to be tested ;
- a Push To Test (PTT) pushbutton to activate the selected test.
Note : The rotary selector must be replaced in NORM FLT position before flight.
WARN SECTION
Model : 102-- 202-- 212-- 212A

CCAS 1.02.10
P 13 200
GENERAL SEP 06
AA
R ROTARY selector
R System which can be tested :
R - EXCESS CAB ∆P : MW, CRC, “EXCESS CAB ∆P” red light on CAP
R - LDG GEAR NOT DOWN : MW, CRC, “LDG GEAR NOT DOWN” red light on CAP,
R red light in landing gear lever.
R - PITCH DISCONNECT : MW, CRC, “PITCH DISCONNECT” red light on CAP
R - EXCESS CAB ALT : MW, CRC, “EXCESS CAB ALT” red light on CAP
R - SMK : MW, CRC, “FWD SMK”, “AFT SMK”, and “ELEC SMK” red lights on CAP
R - VMO: clacker
R - STICK PUSHER SHAKER - YES :
R S Stall cricket and both stick shakers are activated
R S After 5 seconds, GPWS FAULT illuminates amber on CAP *
R S After 10 seconds : - CHAN 1, CHAN 2 illluminate
R - Stick pusher is activated
R - Stick pusher indicators illuminate green
R S Select WARN rotary selector to NORM FLT
R S Monitor : - STICK PUSHER lights OFF
R - C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in.
- STICK PUSHER SHAKER - TEST 1 :
S Stall cricket and left stick shaker are activated
S After 5 seconds :
R - GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S Stall cricket and right stick shaker are activated
S After 5 seconds :
R - GPWS FAULT illuminates amber on CAP *
- MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber
S CHAN 1, CHAN 2 illuminate
S Stall cricket and both stick shakers are activated
R S After 5 seconds, GPWS FAULT illuminates amber on CAP *
R * only when Enhanced GPWS not installed
Note : If ICING AOA is illuminated :
- YES procedure is the same.
- Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate
- Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate
- Test 3 procedure is the same except that stick pusher is activated in the
same time as shakers.
“CHAN” lights
Illuminate green to check the two angle of attack channels for correct operation.
Model : 102-- 202-- 212-- 212A

CCAS 1.02.10
P 14 200
GENERAL JUN 97
TEST PUSH-BUTTON
- After having selected a system with the rotary selector, use the PTT pb to
activate the test.
- As soon as a test is initiated, MAIN PNL will come on amber on CAP.
R Model : 102-202-212-212A
080
JUN 97
Mod : 3973 or 4371 or 4457

AIR 1.03.10
P 3/4 080
GENERAL JUN 97
AA
SCHEMATIC
ROFA–01–03–10–003–A080AA
Mod. : 3973 or 4371 or 4457

AIR 1.03.20
P2 050
PNEUMATIC SYSTEM JUN 97
AA
CROSSFEED
The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH air
bleed systems.
R - On the ground, it is always open except when both engines are running and propeller
brake is disengaged.
R - In flight, the crossfeed valve is normally closed.
This is a spring loaded closed, solenoid controlled, pneumatic shut off valve. The valve is
closed with solenoid deenergized.
LEAK DETECTION SYSTEM

A continuous monitoring system is installed in order to detect overheat due to duct
leakage and to protect the structure and components in the vicinity of hot air ducts:
- Wing leading edge and wing to fuselage fairing.
- Upper and lower fuselage floor,
- Air conditioning pack area.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major
part of the high temperature ducts to collect and direct leaking air to the sensing
elements.
The sensing system includes two single loop detection assemblies, one for the RH and
one for the LH air duct systems.
The sensing elements comprise a control lead (nickel wire) embedded in an insulating
material and are integrated in an inconel tube connected to aircraft ground.
Each sensing element is permanently subjected to the temperature of the compartment
it protects. For any temperature higher than a preset value : 124_C (255_F) applied to a
part of the sensing element, the resistance of the eutectic mixture rapidly decreases and
the central lead is grounded. This results in an alert signal processed in a control unit
which triggers illumination of LEAK It. After one second time delay, the associated pack
valve, HP valve and BLEED valve (and GRD X FEED valve if the left loop is affected) are
automatically latched closed.
Note : In case of LEAK, the crew must consider the associated bleed system as
inoperative for the rest of the flight.
OVERHEAT CONTROL SYSTEM
This system includes switches (thermal resistances) which are installed on the engines,
near the HP compressors exit.
These switches, which are duplicated for safety, ensure that the bleed valve and the
bleed air shut-off valve are closed whenever any abnormal over temperature conditions
occur. They operate at 274_C (525_F) and are controlled by the MFC.
Note : In case of OVHT, the associated bleed system may be recovered after a cooling
time.
PROPELLER CONDITION CONTROL (PNEUMATIC ACTUATORS)
Pneumatic actuators are provided to set automatically CL to MAX RPM position when
associated PL is beyond 56_ PLA and associated PWR MGT set on TO position.
Mod: 3037
AIR 1.03.20
P1 070
PNEUMATIC SYSTEM DEC 97
20.1 DESCRIPTION (See schematic p. 7/8)
Compressed air is bled from the engine compressors at the LP or HP stages.

The pneumatic system consists of all the systems designed to supply air to the
various aircraft systems, zones or engines, with associated control, monitoring and
indicating components. It supplies under pressure air for air conditioning,
pressurization and ice protection system.
A protection against overheat due to possible leakage around the hot air ducts is
provided.
AIR BLEED
- Air conditioning and pressurization
The system is designed to :
select the compressor stage from which air is bled, depending on the pressure
and/or temperature existing at these stages.
regulate air pressure in order to avoid excessive pressures
Air is generally bled from the low compressor stage (LP). At low engine speed when
pressure from LP stage is insufficient, air source is automatically switched to the high
compressor stage HP. (This may occur on ground and during descent at F.I.).
Transfer of air is achieved by means of a pneumatically operated and electrically
controlled butterfly valve, (HP valve) which remains closed in absence of electrical
supply :
when the HP valve is closed, air is directly bled from the LP stage through LP
bleed air check valves.
when the HP valve is open, the HP air pressure is admitted into the LP pneumatic
ducting and closes the check valves ; air is therefore bled from HP stage only,
without any recirculation into the engine.
- Wing and engine de-icing.
Air is bled from the HP compressor stage. Transfer of air is achieved through a
pressure regulating valve which is electrically controlled.
ISOLATION
Downstream of the junction of the LP and HP ducting, air is admitted into the duct by
a pneumatically operated, electrically controlled butterfly bleed valve which acts as a
shut off valve. It includes a single solenoïd which locks the valve closed when
deenergized. The bleed valve automatically closes in the following cases :
- Bleed duct OVHT
- Bleed duct LEAK
- Actuation of associated ENG FIRE handle
- Engine failure at T0 (UPTRIM signal)
- PROPELLER BRAKE selected ON (for left bleed valve only).
In the absence of air pressure, the valve is spring-loaded closed regardless of
electrical power supply.
Note : During a starting sequence, the bleed valves opening is inhibited.
Mod. : 4457
AIR 1.03.20
P2 150
PNEUMATIC SYSTEM JUN 97
AA
CROSSFEED
The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH air
bleed systems.
R - On the ground, it is always open except when both engines are running and propeller
brake is disengaged.
R - In flight, the crossfeed valve is normally closed.
This is a spring loaded closed, solenoid controlled, pneumatic shut off valve. The valve is
closed with solenoid deenergized.
LEAK DETECTION SYSTEM

A continuous monitoring system is installed in order to detect overheat due to duct
leakage and to protect the structure and components in the vicinity of hot air ducts:
- Wing leading edge and wing to fuselage fairing.
- Upper and lower fuselage floor,
- Air conditioning pack area.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major
part of the high temperature ducts to collect and direct leaking air to the sensing
elements.
The sensing system includes two single loop detection assemblies, one for the RH and
one for the LH air duct systems.
The sensing elements comprise a control lead (nickel wire) embedded in an insulating
material and are integrated in an inconel tube connected to aircraft ground.
Each sensing element is permanently subjected to the temperature of the compartment
it protects. For any temperature higher than a preset value : 124_C (255_F) applied to a
part of the sensing element, the resistance of the eutectic mixture rapidly decreases and
the central lead is grounded. This results in an alert signal processed in a control unit
which triggers illumination of LEAK It. After one second time delay, the associated pack
valve, HP valve and BLEED valve (and GRD X FEED valve if the left loop is affected) are
automatically latched closed.
Note : In case of LEAK, the crew must consider the associated bleed system as
inoperative for the rest of the flight.
OVERHEAT CONTROL SYSTEM
This system includes switches (thermal resistances) which are installed on the engines,
near the HP compressors exit.
These switches, which are duplicated for safety, ensure that the bleed valve and the
bleed air shut-off valve are closed whenever any abnormal over temperature conditions
occur. They operate at 274_C (525_F) and are controlled by the MFC.
Note : In case of OVHT, the associated bleed system may be recovered after a cooling
time.
Mod: 3037 + (3973 or 4371 or 4457)

AIR 1.03.20
P 2A 100
PNEUMATIC SYSTEM JUL 00
AA
LEAK DETECTION SYSTEM (See page 2)

The maximum sensing element temperature is 153°C (307°F) instead of 124°C
(255°F).
Mod : 4584
AIR 1.03.20
P3 100
PNEUMATIC SYSTEM JUL 00
À ENG BLEED pbs

Controls the associated HP valve and BLEED valve.
ON (pb pressed in) associated HP and bleed valves solenoids are energized. The
valves will open if pressure is available.
OFF (pb released) associated HP and bleed valves are closed. OFF light
illuminates white.
FAULT The light illuminates amber and the CCAS is activated when the bleed valve
position disagrees with the selected position, this especially occurs in case of
leak or overheat.
Á OVHT light
The light illuminates amber and the CCAS is activated when either of the respective
bleed duct dual overheat sw operates (T > 274 ºC/525 ºF).
Â LEAK Light
The light comes on amber and the CCAS is activated when respective bleed leak
detection system signal an alert (T loop > 153 ºC/307ºF).
Ã X VALVE OPEN light
The light illuminates amber when the GRD X FEED valve is open.
Mod 4584
100
JUL 00
153°C/307°F)
Mod 4584
JUL 00
T LOOP T LOOP
060
JUL 00
T LOOP T LOOP
ROFA–01–03–20–007–A060AA
Mod : 3973 or 4371 or 4457

AIR 1.03.30
P1 200
AIR CONDITIONING APR 08
AA
30.1 DESCRIPTION
See schematics p. 13/14 and p. 15/16)
AIR PRODUCTION
The air conditioning system is supplied by air processed through two packs which regulate air
flow and temperature as required (see page 13/14). The two packs are installed in the main
landing gear fairings and operate automatically and independently.
The left pack supplies the cabin and the cockpit air conditioned ; the right pack supplies only
the cabin air conditioned.
Note : If one pack is inoperative, the other one supplies both compartments through the
mixing chamber, (see page 15/16).
Hot air from the engines is admitted through pack valves and conditioned (cooled, dried,
compressed) into the packs.
The pack valve is pneumatically operated and electrically controlled. This butterfly valve has
two functions :
- Pack shut off
- Pressure control and hence flow control. Normal or high flow are available. The selection of
the high flow mode increases the pack entrance pressure resulting in conditioning
performance improvement.
Without air pressure and regardless of electrical command, the pack valve is spring-- load
closed. It will also close without electrical supply.
Note : Pack valves will be automatically closed in case of leak detection.
cooling of air is performed :
- by two ground turbo fans through turbo shut off valves when :
. IAS  150 kt and landing gear is retracted for less than 10 min.
Note : In case of ENG OIL LOW PRESS, the turbo fan starts on the opposite side
and is running as long as IAS  150 kt and regardless of landing gear position.
. IAS  150 kt and landing gear is extended.
- by ram air when IAS > 150 kt.
Note : Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve
R Eng. : PW127 - PW127F - PW127M

AIR 1.03.30
P2 030
AIR CONDITIONING JUL 98
AA
AIR VENTILATION
Conditioned air is blown into the cabin by outlet ramps located under the hot racks
R through two electrical isolating valves (CAB VENT). It is then evacuated through guides
along the cabin side walls at floor level. A part of it is recirculated by the fans, the other part
being evacuated overboard through the outflow valves installed in the rear under floor.
The toilet is ventilated by differential pressure through a vent line.
R Mod : 2595 or 4511

JUN 97
R Model : 102-202-212-212 A
SEP 04
R FLT COMPT CABIN

SEP 10
R Low speed to High speed

200
JUN 97
R Model : 102-202-212-212 A
200
JUN 97
200
JUN 97
R Model : 102-202-212-212 A
200
JUN 97
R Model : 102-202-212-212 A
AIR 1.03.30
P 10 030
AA

ELECTRICAL SUPLLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
LH SIDE
Pack valve DC ESS BUS
(on lateral panel PACK VALVE)
Recirculation fan DC UTIL BUS 1
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel PACK and RECIRC FAN
CAUTION)
FLT COMPT DC ESS BUS
automatic temperature control (on lateral panel AUTO)
FLT COMPT Manual DC ESS BUS
temperature control (on lateral panel MAN)
RH SIDE
Pack valve DC ESS BUS
(on lateral panel PACK VALVE)
Recirculation fan DC UTIL BUS 2
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel PACK and RECIRC FAN
CAUTION)
Automatic temperature control DC ESS BUS
(on lateral panel AUTO)
Manual temperature control DC ESS BUS
(on lateral panel MAN)
Compartment and duct DC BUS 1
temperature ind. (on lateral panel COMPT and DUCT
TEMP
IND)
TURBO FAN SHUT OFF DC BUS 1
VALVE 1 CTL (On lateral panel)
TURBO FAN SHUT OFF DC BUS 2
VALVE 2 CTL (On lateral panel)
R Isolating valves (CAB VENT) DC ESS BUS
(on lateral panel)
R Mod : 2595 or 4511

AIR 1.03.30
P 15/16 030
AA
R Mod : 2595 or 4511

SEP 04
R Note : Only for models 101-201-211

Pressuriation AUTO MODE will be inhibited in flight in case on UNLOCKED DOOR alert
on ground
SEP 13
R
AIR 1.03.40
P8 001
PRESSURIZATION SEP 06
R
AFCS 1.04.10
P1 001
GENERAL JUL 98
AA
10.1 DESCRIPTION (See schematic p 11/12)
The aircraft is provided with an automatic flight control system. It achieves :

• Autopilot function and/or yaw damper (AP and/or YD)
• Flight director function (FD)
• altitude alert
Main components are :
• one computer
• one control panel
• one advisory display unit (ADU)
• three servo-actuators (one for each axis).
The computer receives data from the two Air Data computers (ADC), the two Attitude
R and Heading Reference Systems (AHRS), the two SGU, the radio-altimeter , the GPS
R (if installed) and from some sensors.
It generates commands to the flight control actuators and to the FD bars.
Dual microprocessor architecture and digital servo-monitoring technique are used to
provide an adequate safety level.
COMPONENT LAYOUT
1 AFCS advisory display, control box and computer (cockpit and electronic rack).
2 Yaw and pitch servo actuators.
3 Roll servo actuator.
AFCS 1.04.10
P9 070
GENERAL JUN 97
AA

ELECTRICAL SUPPLY
DC BUS SUPPLY AC BUS SUPPLY
EQUIPMENT
(C/B) (C/B)
AP/FD computer DC EMER BUS - Nil -
+ YD DISC circuit (on overhead panel CMPTR)
+ control box
+ GUIDANCE"
indication (*)
ADU DC STBY BUS - Nil -
(on overhead panel ADU)
Servo controls DC STBY BUS - Nil -
(on overhead panel SERVO)
AP OFF lights DC ESS BUS - Nil -
+ AP DISC circuit (on overhead panel WARN)
(*) if installed
MFC LOGIC
See chapter 1.01.
Mod. : 4366
AFCS 1.04.20
P2 050
AUTO PILOT/YAW DAMPER JUL 01
AA
MANUAL DISENGAGEMENT
- Action on the AP pb on the control panel, or quick disconnect pb on each control
column, or GA mode activation, or STBY or NORMAL pitch trim switch activation or
effort on control column disengage the AP function without disengaging the YD
function. The AP white arrows extinghish, the AP OFF It illuminates red and the
cavalry charge" aural warning is generated.
On the ADU, the RESET pb illuminates amber and the AP DISENGAGED" message
is displayed in amber on the second line. Action on the RESET pb or quick disconnect
pb clears the warnings and message.
Note : If a failure occurs, the PITCH TRIM FAIL", PITCH MISTRIM" or AILERON
MISTRIM" message is displayed on the ADU.
The crew has to disengage AP and manually fly the aircraft.
- Action on the YD pb on control panel or an effort on pedals disengages the YD and AP.
The AP and YD white arrows extinguish. The AP OFF" It illuminates red and the
cavalry charge" aural waning is generated. On the ADU, the RESET" pb illuminates
amber and the AP/YD DISENGAGED" message is displayed in amber on the second
line. Action on the RESET pb or the quick disconnect pb clears the warnings and
message.
AUTOMATIC DISENGAGEMENT
The warnings and messages are the same as those which occur in case of manual
disengagement but AP OFF" light and AP" or AP/YD DISENGAGED" message are
flashing. Action on RESET" pb clears warnings and messages.
R Note : If PITCH TRIM ASYM It illuminates on central panel, AP automatically disengages
and cannot be reengaged.
AP/YD MONITORING RECOVERY

When a monitored failure is detected, AP and/or YD is disengaged. If the pilot clears
messages displayed on ADU (by using RESET pb) the FGC will attempt a monitor
recovery". The AP/YD can be once again engaged.
If initial failure condition still exists, AP/YD is disengaged again.
Conditions which will inhibit all recovery attempts are :
- Loss of AP, YD and AFCS controls panel.
- Trim inoperative monitor failures
- Any APP mode
- GA mode
- LOC or BC modes
Mod : 3608
COMMUNICATIONS 1.05.00
P1 030
CONTENTS SEP 02
AA
1.05.00 CONTENTS
1.05.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
10.4 SCHEMATIC
1.05.20 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
20.1 DESCRIPTION
20.2 CONTROLS
20.3 OPERATION
R Mod : 3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259

GENERAL
P2 020
GENERAL JUL 00
AA
VHF COMMUNICATION SYSTEM

Two systems are provided.
Each system has its own transceiver to provide communications on more than 2000
channels from 118.000 to 136.975 MHz with 8.33 KHz spacing, and is controlled by a VHF
control box with dual channel selection.
ROFA-01-05-10-02-020
In case of audio control panel loss, two AUDIO SEL pbs allow to select one VHF on each
side.
Mod : 4928 or 5007

P3 070
GENERAL JUL 99
AA
INTERPHONE SYSTEM
- To interconnect all stations (ground crew stations + cockpit + cabin attendant) :
D Depress INT transmissions key
D Use PTT pbs
- Cockpit crew interphone
Using boom set or oxy mask :
D Set the RAD/INT selector on "INT" position without use of PTT pb or,
D Set the PTT selector (control wheels) in the forward position regardless of the
RAD/INT selector position
- To call cabin attendant from the cockpit (see 1.05.10 p 9)
D Depress the ATTND pb (overhead panel) for a normal call, or press the ATTND
pb three times successively for an emergency call.
A single chime (or three for an emer call) is generated in the cabin and the CAPT white light
illuminates on the cabin attendant panels. As soon as the cabin attendant selects "INT",
the CAPT It extinguishes.
- To call cockpit from cabin attendant station
D Depress INT pb (besides the hostess panel) for a normal call or press the EMER pb
for an emergency call.
Associated ATTND light illuminates on overhead panel and a door bell is generated by
the MFC. By pressing RESET, both visual and aural calls will be cancelled.
- To call the ground crew from the cockpit (see 1.05.10 p 9)
D Depress MECH pb (overhead panel)
A horn call is generated in the nose gear bay.
- In case of ground crew call
MECH pb illuminates blue on overhead panel and a door bell is generated by the
MFC. By pressing RESET, both visual and aural calls will be cancelled.
PASSENGER ADDRESS SYSTEM
The passenger address system allows the crew and the cabin attendant to make
announcements to the passengers. Passenger address system also generates single
chime sound in the cabin. The passenger address system is connected to :
- The RCAU which allows the cockpit crew to make announcements to the
passengers by selecting PA key on audio control panel.
- The cabin attendant handset
- The cabin attendant call pb distributed in the cabin for the passengers
- The cabin attendant call pb in the cockpit
- The NO SMOKING/FASTEN SEAT BELTS controls
- The cockpit voice recorder
- Loudspeakers distributed in the cabin (one of them being installed in the toilet)
DISTRIBUTION OF AURAL ALERTS
Generated by CCAS (refer to chapter 1.02)
Generated by GPWS (refer to chapter 1.15)
Generated by TCAS (when installed, refer to 1.05.20)
Mod : 5017 or 5018 or 8214 or 8215

P5 020
GENERAL JUL 00
AA
ROFA-01-05-10-005-020
À ON/OFF and volume knob

Energizes the control box and the associated VHF. SQ OFF position disables the
receiver squelch circuit.
Á Channel selector
In normal use, controls the preset channel display :
- an outer knob is used for selection of numbers left of the decimal point
- an inner knob is used for selection numbers right of the decimal point
Â Channel display
The active channel is displayed on the first line.
The preset channel is displayed on the second line.
Annunciators are displayed on both lines.
Ã XFR/MEM switch
This is a three positions spring loaded toggle switch.
- NEUTRAL
- XFR : exchanges preset and active channel.
- MEM : successive actions cycle the six memory channel through the display.
Mod : 0043 + (4928 or 5007)

P6 020
GENERAL JUL 00
AA
Ä STO button
Allows entering six channels in the memory .When depressed, the upper window
displays the channel number of available memory (CH1 to CH6).For 5 seconds,the
MEM swith may be used to advance through the channel numbers.
Push the STO button a second time enters the preset channel.
Å ACT button
Allows to change the active channel .When depressed, second line displays dashes,
and first line can directly be tuned from channel selector.
Returns to the initial configuration when depressed a second time.
Æ TEST button
Is used to initiate the radio self-test diagnostic routine.
Ç Annunciators
Three types of messages can appear in this location.
MEM illuminates when a preset channel is being displayed on the second line.
RMT illuminate when the VHF is remotely tuned (by an FMS e.g.)
TX illuminates when the VHF is transmitting.
È Compare annunciator
ACT signal illuminates when channels are being changed.
ACT flashes if the actual channel is not identical to the channel in the active channel
display.
É Light sensor
Automatically controls the display brightness.
CAUTION: Untimely squelch triggering may accur on the following channels
124.990 , 128.390 , 128.400 , 129.990 and 134.990 without disturb emission and
reception.
Mod : 0043 + (4928 or 5007)

P7 110
GENERAL OCT 08
AA
ATC CONTROL BOX
(1) - Power and mode switch

OFF ATC control box and transceiver are deenergized.
STBYATC system is under power, but does not transmit replies.
ON ATC Transponder replies to both Mode A and Mode C interrogations but without
flight level information.
ALT Normal operating position. Transponder replies with flight level information.
(2) - Code display
Display selected code.
(3) - Code select knobs
- Outer knob controls the two left-- hand digits.
- Inner knob controls the two rigth-- hand digits.
(4) - IDENT button
When depressed, causes the transponder to transmit “IDENT” signal.
(5) - Annunciators
- TX is displayed when the ATC replies to an interrogation.
- .RMT is displayed when the ATC is remotely tuned.
(6) - ACT Compare annunciator
ACT is displayed during code changes.
ACT flashes when the actual reply code is not identical to the code shown in the active
code display.
(7) - PRE button (Preset)
Push and hold the PRE button while turning the code select knobs to select a preset code
for storage.
The stored code can be recalled by momentarily pressing the PRE button again.
(8) - Test button
Press the TEST button to initiate the radio self test routine.
(9) - Photo cell
R (10) - Switch 1/2 (if applicable)
Selects either of two transponders that may be controlled by the control box.
R Mod : 0043
OCT 08
R RAD PTT SW on NOSE WHEEL STEERING CONTROL

R HANDWHEEL
P7 200
GENERAL OCT 08
AA
ATC CONTROL BOX

ON ATC Transponder Mode S replies to both Mode A and Mode C interrogations but
without from ground or air.
(2) - Code display
Display selected code.
- Outer knob controls the two left-- hand digits.
(4) - IDENT button
(5) - Annunciators
- .RMT is displayed when the ATC is remotely tuned.
ACT is displayed during code changes.
ACT flashes when the actual reply code is not identical to the code shown in the active
code display.
Push and hold the PRE button while turning the code select knobs to select a preset code
for storage.
The stored code can be recalled by momentarily pressing the PRE button again.
(8) - Test button
(9) - Photo cell
R Mod : 3329 or 3360

OCT 08

R HANDWHEEL
P7 250
GENERAL OCT 08
AA
ATC CONTROL BOX

ON ATC Transponder Mode S replies to both Mode A and Mode C interrogations but
without from ground or air.
FID Elementary Surveillance. Flight IDentification (FID) display and selection.
(2) - ATC Code and FID Display
Display selected ATC code and Flight ID.
ATC : - Outer knob controls the two left-- hand digits.
FID : - Outer knob selects digits.
- Inner knob controls digits.
(4) - IDENT button
(5) - Annunciators
- RMT is displayed when the ATC is remotely tuned.
ACT is displayed during code changes. ACT flashes when the actual reply code is not identical
to the code shown in the active code display.
Push and hold the PRE button while turning the code select knobs to select a preset code for
storage. The stored code can be recalled by momentarily pressing the PRE button again.
(8) - Test button
(9) - Photo cell
R Mod : 5487
OCT 08

R HANDWHEEL
P 10 050
GENERAL SEP 10
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry
door and the toilet door. The antenna is located in the fairing ahead of the stabilizer
fin. This system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243
MHz and 406 MHz when deceleration exceeds 5 g (X MIT
ALERT It illuminates amber).
MAN allows commanded operation (X MIT ALERT It illuminates
amber).
AUTO TEST RST is used in case of undue alert (resert), or to test the
emergency beacon. Two cases are possible for the test :
R ELT96A / ELT97A ELT ADT 406

R Correct = X MIT ALERT Continuous during 2 Sec Continuous during 10 Sec
R Failure = X MIT ALERT Blinking during 10 Sec Blinking during 10 Sec
CAUTION : The test must not be performed in MAN mode.
Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
after 30 seconds, the mechanical horn is triggered too.
Mod : 4080
P9 070
GENERAL JUL 99
AA
LOUDSPEAKERS VOLUME KNOBS
Communication reception over cockpit loudspeakers is controlled by an individual

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

NORM (pb depressed) RCAU functions normally.
FAULT illuminates amber and the CCAS is activated when when an associated RCAU
processing board failure or power loss is detected.
ALTN (pb released) affected crew station is connected directly to :
VHF 1 if CAPT station is affected or VHF 2 if F/O station is affected.
Volume is adjusted by affected loudspeaker volume control.
Note : On the affected side PA, interphone and other VHF can not be used any longer.
CALLS PB(s)
See 1.05.10 p 3
Mod : 5017 or 5018 or 8214 or 8215
P 10 050
GENERAL SEP 10
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry
door and the toilet door. The antenna is located in the fairing ahead of the stabilizer
fin. This system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243
MHz and 406 MHz when deceleration exceeds 5 g (X MIT
ALERT It illuminates amber).
MAN allows commanded operation (X MIT ALERT It illuminates
amber).
AUTO TEST RST is used in case of undue alert (resert), or to test the
emergency beacon. Two cases are possible for the test :
R ELT96A / ELT97A ELT ADT 406

R Correct = X MIT ALERT Continuous during 2 Sec Continuous during 10 Sec
R Failure = X MIT ALERT Blinking during 10 Sec Blinking during 10 Sec
CAUTION : The test must not be performed in MAN mode.
Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
after 30 seconds, the mechanical horn is triggered too.
Mod : 4080
P 11 001
GENERAL JUL 98
AA

P 16 001
GENERAL JUN 97
AA

R P1 350
TCAS NOV 11
20.1 DESCRIPTION
The TCAS is an on-- board collision avoidance and traffic situation display system with
computer processing to identify and display potential and predicted collision targets, and
issue vertical resolution advisories on the pilot’s TCAS vertical speed indicator (TCAS
VSI) to avoid conflict. From the transponder replies, TCAS determines relative altitude,
range, and bearing of any aircraft equipped with a mode C or S transponder. From this,
TCAS will determine the threat using standardized algorithms. Outputs from the TCAS
System are voice messages and visual displays on the TCAS VSI’s for Resolution
Advisories (TCAS RA’s) and Traffic Advisories (TCAS TA’s).
The TA is informative and indicates potential threats. The RA displays a threat resolution
in the form of a vertical maneuver if the potential conflict is projected to occur.
Threat aircraft with mode A transponders will not provide altitude information ; therefore
TCAS will not issue resolution advisories for these threats. The TCAS will not detect
aircraft without transponders.
The TCAS is a single system installation consisting of :
- One TCAS processor,
R - two high resolution bearing antennas (one top mounted and one bottom mounted)
- two mode S transponders,
- two modified TCAS VSIs each integrating trafffic advisory display and vertical speed
information,
- one pylon mounted TCAS control box,
- two overhead speakers for voice messages and associated wiring.

P2 200
TCAS NOV 11
AA
20.2 CONTROLS
TCAS CONTROL BOX
1 TCAS rotary selector

Enables TCAS to be set to standby (STBY), automatic (AUTO), or traffic advisories
only (TA ONLY) mode of operation.
STBY : TCAS system is under power, but TCAS functions (intruder visualisation,
Traffic Advisory mode or Resolution Advisory) are not operative.
AUTO : Normal operating mode of the TCAS.
TA only
- Disables the RA mode of operation.
- May be selected but should be used only to prevent unnecessary resolution
advisory when operating near closely spaced parallel runways or in the cases
TCAS could command Climb maneuvers resulting in an unsafe situation for the
aircraft (see limitations on 2.01.05).
Note : - If altitude reporting is off or no valid ModeS transponder is selected,
TCAS will be in standby (RA OFF on TCAS VSI).
- If appropriate, TCAS will automatically go into the TA only mode when the
TCAS equipped aircraft is below the RA descent altitude and in a climb
inhibit configuration.
2 TCAS test function
- The TCAS should be tested by pressing the “TEST” button during cockpit
preparation.
- Use of the self-- test function in flight will inhibit TCAS operation for up to
R 20 seconds depending upon the number of targets being tracked.
R - During the self test, mode S ATC transponder will not transmit.
R Mod : 0043 + (3074 or 3113 or 3625 or 8259 or 3832 or 5146 or 5103 or 6135)
P3 350
TCAS NOV 11
AA
DEFINITIONS
A Advisory
A message given to the pilot containing information relevant to collision avoidance.
B Corrective resolution advisory :
A resolution advisory that advises the pilot to deviate from current vertical speed,
e.g., CLIMB when the aircraft is levelled.
C Intruder
A target that has satisfied the TCAS threat detection logic and thus requires a traffic
advisory.
D Mode S :
Type of secondary surveillance radar (SSR) equipment which provides replies to
mode A and Mode C interrogations and discrete address interrogations from the
ground or air.
E Preventive resolution advisory :
A resolution advisory that advises the pilot to avoid certain deviations from the
current vertical speed because certain vertical speed restrictions exist.
F Proximate traffic :
Nearby aircraft within ±1200 ft and 6NM which are neither an RA nor a TA.
G Resolution advisory (RA) :
Aural and visual information provided to the flight crew to avoid a potential collision.
H Threat :
A target that has satisfied the threat detection logic and thus requires a resolution
advisory.
I Traffic advisory (TA) :
Information given to the pilot pertaining to the position of another aicraft in the
immediate vicinity. The information contains no resolution information.
R Mod : 3074 or 3625 or 8259 or 5146 or 5103 or 6135

P4 350
TCAS NOV 11
AA
20.3 OPERATION
The TCAS provides two levels of threat advisories :

If the traffic gets between 20 and 45 seconds (depending on aircraft altitude) of projected
Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision threat using
the traffic advisory display and the voice message, “TRAFFIC TRAFFIC”. It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 20 and 35 seconds (depending on aircraft altitude), of CPA, it
is considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver using modified TCAS VSI’s and voice
messages to provide adequate vertical separation from the threat aircraft, or prevents
initiation of a maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
A “CLIMB, CLIMB” :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI).
B ”DESCEND, DESCEND” :
(Descend at the rate depicted by the green (fly to) arc.)
C ”MONITOR VERTICAL SPEED” :
Initial preventive RAs (adjust vertical speed to a value within the illuminated green
arc).
D ”MAINTAIN VERTICAL SPEED, MAINTAIN” :
(No crossing maintain rate RAs (corrective))).
E ”MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN” :
(Altitude crossing, maintain rate RAs (corrective)).
F ”CLEAR OF CONFLICT” :
(Range is increasing, and separation is adequate, return to assigned clearance).
G ”CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB” :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Safe separation
will best be achieved by climbing through the threat’s flight path.
H ”ADJUST VERTICAL SPEED, ADJUST” :
(Adjust vertical speed to a value within the illuminated green arc)
I ”DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND” :
(Descend at the rate depicted by the green (fly to) arc on the TCAS VSI) safe
separation will best be achieved by descending through the intruder’s flight path.
R Mod : (3074 or 3113 or 3625) + (5103 or 5146 or 8259 or 6135)

P5 350
TCAS NOV 11
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial
TCAS RA does not provide sufficient vertical separation. The tone and inflexion must
constate increased urgency.
A “INCREASE DESCENT, INCREASE DESCENT” :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received
after “DESCEND” advisory, and indicates additional descent rate required to achieve
safe vertical separation from a maneuvering threat aircraft.
B ”INCREASE CLIMB, INCREASE CLIMB” :
(climb at the rate depicted by the green (fly to) arc on the VSI). Received after “CLIMB”
advisory, and indicates additional climb rate required to achieve safe vertical
separation from a maneuvering threat aircraft.
C ”CLIMB-- CLIMB NOW, CLIMB-- CLIMB NOW” :
(climb at the rate depicted by the green (fly to) arc on the TCAS VSI). Received after a
“DESCENT” resolution advisory and indicates a reversal in sense is required to
achieve safe vertical separation from a maneuvering threat aircraft.
D ”DESCEND-- DESCEND NOW, DESCEND--DESCEND NOW” :
(descend at the rate depicted by the green (fly to) arc on the TCAS VSI). Received
after a “CLIMB” resolution advisory and indicates a reversal in sense is required to
achieve safe vertical from a maneuvering threat aircraft.
All TCAS aural alerts are inhibited :

- below 600 ft AGL when aircraft is climbing
- below 400 ft AGL when aircraft is descending

P6 350
TCAS NOV 11
AA
TCAS OPERATING CHARACTERISTICS

S NON ICING CONDITIONS of inhibition
CONFIGURATION RA CLIMB RA INCREASE CLIMB

FLAPS 0_ AUTHORIZED AUTHORIZED
FLAPS 15_ TO AUTHORIZED INHIBITED
FLAPS 15_ Approach AUTHORIZED AUTHORIZED
FLAPS 30_ AUTHORIZED INHIBITED
S ICING CONDITIONS of inhibition

FLAPS 0_ Z < 20 000 ft AUTHORIZED INHIBITED
Z > 20 000 ft INHIBITED INHIBITED
FLAPS 15_ TO AUTHORIZED INHIBITED
FLAPS 15_ Approach AUTHORIZED INHIBITED
FLAPS 30_ INHIBITED INHIBITED
S The “increase climb” RA is inhibited for certain above conditions.

In non altitude crossing encounters for which a “CLIMB” RA is posted, the threat may
maneuver or accelerate toward own aircraft and cause a reduction in vertical separation
despite the RA. Since the “increase climb” RA is inhibited, the climb RA remains posted.
As soon as the threat passes throught own aircraft’s altitude, the RA sense will be
reversed and a “DESCEND” RA will be posted. If the threat never crosses through, the
“CLIMB” RA will remain posted for the duration of the encounter.
S “DESCEND” RA’s are inhibited :
- below 1200 ft AGL during a climb at take off
- below 1000 ft AGL in approach during a descent
S “INCREASE DESCEND” RA’s are inhibited
- below 1650 ft AGL during a climb
- below 1450 ft AGLduring a descent
S All RA’s are inhibited :
- below 1100 ft AGL during a climb
- below 900 ft AGL during a descent
S There can be a case where the threat aircraft track on altitude information is lost
during an RA. In this case, the RA will terminate without a “CLEAR OF CONFLICT”
annunciation.
R Mod : 5103 or 5146 or 8259 or 6135

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

ELECTRICAL SYSTEM 1.06.20
P4 200
DC POWER JUL 99
AA
DC SVCE BUS
The DC SVCE BUS supplies power in flight, and on ground during airplane servicing
operations.
The DC SVCE BUS can be supplied by :
- DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the
cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin
attendant control panel.
- EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be
performed with batteries switched OFF.
GND HDLG BUS
The GND HDLG BUS supplies the DC loads required for airplane servicing on the
ground even with BAT sw selected OFF. Since these loads are not required during
flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be
supplied :
- When EXT PWR is available, from DC SVCE BUS.
- When EXT PWR is not available, from HOT MAIN BAT BUS provided :
D Cargo door operating panel door is open (micro switch), or
D Refueling panel is open (micro switch), or
D Entry door is open (micro switch).
TRANSFER (see schematics p. 15 to p. 26)
With all switches in normal position, the DC power transfer is achieved by automatic
opening and/or closure of electrical contactors according to the particular electrical
conditions.
- On ground
D When EXT PWR is connected (p. 15/16)
Note : The electrical power transfer is achieved in the same way as in flight as long
as EXT POWER is not connected.
- In flight
D Both engine driven generator operating (p. 19/20)
* The engine driven generator 1 supplies the DC BUS 1,
* The BTC is open.
D If one engine driven generator fails (p. 21/22)
* The BTC closes (BTC green flow bar illuminates),
* The entire electrical network is supplied by the remaining engine driven
generator.
D If both engine driven generators fail (p. 23/24)
* DC ESS BUS, DC STBY BUS are supplied from the main battery.
* DC EMER BUS is supplied from the emergency battery.
* When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this
bus may be recovered by selecting OVERRIDE pb (p 25/26).
R
Model : 102-202-212
P4 220
DC POWER JUL 99
AA
DC SVCE BUS
The DC SVCE BUS supplies power in flight, and on ground during airplane servicing
operations.
The DC SVCE BUS can be supplied by :
- DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the
cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin
attendant control panel.
- EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be
performed with batteries switched OFF.
GND HDLG BUS
The GND HDLG BUS supplies the DC loads required for airplane servicing on the
ground even with BAT sw selected OFF. Since these loads are not required during
flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be
supplied :
- When EXT PWR is available, from DC SVCE BUS.
- When EXT PWR is not available, from HOT MAIN BAT BUS provided :
D Cargo door operating panel door is open (micro switch), or
D Refueling panel is open (micro switch), or
D Entry door is open (micro switch).
TRANSFER (see schematics p. 15 to p. 26)
With all switches in normal position, the DC power transfer is achieved by automatic
opening and/or closure of electrical contactors according to the particular electrical
conditions.
- On ground
D When EXT PWR is connected (p. 15/16)
Note : The electrical power transfer is achieved in the same way as in flight as long
as EXT POWER is not connected.
- In flight
D Both engine driven generator operating (p. 19/20)
* The BTC is open.
D If one engine driven generator fails (p. 21/22)
* The BTC closes (BTC green flow bar illuminates),
* The entire electrical network is supplied by the remaining engine driven
generator.
D If both engine driven generators fail (p. 23/24)
* DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the
TRU, if selected ON.
* DC EMER BUS is supplied from the emergency battery or from the TRU, if
selected ON.
D If both engine driven generators fail and TRU is inoperative (p. 25/26)
* When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this
bus may be recovered by selecting OVERRIDE pb.
R
Mod : 1603 Model : 102-202-212-212 A

100
SEP 10
green
Mod: 3795
P 15/16 220
DC POWER JUN 97
Mod : 1603 Model : 102-202-212-212A

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

JUN 97
R Mod : 1603 Model : 102-202-212-212 A

P2 001
AC CONSTANT FREQUENCY SEP 13
AA
DISTRIBUTION (115 and 26 V)

INV 1 normally supplies :
- AC BUS 1
R - AC STBY BUS
- AC BUS 2
In event of inverter failure or input power loss the associated AC BUS is isolated from
affected inverter and, provided the BTC pb is not in ISOL position. The AC BUS 1 and
2 are automatically tied together.
In event of INV 1 failure or input power loss, AC STBY BUS is automatically supplied
from INV 2.
P1 020
AA
30.1 DESCRIPTION
GENERATION
The source of constant frequency (400 Hz) AC power consists of two static inverters
(INV).
The inverters are rack mounted and cooled by forced air with provisions for natural
convection cooling.
The static inverter design characteristics are as follows :
- Power 500 VA
- Output voltage 115 V ± 4V and 26 V ± 1V
- Frequency 400 Hz ± 5 Hz
- Type single phase
The two inverters are powered respectively from DC BUS 1 and DC BUS 2. The input
voltage range is between 18 VDC and 31 VDC for satisfactory operation.
In event of one DC BUS loss, corresponding inverter is not supplied, but corresponding
AC BUS is supplied by AC BTR (BTC pb).
In event of both DC BUS power loss, INV1 is automatically supplied by HOT MAIN BAT
BUS, or by HOT EMER BAT BUS in OVRD configuration or by TRU when selected ON.
The maximum power available on each 26 VAC BUS is 250VA.
Note : Two AC electrical networks are supplied by the inverters :

115 VAC and 26 VAC. Only one is shown on the schematics.
Mod : 1603
P2 001
AA
DISTRIBUTION (115 and 26 V)

- AC BUS 1
R - AC STBY BUS
- AC BUS 2
In event of inverter failure or input power loss the associated AC BUS is isolated from
affected inverter and, provided the BTC pb is not in ISOL position. The AC BUS 1 and
2 are automatically tied together.
In event of INV 1 failure or input power loss, AC STBY BUS is automatically supplied
from INV 2.
SEP 05
R FAULT
P1 070
DISTRIBUTION EQUIPMENT LIST JUN 97
AA
Note : *" = option
DC BUS 1
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - DUCT/COMPT Cockpit and cabin Temperature
IND
- Automatic Pressure CTL
- TURBOFAN SOV 1 CTL
- EXTRACT FAN PWR SPLY (BackĆup of DC BUS 2)
23 COMMUNICATIONS * - SEL CAL

* - HF 1 when two HF are installed
* - FLIGHT INTERPHONE and AUDIO CONTROL
PANEL OBSV
- HF FERRY
27 FLIGHT CONTROLS - SPOILERS IND

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

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

PROTECTION - STBY STATIC PORTS
- LH SIDE WINDOW ANTI ICING
- RH WINDSHIELD HTG IND
31 INDICATING/REĆ - MFC 1B (Primary)

CORDING
33 LIGHTS - GENERAL ILLUMINATION :

LEFT LATERAL RAMP (1 FLUORESCENT LIGHT
OUT OF 2)
- CAPT LTS :
DOME, CHARTHOLDER, CONSOLE, READING
- F/O DOME (Normal)
- STORM
- F/O PANELS
- NAVIGATION (BackĆup of DC SVCE BUS)
- ANNUNCIATOR LT TEST
- BEACON (BackĆup of DC SVCE BUS)
Mod. : 4366
P2 170
AA
ATA SYSTEM FUNCTION

34 NAVIGATION - WEATHER RADAR
- RADIO ALTIMETER
- GPWS - G/S IND
- STBY ALTIMETER VIBRATOR
- DME 1
- AHRS 2 (auxiliary)
BackĆup - DC BUS 2, IN FLIGHT (Primary)
- DC EMER BUS, ON GROUND
(Auxiliary)
36 PNEUMATIC - BLEED LEAK IND

- CROSS FEED VALVE and IND
- HP VALVE 1
61 PROPELLERS - OVSPD TEST ENG 1

- AFU 1 (Normal)
- BALANCE TEST
73 ENGINE FUEL and CTL - FUEL FLOW, FUEL USED IND 1

- FUEL TEMP IND 1
- FUEL CLOG IND 1
- EEC 1
- GROUND IDLE SOLENOID SPLY
79 OIL - PRESS, TEMP IND 1
Mod. : (3973 or 4371 or 4457) + 4366

P3 170
AA
DC BUS 2
ATA SYSTEM FUNCTION

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

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

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

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

- Secondary IND
Mod. : 4116 + 4366

P4 070
AA
ATA SYSTEM FUNCTION

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

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

- FUEL TEMP IND 2
- FUEL CLOG IND 2
- EEC 2 (Normal)
- IDLE GATE FAIL IND
79 OIL - Press, Temp IND 2
Mod. : 4366
P6 250
DISTRIBUTION EQUIPMENT LIST SEP 04
AA
HOT MAIN BAT BUS
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - DC EXT PWR CONTACTOR CTL
- MAIN BAT AMMETER
- ESS BUS and INV 1 ON MAIN BAT IND (ARROW)
- DC GND/HDL XFR BUS SPLY
(Back-up of EXT PWR)
- MAIN BAT VOLT IND
- MAIN and EMER BAT CHGE INHIBIT
- DC ESS BUS and INV 1 CTL (REMAIN SUPPLIED
BY DC BUS 1)
26 FIRE DETECTION - ENG FIRE EXTINGUISHING CTL and IND
(Back-up of DC EMER BUS)
29 HYDRAULIC POWER - DC AUX HYD PUMP GND SPLY, CTL and IND
(Back-up of DC BUS 2)
31 INDICATING/ - MFC 2A (Auxiliary)
RECORDING (Back-up of DC EMER BUS)
R 33 LIGHTS - ENTRANCE
61 PROPELLERS - A/F AUX PUMPS PWR
Mod : 3552 Model : 102-202-212-212 A

P5 070
AA
HOT EMER BAT BUS
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - DC EMER BUS AND DC STBY BUS CTL
(BUSSES
REMAIN SUPPLIED BY DC BUS 1)
- EMER BAT AMMETER
- EMER BAT VOLT IND
- EMER BUS and INV 1 ON EMER BAT IND
(ARROW)
- TRU CTL and IND (when installed)
31 INDICATING/REĆ - MFC 1 MOD A (Auxiliary)

CORDING (BackĆup of DC ESS BUS)
34 NAVIGATION - STBY HORIZON BackĆup

- ADC 1 (BackĆup)
- ADC 2 (BackĆup)
Mod. : 4366
P6 250
AA
HOT MAIN BAT BUS
ATA SYSTEM FUNCTION

24 ELECTRICAL POWER - DC EXT PWR CONTACTOR CTL
- MAIN BAT AMMETER
- ESS BUS and INV 1 ON MAIN BAT IND (ARROW)
- DC GND/HDL XFR BUS SPLY
(Back-up of EXT PWR)
- MAIN BAT VOLT IND
- MAIN and EMER BAT CHGE INHIBIT
- DC ESS BUS and INV 1 CTL (REMAIN SUPPLIED
BY DC BUS 1)
26 FIRE DETECTION - ENG FIRE EXTINGUISHING CTL and IND
(Back-up of DC EMER BUS)
29 HYDRAULIC POWER - DC AUX HYD PUMP GND SPLY, CTL and IND
31 INDICATING/ - MFC 2A (Auxiliary)
RECORDING (Back-up of DC EMER BUS)
R 33 LIGHTS - ENTRANCE
61 PROPELLERS - A/F AUX PUMPS PWR
Mod : 3552 Model : 102-202-212-212 A

JUN 97
R Model : 102-202-212-212 A
P7 390
DISTRIBUTION EQUIPMENT LIST JUL 00
AA
DC EMER BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - OVERBOARD and UNDERFLOOR VALVES CTL
and IND and AIR COOLING HIGH FLOW IND
- PRESSURE IND and EXCESS ALTITUDE IND
- PNEUMATIC OUTFLOW VALVES
22 AUTOĆFLIGHT - AP/FD COMPUTER and GUIDANCE IND
(when installed)
23 COMMUNICATIONS - VHF
- F/O COCKPIT AMPLIFIER
- RCAU
24 ELECTRICAL POWER - GCU 1 DC (BackĆup)
- AC BUS OFF 1 and 2 IND
- ACW BUS OFF 1 and 2 IND
- INV FAULT 1 IND
- DC BUS OFF 1 and 2 IND
- BPCU DC (BackĆup)
- DC STBY BUS IND (UNDV - OVRD)
- EMER BAT : CHG IND
- DC STBY BUS CTL (BUS REMAIN SUPPLIED BY
DC BUS 1)
- AC 1 BUSSES CTL
(BUSSES REMAIN SUPPLIED BY INV 2)
26 FIRE DETECTION - ENG FIRE EXTINGUISHING CTL and IND (NorĆ
mal)
- FIRE HANDLE IND ENG 1 and 2
- FIRE DETECTION ENG 1 and 2
27 FLIGHT CONTROLS - PITCH TRIM NORMAL COMMAND
- RUDDER TRIM
- AILERON TRIM
- AILERON LOCKING IND
28 FUEL - LP VALVES 1 and 2 and IND
(BackĆup of DC BUS 1 - DC BUS 2)
29 HYDRAULIC POWER - BLUE PUMP CTL and IND
- GREEN PUMP IND
30 ICE and RAIN - AAS IND and ALERTS
PROTECTION - AAS CTL
- WING, EMPENNAGE BOOTS A
- ENG 1 BOOTS A and B
- PROPELLERS 1 and 2 ANTIĆICING CTL and IND
- WING, EMPENNAGE BOOTS B and ENG 2
BOOTS A and B (BackĆup of DC BUS 2)
- HORNS ANTIĆICING IND and CTL
R Mod. : 4366 + (4373 or 8167) Model : 102Ć202Ć212Ć212A
P8 570
DISTRIBUTION EQUIPMENT LIST APR 08
AA
ATA SYSTEM FUNCTION

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

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

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

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

(Back-up of - DC BUS 1)
- DC BUS 2)
76 ENGINE CTL - CL FIRE IND 1 and 2
R Mod. : 4366 Model : 212A

P9 300
DISTRIBUTION EQUIPMENT LIST DEC 97
AA
DC ESS BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - PACK 1 and RECIRC FAN 1 IND
- PACK 1 VALVE
- EXTRACT FAN CTL
- PACK 2 and RECIRC FAN 2 IND
- PACK 2 VALVE
- LANDING ELEVATION IND (ALPHANUMERIC
DISPLAY)
- COCKPIT and CABIN AUTOMATIC and MANUAL
TEMPERATURE CTL and IND
22 AUTOFLIGHT - AP OFF IND
- AP DISC BY QUICK DISCONNECT
23 COMMUNICATIONS - FLIGHT INTERPHONE CAPT and F/O
- AUDIO CONTROL PANELS CAPT and F/O
- CAPT COCKPIT AMPLIFIER
- PASSENGER ADDRESS
- MECHANIC CALL
- COCKPIT and CABIN CREW CALL
- CVR
- GCU 1 and 2 ACW (Back-up)
- BPCU ACW (Back-up)
- DC SVCE and UTLY BUSSES 1 and 2 CTL
- MAIN BAT CHG IND
- INV 2 FAULT IND
- AC 2 and STBY BUSSES CTL
26 FIRE DETECTION - TOILETS SMK DET
- AVIONICS SMK DET
- FWD and AFT COMPT SMK DET
- AFT CAB and TOILETS DET FANS CTL and IND
- FWD CAB DET FANS CTL and IND
- MID CAB DET FANS CTL and IND
- CABIN VENTILATION ISOLATING VALVES CTL
27 FLIGHT CONTROLS - CLUTCH REENGAGEMENT SYSTEM
28 FUEL - FQI and 2
- CROSS FEED VALVE
- STARTING PUMP 1 and 2 and MOTIVE FLOW
VALVES 1 and 2
Mod. : 2595 + (3529 or 3530) Model : 102-202-212

P9 480
DISTRIBUTION EQUIPMENT LIST JUL 00
AA
DC ESS BUS
ATA SYSTEM FUNCTION

21 AIR CONDITIONING - PACK 1 and RECIRC FAN 1 IND
- PACK 1 VALVE
- EXTRACT FAN CTL
- PACK 2 and RECIRC FAN 2 IND
- PACK 2 VALVE
- LANDING ELEVATION IND (ALPHANUMERIC
DISPLAY)
- COCKPIT and CABIN AUTOMATIC and MANUAL
TEMPERATURE CTL and IND
22 AUTOFLIGHT - AP OFF IND
- AP DISC BY QUICK DISCONNECT
23 COMMUNICATIONS - FLIGHT INTERPHONE CAPT and F/O
- AUDIO CONTROL PANELS CAPT and F/O
- CAPT COCKPIT AMPLIFIER
- PASSENGER ADDRESS
- MECHANIC CALL
- COCKPIT and CABIN CREW CALL
- CVR
- GCU 1 and 2 ACW (Back-up)
- BPCU ACW (Back-up)
- DC SVCE and UTLY BUSSES 1 and 2 CTL
- MAIN BAT CHG IND
- INV 2 FAULT IND
- AC 2 and STBY BUSSES CTL
26 FIRE PROTECTION - TOILETS SMK DET
- AVIONICS SMK DET
- FWD and AFT COMPT SMK DET
- AFT COMPT and TOILETS DET FANS CTL and
IND
- FWD COMPT DET FANS CTL and IND
- CABIN VENTILATION ISOLATING VALVES CTL
- CONTAINER SMK CTL and IND
27 FLIGHT CONTROLS - CLUTCH REENGAGEMENT SYSTEM
- AILERON LOCKING CTL
28 FUEL - FQI 1 and 2
- CROSS FEED VALVE
- STARTING PUMP 1 and 2 and MOTIVE FLOW
VALVES 1 and 2
R Mod : (3529 or 3530) + (4373 or 8167) + 4511 Model : 102-202-212-212 A
160
JUN 97
R Mod : (3973 or 4371 or 4457) + 4116

P 11 070
AA
DC STBY BUS
ATA SYSTEM FUNCTION

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

- INTERCONNECTING VALVE
32 LANDING GEAR - PRIMARY IND

- LANDING GEAR CTL (HYDRAULIC VALVE)
- ANTISKID INOP and BRAKE OVTEMP IND
- R and L INBOARD and OUTBOARD BRAKES
TEMP XMITTERS
33 LIGHTS - EMERGENCY
34 NAVIGATION - VOR/ILS/MKR 1
- SGU 1
- CAPT EADI
- RMI F/O
- ADF 1
* - OMEGA
- CAPT EHSI
Mod. : 4366
SEP 04
Model : 102-202-212-212 A
P 22 020
AA
115 ACW BUS 1
ATA SYSTEM FUNCTION

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

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

(primary)
- NORMAL INSTRUMENTS SPLY AND LABELS
INTEGRATED LT PWR
- LEFT LANDING PWR
- LEFT AND REAR STROBES
- PASSENGERS READING PWR (LEFT SIDE) *
Mod : 2141
P 23 001
AA
115 ACW BUS 2
ATA SYSTEM FUNCTION

R 29 HYDRAULIC - GREEN PUMP PWR
30 ICE AND RAIN - F/O PITOT

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

- RIGHT LANDING PWR
- RIGHT STROBE
- PASSENGERS READING PWR (RIGHT SIDE) *
JUN 97
R Model : 102-202-212-212 A
JUN 97
R Mod : 4307 or 4456 Model : 102-202-212-212 A

EMERGENCY EQUIPMENT 1.07.20
P1 030
OXYGEN SYSTEM JUL 99
AA
The system consists of a main system supplying the cockpit crew and the passengers
and two portable units for the cabin attendants.
A high pressure cylinder of 2180 l (77 cu.ft) capacity, supplies oxygen to the
distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the
distribution system. A discharge part is provided to face overpressures.
CREW MEMBERS (See schematic p 9/10)
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 3 cockpit crew for a duration of 120 mn at demand flow
R (10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight
R between 13 000 ft and 10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 3 cockpit crew for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNITS
- two 120 l (4.25 cu ft) portable oxygen bottles are stowed under cabin attendant
R seats. They permit a continuous diluted flow to both cabin attendants at 13000 ft
for a duration of 30 mn. Each of these bottles is equipped with a diluted oxygen
mask.
- Protective breathing equipments are located in the baggage box of the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to 20 quick disconnect outlets installed under the hat racks. Eight diluted
oxygen masks stored in front and rear storages compartments may be connected to
these outlets. The passenger outlets supply 10% of the passengers with a continuous
diluted flow for a duration of 30 mn in case of pressure drop (on addition to the cockpit
crew 120 mn consumption). Passengers protection is also provided by chemical 02
generators, each equipped with three oxygen masks.
One chemical oxygen generator is available :
- for each group of two sets
- in the toilets
- near the hostess seat
Chemical oxygen generator allow to supply 100% of passengers during descent
R between 25 000 ft and 13 000 ft (20 mn maximum available time between 25 000
R ft and 13 000 ft) (refer to 02 generator limitation FCOM 2.01.05 for detailed
information).
Mod : 2510
SEP 10
1 HP ind.
Oxygen bottle pressure is displayed in PSI X 1000.
R
2 MAIN SUPPLY pb
Controls the low pressure supply solenoïd valve.
pb pressed in : The valve is open, low pressure oxygen is supplied to the cockpit
crew oxygen masks.
OFF : (pb released) the valve is closed. OFF illuminates white.
LO PR : illuminates amber and the CCAS is activated when a low pressure
(below 50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY guarded pb
ON : (pb pressed in) Passengers supply valve is open and
simultaneously the diluted oxygen masks drop-- out..
ON illuminates blue.
pb released : Passengers supply valve is closed. The dropping-- out of diluted
oxygen masks is not activated.
P1 070
AA
The system consists of a main system supplying the cockpit crew and the passengers
and two portable units for the cabin attendants.
A high pressure cylinder of 3310 l (115 cu.ft) capacity, supplies oxygen to the
distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the
distribution system. A discharge part is provided to face overpressures.
CREW MEMBERS (See schematic p 9/10)
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 2 pilots and 1 observer for a duration of 120 mn at demand flow
R (10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight
R between 13 000 ft and 10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 2 pilots and 1 observer for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNITS
- two 120 l (4.25 cu ft) portable oxygen bottles are stowed under the cabin attendant
R seats. They permit a continuous diluted flow to both cabin attendants at 13 000 ft
for a duration of 30 mn. Each of these bottles is equipped with a diluted oxygen
mask.
- Protective breathing equipments are located in the baggage box of the cabin.
- The two cabin attendant stations are each equiped with automatic oxygen masks
boxes.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to oxygen masks installed in the cabin under the hat racks and in the
toilets. They are stored into mask boxes with automatic opening.
Oxygen system capability allows to supply 100 % of the passengers with a continuous
diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend
R from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 14 000 ft and
10 000 ft) in addition to the cockpit crew 120 minutes consumption.
R Mod : 4804 or 5140

P2 070
OXYGEN SYSTEM SEP 10
AA
20.2 CONTROLS
OXYGEN PANEL
1 HP ind.
Oxygen bottle pressure is displayed in PSI X 1000.
R
2 MAIN SUPPLY pb
Controls the low pressure supply solenoïd valve.
pb pressed in : The valve is open, low pressure oxygen is supplied to the cockpit
crew oxygen masks.
OFF : (pb released) the valve is closed. OFF illuminates white.
LO PR : illuminates amber and the CCAS is activated when a low pressure
(below 50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY SW
MAN OVRD Controls manually the oxygen mask unfolding and PAX SUPPLY
Valve opening at cabin altitude between 10.000 ft and 25.000 ft.
AUTO : Oxygen masks unfolding in case of depressurization. The PAX
SUPPLY Valve is connected to the ALT PRESS switch which
engages when cabin altitude is above 13.250 ft (± 250 ft).
OFF : Passengers oxygen supply is closed. This position stops the pax
oxygen supply and then the oxygen is dedicated to the crew.
4 PAX SUPPLY “ON” Lt
A light indicator “ON” illuminates white when the pax supply valve is open.
Mod. : 4804 or 5140

P 7/8 001
OXYGEN SYSTEM SEP 04
AA
20.4 SCHEMATICS
R
(number depends on configuration)
P 7/8 070
AA
20.4 SCHEMATICS
R Mod : 4804 or 5140

JUN 97
R Model : 102-202-212-212 A
JUN 97
R Model : 102-202-212-212 A
P1 370
EMERGENCY EVACUATION SEP 03
AA
EMERGENCY EVACUATION IN CASE OF DITCHING

A EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR
R Note : Be sure that safety pin is removed.

Mod. : 4019 + 4358 Model : 102-202-212-212 A
P2 370
EMERGENCY EVACUATION JUL 99
AA
EMERGENCY EVACUATION IN CASE OF FORCED LANDING
A
EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR
Note : Be sure that safety pin is removed.

Mod. : 4019 + 4358 Model : 102-202-212-212 A
FIRE PROTECTION 1.08.10
P1 050
GENERAL JUL 98
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :
- Detection for : • each engine fire
• right nacelle overheat (on ground only)
• each cargo compartment and toilets smoke
• avionics compartment smoke
- Extinguishing for :• each engine
• cockpit, cabin and each cargo compartment
• toilets waste bin
ENGINE FIRE DETECTION SYSTEM
Each engine is equipped with a fire detection system which consists of two identical
detection loops (A and B) mounted in parallel and a fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
Red ENG. FIRE illuminates on CAP in case of fire signal detected by both loops A and
B or, fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM (on ground only)
Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170°C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM
Forward cargo and after cargo are each equipped with one optical smoke detector.
R Ambient transmittance is monitored by reflection measurement.
Toilets are equipped with one photoelectric smoke detector.
CONTAINER CONFIGURATION
Air is sucked from the forward (by 4 outlets) and rear (by 3 outlets) parts of the cabin
through isolating valves and ducted to the forward and rear cargo smoke detectors by
the compt fans provided :
CARGO CONFIGURATION
- handles located in the ceiling of the forward and rear part of cabin are OPEN.
- the handle on the RH side of the forward cargo compartment is CLOSED
- the SMK DET switch located on the left maintenance panel is CARGO CONFIG.
PAX CONFIGURATION
- handles in the ceiling of the cabin must be in CLOSED position.
- handle in the cargo compartment is in OPEN position.
- SMK DET switch is in PAX CONFIG. position.
In case of smoke detection, a signal is sent to the CCAS. FWD SMK and AFT SMK red
alerts are triggered on CAP.
AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)
The avionics extract air duct is provided with a smoke detection device, linked to the
CCAS. Smoke detection between the avionics compartment and the extract fan
activates a ELECT SMK" red alert on CAP.
Mod : 2595
JUN 97
R Model : 102-202-212-212 A
P1 070
GENERAL JUL 00
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :
- Detection for : • each engine fire
• right nacelle overheat (on ground only)
• each cargo compartment and toilets smoke
• avionics compartment smoke
- Extinguishing for :• each engine
• cockpit, cabin and each cargo compartment
• toilets waste bin
ENGINE FIRE DETECTION SYSTEM
Each engine is equipped with a fire detection system which consists of two identical
detection loops (A and B) mounted in parallel and a fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
Red ENG. FIRE illuminates on CAP in case of fire signal detected by both loops A and
B or, fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM (on ground only)
Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170°C, NAC2 OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM
Forward cargo and after cargo are each equipped with one optical smoke detector.
Ambient transmittance is monitored by reflection measurement.
Toilets are equipped with one photoelectric smoke detector.
In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC.
CONTAINER SMOKE DETECTION SYSTEM
CARGO CONFIGURATION
The handle located on the RH side of the forward cargo compartment is closed.
Make sure that the 4 smoke detectors located in the container bay are extended.
R The CNTNR SMK pb (on overhead panel) is switched ON.
PAX CONFIGURATION
The handle located on the RH side of the forward cargo compartment is open.
The 4 smoke detectors must be retracted.
R The CNTNR SMK pb (on overhead panel) is released.
In case of smoke detection, a signal is sent to the CCAS. FWD SMK and AFT SMK red
alerts are triggered on CAP.
AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)
The avionics extract air duct is provided with a smoke detection device, linked to the
CCAS. Smoke detection between the avionics compartment and the extract fan
activates a ELEC SMK" red alert on CAP.
Mod : 4511
JUN 97
R Model : 102-202-212-212 A
P4 001
GENERAL JUL 98
AA
4 LOOP pb
Allows activation of aural and visual alerts when a fire signal (FIRE) or a fault signal
(LOOP) is generated by the fire detection control unit for the related loop.
pb pressed in : Aural and visual alerts are activated when a fire or a fault signal
is generated by the fire detection control unit for the related loop.
OFF : (pb released) Aural and visual alerts are inhibited for the related
loop. The OFF light illuminates white. LOOP amber light illuminates
on CAP.
FAULT : The light illuminates amber and the CCAS is activated when the
associated pb is selected ON and a fault signal is generated by the
fire detection control unit. LOOP amber light illuminates on CAP.
5 TEST sw Spring Loaded in neutral position
Spring loaded in neutral position allows a test of the detection of fire and fault
signals when both LOOP pbs are selected ON :
FAULT - FAULT lights of both LOOP A and LOOP B pb illuminate
- CCAS is activated, LOOP amber light illuminates on CAP.
FIRE - ENG FIRE red light illuminates in associated fire handle
- FUEL SO light illuminates in associated CL if CL isn't in fuel shut off
position
R - CCAS is activated, ENG FIRE red light illuminates on CAP.
CL FUEL LT
Illuminates red in case of fire signal from associated engine. Extinguishes after CL is
set at fuel shut off position or if fire detection signal terminates.
P5 250
GENERAL JUL 98
AA
CARGO COMPARTMENTS AND TOILET SMOKE DETECTION
1 CABIN VENTILATION ISOLATING CONTROL

CAB VENT AIRFLOW pb allows to inhibit cabin ventilation in case of smoke
detection
NORM : (pb pressed in) Normal use. Both cabin ventilation isolating valves are
open. OFF lt is extinguished.
OFF : (pb released) Both cabin ventilation isolating valves are closed. OFF
white lt illuminates.
2 FWD CAB/MID CAB and AFT CAB LAV Associated FANS pbs
NORM : (pb pressed in) one fan runs.
FAULT : The fan is out of order
FAULT illuminates amber and CCAS is activated.
ALTN : (pb released) the alternate fan runs, ALTN light illuminates white.
3 SMK TEST Pb
Tests the smoke detectors working.
R Mod. : 2595 Model : 102-202-212

P6 250
GENERAL JUL 98
AA
SMK DET SW
A guarded switch is installed on the left lateral maintenance panel to switch off the
fans installed in the ceiling (used to suck air to the smoke detectors in cargo
configuration) in PAX configuration.
R Mod : 2595 Model : 102-202-212

P5 280
GENERAL JUL 98
AA
CARGO COMPARTMENTS AND TOILET SMOKE DETECTION
1 AFT COMPT/LAV FANS Pb

Pb pressed in : One fan runs.
FAULT : The fan is out of order
FAULT illuminates amber and CCAS is activated.
ALTN : (Pb released) the alternate fan runs, ALTN light illuminates white.
2 SMK TEST Pb
Allows to test the FWD and AFT smoke detectors working.
3 CAB VENT AIRFLOW pb
Allows to inhibit cabin ventilation in case of smoke detection.
pb pressed in : Normal use. Both cabin ventilation isolating valves are opened.
OFF lt is extinguished.
OFF : (pb released) Both cabin ventilation isolating valves are closed.
OFF lt illuminates white.
4 CONTAINER SMK ACTIVATION pb
ON : (pb pressed in) in cargo configuration, allows to connect the
container smoke detectors. ON lt illuminates white.
pb released : in pax configuration, only FWD and AFT smoke detectors are used.
5 CONTAINER SMK lts
Are associated to the container smoke detectors (only when pb 4 is ON).
Illuminate red in combination with FWD SMK or/and AFT SMK red lt on CAP in case
of smoke detection. CCAS is then activated.
6 SMK TEST pb
Allows to test the 4 specific container smoke detectors working.
Mod. : 4511 Model : 102-202-212-212A

P6 260
GENERAL JUL 98
AA
SMOKE DETECTION
CARGO CONFIGURATION (CNTNR SMK pb is ON)
CAUTION : FWD SMK or AFT SMK CAP alert may be associated or not with
CONTAINER SMK local alert on overhead panel.
PAX CONFIGURATION (CNTNR SMK pb is released)
Mod : 4511 Model : 102-202-212-212 A

P8 250
GENERAL JUL 98
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY
(C/B) (C/B)
Avionics DC ESS BUS - Nil -
smoke detector (on lateral panel ELEC SMK DET)
Toilets smoke detector DC ESS BUS - Nil -
(on lateral panel)
Aft cargo and toilets - Nil - AC STBY BUS
ventilation fans PWR (on lateral panel
FANS PWR)
Aft cargo and toilets DC ESS BUS - Nil -
ventilation fans CTL. (on lateral panel AFT FANS IND)
Forward cargo DC ESS BUS - Nil -
ventilation fans CTL (on lateral panel)
Forward cargo - Nil - AC STBY BUS
ventilation fans PWR (on lateral panel)
R Cabin ventilation DC ESS BUS - Nil -
isolating valves control (on lateral panel)
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
- ENG fire signal
• See ENG FIRE procedure in chapter 2.04.02.
- Smoke detected in the avionics ventilation circuit
• See ELECTRICAL SMOKE procedure in chapter 2.04.03.
- Smoke detected in the FORWARD cargo compartment
• See FWD CARGO SMOKE procedure in chapter 2.04.03.
- Smoke detected in the aft cargo compartment or in the lavatory
• See AFT COMPT SMOKE procedure in chapter 2.04.03.
- Smoke detected in the cargo bay (Containers transportation only.)
• See CARGO BAY SMOKE procedure in chapter 2.04.03.
- Nacelle temperature exceeds 170°C ( 338°F) when aircraft is on ground.
• See NAC OVHT procedure in chapter 2.05.02.
- Fire Loop fault signal
• See FIRE LOOP FAULT procedure in chapter 2.05.12.
R Mod : 2595 or 4511 Model : 102-202-212-212 A

FLIGHT CONTROLS 1.09.00
P1 060
CONTENTS JUL 00
AA
1.09.00 CONTENTS
1.09.10 GENERAL
1.09.20 ROLL
20.1 DESCRIPTION
20.2 CONTROLS
1.09.30 PITCH
30.1 DESCRIPTION
30.2 CONTROLS
30.5 SCHEMATIC
1.09.40 YAW
40.1 DESCRIPTION
40.2 CONTROLS
40.4 SCHEMATIC
1.09.50 FLAPS
50.1 DESCRIPTION
50.2 CONTROLS
50.5 SCHEMATIC
1.09.60 GUST LOCK

60.1 DESCRIPTION
60.2 CONTROLS
R Mod. : 4373 or 8167

P1 060
GENERAL JUL 00
AA
The control of the aircraft is achieved on the three axes by :

- On each wing, one aileron (spring tab equipped) and one spoiler
- Two elevators (servo-tab equipped)
- A rudder (spring-tab equipped)
Ailerons, elevators and rudder are mechanically actuated.

Spoilers are hydraulically actuated (blue system).
Wind protection is achieved on ground by :
- a locking mechanism on pitch and roll axes
- a damping unit on yaw axis limiting rudder excessive travel speed.
On each wing flaps are provided in two parts (inboard and outboard) mechanically
linked and hydraulically activated (blue system).
R Mod. : 4373 or 8167

P1 060
ROLL JUL 01
AA
20.1 DESCRIPTION
Roll control is achieved through control wheels.
SPRING TAB
A spring tab provides a flexible compensation which automatically increases with the
aerodynamic loads applied on the ailerons, thus ensuring a reduction of the pilot's
efforts.
R Wheel travel : 87°
Ailerons travel : 14° up, 14° down
ROLL TRIM
Aileron trim is performed by varying the neutral position setting of the left aileron
spring tab with respect to the aileron.
It is electrically controlled from a twin control sw through an electrical actuator.
R LH aileron trim controlled tab travel : 6.7° up, 6.7° down.
Full roll trim travel requires about 30 s.
Mod : 4373 or 8167

SEP 03
R
P1 060
GUST LOCK JUL 00
AA
60.1 DESCRIPTION
A gust lock system is provided to protect the pitch and roll flight controls on ground
and to limit the PL travel slightly below FI. This system includes an elevator
mechanical locking device and an aileron electrico-mechanical locking device.
This system provides protection against take off with gust lock engaged, or too high
power setting when in hotel mode.
ELEVATOR MECHANICAL LOCKING DEVICE

The system immobilizes the control column in pitch and therefore control surfaces.
This device is controlled by a control lever located on the pedestal and mechanically
operated through cables and gears.
AILERON ELECTRO MECHANICAL LOCKING DEVICE

The system is composed of two electro-mechanical locking devices immobilizing one
aileron each. Each locking device is electrically actuated through switches installed on
the gust lock lever.
Note : Ailerons may be locked slightly beyond the neutral position. Therefore the
control wheel may be tilted (5°), according to the actual position of ailerons.
R Mod : 4373 or 8167

P2 060
GUST LOCK JUL 00
AA
60.2 CONTROLS
GUST LOCK LEVER
When the gust lock is engaged, the PL travel is limited slightly below FI to provide
protection against take off and two high power setting when in hotel mode. The gust
lock handle can be put into the locking notch whatever the position of the flight
controls but these controls must be brought to neutral to positively engage the locking
devices.
AIL LOCK lt
Illuminates amber and the CCAS is activated through the MFC whenever one of the
locking actuators is in disagreement with the gust lock lever position (Lock or
unlock position).
R Mod : 4373 or 8167
P3 060
GUST LOCK JUL 00
AA
ELECTRICAL SUPPLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
Aileron lock ind. DC EMER BUS
(on lateral panel AIL TRIM & AIL LOCK WARN)
Aileron lock CTL DC ESS BUS
(on lateral panel GUST LOCK AIL)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts.
- Disagree between Aileron locking actuators and gust lock control (Temporized alert
8 sec).
. "MC" flashing amber
. "FLT CTL" amber light illuminates on CAP
. "AIL LOCK" amber light illuminates on the pedestal
. Aural alert is single chime (SC)
- Aileron locking actuators not fully retracted and PL on TO position

R
. "MW" flashing red
. "CONFIG" red light illuminates on CAP
. "FLT CTL"amber light illuminates on CAP
. Aural alert is Continuous Repetitive Chime (CRC)
R - Disagree between Aileron locking actuators and gust lock control during the T.O.
R CONFIG TEST.
R . "MW" flashing red
R . "CONFIG" red light illuminates on CAP
R . "FLT CTL"amber light illuminates on CAP
R . Aural alert is Continuous Repetitive Chime (CRC)
R Mod : 4373 or 8167

FLIGHT INSTRUMENTS 1.10.10
P1 030
AIR DATA SYSTEM SEP 02
AA
The flight environment data are provided by three independent air data systems :
- two main systems,
- one standby system.
MAIN SYSTEMS
Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC). Each
computer is supplied with :
- static air pressure provided by its specific static ports,
- total air pressure provided by its specific pitot probe,
- total air temperature provided by its specific TAT probe.
Probes and ports are located on the LH and RH side of the fuselage and are electrically
heated.
From this data, each ADC computes :
- pressure altitude,
- vertical speed,
- indicated air speed (IAS),
- true air speed (TAS),
- total air temperature (TAT),
- static air temperature (SAT).
ADC 1 supplies :
- CAPT flight instruments (altimeter, airspeed ind., vertical speed ind.),
- other systems : AHRS 1, FDAU, ATC 1, MFC, GPWS, pressurization, AFCS ATC 1
and ATC 2 through TCAS controller box and TCAS through ATC 1 and ATC 2 (if
installed and mode S only).
ADC 2 supplies :
- F/O flight instruments (altimeter, airspeed ind., vertical speed ind.),
- other systems : AHRS 2, FDAU, MFC, pressurization, AFCS, ATC 1 and ATC 2.
Note : If ATC 2 mode S is installed, ADC 2 supplies TCAS through ATC 1 and ATC 2.
EEC's, TAT/SAT/TAS indicator and GPS (if installed) are supplied either by ADC 1 or
ADC 2 according to ADC selector on capt panel.
STANDBY SYSTEM
The standby system consist of :
- two static ports,
- a pitot probe.
Standby airspeed ind. and standby altimeter are directly supplied by raw data.

72
DEC 14
R
Note : Allowable deviation between normal airspeed indications
and between normal and standby airspeed indications :
IAS (Kt) NORM/NORM(Kt) NORM/STBY(Kt)
120 5 7
180 7 9
200 7 10
8 10
230
P5 001
AIR DATA SYSTEM JUL 01
AA
STANDBY ALTIMETER
1 Baroset value is displayed in millibars (875 to 1 050 mb).

2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of fett. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
P6 030
AA
TCAS VERTICAL SPEED INDICATOR (TCAS VSI ) (cf. 1.05.20)
(1) - Vertical speed pointer

Indicates rate of climb/descent from 0 to "6 000 ft/mn.
(2) - Vertical speed recommended arc (green)
Green arc indicates vertical speed range to fly in.
(3) - Vertical speed prohibited arc (red)
Red arc indicates that pilot is advised to fly out of, or not enter, indicated vertical
speed range.
(4) - Fixed aircraft mock-up
The fixed aircraft mock-up is surrounded with a 2 mn loop.
(5) - Display range selection
The following ranges for the sextant TCAS indicator are recommended :
- Select the 6 nautical mile range for take-off, low altitude climb, approaches and
landings
- Select the 12 nautical mile range for high altitude cruise. The range selected has
no effect on the TCAS system logic used to determine TA's and RA's.
(6) - Test
When depressed, indicator will display a test pattern.
(7) - Light sensor
(8) - Extended altitude surveillance status
When selected ABV or BLW
- ABV viewing of traffic from 2 700 ft below to 9 900 ft above
- BLW viewing of traffic from 2 700 ft above to 9 900 ft below.
In normal position, viewing of traffic from 2700 ft below to 2700 ft above.
R Mod :3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259

P5 001
AIR DATA SYSTEM JUL 01
AA
STANDBY ALTIMETER
1 Baroset value is displayed in millibars (875 to 1 050 mb).

2 Baroset knob
Sets barometric reference on mb counter.
3 Altitude pointer
One revolution of pointer represents 1000 ft altitude change.
4 Altitude counter
The digital counter is equipped with three drums indicating ten thousands,
thousands and hundreds of fett. A black and white flag marks the LH drum (ten
thousands) when altitude is between 0 and 9999 ft. An orange and white flag
marks the two LH drums (ten thousands and thousands) when altitude is below 0 ft.
Note : Allowable deviation between normal altimeter indications and between
normal and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)

R 0 55 70
R 5.000 60 150
R 10.000 70 200
R
R
R 20.000 100 260
R 25.000 120 300
P6 040
AIR DATA SYSTEM DEC 97
AA
TCAS VERTICAL SPEED INDICATOR (TCAS FUNCTION NOT AVAILABLE)
1 Vertical speed pointer

Indicates rate of climb/descent from 0 to 6000 ft/mn.
From 0 to 1000 ft/mn the scale is graduated in 100 ft/mn increments, and from
1000 to 6000 ft/mn in 500 ft/mn increments. Display accuracy is 40 ft/mn.
2 Vertical speed flag
Appears if the indicator is not able to display vertical speed information
In that case, the vertical speed pointer disappears when V/S flag appears.
3 Test
When depressed, indicator will display a test pattern.
4 Light sensort
5 Not available
Mod : 4541
P7 030
AA
9
Intruder symbol
- TCAS RA : filled square (red)
- TCAS TA : filled circle (amber)
- Proximity : filled diamond (Cyan)
- Others : blank diamond (Cyan)
Center of the symbol shows the intruder relative position.
10
Intruder relative altitude
- Value : two digits (color of the associated symbol)
- Unit : ft x 100
- Sign : - positive = the intruder is above
- negative = the intruder is below
11
Relative vertical speed indicator
- Arow to the top : intruder climbing
- Arrow to the bottom : intruder descending
12
Vertical speed flag
- Appears if the indicator is not able to display vertical speed information
- In that case, the vertical speed pointer disappears when V/S flag appears.
13
Resolution advisory flag
- Appears only if the indicator is not able to display RA's or vertical speed.
14
Traffic function flag
- If the indicator is not able to display intruder's, TD FAIL" appears
or
- when the TCAS is in STBY mode, TCAS OFF" appears
or
- in case of TCAS fails, TCAS FAIL" appears
or
- in case of self test activation, TEST" appears.
15
TA ONLY" indication
- This flag appears if the TCAS is in TA ONLY" mode.

P 10 050
AIR DATA SYSTEM JUN 97
Mod : 3973 or 4371 or 4457

P 11/12 070
AIR DATA SYSTEM JUN 97
AA
10.3 ELECTRICAL SUPPLY/SYSTEM MONITORING

ELECTRICAL SUPPLY
EQUIPMENT
(C/B) (C/B)
ADC 1/ADC 2 HOT EMER BAT BUS
(BackĆup on overhead panel ADC 1/2
HOT) - Nil -
DC EMER BUS
(primary on overhead panel ADC 1/2
EMER)
CAPT airspeed - Nil - 26 VAC STBY BUS
ind. (on overhead panel ASI
and vertical speed VSI ALTM)
ind.
TAS/Temperature
ind.
CAPT altimeter + - Nil - 26 VAC STBY BUS
recording FDAU (on overhead panel
ALTM)
F/O airspeed ind. - Nil - 26 VAC BUS 2
and vertical speed (on overhead panel ASI
ind. VSI)
F/O altimeter - Nil - 26 VAC BUS 2
(on overhead panel
ALTM)
Standby altimeter DC BUS 1 - Nil -
vibrator (on overhead panel
STBY ALTM)
SYSTEM MONITORING
The following conditions are monitored by visual alerts :
- Loss of ADC
D See ADC FAULT procedure in chapter 2.05.12
- Incorrect ADC switching
D See ADC SW FAULT procedure in chapter 2.05.12
Mod. : 4366
SEP 02

P1 001
ATTITUDE HEADING REFERENCE SYSTEM DEC 96
AA
20.1 DESCRIPTION
The attitude and heading data are provided by :
- Two main systems (AHRS)
- Standby instruments
AHRS
AHRS consists of :
- Two attitude - heading reference units, (AHRU)
- Two flux valves
- One dual remote compensator
Each AHRU includes an inertial measurement unit (IMU), a microprocessor and
electronic controls. The IMU components, three gyrometers and three accelerometers
are aligned with the aircraft axes as a strapdown system. Earth rotation and gyro drift
are computed without requiring heading, latitude or variation insertion.
Each AHRU receives inputs from its associated flux valve.
TAS, fed by both ADC, is used to compute gyro erection.
AHRU sends altitude and heading signals to indicators, AFCS, weather radar and
FDAU.
Vertical accuracy remains within $1.4_, heading accuracy within $2_.
AHRS 1 supplies :
- SGU 1 (attitude and heading)
- F/O RMI (heading)
- FDAU (attitude - heading)
- Radar (attitude)
- ASCB bus
AHRS 2 supplies :
- SGU 2 (attitude and heading)
- CAPT RMI (heading)
- ASCB bus
P2 001
STANDBY INSTRUMENTS
STANDBY HORIZON
A stand-by electrical horizon is provided on the central panel.
STANDBY COMPASS
A retractable standby magnetic compass with internal lighting is provided under
glareshield.
RADIO MAGNETIC IND (RMI)
An RMI is installed on each pilot's panel coupled to the opposite AHRS. Each includes a
compass rose, showing magnetic heading, two pointers with rabbit ears" switching to
present either VOR or ADF bearings.
- In case of RMI internal failure or AHRS supply loss :
- RED OFF" flag appears
- ADF needle displays only relative bearing to station (without indication of magnetic
bearing).
- VOR needle displays magnetic bearing to station on rose card (no metter when the
card is frozen). Relative bearing info is lost.
Note : However, validity of these information should be confirmed.
- In case of navigation system indication failure or data supply failure, the associated
pointers move to 3 o'clock position except the double pointer when ADF is selected (9
o'clock position).
P3 001
20.2 CONTROLS
AHRS ERECT PB
Iluminates amber when the associated AHRS loses the TAS signal from the ADC. The
AHRS will continue to operate without auto-erect capability.
If the aircraft is stabilized (unaccelerated level flight) a gyro fast erection may be
performed by depressing the associated pb for 15 s.
When released, the pb remains illuminated as long as the TAS signal is lost
RMI
À Compass card.
Displays heading information on a rotating heading dial graduated in 5 degree
increments.
Á Bearing pointers
Indicate the magnetic bearing to the station selected by the associated VOR/ADF
selector.
Â VOR/ADF selectors
Select the stations (VOR or ADF) associated to the bearing pointers.
Ã Red OFF" flag
Appears in case of RMI internal failure or AHRS supply loss.
P4 001

P5 001
STANDBY HORIZON
À Attitude Sphere
Marked every 5 degrees of pitch axis, to $ 80 degrees.
Roll angle is given by a scale marked at 10, 20, 30, 60 and 90 degrees.
Á Aicraft Symbol
Orange, represents the aircraft position on the attitude sphere.
Â Red/black flag
Appears when electrical supply is lost, or when gyroscope speed becomes insufficient.
Ã Setting knob
When pulled, causes a rapid erection if the instrument is powered.
STANDBY COMPASS
Hidden in up position. Compass control should be place on DN for use. The compass rose
is graduated in 10 degree increments.
P6 001
ELECTRICAL SUPPLY
EQUIPMENT
(C/B) (C/B)
AHRS 1 power DC EMER BUS
- Nil -
supply (on overhead panel NORM)
AHRS 1 aux power DC BUS 2
- Nil -
supply (on overhead panel AUX)
AHRS 2 power DC BUS 2
- Nil -
supply (on overhead panel NORM)
AHRS 2 aux power DC BUS 1
- Nil -
supply in flight (on overhead panel FLT)
AHRS 2 aux power DC EMER BUS
- Nil -
supply on ground (on overhead panel GND)
DC BUS 2 26 VAC BUS 2
CAPT RMI
(on overhead panel 28 VDC) (on overhead panel 26 VAC)
DC STBY BUS 26 VAC BUS
F/O RMI
DC ESS BUS
Standby horizon
(on overhead panel - Nil -
power supply
NORM STBY HORIZON)
HOT EMER BAT BUS
Standby horizon
(on overhead panel - Nil -
aux power supply
AUX STBY HORIZON)
SYSTEM MONITORING
The following conditions are monitored by visual and aura alerts :

- One AHRS loses TAS input from both ADC.
S See AHRS A/ERECT FAIL procedure in chapter 2.05.12.
- AHRS disagree.
S See EFIS COMP procedure in chapter 2.05.12.
- Loss of AHRS
S See AHRS FAIL procedure in chapter 2.05.12.
SEP 13
R
R
P 10 001
EFIS DEC 97
AA
EFIS CONTROL PANEL (ECP)
1
FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2 GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3
ADI/DIM/DH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
Automatic setting is also performed when ambient brighness changes.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
R . EFIS test is performed only on ground, all failure messages appear on EFIS.
R . Radio altimeter test is performed in flight as well as on ground. RA indication
R displays 100 ft on EADI.
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4
HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
- Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set
average brightness in relation to other traces.
5
N° 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1.
On OFF position, blue pointer disappears from EHSI.
6 N° 2 BRG (◊) selector
To select green bearing pointer to VOR 2 or to ADF 2.
On OFF position, green pointer disappears from EHSI.
P 10 100
EFIS SEP 06
AA
EFIS CONTROL PANEL (ECP)
1 FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2
GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3
ADI/DIM/DH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
. EFIS test is performed only on ground, all failure messages appear on EFIS.
. Radio altimeter test is performed in flight as well as on ground. RA indication
displays 100 ft on EADI.
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4
HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
- Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set
average brightness in relation to other traces.
5
N° 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1 or to GPS active waypoint.
On OFF position, blue pointer disappears from EHSI.
Note : RNV1 position is inoperative when MAP display is active.
6
N° 2 BRG (◊) selector
To select green bearing pointer to VOR 2 or to ADF 2 or to ADF 2 or to GPS waypoint.
On OFF position, green pointer disappears from EHSI.
Note : RNV2 position is inoperative when MAP display is active.
7
Refer to 1.15.60.
Mod : 5243 or (5506 + (4885 or 5020 or 5176))
P 11 100
EFIS SEP 03
AA
SOURCES SWITCHING PANEL
Each pilot may use a source switching pane1 to face a system failure
(ATTITUDE/HEADING, VOR/ILS, SGU) by connecting his screens to the other side
source. Connection is indicated. Priority is always given to the captain.
1 ATT/HDG pb
Enables to use AHRS 2 (or AHRS 1) information.
When captain pb is depressed SYS 2" illuminates white on CAPT pb, CAPT 2"
illuminates green on F/O pb.
On both EADI, amber annunciators remind both pilots that they are using the same AHRS
source (ATT2 and HDGP).
2 VOR/lLS pb
Enables to use VOR/ILS 2 (or VOR/ILS 1) information.
Respective annunciator (VOR 2, ILS 2 or VOR 1, ILS 1) illuminates amber on EHSI.
When captain pb is depressed, "SYS 2" illuminates white on CAPT pb, CAPT 2
3 SGU pb
Enables to use SGU 2 (or SGU 1) information.
When captain pb is depressed, "SYS 2" illuminates white on CAPT pb, "CAPT 2"
On both EADls, amber SG2 (or SG1) illuminates top of the FAST/SLOW scale.
4 RNV pb
Enables to use GNSS2 (or GNSS1) information.
If RNV pb is depressed on CPT side, RNV2 illuminates amber on both EHSI.
If RNV pb is depressed on F/O side, RNV1 illuminates amber on both EHSI.
When captain pb is depressed, "SYS 2" illuminates white on CAPT pb, "CAPT 2"
Mod : 5243
P 15/16 070
EFIS JUN 97
AA

EQUIPMENT
(C/B) (C/B)
SGU 1 Power supply - Nil -
DC STBY BUS
ALT switching (on overhead panel EFIS SG 1)
indication
CAPT EADI DC STBY BUS - Nil -
(on overhead panel EADI)
CAPT EHSI DC STBY BUS - Nil -
(on overhead panel EHSI)
SGU 1 NAV Reference
CRS1/HDG panel - Nil - 26 VAC STBY BUS
RMI 2 (on overhead panel RMI)
SGU 2 power supply - Nil -
DC BUS 2
ALT switching (on overhead panel EFIS SG 2)
indication
F/O EADI DC BUS 2 - Nil -
(on overhead panel EADI)
F/O EHSI DC BUS 2 - Nil -
(on overhead panel EHSI)
SGU 2 NAV Reference
ALT/CRS 2 panel 26 VAC BUS 2
CRS1/HDG panel - Nil - (on overhead panel RMI)
(HDG 2 reference)
RMI 1
Mod. : 4366
DEC 14
R Mod : 1838 or 3130 or 5236

DEC 14
R Mod : 1838 or 3130 or 5236

P1 001
FLIGHT RECORDERS SEP 04
AA
50.1 DESCRIPTION
The aircraft is equipped with :

- a Cockpit Voice Recorder, CVR, and
- a Digital Flight Data Recorder, DFDR.
The recorders are automatically energized as soon as the aircraft is on its own electrical
supply and are switched OFF automatically TeN minutes after engines cut. When the
aircraft is on external power, recorders are OFF until one engine is started. They can be
energized by selecting ON the RCDR pushbutton, and deenergized by pushing the RESET
pushbutton.
Each recorder is equipped with an underwater acoustic beacon which is used to locate the
recorder in the event of an aircraft accident over the sea. The beacons actuate immediately
after immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range
is 3.5 km (4,000 yards).
CVR
All crew communications transmitted through the RCAU are recorded.
In addition, a CVR microphone, located below the overhead panel, acquires cockpit
conversation and aural alerts for recording. Cabin crew announcements are also recorded.
R Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording
may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the
parking break is set.
DFDR
Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts
them into digital data.
The FDAU also receives data from a Flight Data Entry Panel (FDEP) located on the
pedestal.
The data are recorded by the DFDR which stores them on a magnetic tape. The 25 last
hours of flight are retained.
P2 001
FLIGHT RECORDERS JUL 00
AA
50.2 CONTROLS
FLIGHT DATA ENTRY PANEL (FDEP)
1
Data display
Date and time may be displayed and selected through the UPDATE pb 3
(successive pressures) and the Data entry panel 2 (except when 8 and 9 position of
its first left thumbwheel is selected).
2
Data entry panel
Enables (through 4 thumbwheels) to insert different data : hour, minutes, month, day,
year, flight number and maintenance data.
3
UPDATE pb
Data displayed are updated as following :
- first left thumbwheel of Data entry panel must be on 9 position.
• First sequence : hours and minutes
- UPDATE pb depressed, the display flashes
- insert hour and minutes on data entry panel
- UPDATE pb depressed, correction is taken into account and is displayed for 5
seconds. The following sequence must be initiated during these 5 seconds.
• Second sequence : month and day
Repeat first sequence and insert month and day.
• Third sequence : year.
Repeat first sequence and insert year.
Note : Once data are inserted, reset the flight number on data entry panel.
4
Events pb
When momentarily depressed, the tape records are marked to identify a special
event.
5
STATUS FDAU light
Illuminates amber when the FDAU is failed.
6
STATUS SYST light
Illuminates amber when :
R - the DFDR is failed, or
R - the DFDR or QAR (if installed) electrical power is lost, or
R - QAR (if installed) 80% full.
P4 050
FLIGHT RECORDERS NOV 11
AA
RECORD PANEL
R Mod : 3240 or 3552

FUEL SYSTEM 1.11.10
P3 001
GENERAL SEP 05
AA
ENGINE FEED (See schematic p 13/14)
In normal conditions, each engine is supplied from its associated wing tank. Fuel
flow/fuel used ind. allow the crew to monitor fuel consumption for each engine.
Each tank is fitted with a 200 I feeder compartment always full of fuel protecting the
engine feed system against negative or lateral load factors. In the feeder compartment,
an electrical pump and a jet pump are installed. The jet pump is activated by HP fuel from
the engine HMU and is controlled by a motive flow valve.
Note : Each electrical pump is able to supply one engine in the whole flight envelope.
In normal operation, the electrical pump is only used to start the engine. After start, jet
pump takes over automatically.
R If jet pump pressure drops below 350 mbar (5 PSI), the electrical pump is automatically
activated to supply the engine.
A crossfeed valve, controlled by an electrically operated actuator, allows both engines to
be fed from one side or one engine to be fed by either tank, allowing control of an
unbalance situation.
When the crossfeed valve is open, a blue FUEL X FEED" light comes on memo panel. In
this case, the two electrical pumps are automatically actuated. It's possible to use only
one fuel tank by switching off the opposite pump pb.
At the fuel outlet of each tank a fuel LP valve, controlled by the associated fire handle, is
installed.
When low level is reached in one tank, its electrical pump is automatically actuated
(160 kg remaining fuel in the tank).
FUEL SYSTEM 1.11.10
P6 050
GENERAL JUL 98
AA
FUEL QTY PANEL
1 FUEL QTY indications

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

1 FF indication
The mass fuel flow to the engine is indicated by a pointer on a scale graduated in
kg/h X 100
R 2 FU counter
On the digital read out, fuel used is indicated in kg. This value is computed by
integration of the fuel flow parameter.
3 FU reset knob
The fuel used counter is reset to 0 by pulling associated ind. reset knob.
Note : All the digits (on the FU counter as well as on the FUEL QTY ind.) may be
tested by the overhead panel ANN LIGHT switch on TEST position.
Mod : 3596
FUEL SYSTEM 1.11.10
P5 550
GENERAL APR 08
AA
10.2 CONTROLS
FUEL PANEL
1 PUMP pb
Controls electrical pump and jet pump motive flow valve in each tank.
PB pressed in :
£ When jet pump delivery low pressure is detected (engine not running or jet
pump pressure drop) :
• electrical pump is automatically activated,
• jet pump motive flow valve is controlled open but will remain closed until a
sufficient pressure is available.
£ 30 seconds after HP fuel pressure is available and normal jet pump functioning
is sensed by the 600 mbar (8.5 PSI) pressure switch, electrical pump is
automatically switched off.
RUN illuminates green when electrical pump is activated.
OFF (p.b. released) electrical pump is deactivated, jet pump motive flow valve is
controlled closed, OFF It illuminates white.
2 LP VALVE position ind.
The position of the fuel LP valve is displayed. Each valve is controlled by its
associated fire handle.
IN LINE Flow bar illuminates green. The valve is open.
CROSS LINE The valve is closed, flow bar illuminates green and crosses the
system flow line.
Note : During transient phases (opening or closing), flow bars are extinguished.
3 FEED LO PR light
The light illuminates amber and the CCAS is activated when the fuel delivery
pressure drops below 300 mbar (4 PSI). This indicates pump failure or fuel
starvation.
4 X FEED pb
Controls the operation of the fuel crossfeed valve.
IN LINE (pb pressed in) The flow bar illuminates green in line. The valve is
open.
Both electrical pumps are automatically actuated.
CROSS LINE (pb released) The flow bar illuminates green and crosses the
system flow line. The valve is closed.
Note : During transient phases (opening or closing), flow bar is extinguished.
Permanent extinguishing of both bars indicates a valve fault.
5 TANK FUEL TEMP. IND. (cf description p7)
Model : 212A
FUEL SYSTEM 1.11.10
P6 050
GENERAL JUL 98
AA
FUEL QTY PANEL
1 FUEL QTY indications

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

1 FF indication
The mass fuel flow to the engine is indicated by a pointer on a scale graduated in
kg/h X 100
R 2 FU counter
On the digital read out, fuel used is indicated in kg. This value is computed by
integration of the fuel flow parameter.
3 FU reset knob
The fuel used counter is reset to 0 by pulling associated ind. reset knob.
Note : All the digits (on the FU counter as well as on the FUEL QTY ind.) may be
tested by the overhead panel ANN LIGHT switch on TEST position.
Mod : 3596
FUEL SYSTEM 1.11.10
P7 001
GENERAL JUL 01
AA
X FEED advisory light
Illuminates blue on memo panel when the crossfeed valve is selected open.
TANK FUEL TEMPERATURE INDICATOR
A temperature measuring device is installed in the left feeder compartment.

Temperature is displayed on the center instrument panel.
FUEL TEMP IND
FUEL TEMP indication

Fuel temperature is displayed.
R Yellow sector : -54_C to 0_ C
R Green sector : 0_C to 50_C
R Yellow sector : 50_C to 57_C
Red dash : -54_C and + 57_C
FUEL CLOG LIGHT
Light illuminates amber when fuel pressure loss in the corresponding HP pump fuel filter
exceeds 45 PSI, indicating that the filter is blocked and by passed.
FUEL SYSTEM 1.11.10
P7 060
GENERAL SEP 04
AA
X FEED ADVISORY LIGHT
Illuminates blue on memo panel when the crossfeed valve is selected open.
TANK FUEL TEMPERATURE INDICATOR
A temperature measuring device is installed in the left feeder compartment.

R Temperature is displayed on the overhead panel.
FUEL TEMP IND
FUEL TEMP indication

Fuel temperature is displayed.
Yellow sector : -54_C to 0_ C
Green sector : 0_C to 50_C
Yellow sector : 50_C to 57_C
Red dash : -54_C and + 57_C
FUEL CLOG LIGHT
Light illuminates amber when fuel pressure loss in the corresponding HP pump fuel filter
exceeds 45 PSI, indicating that the filter is blocked and by-passed.
Mod : 3973 or 4371 or 4457
FUEL SYSTEM 1.11.10
P 11/12 500
GENERAL APR 08
AA
Model : 212A
FUEL SYSTEM 1.11.10
P 13/14 200
GENERAL JUN 97
AA
R 10.5 SCHEMATIC
Eng. PW127
FUEL SYSTEM 1.11.10
P 13/14 500
GENERAL APR 08
AA
10.5 SCHEMATIC
Model : 212A
HYDRAULIC SYSTEM 1.12.10
P3 001
GENERAL DEC 97
AA
10.2 CONTROLS
HYD PWR PANEL
1
Main pumps pbs
Control activation/deactivation of ACW electric motor driven pumps.
pb pressed in : pump is energized
OFF : (pb released) pump is deactivated, OFF lt illuminates white.
LO PR : The light illuminates amber and the CCAS is activated through the
MFC when the associated pump delivered fluid pressure drops
below 1500 PSI (103,5 bars).
2
Auxiliary pump pb
Controls operating mode of DC auxiliary pump.
AUTO (pb pressed in) pump runs as soon as the following conditions are met :
- ACW blue pump pressure below 1500 PSI and,
- propeller brake released and,
- gear handle selected DOWN and,
- at least one engine running
OFF (pb released) ; auxiliary pump is deactivated, OFF illuminates white.
LO PR the light illuminates amber and CCAS is activated when auxiliary pump
outlet pressure is detected lower than 1500 PSI and functioning
conditions are met.
3 XFEED pb
Controls opening and closure of the crossfeed valve.
pb released : crossfeed valve is closed. Both hydraulic circuits are separated.
ON : (pb pressed in) crossfeed valve is selected open. Both hydraulic
R circuits are connected. ON lt illuminates white.
4
OVHT lt
The lt illuminates amber and the CCAS is activated when pump case drain line
overheat is detected (T > 121° C/250° F)
5 LO LEVEL lt
The lt illuminates amber and the CCAS is activated when associated tank
compartment fluid quantity drops below 2.5 I (0.67 USgal). The XFEED
automatically closes.
JUN 97
JUN 97
ICE AND RAIN PROTECTION 1.13.20
P1 001
ANTI ICING ADVISORY SYSTEM NOV 11
20.1 DESCRIPTION
An anti icing advisory system (AAS) is installed.
The AAS system includes :
- An ice detector
- An icing evidence probe
- Three lights in the cockpit
S icing( amber)and ICING AOA (green) lights on central panel
S DE ICING blue light on memo panel
This system has been designed to alert the crew on the correct procedures to be applied
when flying in icing conditions :
- Increase of minimum maneuver/operation speeds + selection of anti-- icing
- Selection of the deicing system at first indication of ice accretion
R - Switching the deicing and anti icing systems OFF when leaving the icing conditions.
R - Resetting the ICING AOA P/B when the aircraft is visually verified clear of ice.
ICE DETECTOR
The ice detector, located under the left wing, alerts the crew as soon as and as long as ice
accretion is sensed by the probe.
Alert is generated by the amber ICING light on the central panel.
The system is self tested constantly, and any failure generates a FAULT light illumination
with single chime.
Detection of ice accretion and associated alert are performed under following cycle :
CAUTION
The ice detector indicates ice accretion is building up on aircraft. Therefore, extinguishing
of the icing light must be regarded as an end of ice accretion and not as an absence of ice
on the aircraft. Consequently a visual check must be performed to assure aircraft is leared
of ice after having encountered ice accretion conditions.
P3 001
ANTI ICING ADVISORY SYSTEM JUL 99
AA
20.2 CONTROLS
ICE DETECTOR PANEL
ICE DET INDICATION LIGHT

1
R ICING illuminates amber when ice accretion is detected and horns anti icing is
selected ON.
R ICING flashes amber when ice accretion is detected and horns anti icing is not
selected ON.
R FAULT illuminates amber when a system failure is detected (detector fault, loss
of power supply).
2
ICE DET PTT
The push to test pb is used to check the ice detector correct operation.
Press and hold test button for 3 seconds.
- ICING amber light flashes on central panel (with associated warning) if system
works correctly.
- ICE DET FAULT illuminates, (with associated central warnings) if an ice detector
failure is detected.
ICING AOA pb
Illuminates green as soon as one horns anti icing Pb is selected ON, reminding the
crew of stall alarm threshold being lower in icing conditions.
ICING AOA green light can only be extinguished manually by depressing it, provided
both horns anti icing are selected OFF. In this case, stall alarm threshold recovers the
values defined for flight in normal conditions.
DE ICING INDICATOR
Illuminates blue on memo panel when the airframe deicing system is selected ON.
Flashes blue on memo panel when the airframe deicing system is still selected
ON five minutes after last ice accretion detection.
P3 180
ANTI ICING ADVISORY SYSTEM JUL 00
AA
20.2 CONTROLS
ICE DETECTOR PANEL
1 ICE DET INDICATION LIGHT

R ICING illuminates steady amber when ice accretion is detected, provided both horns
R anti icing and airframe de icing are selected ON.
R ICING flashes amber when ice accretion is detected and horns anti icing and/or
R airframe de icing are not selected ON.
FAULT illuminates amber when a system failure is detected (detector fault, loss
of power supply).
2 ICE DET PTT
The push to test pb is used to check the ice detector correct operation.
Press and hold test button for 3 seconds.
- ICING amber light flashes on central panel (with associated warning) if system
works correctly.
- ICE DET FAULT illuminates, (with associated central warnings) if an ice detector
failure is detected.
3 ICING AOA pb
- ICING AOA lt illuminates green as soon as one horns anti icing Pb is selected ON,
reminding the crew of stall alarm threshold being lower in icing conditions.
- ICING AOA lt can only be extinguished manually by depressing it, provided both
horns anti icing are selected OFF. In this case, stall alarm threshold recovers the
values defined for flight in normal conditions.
DE ICING INDICATOR
Illuminates Blue on memo panel when the airframe deicing system is selected ON.
Flashes Blue on memo panel when the airframe deicing system is still selected
ON five minutes after last ice accretion detection.
Mod. : (3973 or 4371 or 4457) + 5008

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

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

R - 60 sec (FAST MODE (SAT > -20_C)
R -180 sec (SLOW MODE (SAT < -20_C)
OVRD MODE (SEPARATED TIMER AND FAST MODE ONLY)
R BEGINNING OF THE FOLLOWING SEQUENCE AT60 SEC (FAST MODE)
Note : When de icing OVRD mode is selected, boots inflate according to a separate
timer and MFC is totally by passed.
P3 001
ENGINE AND WING PROTECTION OCT 09
1 AIRFRAME AIR BLEED pb

Controls both de-- ice and isolation valves.
(pb pressed in) Normal operation
Both DE-- ICE and ISOLATION VALVES are open.
OFF (pb released) OFF light comes on white.
Both DE-- ICE and isolation valves are closed.
However engine de-- icing may be used (engine de-- icing selected ON will
open de-- ice valve).
But airframe de-- icing is never available.
FAULT The light illuminates amber and the CCAS is activated when
- air pressure downstream of the de-- ice valves stays below 14 PSI.
R
- air temperature upstream of the de-- ice valves exceeds 230_C.
The alert is inhibited when pb is released.
2 AIRFRAME pb
Controls the ouputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the MFC in order to initiate a de-- icing cycle
depending on MODE SEL pb.
On light illuminates blue.
pb released in normal operation. Associated boots stay deflated.
FAULT The light illuminates amber and the CCAS is activated when inflation
sequencing of airframe boots A and B is not correct.
- associated distribution valve output has been controlled open but no
downstream pressure has been detected, or
- associated distribution valve output has been controlled closed but a
downstream pressure is detected.
P4 001
ENGINE AND WING PROTECTION JUN 97
AA
3 ENGINE pbs
Control de-ice valves, as well as the outputs A and B of respective engine
distribution valves.
ON (pb pressed in) de-ice valve is controlled open even if Airframe
Airbleed is not selected ON, and a signal is sent to the MFC in order
to initiate a deĆicing cycle depending on MODE SEL pb. ON light
illuminates blue.
OFF (pb released) Associated boots stay deflated. Also controls
associated de-ice valve in closed position, after Airframe Airbleed
FAULT and ENG FAULT.
FAULT light illuminates amber and CCAS is activated when :
- Associated distribution valve output has been controlled open
but no downstream pressure has been detected, or
- associated distribution valve output has been controlled closed
but a downstream pressure is detected.
- AIRFRAME AIRBLEED pb selected OFF and air temperature
upstream of the de-ice valve exceeds 230°C.
- Inflation sequencing of engine boots A or B is not correct.
4 MODE SEL pb
to be used when SAT <Ć20°C
Controls the timing cycle of all the wing and/or engine deĆicing controllers
(A and/or B).
FAST (pb released) timing cycle = 60 s
R SLOW (pb pressed in) timing cycle = 180 s - SLOW light illuminates blue.
5 DE-ICING OVERRIDE pb
Controls the emergency de-icing operation.
Emergency deĆicing is used when a failure of MFC modules affecting the deĆicing of
ENG air intakes occurs.
The control panel enables control of all double valves (ENG and AIRFRAME).
NORM (pb released) Normal operation
OVRD (pb pressed in) The emergency de-icing activation is selected (timing
cycle = 60 s), the light illuminates white and all de-icing lights extinguish.
This position is used when the associated FAULT light illuminates.
FAULT The light illuminates amber when both MFC modules associated to air
intake boots control fail.
P3 080
ENGINE AND WING PROTECTION OCT 09
30.2 CONTROLS
ENGINE/WING DE ICING PANEL
1
AIRFRAME AIR BLEED pb
Controls both de ice and isolation valves.
Pb pressed in Normal operation.
Both DE ICE and ISOLATION VALVES are open.
OFF (pb released) OFF light comes on white.
Both DE ICE and isolation valves are closed.
However engine de-- icing may be used (engine de-- icing selected ON
will open de-- ice valve).
But airframe de-- icing is never available.
FAULT The light illuminates amber and the CCAS is activated when :
- Air pressure downstream of the de-- ice valves stays below 14 PSI.
R
- Air temperature upstream of the de-- ice valves exceeds 230°C.
The alert is inhibited when pb is released.
2 AIRFRAME pb
Controls the outputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the MFC in order to initiate a
de-- icing cycle depending on MODE SEL pb.
ON light illuminates blue.
Pb released In normal operation. Associated boots stay deflated.
FAULT The light illuminates amber and the CCAS is activated when inflation
sequencing of airframe boots A or B is not correct. :
- Associated distribution valve output has been controlled open but
no downstream pressure has been detected, or
- Associated distribution valve output has been controlled closed
Mod. : 4050
P4 080
ENGINE AND WING PROTECTION JUN 97
AA
3
ENGINE pbs
Control de-ice valves, as well as the outputs A and B of respective engine
distribution valves.
ON (pb pressed in) De-ice valve is controlled open even if Airframe
Airbleed is not selected ON, and a signal is sent to the MFC in order
to initiate a cycle. ON light illuminates blue.
Pb released Associated boots stay deflated. Also controls associated de-ice
valve in closed position, after Airframe Airbleed FAULT and ENG
FAULT.
FAULT Light illuminates amber and CCAS is activated when :
- Associated distribution valve output has been controlled open
but no downstream pressure has been detected, or
- Associated distribution valve output has been controlled closed
- AIRFRAME AIRBLEED pb selected OFF and air temperature
upstream of the de-ice valve exceeds 230°C.
- Inflation sequencing of engine boots A or B is not correct.
4 DE ICING MODE SEL pb
Controls the selection of wings/engines boots inflation cycles when MAN is
selected on MODE SEL AUTO pb 6
FAST (pb released) timing cycle = 60 s
SLOW (pb pressed in) timing cycle = 180 s - SLOW light illuminates blue.
5 DE-ICING OVERRIDE guarded pb
Controls the emergency de-icing operation.
The control panel enables control of all double valves (ENG and AIR FRAME).
NORM (pb released) Normal operation
OVRD (pb pressed in) The emergency de-icing activation is selected (timing
cycle = 60 s), the light illuminates white and all de-icing lights extinguish.
This position is used when the associated FAULT light illuminates.
FAULT The light illuminates amber when both MFC modules associated to air
intake boots control fail resulting in an incorrect inflation sequencing.
Mod. : 4050
P 4A 080
AA
6
MODE SEL AUTO pb
Pb released Normal operation (automatic operating mode). The DE-ICING MODE
SEL pb 4 is inoperative.
R The cycle selection is provided ADC1, MFC1B, ADC2 and MFC2B
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
and/or ADC failure occurs. The DE-ICING MODE SEL pb 4 is
inoperative.
In this case the FAST mode is automatically activated.
MAN (pb pressed in) The DE-ICING MODE SEL pb 4 is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
Mod. : 4050
P 7/8 080
AA
SYSTEM MONITORING
- LOW pressure in the de icing common air manifold (P < 14 PSI and t > 6s) or over
temperature (T > 230_C) upstream the pressure regulating valve.
S See AIRFRAME AIR BLEED FAULT procedure in chapter 2.05.09.
- Distribution valve output controlled open but no downstream pressure detected or
controlled closed but downstream pressure detected.
S See AIRFRAME DE ICING or ENG DE or ANTI-ICING FAULT procedure in
chapter 2.05.09.
- Power loss on a horn anti-icing unit
S See HORNS ANTI ICING FAULT procedure in chapter 2.05.09.
- Boots do not operate following MFC failure or both boots A and B of the same engine
are supplied 200 sec after eng cycle beginning or Boots A (B) of both engines are
supplied while boots B (A) are not supplied 20 sec after eng. cycle beginning.
S See DE ICING MODE SEL FAULT procedure in chapter 2.05.09.
R - MFC 1B or 2B and/or ADC failure. Discrepancy between outputs
S See MODE SEL AUTO FAULT procedure in chapter 2.05.09.
Mod. : 4050
P1 500
PROPELLER ANTI ICING APR 08
AA
40.1 DESCRIPTION
Propeller anti icing is performed by resistors installed near the surface of the inboard
sections of the blade leading edges.
On each propeller, the heat elements are electrically connected in three blades (every)
other blade).
The system is supplied with 115 ACW. Two modes are available and automatically
selected depending on the temperature.
TIME SEQUENCE DIAGRAM
MODE SEL : NORMAL OPERATION
LOW POWER CYCLE
MODE SEL : ON
HIGH POWER CYCLE
R Model : 212A
P2 550
PROPELLER ANTI ICING APR 08
AA
40.2 CONTROLS
PROPELLER ANTI ICING PANEL
1 PROP pb
Controls the respective propeller heating elements.
ON (pb pressed in), the heating units are supplied. The ON light
illuminates blue.
pb released The heating elements are not supplied.
FAULT The light illuminates amber to indicate that at least one blade is not
electrically supplied.
2 ANTI--ICING MODE SEL pb
Controls the duration of propeller anti icing cycles when MAN is selected on MODE
SEL AUTO pb 3 .
pb released LOW POWER cycle is selected.
ON (pb pressed in) HIGH POWER cycle is selected. The ON lt illuminates
blue.
Note : • LOW POWER has to be selected when temperature is between 0°C (32°F)
and - 10°C (14°F).
• HIGH POWER has to be selected when temperature is between - 10°C
(14°F) and - 30°C (-- 22°F).
• Below - 30°C (-- 22°F) icing problems should be non existant (no
supercooled water).
R Model : 212A
P 2A 080
PROPELLER ANTI ICING JUL 01
AA
3 MODE SEL AUTO pb (same pb as ENGINE AND WING PROTECTION)

pb released Normal operation (automatic operating mode)
The ANTI-ICING MODE SEL pb 2 is inoperative.
R The cycle selection is provided by ADC 1, MFC 1B, ADC 2 and
R MFC 2B
R FAULT Illuminates amber and the CCAS is activated when MFC (1B or 2B)
R and/or ADC failure occurs (see schematic 1.13.30 p 4A).
The ANTI-ICING MODE SEL pb 2 is inoperative. In this case, the
HIGH POWER CYCLE is automatically activated.
MAN (pb pressed in) The ANTI-ICING MODE SEL pb 2 is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
Mod. : 4050
P3 080
PROPELLER ANTI ICING JUL 01
AA

ELECTRICAL SUPPLY

EQUIPMENT
(C/B) (C/B)
Propeller 1 - Nil - AC wild BUS 1
anti-icing (on lateral panel PROP1 ANTI ICING
PWR PWR SPLY
Propeller 2 - Nil - AC wild BUS 2
anti-icing (on lateral panel PROP2 ANTI ICING
PWR PWR SPLY
Prop anti-icing DC EMER BUS
CTL and Ind (on lateral panel PROP CTL
and IND)
Note : Propeller anti icing is inhibited when Np is below 63%.

MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
- One or more blade heating unit (s) inoperative.
• See PROP ANTI-ICING FAULT procedure in chapter 2.05.09.
R - MFC 1B or 2B and/or ADC failure, discrepancy between outputs.
• See MODE SEL AUTO FAULT procedure in chapter 2.05.09.
Mod. : 4050
P1 001
RAIN PROTECTION JUL 98
AA
70.1 DESCRIPTION
Rain removal from front windshields is provided by two wipers : each wiper is driven
by a two speed electric motor. They are controlled by two WIPER selectors on the
overhead panel : one for the Captain, and one for the F/O. Maximum speed to operate
the wipers is 160 kt.
70.2 CONTROLS
R
R
R
R
R
R
R
R
R
WIPER rotary selector

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

(C/B)
Captain wiper DC ESS BUS
(on lateral panel CAPT)
F/O wiper DC BUS 2
(on lateral panel F/O)
LANDING GEAR 1.14.20
P3 070
LANDING GEAR SEP 05
AA
GEAR NORMAL OPERATION
Landing gear extension and retraction is performed by a control lever located on the
center instrument panel.
The MFC electrically controls the landing gear selector valve located in the LH main
landing gear fairing. This valve supplies hydraulic pressure (green system) to :
- Gear extension hydraulic line. The retraction line is then connected to tank return for
extension.
- Gear retraction hydraulic line. The extension line is then connected to tank return for
retraction.
Note 1 The main gear wheels are automatically braked as soon as the lever is selected
up.
Note 2 As soon as the gear is locked in the selected position, hydraulic pressure is
released from the connecting line.
Uplocking is mechanically achieved. Unlocking is hydraulically achieved.
Down locking is achieved by means of a dual aligment folding side brace. Locking
springs act as secondary alignment and ensure locking independently of hydraulic
pressure availability. Unlocking is hydraulically achieved.
Each main gear incorporates a door mechanism linked to it. The door is therefore
operated by the gear during retraction and extension.
Four doors close off the nose gear well and restore the fuselage profile. The doors are
actuated mechanically by the gear itself. The two forward doors will be closed after gear
extension while the two aft will remain open.
R Landing gear can not be retracted as long as at least one gear shock absorber senses
weight on wheels.
GEAR EMERGENCY EXTENSION
In the event of normal system failure the landing gear can be extended mechanically.
The system is controlled from the flight compartment by means of a push/pull handle
which permits landing gear mechanical unlocking. The landing gear extends due to
gravity and aerodynamic forces. Main landing gear extension is assisted by a gas
actuator. Nose landing gear is assisted by a mechanical device.
Mod. : 3986
P7 080
LATERAL MAINTENANCE PANEL JUN 97
AA
W.O.W. SELECTOR
On the RH maintenance panel, a selector enables the weight on wheels systems to
be selected to the in Flight" position when on the ground, for maintenance purposes.
Mode Selector
Controls the overriding of weight on wheels system.
NORM The system works normally.
FLT The systems are forced to the in"FLIGHT" position. MAINT PNL" light
illuminates amber on the CAP.
FAILURES READOUT DISPLAY
The right side maintenance panel includes a readout display for failures of systems
linked to the MFC. Landing gear malfunctions are indicated when the rotary selector
is selected on the WOW/LDG position.
Mod. : 4457
P5 001
BRAKES ANTI SKID SEP 06
AA
R
NAVIGATION SYSTEM 1.15.00
P1 090
CONTENTS JUL 99
AA
1.15.00 CONTENTS
1.15.10 VOR/ILS/MKR/DME SYSTEM

10.1 DESCRIPTION
10.2 CONTROLS
1.15.20 ADF SYSTEM

20.1 DESCRIPTION
20.2 CONTROLS
1.15.30 RADIO ALTIMETER

30.1 DESCRIPTION
1.15.40 GROUND PROXIMITY WARNING SYSTEM

40.1 DESCRIPTION
40.2 CONTROLS
40.4 SCHEMATIC
1.15.50 WEATHER RADAR

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

60.1 DESCRIPTION
60.2 CONTROLS
60.4 SCHEMATIC
1.15.65 OMEGA (if installed)
R Mod : 4654 or 4885 or 5020

P3 010
ADF SYSTEM JUL 98
AA
7 ACT button
In normal operation, frequency select knobs(2) change the preset frequency
display. After a 2 second push on the ACT button the bottom, window displays
dashes, the knobs directly act on the active frequency. A second push on the button
enables return to normal operation.
8 TEST button
Is used to initiate the radio self test diagnostic routine.
9 Annunciators
MEM (Memory) : illuminates when a preset frequency is being displayed in the
lower window.
RMT (Remote) : illuminates when the ADF control box is being remotely
controlled by an other system (FMS, NCS, etc...)
10 Light sensor
Automatically adjusts the display brightness.

(C/B)
ADF 1 DC STBY BUS
(on overhead panel ADF 1)
R ADF 2 (if installed) DC BUS 2
(on overhead panel ADF 2)
Mod : 0043
P 2 080
GPWS SEP 05
AA
ALERT MODES
MODE 1 - EXCESSIVE DESCENT RATE
If the aircraft penetrates the outer envelope, the SINK RATE" voice alert is generated
and the red GPWS" warning lights illuminate.
If the aircraft penetrates the inner envelope, the PULL UP" voice alert is generated and
the red GPWS" warning lights illuminate.
This mode does not depend on the aircraft configuration.
R Mod : 5313 or 5467

P 1 100
GPWS SEP 04
AA
40.1 DESCRIPTION
(See schematic p 9/10)
The Enhanced Ground Proximity Warning System (EGPWS) provides visual and aural
alerts in case of dangerous flight path conditions which would result in inadvertent ground
contact if maintained.
The EGPWS performs the following alert modes :
- Basic GPWS modes
. Mode 1 :- excessive descent rate
. Mode 2 - excessive terrain closure rate
. Mode 3 - altitude loss after take-off
. Mode 4 - unsafe terrain clearance
. Mode 5 - below glideslope
. Mode 6 - altitude callouts
- Enhanced modes :
. Terrain Clearance Floor (TCF)
. Terrain Awareness & Display (TAD)
The system includes :
- one EGPWS computer
- two GPWS/GS" lights illuminated when alert is activated
- one FAULT/OFF" light and a selector dedicated to basic GPWS part
- one TERR" pushbutton dedicated to enhanced mode
- two DSP SEL" pushbuttons for display selection on EFIS
To operate, the system requires data supply from ADC1, ILS2, Radio Altimeter, AHRS1,
GNSS or EGPWS internal GPS card, WX Radar, flaps position transmitter and gear lever
position transmitter. The system provides SGU1 & 2 with terrain data to perform display on
EFIS.
Mod : 5313 + 5467

P 2 080
GPWS SEP 05
AA
ALERT MODES
MODE 1 - EXCESSIVE DESCENT RATE
If the aircraft penetrates the outer envelope, the SINK RATE" voice alert is generated
If the aircraft penetrates the inner envelope, the PULL UP" voice alert is generated and
the red GPWS" warning lights illuminate.
This mode does not depend on the aircraft configuration.
R Mod : 5313 or 5467

P 2A 080
GPWS SEP 05
AA
MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE
S FLAPS NOT IN LANDING CONFIGURATION
When the aircraft penetrates the envelope, the TERRAIN - TERRAIN" voice alert is
generated and the red GPWS" warning lights illuminate.
If the aircraft continues to penetrate the envelope, the PULL UP" voice alert is now
generated with the red GPWS" lights always illuminated.
When the warning conditions no longer exist, the TERRAIN - TERRAIN" aural
message is heard until the aircraft pressure altitude has increased by 300 feet of
altitude or 45 seconds has elapsed.
Note that the upper altitude limit is reduced to 1250 feet if Geometric Altitude is valid.
R Mod : 5313 or 5467

P 3 080
GPWS SEP 05
AA
S FLAPS IN LANDING CONFIGURATION
When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is
MODE 3 - ALTITUDE LOSS AFTER TAKE-OFF

When the aircraft penetrates the envelope, the DON'T SINK" voice alert is generated
R Mod : 5313 or 5467

P4 080
GPWS OCT 09
AA
MODE 4 - UNSAFE TERRAIN CLEARANCE
S GEAR UP
This mode is active during cruise and approach with gear not in landing
configuration.
When the aircraft penetrates the envelope at a speed higher than 190 kts with gear
R not down and locked, the “TOO LOW TERRAIN” voice alert is generated and the red
“GPWS” warning lights illuminate.
Note that the “TOO LOW TERRAIN” warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
If penetration is performed at a speed lower than 190 kts with gear not down, the
“TOO LOW GEAR” voice alert is generated and the red “GPWS” warning lights
illuminate.
R Mod : 5313 or 5467

P 4A 080
GPWS SEP 05
AA
S FLAPS UP
This mode is active during cruise and approach with gear down and flaps not in
landing configuration.
When the aircraft penetrates the envelope at a speed higher than 159 kts, the TOO
LOW TERRAIN" voice alert is generated and the red GPWS" warning lights
illuminate.
Note that the TOO LOW TERRAIN" warning area upper limit is reduced to 500 feet if
Geometric Altitude is valid.
if penetration is performed at a speed lower than 159 kts, the TOO LOW FLAPS"
voice alert is generated and the red GPWS" warning lights illuminate.
The GPWS selector enables a landing with flaps not in landing configuration without
incuring a warning.
R Mod : 5313 or 5467

P 5 080
GPWS SEP 05
AA
S TAKE OFF
This mode is active during take off with either gear and flaps not in landing
configuration.
When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is
MODE 5 - BELOW GLIDESLOPE

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

P 5 080
GPWS SEP 05
AA
S TAKE OFF
This mode is active during take off with either gear and flaps not in landing
configuration.
When the aircraft penetrates the envelope, the TOO LOW TERRAIN" voice alert is
MODE 5 - BELOW GLIDESLOPE

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

P 6 100
GPWS SEP 04
AA
MODE 6 - ALTITUDE CALLOUTS
- A FIVE HUNDRED" foot callout is available during non-precision approach or if the

aircraft is outside ± 2 dots glideslope deviation.
- A MINIMUM - MINIMUM" audio callout is generated when the aircraft passes with
gear down through the selected decision height.
- A BANK ANGLE - BANK ANGLE" aural warning is available to cover excessive roll
angle
Mod : 5313 + 5467

P 6A 080
GPWS SEP 05
AA
TERRAIN CLEARANCE FLOOR

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

P 6B 100
GPWS SEP 04
AA
TERRAIN AND OBSTACLE AWARENESS

This function uses aircraft geographic position provided by an aircraft GPS or an
optional internal GPS card, aircraft altitude and a worldwide terrain database to predict
potential conflicts between the aircraft flight path and the terrain, and to provide aural
alert and graphic displays of the conflicting terrain.
S Terrain / Obstacle Alerting
Caution and Warning envelopes below and ahead of the aircraft path are computed
as a function of airspeed and flight path angle.
It the aircraft penetrates the Caution envelope boundary, an aural message
TERRAIN AHEAD. TERRAIN AHEAD" or OBSTACLE AHEAD, OBSTACLE
AHEAD" (for obstacle detection) is generated with the red GPWS" lights illuminated
on each instrument panel. Simultaneously, terrain areas, which conflict with the
Caution criteria, are shown in solid yellow on the Terrain Display.
If the aircraft penetrates the Warning envelope boundary, an aural message
TERRAIN AHEAD, PULL UP" or OBSTACLE AHEAD, PULL UP" (for obstacle
detection) is generated with the red GPWS" lights illuminated on each instrument
panel. Simultaneously, terrain areas, which conflict with the Caution criteria, are
shown in solid red on the Terrain Display.
S Terrain /Obstacle Display
The terrain data can be displayed on the Electronic Flight Instrument System (EFIS).
When the Terrain Display is present, it replaces the Weather Radar display and can
be available to the flight crew at any time.
A discrete pop-up signal provided by EGPWS is used to automatically display on
EFIS the detected threatening terrain or obstacle with an auto-range of
10Nm,whatever is the previous information displayed.
The local terrain forward of the aircraft is depicted as variable density dot patterns in
green, yellow or red. The density and color being a function of how close the terrain is
relative to aircraft altitude. Terrain Alerts are depicted by painting the threatening
terrain or obstacle as solid yellow or red.
Mod : 5313 + 5467

P 6C 080
GPWS SEP 05
AA
An optional Peaks display adds additional density patterns and level threshold to the
standard mode display. At altitudes safely above all terrain for the display range chosen,
the terrain is displayed independently of aircraft altitude.
The Peaks display includes a solid green level to indicate the highest non-threatening
terrain. The red and yellow dot patterns, and solid red and yellow colors are unchanged
with regard to the standard display.
The terrain identified as water (0 feet MSL) is displayed as cyan dots.
Two elevation numbers (in hundreds of feet above MSL) with the highest terrain on top and
the lowest terrain under it are displayed with the corresponding colors to indicate the
highest and lowest terrain currently being displayed. A single elevation number (high
altitude) is displayed when the screen is all black or blue as a result of flying over water or
relative flat terrain where there is no appreciable difference in terrain elevations.
Peaks terrain background display
R Mod : 5313 or 5457

P 7 080
GPWS SEP 05
AA
40.2 CONTROLS
GPWS - G/S FB
The pbs on CAPT and F/O panels are identical and connected in parallel. GPWS and G/S
indications are integrated into the pbs.
GPWS illuminates red as long as any mode 1 - 2 - 3 - 4 - TCF - TAD alert is activated.
The illumination is accompanied by the voice alert for the particular mode.
G/S illuminates amber as long as a mode 5 alert is activated.
The illumination is accompanied hy the voice alert for this particular mode.
Pressed . On ground will perform the system test
- both GPWS and TERR FAULT lights illuminate on left panel
- GPWS FAULT light on CAP turns on
- G/S amber lights on both pilot panel turn on
- GLIDESLOPE aural alert is broadcast
- G/S amber lights turn off
- GPWS red lights on both pilot panels turn on
- PULL UP aural alert is broadcast
- GPWS red lights turn off
- TERR blue lights on DSP SEL pbs on both pilot panels turn on
- Terrain Display test pattern is displayed on each EFIS
- TERRAIN AHEAD PULL UP aural alert is broadcoast
- After 12 sec, Terrain Display test pattern disappears on each EFIS
- both GPWS and TERR FAULT lights on left panel turn off
- GPWS FAULT light on CAP turns off
. below 2000 feet, will inhibit the mode 5 alert (aural and visual)
R Mod : 5313 or 5467

P 7A 080
GPWS SEP 05
AA
GPWS SELECTOR
The selector is guarded and wirelocked on NORM position.

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

P 7B 080
GPWS SEP 05
AA
GPWS Light
FAULT illuminates amber when some or all GPWS basic modes are lost.
OFF illuminates white when GPWS selector on OFF position.
TERR Guarded pb
Pressed all Enhanced (TAD & TCF) modes are operative.

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

TERR illuminates blue when Terrain display is selected on EFIS.
R Mod : 5313 or 5467
P 8 080
GPWS SEP 05
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B)
EGPWS computer
GPWS-G/S alert
GPWS light DC BUS 1
R TERR pb (on overhead panel EGPWS COMPTR & WARN)
DSP SEL pb
GPWS FAULT indication on CAP DC BUS 2 (on overhead panel)
SYSTEM MONITORING
The conditions are monitored by visual alerts :
- EGPWS computer internal failure or power supply loss.
.S GPWS FAULT amber light illuminates on CAP
.S both GPWS and TERR FAULT amber lights illuminate on left panel.
- ADC1 loss
.S GPWS FAULT amber light amber light illuminates on CAP
S both GPWS and TERR FAULT amber lights illuminate on left panel.
- Radio altimeter loss
S GPWS FAULT amber light illuminates on CAP and on the 2VU left panel
- GNSS or AHRS1 loss
S GPWS FAULT amber light illuminates on CAP
S TERR FAULT amber light illuminates on the 2VU left panel
R Mod : 5313 or 5467

P 9/10 080
GPWS SEP 05
AA
40.4 SCHEMATIC
R Mod : 5313 or 5467

P1 010
WEATHER RADAR JUL 00
AA
50.1 DESCRIPTION
Weather radar system is designed for weather impediments detection, up to 300 NM in a

45 degree sector on each side of aircraft path.
Weather impediments are displayed on the EHSI(S) in ARC mode, in 4 colors according to
the intensity of rain detected.
Weather radar can also be used in MAP mode to display ground obstacles.
ANTENNA
System is controlled with the weather radar control panel. Modes selected on this panel
are displayed on the EHSI.
Mod : 5016
P2 010
AA
50.2 CONTROLS
WEATHER RADAR CONTROL PANEL
1 Mode selector
Enables the selection of the operating mode.

OFF position : The radar system is turned off (WX displayed amber on the EFIS).
SBY position : (STBY displayed green on the EFIS) Places the radar in a ready
state with the antenna scan stopped and the transmitter inhibited.
WX position : (WX displayed green on the EFIS) Selects the weather detection
mode, displaying five different levels.
Level 0 : Black No detectable cloud
Level 1 : Green Moderate storm
Level 2 : Yellow Less severe storm
Level 3 : Red Strong storm
Level 4 : Magenta Intense storm
On the ground, the system is automatically forced in SBY position
for safety. If needed, it is possible to restore the active WX mode by
pushing the STAB button four times in three seconds.
GMAP position : (GMAP displayed green on the EFIS) Selects the ground mapping
mode using four different levels.
Level 0 : Black No return
Level 1 : Cyan Least reflective return
Level 2 : Yellow Moderate return
Level 3 : Magenta Strong return
FP position : (FPLN displayed green on the EFIS). Clears the screen of radar
data and put it in the flight plan mode. The target alert mode (TGT)
can be used in FP mode.
TST position : (TEST displayed on the EFIS) displays a test pattern to verify the
system.
Mod : 5016
P3 010
AA
2 TILT control
Is used to adjust the antenna pitch from 15o down to 15o up.
3
RANGE push buttons
Select the different operating ranges from 5 to 300 NM. In the FP mode, additional
ranges of 500 and 1000 miles are available.
4
GAIN rotary control and push/pull switch
When the switch is pushed, the system enters the preset, calibrated gain mode, in
this mode, the rotary control does nothing.
When the switch is pulled, the system enters the variable gain mode, adjustable by
the rotary control (VAR is displayed amber on the EFIS).
5 RCT push button

Activates or deactivates the REACT mode which compensates for attenuation of the
radar signal as it passes through rain fall.
The cyan field indicates areas where further compensation is not possible. Any target
detected in these areas will be displayed in magenta and should be considered
dangerous.
6 STAB push button

Turns the pitch and roll stability ON and OFF.
7
TGT push button
Activates and deactivates the radar target alert mode. When activated, TGT is
displayed green on the EFIS and the system monitors beyond the selected range and
7.5o on each side of the aircraft heading.
If a characteristic return is detected in the monitored area, the TGT legend on the
EFIS changes from green to amber. TGT alert can only be selected in the WX and FP
modes.
8
SECT push button
Is used to select either the normal 12 looks/mn 120o scan or the faster update
24 looks/mn 60o sector scan.
Mod : 5016
P4 010
AA
EHSI DISPLAY
1
wx
1 Radar Mode Annunciator
Appears as soon as the weather radar is switched on.

• WAIT (green) : corresponds to the radar unit warning up time (is illuminated
during 90 seconds)
• STBY (green) : radar is in STBY mode.
• TEST (green) : illuminates green when a test is initiated
• WX : - illuminates green when radar is operative
- illuminates amber to indicate that radar is not working when
Ąit is either :
. selected ON on EFIS Control Panel (ECP) but OFF on
Radar Control box.
. or selected ON on both ECP and Radar Control box but
antenna is not scanning.
• G MAP (green) : enables to display the ground obstacles
• RCT (green) : Rain Echo Attenuation Compensation Technique mode is engaged.
• TX (magenta) : illuminates when radar operates with the screen dimmed.
2 Distance indication (white)
Appears as soon as ARC mode is selected on EHSI.
3 Weather indication
Is displayed in four colors.
Mod : 5016
P5 010
AA
Mod : 5016
P6 010
WEATHER RADAR SEP 03
AA
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY

(C/B) (C/B)
Weather radar DC BUS 1 26 VAC STBY BUS
Mod : 5016
GLOBAL NAVIGATION SATELLITE SYSTEM P1 120
GNSS OCT 08
AA
60.1 DESCRIPTION (See schematic P. 11/12)
Using information provided by a constellation of 24 satellites (the HT 1000 is

able to track up to 12 satellites at a time), GNSS is an automatic tridimensional
(latitude, longitude, altitude) location and navigation means. It also uses data
recorded in a data base.
The data base is stored in the NPU and is updated every 28 days on the ground
using a specific data loader. The effective date periods are displayed on the
MCDU IDENT page.
The navigation is normally performed using the GPS sensor (GPS mode). In the
R case of the GPS position becomes unavailable, the HT1000 reverts to DME-- DME mode
R (if installed) and radio coverage allows it. If not, the dead reckoning mode (DR)
R is used as a back-- up using true airspeed, heading and the last
computed wind data.
FUNCTIONS
HT 1000 is capable of performing all the functions associated with the great circle
navigation.
It mainly allows to perform:
- ”Direct To” navigation
- Flight plan navigation
- Navigation to nearest airport (or nearest VOR, NDB...)
To know all the functions available, refer to the table of contents of the HT 1000
pilot’s guide.
Mod : (4654 or 4885 or 5020) + (4839 or 4656)

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

GNSS OCT 08
AA
60.1 DESCRIPTION (See schematic P. 11/12)
Using information provided by a constellation of 24 satellites (the HT 1000 is

able to track up to 12 satellites at a time), GNSS is an automatic tridimensional
(latitude, longitude, altitude) location and navigation means. It also uses data
recorded in a data base.
The data base is stored in the NPU and is updated every 28 days on the ground
using a specific data loader. The effective date periods are displayed on the
MCDU IDENT page.
The navigation is normally performed using the GPS sensor (GPS mode). In the
R case of the GPS position becomes unavailable, the HT1000 reverts to DME-- DME mode
R (if installed) and radio coverage allows it. If not, the dead reckoning mode (DR)
R is used as a back-- up using true airspeed, heading and the last
computed wind data.
DUAL GNSS
The single HT 1000 GNSS is a four unit system consisting ina navigation processor unit
(NPU), a multifunction control display unit (MCDU), an antenna coupler (ACU) and a
configuration module.
The dual HT 1000 consists in two of each component listed above. With dual units, each
system is interfaced with its on-- side instrumentation.
The dual installation provides an automatic transfer of the active flight plan to the second
system. To confirm the transfer, the flight plan must be executed on the receiving system.
FUNCTIONS
HT 1000 is capable of performing all the functions associated with the great circle
navigation.
It mainly allows to perform :
- ”Direct To” navigation
- Flight plan navigation
- Navigation to nearest airport (or nearest VOR, NDB...)
- Vertical navigation (non-- coupled to auto-- pilot)
- Non precision approach
To know all the functions available, refer to the table of contents of the HT 1000
pilot’s guide.
Mod : 5243
GNSS SEP 03
AA
60.2 CONTROLS
HT 1000 CONTROLS
The MCDU is the pilot interface for operation and data entry of the HT 1000 and
also displays routes and advisory data on a color 5.5" liquid crystal display. The
display has 14 lines of data with 24 characters per line. The MCDU keyboards
provides for data input and display selection and control.
Two MCDU are installed. Each MCDU is interfaced with its on-side instrumentation.
Mod : 5243
GNSS JUL 00
AA
EFIS CONTROL PANEL
1 Map pb
Repetitive action on this pb selects alternately MAP display and ARC display on
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the
active waypoint which is magenta.
2 V/L pb
Action on this pushbutton causes selection of the VOR/LOC mode.
3 RNV pb
Action on this pushbutton causes selection of the GNSS mode.
4 Refer to 1.10.30.
R Mod : 4654 or 4885 or 5020 or 5176

GNSS JUL 99
AA
EHSI - MAP DISPLAY
1 NAV source annunciation

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

GNSS SEP 03
AA
EFIS CONTROL PANEL
1 Map pb
Repetitive action on this pb selects alternately MAP display and ARC display on
EHSI.
In MAP selection, waypoints of the flight plan are displayed in white except the
active waypoint which is magenta.
2 V/L pb
Action on this pushbutton causes selection of the VOR/LOC mode.
3 RNV pb
Action on this pushbutton causes selection of the GNSS mode.
4 Refer to 1.10.30.
Mod : 5243
GNSS SEP 03
AA
EHSI - MAP DISPLAY
V
< 15

Identifies the source which supplies the EHSI, RNV 1 or RNV 2.
This information is blue when each crew member uses its own GNSS navigation source.
It becomes amber, and displays RNV, when both Pilot and F/O use the same GNSS as
navigation source.
2 Distance counter
Indicates the distance computed by GNSS to the next waypoint.
3 Waypoints
G next waypoint (magenta)
G other waypoint (white)
f indicates an airport
indicates a VOR
Mod : 5243
GNSS JUL 99
AA
4
Ground speed indicator
Indicates the ground speed calculated by the GNSS.
5 Track deviation
Indicates in NM and tenths of NM the track deviation to the left (L)
or to the right (R) of the intended track.
6 Wind indicator
An arrow and a figure indicates the direction and the velocity (in kt) of the
wind.
7 VOR/RNV symbols
G RNV
VOR
Only VOR/DME or RNV waypoints will be presented on the MAP display.
VOR/RNV 1 is displayed in blue.
VOR/RNV 2 is displayed in green.
8 WPT/DGR alerting
WPT illuminates amber when approaching a waypoint
DGR illuminates amber when the UNABLE RNP" message is displayed on
the MCDU.
9 TO/FROM indicator (magenta)
10 Drift angle indicator (magenta)
11 Radar's range selector may be used to select the distance scale.
12 DME 1/2
Indicates the distance given by DME 1/2.
13
OFS (cyan)
Indicates that a parallel offset has been activated.
14 RADAR status
R Mod : 4654 or 4885 or 5020

GNSS JUL 99
AA
EHSI - ARC DISPLAY

This information is blue when only one crew member uses GPS. It becomes amber
when both Capt and F/O use GPS as navigation source.
2 Distance counter
Indicates the distance computed by GPS to the next waypoint.
3 Ground speed indicator
Indicates the ground speed calculated by the GPS.
4
Desired track indication
5 Lateral deviation to the track
6 WPT/DGR alerting
the MCDU.
7 TO/FROM annunciator
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase. (Not applicable)
OFS illuminates cyan when an offset has been activated.
R Mod : 4654 or 4885 or 5020

GNSS JUL 99
AA
4
5 Track deviation
6 Wind indicator
wind.
7 VOR/RNV symbols
G RNV
VOR
8 WPT/DGR alerting
the MCDU.
12 DME 1/2
13
OFS (cyan)
14 RADAR status
R Mod : 4654 or 4885 or 5020

GNSS SEP 03
AA
EHSI - ARC DISPLAY

navigation source.
2 Distance counter
Indicates the distance computed by GNNS to the next waypoint.
Indicates the ground speed calculated by the GNNS.
4 Desired track indication
5
Lateral deviation to the track
6
WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase.
Mod : 5243
GNSS JUL 00
AA
4
5 Track deviation
6 Wind indicator
wind.
7 VOR/RNV symbols
G RNV
VOR
8 WPT/DGR alerting
the MCDU.
12 DME 1/2
13
OFS (cyan)
14 RADAR status
15 Vertical deviation
Scale and Index
Mod : 5176
GNSS SEP 03
AA
EHSI - ARC DISPLAY

navigation source.
2 Distance counter
4 Desired track indication
5
6
WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
Mod : 5243
GNSS JUL 99
AA
EHSI - FULL MODE

This information is blue when only one crew member uses GPS. It becomes amber
when both Capt and F/O use GPS as navigation source.
2 Distance counter
Indicates the distance computed by GPS to the next waypoint.
Indicates the ground speed calculated by the GPS.
4
5
6 WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
APP illuminates cyan when in approach phase. (Not applicable)
R Mod : 4654 or 4885 or 5020

GNSS JUL 99
AA
EADI
Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU:
- UNABLE RNP: message annunciated when ANP exceeds RNP or integrity is greater
than twice the selected RNP (Once the value for approach). The conditions for
displaying this message are flight phase dependent as follows:
PHASE OF FLIGHT DEFAULT RNP (NM) Unable RNP Time to Alarm (s)
OCEANIC 12 80
EN ROUTE 2 80
TERMINAL 1 60
APPROACH * 0.3 10
* Not applicable
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning
(GPS and DME modes are lost).
- VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than
default current RNP.
- VERIFY RNP-POS REF: message annunciated when flight phase changes and current
pilot
entered RNP is greater than the default RNP for new flight mode.
- UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM
prediction at FAF/MAP fails, or navigation source is not GPS.
In addition there are some advisory messages such as:
- RAIM LIMIT EXCEEDS XX NM: message annunciated when the GPS RAIM protection
Limit
exceeds TSO-C129 requirement for current flight phase.
- CHECK DEST RAIM-POS REF: message annunciated within 30 NM of destination airport if
active route contains approach and approach RAIM predicted to be non available for some
period of time within 15 minutes of destination ETA.
RNV MSG will extinguish when the associated MCDU message is cancelled.
R Mod : 4654 or 4885 or 5020
GNSS SEP 03
AA
EHSI - FULL MODE
NAV source annunciation

1 Identifies the source which supplies the EHSI, RNV 1 or RNV 2.
navigation source.
2 Distance counter
4
5 Lateral deviation to the track
6 WPT/DGR alerting
the MCDU.
8 RADAR status
9 APP/OFS
Mod : 5243
GNSS SEP 03
AA
EADI
Alerting messages and displays related to the HT 1000 operation.
(1) RNV MSG is triggered by one of the following messages displayed on the MCDU:
- UNABLE RNP: two HT 1000 are installed. A cross comparison of the aircraft position
computed by system 1 and 2 is performed. If the difference becomes greater than twice
the default RNP, UNABLE RNP is displayed on each MCDU.
PHASE OF FLIGHT DEFAULT RNP (NM) Unable RNP Time to Alarm (s)
OCEANIC 12 80
EN ROUTE 2 80
TERMINAL 1 60
APPROACH * 0.3 10
* Not applicable
- DEAD RECKONING: message annunciated when NAV source becomes dead reckoning
(GPS and DME modes are lost).
- VERIFY RNP ENTRY: message annunciated when the pilot entered RNP is greater than
default current RNP.
- VERIFY RNP-POS REF: message annunciated when flight phase changes and current
pilot entered RNP is greater than the default RNP for new flight mode.
- UNABLE APPROACH: message annunciated when within 2 NM from the FAF, and RAIM
prediction at FAF/MAP fails, or navigation source is not GPS.
VERTICAL TRACK CHANGE ALERT
This message and annunciator is displayed prior to reaching a vertical track change.
END OF DESCENT
This message appears whenever the aircraft reaches the last altitude constraint on the
descent path.
Mod : 5243
GNSS SEP 05
AA

R GNSS DC BUS 1
(on overhead panel GPS)
Mod : 4654 or 4885 or 5020

GLOBAL NAVIGATION SATELLITE SYSTEM P 10 090
GNSS JUL 00
AA
R Mod : 4654 or 4885 or 5020 or 5176

GNSS JUL 99
AA

GNSS DC STBY BUS
R Mod : 1603 + (4654 or 4885 or 5020)

GNSS JUL 00
AA
R Mod : 4654 or 4885 or 5020 or 5176

GNSS SEP 05
AA
In addition there are some advisory messages such as:

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

GNSS1 DC STBY BUS
R GNSS2 DC BUS 1
Mod : 1603 + 5176 + 5243

GNSS JUL 00
AA
R Mod : 4654 or 4885 or 5020 or 5176

GLOBAL NAVIGATION SATELLITE SYSTEM P 11/12 110
GNSS JUL 01
AA
60.4 SCHEMATIC
Mod : (4654 or 4885 or 5020 or 5176) + (4839 or 4656)

GLOBAL NAVIGATION SATELLITE SYSTEM P 11/12 150
GNSS SEP 03
AA
60.4 SCHEMATIC
Mod : 5243
OCT 08
R 1.16.45 BOOST FUNCTION (If installed) - PW127M ONLY

POWER PLANT 1.16.10
P1 550
GENERAL OCT 08
AA
R The engine is a Pratt & Whitney of Canada PW 127 F or PW127 M certified for a 2750 SHP
maxtake-- off rating. However, innormal operation, take-- off ratingwill be2475SHPwithan
automaticpowerincreaseto2750SHP(reservetake-- offratingRTO)incaseof otherengine
failure.
Power setting is characterized by constant power lever and condition lever positions.
The power adapted to the flight phase is selected by the pilot through a power
management selector.
The engine comprises two spool gas generators driving a six blade propeller via a free
turbine/concentric shaft/reduction gear box assembly. Propeller regulation is
electronically controlled.
The propeller is an Hamilton Standard 568 F
- Diameter : 3.93 m (12.9 ft)

- Rotation : clockwise (looking forward)
- 100 % Np : 1200 RPM
- Weight: : 180 kg
The engine accessories are mounted on two accessory gear boxes, one driven by the
HP spool, and one by the propeller reduction gear box.
Model : 212A
POWER PLANT 1.16.20
P2 550
SYSTEMS DESCRIPTION APR 08
AA
9 Propeller Reduction Gear Box
Thepowerturbineshaftisconnectedtothepropellerreductiongearboxbyacoupling
driveshaft flexible diagram connections at each end. The gear box is mounted offset
of the centerline of the turbo machine. The speed reduction is obtained in two stages.
On the reduction gear box are installed.
- The ACW generator
- The propeller Valve Module (PVM) controlled by Propeller Electronic Control
(PEC).
- The (HP) pump and overspeed governor
- The auxiliary feather pump
- The propeller brake (on RH engine only)
- The fuel cooled oil cooler (FCOC)
Note : Auxiliary feather pump is driven electrically. On ground, its activation by the
CL is inhibited.
The other components are actuated through the reduction gear box.
AIR INLET
As presented on figure, the engine air intake 1 is offset and is a shallow ”S” bend
designed to provide uniform inlet flow to the compressor. The curvature 2 is
intended to provide inertial separation and protection in the event of foreign object
ingestion. It is also used to divide airflow in a primary flow directed to the engine, and
a secondary flow directed to the oil cooler 3 . Control of the secondary airflow is
achieved by automatic oil cooler flaps positioning 4 .
R Model : 212A
POWER PLANT 1.16.20
P3 001
SYSTEMS DESCRIPTION JUL 98
AA
R 20.2 FUEL SYSTEM

The fuel supplied from the A/C fuel tank flows through :
- A fuel heater which includes :
- a screen 1 with a by-pass capability.
- a fuel heater element 2 . The source of heat is engine oil, and the fuel
temperature is thermostatically controlled. A fuel heater outlet temperature
indication is provided.
- A HP pump 3 with a filter, a clogging indicator is provided on pilot's panel.
- The Hydro Mechanical Unit (HMU) which has two functions :
• to meter the fuel flow delivery to the engine by a metering valve assembly
4 , the excess being returned to HP pump inlet,
• to provide the HP motive flow required by the fuel tank jet pump through an
engine valve 5 .
- A fuel flowmeter 6 .
- A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating
system by using fuel system as cooling source.
- A flow divider 8 to the fuel nozzles.
POWER PLANT 1.16.20
P4 200
SYSTEMS DESCRIPTION DEC 97
AA
20.3 LUBRICATION SYSTEM (See schematic p 9/10)

Synthetic oil specification MIL-L-23699.
A single oil system serves the turbo machinery, the reduction gear box and the
propeller pitch change system.
- Oil tank
R Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank. Quantity
indication is checked by sight glass (or by a dipstick) on the side of the tank.
- Pressure system
A gear pump 2 driven by the accessory gear box supplies oil through an air cooler
3 mounted in the nacelle and a filter 4 both fitted with by-passes in case of
clogging.
RGB oil is also cooled in a fuel heater, 5 as well as in the FCOC 6 . An oil
temperature sensor is provided.
Oil pressure is controlled by a regulating valve 7 . A low temp valve 8 is
provided to eliminate damaging pressures surges on cold starts. A pressure
transducer 9 and a low pressure switch 10 are installed.
- Scavenge system
Scavenging is blown down or gravity drained except for N° 6 and 7 bearing cavity and
the reduction gear box, on which gear pumps are used.
20.4 IGNITION SYSTEM
Each engine is equipped with a high energy ignition system. It consists of two engine
mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark
igniters, one for each ignition exciter.
The engine ignition system provides ignition for :
- On ground starting using exciter A, exciter B, or exciters A + B (according to ENG
START rotary selector position).
Note : Using exciter A or exciter B may allow to detect an hidden failure.
- In flight starting using exciters A + B regardless of start selection.
- Adverse weather operations using exciters A + B.
In addition, for each engine, in case of NH drop below 60 %, exciters A + B are
automatically activated. This action is inhibited if :
- NH drops below 30 %, or
- EEC is deselected, or
- CL is set on FEATHER or FUEL S/O position,
- On the failed engine in case of ATPCS sequence.
The system is rated for continuous duty.
Eng. : PW127
POWER PLANT 1.16.20
P3 001
SYSTEMS DESCRIPTION JUL 98
AA
R 20.2 FUEL SYSTEM

The fuel supplied from the A/C fuel tank flows through :
- A fuel heater which includes :
- a screen 1 with a by-pass capability.
- a fuel heater element 2 . The source of heat is engine oil, and the fuel
temperature is thermostatically controlled. A fuel heater outlet temperature
indication is provided.
- A HP pump 3 with a filter, a clogging indicator is provided on pilot's panel.
- The Hydro Mechanical Unit (HMU) which has two functions :
• to meter the fuel flow delivery to the engine by a metering valve assembly
4 , the excess being returned to HP pump inlet,
• to provide the HP motive flow required by the fuel tank jet pump through an
engine valve 5 .
- A fuel flowmeter 6 .
- A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating
system by using fuel system as cooling source.
- A flow divider 8 to the fuel nozzles.
POWER PLANT 1.16.20
P4 550
AA
20.3 LUBRICATION SYSTEM (See schematic P9/10)
Synthetic oil specification MIL-- L-- 23699.

A single oil system serves the turbo machinery, the reduction gear box and the
propeller pitch change system.
- Oil Tank
Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank.
Quantity indication is checked by sight glass (or by a dipstick) on the side of the tank.
- Pressure system
A gear pump 2 driven by the accessory gear box supplies oil through an air cooler
3 mounted in the nacelle and a filter 4 both fitted with by-- passes in case of
clogging.
RGB oil is also cooled in a fuel heater, 5 as well as the FCOC 6 . An oil
temperature sensor is provided.
Oil pressure is controlled by a regulating valve 7 . A low temp. valve 8 is
provided to eliminate damaging pressures surges on cold starts. A pressure
transducer 9 and a low pressure switch 10 are installed.
- Scavenge system
Scavenging is blown down or gravity drained except for N° 6 and 7 bearing cavity
and the reduction gear box, on which gear pumps are used.
20.4 IGNITION SYSTEM
Each engine is equipped with a high energy ignition system. It consists of two engine
mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark
igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25 s, the
intensity is 5 to 6 sparks/s and then, the intensity becomes 1 spark/s.
The engine ignition system provides ignition for :

- On ground starting using exciter A, exciter B, or exciters A+B (according to ENG
START rotary selector position).
Note : Using exciter A or exciter B may allow to detect an hidden failure.
- In flight starting using exciters A+B regardless of start selection.
In addition, for each engine, in case of NH drop below 60 % exciters A+B are
automatically activated. This action is inhibited if :
- NH drops below 30 %, or
- EEC is deselected, or
- CL is set on feather or fuel S/O position, or
- On the failed engine in case of ATPCS sequence.
Note : When EEC is deselected, excites A+B can manually be activated, using the MAN
IGN guarded push-- button.
R Model : 212A
POWER PLANT 1.16.20
P5 550
AA
20.5 PROPELLER (See schematic P11/12)
The propeller is driven by a free power turbine by means of a reduction gear box. Pitch
(B) change is hydromechanically controlled by a Propeller Valve Module (PVM).
The PVM is controlled by a Propeller Electronic Control (PEC) installed in each engine
nacelle which provides the synchrophasing between the two propellers.
Interface between flight deck and PEC is ensured by a Propeller Interface Unit (PIU)
installed in the electronic rack.
The propeller control system uses the condition lever, the PWR MGT rotary selector
and the power lever to activate the pitch change mechanism through the governors
and associated equipments.
The system is protected against :
- Low pitch angle in flight,
- Overspeed,
- Hydraulic pressure loss.
The RH Propeller Reduction Gear Box is provided with a brake to be used on the
ground for Hotel mode operation.
PVM
The PVM is installed on the reduction gear box and allows :
- The basic speed set
- Beta scheduling
- Reversing
- Synchrophasing
- Feathering
- Low pitch protection
- 14° (Reverse) < βref < 78.5° (Feather)
Additionally it is used, with the overspeed governor, to contain propeller overspeed.
The PVM comprises :
- An Electro Hydraulic Valve (EHV) which meters the pitch change oil to the pitch
change actuator and allows a normal feathering of the propeller.
- A protection valve which is a part of overspeed, low pitch and back-- up feathering
functions.
- A feather solenoid (EHV back-- up).
- A Rotary Variable Differential Transducer (RVDT) which adjust and confirm PLA
position.
R Model : 212A
POWER PLANT 1.16.20
P6 550
AA
PEC
The PEC is a dual channel electronic box which provides closed loop control over the
propeller pitch change system. The PEC detects, isolates and accomodates systems
faults.
In the event of a failure of the primary channel, control of the propeller system will
automatically be transfered to the back-- up channel.
Propeller speed is calculated by the PEC through EEC (altitude and airspeed data) and
Np sensors.
PIU
The PIU (one per PEC) is an electronic box located in the electronic rack that realizes
the interface between the PEC and the cockpit for propeller speed selection, and PEC
fault signalisation logics.
PROPELLER BRAKE (IF INSTALLED)

The propeller brake is fitted on a countershaft on the RH engine reduction gearbox in
order to stop the propeller (and the power turbine).
When the engine is running in Hotel mode :
- The HP spool drives the DC generator.
- Bleed pressure is available downstream the HP compressor and supplies both
packs.
ENGAGEMENT LOGIC
READY light must be illuminated, prior to any propeller brake activation. Loss of one
of the above mentionned required conditions for engagement, will not imply propeller
brake disengagement. However, when gust lock is released and propeller brake is still
engaged, PROP BRK light will illuminate red on CAP, associated with CRC.
Note : After a propeller braking or releasing sequence, READY light may remain
illuminated for about 15 s.
R Model : 212A
POWER PLANT 1.16.20
P 7/8 550
CROSS SECTION
AA
20.6 SCHEMATICS
EXTERNAL VIEW (RIGHT)
EXTERNAL VIEW (LEFT)
R Model : 212A
POWER PLANT 1.16.20
P 9/10 001
SYSTEMS DESCRIPTIONS DEC 97
AA
LUBRICATION SYSTEM
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
POWER PLANT 1.16.20
P 11/12 001
SYSTEM DESCRIPTION DEC 96
AA

POWER PLANT 1.16.20
P 11/12 550
AA
PROPELLER REGULATION SCHEMATIC
R Model : 212A
POWER PLANT 1.16.30
P2 200
SYSTEMS OPERATING JUL 98
AA
30.2 ENGINE GOVERNING

MAIN UNITS (HMU-EEC-PCU-PWR MGT)
HYDROMECHANICAL UNIT (HMU)
- Performs fuel metering in steady state operation and protects the system in case
of transients.
- Commands a rotor speed in accordance with 2 laws (NH = f (PLA)) :
. 1 st law (called top) used when EEC is ON to protect NH overspeeds.
. 2 nd law (called base) used when EEC is OFF.
- Includes a stepper motor which adjusts the flow controlled by the hydromechanical
channel, in accordance with commands transmitted by the EEC.
- Ensures engine shutdown (HP fuel S/O).
- Delivers a motive flow to the fuel tank jet pump.
ENGINE ELECTRONIC CONTROL (EEC)
- Regulates a given power, by controlling the stepper motor, to obtain a predicted

torque as a function of :
the power lever position
the PWR MGT selector position
flight conditions
the position status of the bleed air valves
Note : Operating line with EEC ON may be placed above or below the HMU BASE
R LAW depending on weather conditions
Eng. : PW127
POWER PLANT 1.16.30
P1 550
SYSTEMS OPERATING APR 08
30.1 GENERAL
The power control parameter is the torque :
TQ = P (engine power)
NP
The maximum torque for each flight condition, at the selected rating, is computed by the
FDAU independently of the engine governing and displayed on the TQ indicator
(Automatic BUG).
An engine Electronic Control (EEC) provides control of fuel flow in the

HydroMechanical Unit (HMU), through a stepper motor in such a way as to control
the torque in accordance with outside conditions and positions of :
- The power lever (PLA).
- The power management selector (PWR MGT).
- The bleed valves.
The HMU delivers a fuel flow which generates the NH compressor rotation speed.
Power Lever (PL) Power Control

PWR MGT selector EEC + Np min
BLEED position
POWER LEVER HMU NH
PWR MGT Selector Blade angle governing

PEC PVM + reverse
POWER LEVER (PL)
CONDITION LEVER Np max

PVM + Feathering
(CL)
Engine shutdown
HMU (HP Fuel shutdown valve)
R Model : 212A
POWER PLANT 1.16.30
P2 550
AA
30.2 ENGINE GOVERNING

MAIN UNITS (HMU- EEC- PVM- PWR MGT)
HYDROMECHANICAL UNIT (HMU)
- Performs fuel metering in steady state operation and protects the system in case
of transients.
- Commands a rotor speed in accordance with 2 laws (NH = f (PLA)) :
. 1 st law (called top) used when EEC is ON to protect NH overspeeds.
. 2 nd law (called base) used when EEC is OFF.
- Includes a stepper motor which adjusts the flow controlled by the hydromechanical
channel, in accordance with commands transmitted by the EEC.
- Ensures engine shutdown (HP fuel S/O).
- Delivers a motive flow to the fuel tank jet pump.
ENGINE ELECTRONIC CONTROL (EEC)
- Regulates a given power, by controlling the stepper motor, to obtain a predicted

torque as a function of :
¯ the power lever position
¯ the PWR MGT selector position
¯ flight conditions
¯ the position status of the bleed air valves
Note : Operating line with EEC ON may be placed above or below the HMU BASE
LAW depending on weather conditions
R Model : 212A
POWER PLANT 1.16.30
P3 200
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-off, automatic uptrimmed take-off power
to the valid engine (ATPCS) by responding to the signal generated by the
auto-feather unit (AFU) of the failed engine.
- Controls the modulated opening of the handling bleed valve (HBV) so as to ensure
correct LP compressor operation.
PROPELLER CONTROL UNIT (PCU)
- At high power, controls the propeller maximum speed NP, according to condition
lever position.
- Controls propeller pitch at low power and when using reverse.
- Ensures feather function.
PWR MGT SELECTOR
LINE A : ONE ENGINE OUT OPERATION
LINE B : NORMAL TO OR MCT
LINE C : CLB
LINE D : CRZ
Note : Sensible sector designed to allow fix throttle engine control.
Eng. : PW 127
POWER PLANT 1.16.30
P4 001
AA
ENGINE POWER CONTROL LAWS

R 1 TOP LAW (EEC ON)
This is a TQ (PLA) control law, ensuring a constant power.
It is backed-up by an NH (PLA) law which becomes active :
- at low power (authority of engine torque control is gradually reduced to be
cancelled out at FI)
- in case of engine torque control failure
- in Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
POWER PLANT 1.16.30
P3 550
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-- off, automatic uptrimmed take-- off power
to the valid engine (ATPCS) by responding to the signal generated by the
Auto-- Feather Unit (AFU) of the failed engine.
- Controls the modulated opening of the Handling Bleed Valve (HBV), so as to ensure
correct LP compressor operation.
PROPELLER VALVE MODULE (PVM)
- At high power, controls the propeller maximum speed Np, according to the PWR
MGT selection.
- Controls propeller pitch at low power and when using reverse.
- Ensures low pitch through a solenoid (when PLA are below FI position).
PWR MGT SELECTOR
LINE A : One engine out operation

LINE B : Normal TO or MCT
LINE C : CLB
LINE D : CRZ
Note : Sensible sector designed to allow fix throttle engine control.
R Model : 212A
POWER PLANT 1.16.30
P4 070
AA
ENGINE POWER CONTROL LAWS

R 1 TOP LAW (EEC ON)
This is a TQ (PLA) control law, ensuring a constant power.
It is backed-up by an NH (PLA) law which becomes active :
- At low power (authority of engine torque control is gradually reduced to be
cancelled out at FI),
- In case of engine torque control failure,
- In Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
Mod. : 3973 or 4371 or 4457

POWER PLANT 1.16.30
P5 550
AA
When necessary, power is automatically reduced in such a way as to maintain the

torque at the maximum value, authorized for the rating considered (thermo dynamic
limit).
Example for : sea level, bleed off, static conditions.
R Model : 212A
POWER PLANT 1.16.30
P6 550
AA
PLA quadrant has TWO CLEARLY IDENTIFIED POSITIONS
Position 1 WHITE MARK
At this position marked by a notch the control system delivers max rated power
corresponding to the mode selected.
TO : P = 2475 SHP
MCT : P = 2500 SHP
CLB : P = 2192 SHP
CRZ : P = 2132 SHP
ENGINE REGULATION
- Engine regulation uses pitot and static data coming from EEC. EEC data are
elaborated either from the selected ADC (normal configuration) or from engine
sensors and imposed data (emergency configuration).
Note : If the selected ADC electrical supply fails, two events may occur :
- If ADC 2 was selected, ADC 1 immediately takes over from ADC 2 ; ADC SW
FAULT light illuminates.
- If ADC 1 was selected, engine sensors immediately take over from ADC 1.
ADC SW FAULT light does not illuminate.
The engine torque must match with the torque calculated by the FDAU, except when TO
is selected at the PWR MGT selector.
When TO is selected at the PWR MGT selector, with the ATPCS armed :
- the torque calculated by the FDAU corresponds to RTO
- in normal T.O. configuration PL NOTCH
PWR MGT TO
ATPCS ARMED
The FDAU BUG is positioned at RTO. This value must be crosschecked with
temperature and altitude information. Manual BUG must be set at RTO - 10 % TQ
position.
In the event of engine failure and automatic uptrim, the engine torque will coincide
with the FDAU torque (RTO).
R Model : 212A
POWER PLANT 1.16.30
P8 500
AA
3 BASE LAW (EEC OFF)

The NH (function of PLA) base law is used when the EEC is deselected.
(REVERSION MODE).
. Refer to the schematic p 4
EEC Deselection Sequence

A at time of EEC failure PLA = Plo (NOTCH)
NH = NHo
NH remains fixed at NHo value until either PL travel reaches 52° or NH reaches its
overspeed protection.
B NH changes to NH1 value (at that time a power increase or decrease can be
noted, according to the operating point position prior to EEC failure with respect to
HMU base law).
C NH follows the NH (PLA) schedule of the HMU base law.
This mode of operation (REVERSION) features :

- Loss of torque regulation at constant power lever position (changes in ambient
conditions will call for PLA adjustments to maintain maximum engine torque).
Note : ¯ Loss of the EEC has no effect on the two torque indications (digital
and analogic) displayed
- Handing bleed valve (HBV) is still monitored by the EEC deselected with a law
function of NH instead of PLA.
- Loss of propeller underspeed control at low power (FUEL GOVERNING).
R Model : 212A
POWER PLANT 1.16.30
P9 001
SYSTEMS OPERATING NOV 11
AA
HOTEL MODE
This mode, available on the RH engine only, is exclusively used on the ground to provide
aircraft autonomy in terms of air conditioning and DC power supply with the gas generator
operating and the propeller locked by a hydraulic brake.
- PL is controlling the power of the generator (NH = f(PL)) since the fuel governing function
of the EEC is automatically cancelled when selecting feather. A throttle stop is provided
by the gust lock lever to avoid an overtorque risk. Without this protection, hotel mode
cannot be selected.
- CL has to be set to feather prior to selecting hotel mode and must be left in this position.
Hotel mode can be used with EEC ON or OFF. The gust lock stop precludes
overpowering the engine.
R • SM : Stepper Motor
POWER PLANT 1.16.30
P9 001
SYSTEMS OPERATING NOV 11
AA
HOTEL MODE
This mode, available on the RH engine only, is exclusively used on the ground to provide
aircraft autonomy in terms of air conditioning and DC power supply with the gas generator
operating and the propeller locked by a hydraulic brake.
- PL is controlling the power of the generator (NH = f(PL)) since the fuel governing function
of the EEC is automatically cancelled when selecting feather. A throttle stop is provided
by the gust lock lever to avoid an overtorque risk. Without this protection, hotel mode
cannot be selected.
- CL has to be set to feather prior to selecting hotel mode and must be left in this position.
Hotel mode can be used with EEC ON or OFF. The gust lock stop precludes
overpowering the engine.
R • SM : Stepper Motor
POWER PLANT 1.16.30
P 10 550
AA
30.3 PROPELLER SPEED GOVERNING
BLADE ANGLE GOVERNING

This is the normal in flight governing mode.
The PVM adjusts the propeller pitch according to the power setting in such a way as
to maintain a constant propeller speed NP.
This governing is available whether EEC is ON or OFF.
PWR MGT selector commands NP propeller speed (through the PEC)
PL commands power (and therefore TQ, at a given NP)
FUEL GOVERNING
This is the ground governing mode at low speed and low power.
The EEC automatically increases the fuel flow so as to maintain a minimum propeller
speed (NP = 70.8 %)
CL is set in AUTO position.
Note : This control mode is cancelled :
- when EEC is OFF,
- when the propeller is in FEATHER position.
TRANSITION MODE
This is the intermediate mode between the two previous ones.
It only applies on ground, or in flight at low power and low speed.
The NP speed is comprised between 70.8 % and NP selected.
- Control operation may be summarized through the graph below, depicting evolution
of the propeller speed NP function of PLA (example given in MCT mode).
R Model : 212A
POWER PLANT 1.16.40
P1 550
CONTROLS APR 08
AA
40.1 ATPCS
GENERAL
The propulsion unit includes an ATPCS (automatic take-- off power control system)
which provides in case of an engine failure during take-- off the uptrimmed take-- off
power on the remaining engine combined with an automatic feathering of the failed
engine.
This system enables to reduce the power normally used for take-- off by an amount of
about 10% below the power certified by the engine manufacturer. This is favorable to
engine/propeller life without affecting the take-- off performance in case of an engine
failure.
Full ATPCS (i.e. uptrim and autofeather) is only available for take-- off (see arming
conditions below).
COMPONENTS
The ATPCS operates with the following components on each engine :
* The Auto Feathering Unit (AFU) which is the main system element. It conditions the
torque signal coming from the engine and provides the torque indication :
- to the cockpit indicators (needles only),
- to the FDAU,
- to the MFC which includes the autofeathering/uptrim logic functions, and
delivers the corresponding control signals to the feather solenoid, to the feathering
electrical pump and to the opposite EEC.
* The EEC which transmits a signal enabling the power to increase from TO to RTO
(or a n NH signal during ATPCS test at ground idle).
* The feather solenoid mounted on the PVM,
* The feathering electric pump installed on the reduction gear box.
In the Cockpit :
* The ATPCS pb on the cockpit center panel,
* The PL position (sw set to 49°),
* A test selector located on the pedestal.
ARMING CONDITIONS
PWR MGT selector TO
ATPCS pb ON uptrim and
Both PL above 49° auto
Both torques above 46% feathering
Aircraft on ground functions
armed
PWR MGT selector TO
ATPCS pb ON
Both PL above 49° auto feather-
Both torques above 46% ing
Aircraft in flight function armed
R Model : 212A
POWER PLANT 1.16.40
P2 500
CONTROLS APR 08
AA
TRIGGERING CONDITIONS
One torque below 18%
SEQUENCE AFTER TRIGGER
Time Trigger 2.15 s t

ATPCS B B
"
ARMED uptrim is triggered and bleed autofeather is activated
ON GROUND valve is shut off on the on the affected engine
remaining engine
Y
- feather solenoid activated
- feathering electric pump
energized
- inhibition of autofeather on
the remaining engine
- ARM light extinguishes
B
ARMED autofeather is activated on the
IN FLIGHT affected engine
Note : Nothing happens on the affected engine for 2.15 seconds, but uptrim is
energized on the remaining engine. This feature enables to perform an
acceleration stop without having autofeather in order to benefit from some
reversing action on the failed engine.
In this case, the throttle reduction occuring within 2.15 seconds period
automatically disarms the mode.
Once the mode has been triggered, its cancellation can only result from
either :
- PWR MGT other than TO, or
- ATPCS Pb set to OFF, or
- both PL retarded.
CAUTION : If the engine is restarted, IT WILL BE NECESSARY TO SELECT PWR
MGT to MCT position after relight in order to be able to UNFEATHER
the propeller.
R Model : 212A
POWER PLANT 1.16.40
P4 001
CONTROLS SEP 05
AA
40.2 POWER LEVERS (PL)

PL is mechanically connected to the HMU and to the PCU through cables and rods.
This lever controls the power plant thrust from Max rated TQ to max reverse.
CAUTION :in case of engine failure, the PL remains active controlling the pitch angle,
and therefore associated propeller drag as long as propeller is not
feathered.
For take off acceleration the pilot will push PLs from GI to the TO position which is
identified by a notch.
R At landing, the pilot will reduce PLs to FI. Then after flight idle gate automatic unlocking,
he will act on the triggers to reduce down to GI, and eventually to reverse. Reverse
sector is protected" by a spring rod : a force must be exercised by the pilot to position the
PL into reverse sector. Releasing this pull force will bring PL back to around GI.
When the PL are on the MAX RATED TQ position, the pilot can increase the power (if
necessary) by pushing the PL up the RAMP (after GO AROUND position) to the FWD
stop.
Note : On the ground, the gust lock, when engaged, prevents excessive PL in the
forward traction sector angle.
POWER LEVER SWITCHES
POWER PLANT 1.16.40
P3 500
CONTROLS APR 08
AA
ATPCS SEQUENCE
armed on ground
A/FEATH FUNCTION
Disarming conditions
Note : During a normal flight (without engine failure) uptrim/autofeather will be

disarmed after take-- off when leaving the TO position on PWR MGT.
R Model : 212A
POWER PLANT 1.16.40
P4 550
CONTROLS APR 08
AA
40.2 POWER LEVERS (PL)

PL is mechanically connected to the HMU and to the PVM through cables and rods.
This lever controls the power plant thrust from Max rated TQ to max reverse.
CAUTION :in case of engine failure, the PL remains active controlling the pitch angle,
and therefore associated propeller drag as long as propeller is not
feathered.
For take off acceleration the pilot will push PLs from GI to the TO position which is
identified by a notch.
At landing, the pilot will reduce PLs to FI. Then after flight idle gate automatic unlocking,
he will act on the triggers to reduce down to GI, and eventually to reverse. Reverse
sector is “protected” by a spring rod : a force must be exercised by the pilot to position the
PL into reverse sector. Releasing this pull force will bring PL back to around GI.
When the PL are on the MAX RATED TQ position, the pilot can increase the power (if
necessary) by pushing the PL up the RAMP (after GO AROUND position) to the FWD
stop.
Note : On the ground, the gust lock, when engaged, prevents excessive PL in the
forward traction sector angle.
POWER LEVER SWITCHES
R Model : 212A
POWER PLANT 1.16.40
P6 550
CONTROLS APR 08
AA
40.4 CONDITION LEVERS (CL)

They operate feathering control, HP fuel shut off valves and propellers speed (NP),
controlled by PVM when in blade angle governing propulsion mode.
- AUTO position controls propeller speed through PWR MGT selector position.
- 100 % OVRD position sets manually Np MAX.
It is necessary to act on a trigger located on the lever side to travel
- from AUTO to FTR (and return),
- from FTR to FUEL SO (and return).
A red lt incorporated in the lever will illuminate if a fire is detected on the associated
engine provided CL is not in FUEL SO position.
CONDITION LEVER SWITCHES
R Model : 212A
POWER PLANT 1.16.40
P7 200
CONTROLS JUN 97
AA
40.5 INDICATORS & CONTROL PANELS
TORQUE IND
Two sensing torque probes are located on the reduction gear box. One of them sends
a signal to the AFU which supplies the analogic torque ind. (pointer). The other one
sends a signal to the EEC which supplies the electronic torque ind. (digital counter).
1 Digital counter
Actual torque is displayed.
If "000" is displayed, torque sensor is failed.
If "ĆĆĆ" is displayed, EEC cannot control the HBV which is then closed.
R If LAB" is displayed, a wrong EEC is installed.
2 Pointer
Green sector : 0-106.3%
Red mark : 90%
Red dashed radial : 106.3%-Red dot : 109.6%
3 FDAU target
Displays the maximum torque value computed by the FDAU depending on the PWR
MGT selection (except on the T.O. position where reserve T.O. torque is displayed.)
Note : In case of FDAU target failure associated with a pointer misfunctioning, an
AFU failure may be suspected (see page 1).
4 Manual target
Controlled by the knob 5, displays a manually selected torque target.
5 Knob
Enables setting of target bug 4.
6 Test pb
Allows to test the ind. During test, both counter and pointer will display 115%.
Note : A blue dot is provided on the ind. scale to identify 115%.
Eng. : PW127
POWER PLANT 1.16.40
P7 500
CONTROLS APR 08
AA
40.5 INDICATORS & CONTROL PANELS

TORQUE IND
Two sensing torque probes are located on the reduction gear box. One of them sends
a signal to the AFU which supplies the analogic torque ind. (pointer). The other one
sends a signal to the EEC which supplies the electronic torque ind. (digital counter).
1 Digital counter
If ”000” is displayed, torque sensor is failed.
If ”---” is displayed, EEC cannot control the HBV which is then closed.
If “LAB” is displayed, a wrong EEC is installed.
2 Pointer
Green sector : 0-- 100%
Red mark : 100%
Amber sector : 100-- 106%
Red dashed radial : 106.3%-- Red dot : 120%
3 FDAU target
Displays the maximum torque value computed by the FDAU depending on the PWR
MGT selection (except on the T.O. position where reserve T.O. torque is displayed.)
Note : In case of FDAU target failure associated with a pointer misfunctioning, an
AFU failure may be suspected (see page 1).
4 Manual target
Controlled by the knob 5, displays a manually selected torque target.
5 Knob
Enables setting of target bug 4.
6 Test pb
R Model : 212A
POWER PLANT 1.16.40
P8 500
CONTROLS APR 08
NP IND
1 Digital counter
Actual NP is displayed.
2 Pointer
Actual NP is displayed.
Amber sector : 41.6-- 65%
Green sector : 70.8-- 100%
Red mark : 100%
Red dot : 120%
3 Test pb
R Model : 212A
POWER PLANT 1.16.40
P9 001
CONTROLS JUL 98
AA
ITT IND
1 Digital counter
Actual ITT (T6) is displayed.
R 2 Pointer
Actual ITT is displayed.
Green sector : 300-765°C
Red point + H : 715°C (Hotel mode)
Amber sector : 765-800°C
Red mark : 765°C (Temperature limit during normal take-off to be checked
in chapter 2.01)
White/red mark : 800°C (Temperature limit in uptrim conditions)
Red point : 840°C (Temperature limit for 20 sec)
Red point + S : 950°C (Temperature limit for 5 sec for start)
3 Alert lt
Illuminates amber and the CCAS is activated when ITT > 800°C or 715°C in hotel
mode.
4 Test pb
Allows to test the ind. During test, both counter and pointer will display 1150°C.
Note : A blue dot is provided on the ind. scale to identify 1150°C.
POWER PLANT 1.16.40
P 10 200
CONTROLS JUN 97
NH/NL IND
1 Digital counter
Actual NH is displayed.
2 Pointer
Red mark : 103.2%
3 Pointer
Actual NL is displayed.
Red mark : 104.2%
4 Test pb
OIL IND
1 OIL PRESS indication

Actual oil pressure is displayed.
Green sector : 55-65 PSI
Amber sector : 40-55 PSI
Red mark : 40 PSI
Dashed white/red radial at 55 PSI
2 OIL LOW PRESS It
Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure
switch activates the CCAS at 40 PSI.
3 OIL TEMP indication
Actual oil temperature is displayed.
Green sector : 45-125_C
Amber sector : 125-140_C and below 0_C
Red mark : 140_C
Eng. : PW127
POWER PLANT 1.16.40
P9 001
CONTROLS JUL 98
AA
ITT IND
1 Digital counter
Actual ITT (T6) is displayed.
R 2 Pointer
Actual ITT is displayed.
Green sector : 300-765°C
Red point + H : 715°C (Hotel mode)
Amber sector : 765-800°C
Red mark : 765°C (Temperature limit during normal take-off to be checked
in chapter 2.01)
White/red mark : 800°C (Temperature limit in uptrim conditions)
Red point : 840°C (Temperature limit for 20 sec)
Red point + S : 950°C (Temperature limit for 5 sec for start)
3 Alert lt
Illuminates amber and the CCAS is activated when ITT > 800°C or 715°C in hotel
mode.
4 Test pb
Allows to test the ind. During test, both counter and pointer will display 1150°C.
Note : A blue dot is provided on the ind. scale to identify 1150°C.
POWER PLANT 1.16.40
P 10 500
CONTROLS APR 08
NH/NL IND
1 Digital counter
2 Pointer
Green sector : 62-- 102.7%
Red mark : 102.7%
3 Pointer
Actual NL is displayed.
Green sector : 62-- 104.2%
Red mark : 104.2%
4 Test pb
OIL IND
1 OIL PRESS indication

Actual oil pressure is displayed.
Green sector : 55-- 65 PSI
Amber sector : 40-- 55 PSI
Red mark : 40 PSI
Dashed white/red radial at 55 PSI
2 OIL LOW PRESS It
Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure
switch activates the CCAS at 40 PSI.
3 OIL TEMP indication
Actual oil temperature is displayed.
Green sector : 45-- 125_C
Amber sector : 125-- 140_C and below 0_C
Red mark : 140_C
R Model : 212A
POWER PLANT 1.16.40
P 12 001
CONTROLS JUL 98
AA
ENG 1/ENG 2 CONTROL PANEL
1 EEC pb
Controls the EEC of the associated engine
ON : (pb pressed in) EEC adjusts HMU action, by controlling the stepper
motor which lowers fuel flow ordered by HMU.
OFF : (pb released) The HMU controls only NH as a function of PL angle.
OFF lt illuminates white.
FAULT : Illuminates amber and the CCAS is activated when an EEC failure
is detected. Power is locked at its pre-failure value.
Reversion to HMU base law is achieved by deselection of failed
EEC. (See 1.16.30).
2 ATPCS pb
pb pressed in : - If pressed in on ground, uptrim and autofeather function are
preselected
- if pressed in in flight, only the autofeather function is
preselected.
OFF : (Pb released)
Uptrim and autofeather functions are deselected.
R ARM : Illuminates green when arming conditions are met (see P1)
3
UP TRIM light
Illuminates green when the uptrim signal is sent to the associated engine at the
beginning of ATPCS sequence.
4 LO PITCH light
Illuminates amber when the actual blade angle is lower than the normal FI blade
angle. This light is illuminated during all ground operation below FI. The CCAS is
activated in flight only.
POWER PLANT 1.16.40
P 13 200
CONTROLS JUL 01
AA
ENG START PANEL
1 ENG START rotary selector

Selects the ignition mode and/or start sequences.
OFF START ABORT Ignition circuit is deenergized. Starting sequence is disarmed or
interrupted.
CONT RELIGHT Continuous ignition is selected. For each engine, the exciter
and both igniters are continuously energized. The blue CONT
RELIGHT light will illuminate in the memo panel.
Note : CONT RELIGHT should not be selected on ground
when engines are not running.
CRANK Enables engine cranking. Ignition is inhibited.
START Selects a start sequence. Ignition is selected when fuel shut-off
valve is open (controlled by CL) ; starter and ignition are
automatically deactivated when NH reaches 45%.
Note : There are three START positions
START A Only ignition exciter A is supplied on ground.
START B Only ignition exciter B is supplied on ground.
START A and B Both ignition exciters are supplied.
2 START pb
Initiates the starting (or cranking) sequence of the related engine provided the ENG
START selector is in one of the START positions (or CRANK).
ON (pb pressed in) Initiates a sequence. The ON It illuminates white.
In case of starting, it will extinguish automatically when NH
reaches 45% which identifies" sequence end.
FAULT Illuminates amber and the CCAS is activated if :
- starter remains engaged after 45%
- GCU fails during starting
R - on RH engine when the propeller brake is ON but the gust lock is
not engaged.
Note : As soon as one engine is running and the associated DC GEN is connected
to the main DC electrical network, the other engine start is accomplished as
a cross start" : initiated on Main Bat supply only, the start is assisted by
the opposite DC GEN from 10% NH (on ground only).
If the DC GEN is connected to the network, but the cross start does not
operate normally, the amber"X START FAULT" light illuminates on the main
electrical panel.
Eng. : PW127
POWER PLANT 1.16.40
P 13 400
CONTROLS APR 08
AA
ENG START PANEL
1 ENG START rotary selector

Selects the ignition mode and/or start sequences.
OFF STARTABORT Ignition circuit is deenergized. Starting sequence is disarmed
or interrupted.
CRANK Enables engine cranking. Ignition is inhibited.

START Selects a start sequence. Ignition is selected when fuel shut-- off
valve is open (controlled by CL) ; starter and ignition are
automatically deactivated when NH reaches 45%.
Note : There are three START positions.
START A Only ignition exciter A is supplied on ground.
START B Only ignition exciter B is supplied on ground.
START A and B Both ignition exciters are supplied.
2 START pb
Initiates the starting (or cranking) sequence of the related engine provided the ENG
START selector is in one of the START positions (or CRANK).
ON (pb pressed in) Initiates a sequence. The ON It illuminates white.
In case of starting, it will extinguish automatically when NH
reaches 45% which ”identifies” sequence end.
FAULT Illuminates amber and the CCAS is activated if :
- starter remains engaged after 45%
- GCU fails during starting
- on RH engine when the propeller brake is ON but the gust lock is
not engaged.
Note : As soon as one engine is running and the associated DC GEN is connected to
the main DC electrical network, the other engine start is accomplished as a
”cross start” : initiated on Main Bat supply only, the start is assisted by the
opposite DC GEN from 10% NH (on ground only).
If the DC GEN is connected to the network, but the cross start does not operate
normally, the amber ”X START FAULT” light illuminates on the main electricaL
panel.
R Model : 212A
POWER PLANT 1.16.40
P 15 550
CONTROLS APR 08
AA
PWR MGT PANEL
1 PWR MGT rotary selector

Made up of two independent parts (front and back). Provides FDAU, PIU and EEC
with basic power requirements corresponding to the selected position.
- For left engine with the back part of the selector.
- For right engine with the front part of the selector.
2 PEC ”SGL CH” lts

SGL CH lt illuminates amber when one channel of propeller electronic control is lost.
The system will automatically be transfered to the other channel.
Note : On ground, at each propeller unfeathering, LO PITCH protection is tested by
the PEC and the back-- up channel is used during 2 sec. SGL CH illuminates
during unfeathering then extinguishes. Therefore, the correct working of
back-- up channel is confirmed.
3 PEC FAULT pbs
FAULT Illuminates amber and CCAS is activated when the two channels are lost.
The failure will be indicated on the FDEP.
OFF (pb released) PEC is deactivated and Np is blocked at 102% whenever
power is sufficient.
R Model : 212A
POWER PLANT 1.16.45
P1 001
BOOST FUNCTION OCT 08
AA
Not applicable.
POWER PLANT 1.16.50
P1 550
LATERAL MAINTENANCE PANEL APR 08
AA
On RH Maintenance panel, several tests and control device are provided, for
maintenance purpose only.
All buttons on this panel are to be used on ground only.
1 EEC/PEC SEL switch
Used to select EEC or PEC depending on appropriate maintenance test on Engine

TRIM switches or LRU (line replaceable unit) code failures.
2 Engine TRIM test and LRU switches
Switch with two stable positions used to :

- Test EEC or PEC channel. Maintenance data appear on the FDEP. (Selected by
EEC/PEC SEL switch).
- Perform EEC or PEC trim to ensure that power delivered corresponds to PL
position (can be performed with engine not running and PL in the notch) or LRU
code failures.
3 BUS ARINC switches
Bus arinc function is tested.
R Model : 212A
POWER PLANT 1.16.50
P2 550
LATERAL MAINTENANCE PANEL APR 08
AA
4 Prop Overspeed test switches
Used to test hydraulic part of overspeed governor.

A First OVSPD threshold is tested at 102 % Np. on the affected engine.
A + B , 2 nd OVSP threshold is tested at 106 % Np.
5 Propeller Feather Pump test switch
This switch with two stables positions enables to test the feathering pump. For
safety reasons, this test is impossible in flight.
6 Propeller LOW PITCH test switches
- With the test switch on PLA > FI position, the PL low pitch protection switch and
feather solenoid are tested.
- With the test switch on PLA < FI position, secondary low pitch solenoid is tested.
Note : In both cases, LOW PITCH light illuminates
R Model : 212A
POWER PLANT 1.16.60
ELECTRICAL SUPPLY/ P3 550
MFC LOGIC/SYSTEM MONITORING APR 08
DC BUS SUPPLY
EQUIPMENT
(C/B)
Propeller brake DC ESS BUS
(on lateral panel PWR SUPPLY CTL IND)
Feather pump test DC SVCE BUS
(on lateral panel FEATH PUMP TEST)
PEC 1 + 2 (NORMAL) DC EMER BUS
associated PVM and PIU (on overhead panel)
PEC 1 + 2 (BACK-- UP) DC ESS BUS
(on overhead panel)
Idle gate . DC BUS 1
(on overhead panel SOL)
. DC BUS 2
(on overhead panel CAUTION)
MFC LOGIC
See chapter 1.01.
R Model : 212A
160
JUN 97
R Mod : (3973 or 4371 or 4457) + (4237 or 4238)

LIMITATIONS 2.01.00
P 1 001
CONTENTS OCT 08
AA
2.01.00 C0NTENTS
2.01.01 GENERAL
2.01.02 WEIGHT AND LOADING
2.01.03 AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04 POWER PLANT
2.01.05 SYSTEMS
2.01.06 TCAS (if installed)
2.01.07 GPS (if installed)
2.01.08 CABIN LIGHTING
R 2.01.09 TAWS (if installed)
2.01.10 COCKPIT DOOR SECURITY SYSTEM (if installed)
LIMITATIONS 2.01.01
P2 180
GENERAL JUN 97
AA
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = + 2.5 TO - 1G

FLAPS EXTENDED = + 2 TO 0 G
GEAR DOWN = + 2 TO 0 G
The corresponding positive accelerations limit the bank angle in turns and the severity
of pull up maneuvers.
CARGO DOOR OPERATION
Do not operate cargo door with a cross wind component of more than 45 kt.
DISPATCHIBILITY
For dispatch in the event of equipment failure or missing equipment refer to MEL/CDL.
MAXIMUM NUMBER OF PASSENGER SEATS
74 as limited by emergency exits configuration. Other limitations such as that

given by the emergency evacuation demonstration must be respected.
R Model : 102-202-212-212A
LIMITATIONS 2.01.02
P1 520
WEIGHT AND LOADING JUL 00
AA
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
TAXI 22 180 48 898
TAKE OFF 22 000 48 501
LANDING 21 850 48 170
ZERO FUEL 20 000 44 092
CENTER OF GRAVITY ENVELOPE
The limits of center of gravity are given in percentage of the mean aerodynamic chord
(MAC), landing gear extended.
The MAC is 2.303 meters long (90.67) inches.
Station O is located 2.362 meters (92.99 inches) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 13.604 meters
(535.59 inches).
R Mod : 4439 or 5150 Model : 212A

LIMITATIONS 2.01.03
P1 001
AIRSPEED AND OPERATIONAL PARAMETERS SEP 02
AA
AIRSPEEDS
* MAXIMUM OPERATING SPEED.
This limit must not be intentionnaly exceeded in any flight regime.
VMO = 250 kt
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED VA

Full application of roll and yaw controls as well as maneuvers involving angles of
attack near the stall should be confined to speeds below VA.
VA = 175 kt
R CAUTION : Rapidly alternating large rudder applications in combination

with large sideslip angles may result in structural failure at any
speed.
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE

FLAPS 15 185 kt
FLAPS 30 150 kt
* MAXIMUM LANDING GEAR EXTENDED OPERATING SPEEDS

VLE = 185 kt
VLO RET= 160 kt
VLO LOW= 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPER OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).

LIMITATIONS 2.01.03
P2 200
AIRSPEED AND OPERATIONAL PARAMETERS DEC 97
R STALL SPEEDS Ć VS1g
Eng. : PW127
LIMITATIONS 2.01.03
P1 001
AA
AIRSPEEDS
* MAXIMUM OPERATING SPEED.
This limit must not be intentionnaly exceeded in any flight regime.
VMO = 250 kt
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED VA

Full application of roll and yaw controls as well as maneuvers involving angles of
attack near the stall should be confined to speeds below VA.
VA = 175 kt
R CAUTION : Rapidly alternating large rudder applications in combination

with large sideslip angles may result in structural failure at any
speed.
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE

FLAPS 15 185 kt
FLAPS 30 150 kt
* MAXIMUM LANDING GEAR EXTENDED OPERATING SPEEDS

VLE = 185 kt
VLO RET= 160 kt
VLO LOW= 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPER OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).

LIMITATIONS 2.01.03
P2 500
AIRSPEED AND OPERATIONAL PARAMETERS APR 08
AA
STALL SPEEDS - VSR

ROFA-- 02-- 01-- 03-- 002-- A500AA
R Eng. : PW127F / PW127M

LIMITATIONS 2.01.03
P3 200
AIRSPEED AND OPERATIONAL PARAMETERS JUN 97
AA
V1 LIMITED BY VMCG (FLAP 15)
Eng. : PW127
LIMITATIONS 2.01.03
P4 200
AIRSPEED AND OPERATIONAL PARAMETERS JUN 97
AA
R VMCA (FLAPS 15)
VMCL
Flaps VMCL (CAS)
R 30 98 kt
R 15 100 kt
R Eng. : PW127
LIMITATIONS 2.01.03
P3 500
AA
V1 LIMITED BY VMCG (FLAPS 15)
CAS (KT)
V1 LIMITED BY VMCG
OUTSIDE AIR TEMPERATURE (DG.C)

LIMITATIONS 2.01.03
P4 500
AA
VMCA (FLAPS 15)
CAS (KT)
VMCA
ROFA--02--01--03--004--A500AA
VMCL
Flaps VMCL (CAS)
30 98 kt
15 98 kt

SEP 07
R Altitude Zp (ft)
R For operations on runways slope beyond 2% : refer to 3.11.18
R MINIMUM RUNWAY WIDTH : 30m

R For narrow runways operations : refer to 3.11.10
LIMITATIONS 2.01.03
P6 001
TAKE OFF AND LANDING (CONT’D)
The maximum crosswind demonstrated is:

- Take-- off: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt
- Landing Flaps 30°: . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt
Braking Action TO LDG Maximum Crosswind
(TO and LDG)
GOOD 1 1 35 kt
GOOD/MEDIUM 2 2 28 kt
MEDIUM 3/6 6 22 kt
MEDIUM/POOR 4 5 16 kt
POOR 7 7 10 kt
Runway status: 1: dry runway, 2:wet up to 3mm depth, 3 (TO only): slush or water from 3 to
6mm depth, 4 (TO only):slush or water from 6 to 12.7mm depth,
5: slush or water from 3 to 12.7mm depth, 6: compact snow, 7: ice
LIMITATIONS 2.01.04
P1 100
POWER PLANT OCT 08
AA
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
POWER TIME TQ ITT NH NL NP OIL PRESS OIL
SETTING LIMIT (%) (°C) (%) (%) (%) (PSI) TEMPERATURE
(°C)
RESERVE 10 mn 106.3 800 103.2 104.2 101 55 to 65 0 to 125
TAKE OFF (***) (****) (3)
TAKE OFF 5 mn 90 (*) 101.9 101.4 101 55 to 65 0 to 125
(3)
MAXIMUM NONE 90.9 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS (***) (**) (3)
GROUND 66 mini 40 mini - 40 to 125
IDLE (3)
HOTEL (4) 715 55 to 65 - 40 to 125
MODE (3)
STARTING 5s 950(2) - 54 min
OTHER 800 106
(5)
TRANSIENT 5s 120
20 s(1)(2) 109.6 840 104.3 106.5 108
10 mn 106.3
20 mn 140
During reserve TAKE OFF, TQ indication may exceed 100 % but not 106,3 %.
(*) ITT limits depends on outside air temperature ; refer to 2.01.04 P 3 for detailed
information
(**) Maximum continuous power is normally associated with 100 % NP. Setting this
power with NP below 100 % may lead to a significant ITT increase and possible
exceedance of limitations. MCT use should therefore be limited to the 100 % NP
case.
R (***) - RTO: Time beyond 5 mn is linked to actual single engine operations only.
R - MCT rating is the max power certified for continuous use. In-- flight emergencies
R are the only conditions for which MCT use is authorized.
(****) This value must be considered as acceptable overtorque value. For day to day
operation, refer to chapter 3.02.02.
(1), (2), (3), (4), (5) : see page 4.
Note : Flight with an engine running and the propeller feathered is not permitted.
LIMITATION IN APPROACH
During final approach, if SAT is greater than ISA , do not maintain NH under 78 %.
Eng. : PW127
LIMITATIONS 2.01.04
P2 200
POWER PLANT JUN 97
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Eng. : PW127
LIMITATIONS 2.01.04
P1 500
POWER PLANT OCT 08
AA
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
POWER TIME TQ ITT NH NL NP OIL PRESS OIL

SETTING LIMIT (%) (°C) (%) (%) (%) (PSI) TEMPERATURE
(°C)
RESERVE 10 mn 100 800 103.2 104.2 101 55 to 65 0 to 125

TAKE OFF (***) (**) (3)
TAKE OFF 5 mn 90 (*) 101.9 101.4 101 55 to 65 0 to125

(**) (3)
MAXIMUM NONE 90.9 800 103.2 104.2 101 55 to 65 0 to 125

CONTINUOUS (***) (**) (3)
GROUND 66 mini 40 mini - 40 to 125

IDLE (****) (3)
HOTEL (4) 715 55 to 65 125

MODE (3)
STARTING 5s 950 - 54 min

(2)
OTHER 800 106

(*****)
TRANSIENT 5s 120
20 s(1) (2) 120 840 106.4 106.8 108
20 mn 140
During RESERVE TAKE OFF, TQ indication may exceed 100 % but not 106.3 %.
(*) ITT limite depends on outside air temperature; refer to 2.01.04 P 3 for detailed
information.
(**) Value linked to 100 % NP.
R (***) - RTO: Time beyond 5 mn is linked to actual single engine operations only.
R - MCT rating is the max power certified for continuous use. In-- flight emergencies
R are the only conditions for which MCT use is authorized.
(****) Up to 75 % NH only.
(*****) Permissible for completion of flight provided TQ does not exceed 75.2 %
during climb and 73.13 % during cruise.
(1), (2), (3), (4) : see page 4.
Note : Flight with an engine running and the propeller feathered is not permitted.
R Model. : 212A
LIMITATIONS 2.01.04
P2 500
POWER PLANT OCT 08
AA
Note : Operation up to 106.3% torque is time unlimited when

NP is below 94%
R Model. : 212A
LIMITATIONS 2.01.04
P4 200
POWER PLANT JUL 98
AA
(1) - Determine and correct cause of overtorque.

- Record in engine log book for maintenance.
(2) - Determine and correct cause of overtemperature.
R (3) - Temperature up to 125°C is authorized without time limitation.
R 20 mn are authorized between 125°C and 140°C.
- Refer to ENG OIL Hl TEMP procedure.
Note : Oil temperature must be maintained above 45°C to ensure inlet strut
de-icing.
Oil temperature must be maintained above 71°C to ensure fuel anti-icing
protection in absence of the low fuel temperature indication.
(4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or
maintenance) in the cockpit.
(5) - 106 % Np is allowed to complete the flight without overshooting 75 % TQ.
PROPELLERS
GROUND OPERATION
- Avoid static operation between 41 % and 65 % NP

- Avoid use of feather position above 47 % TQ
- Engine run up must be performed into the wind.
- Do not exceed 91.7 % TQ below 30 kt except for transients of engine run up at
start of take off and for brief service checks of 2 minutes or less each
- Do not exceed 91.6% Np at airspeed below 30 kt except for transients at the start
of take off and for brief service checks or tests of 2 minutes or less each.
IN FLIGHT OPERATION
USE OF NP SETTING BELOW 86 % IN ICING CONDITIONS IS PROHIBITED
ATR airplanes are protected against a positioning of power levers below the flight idle
stops 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 in an engine overspeed condition and consequent loss of engine power.
GROUND OR FLIGHT
If a propeller is involved in an overspeed or in an engine overtorque, refer to the

propeller maintenance manual.
Eng. : PW127
LIMITATIONS 2.01.04
P3 500
POWER PLANT OCT 08
AA
ITT LIMITS
R Model. : 212A
LIMITATIONS 2.01.04
P4 500
POWER PLANT OCT 08
AA
(1) - Determine and correct cause of overtorque.

(2) - Determine and correct cause of overtemperature.
(3) - Temperature up to 125°C is authorized without time limitation.
20 mn are authorized between 125°C and 140°C.
- Refer to ENG OIL Hl TEMP procedure.
Note : Oil temperature must be maintained above 45°C to ensure inlet strut
de-- icing.
Oil temperature must be maintained above 71°C to ensure fuel anti - icing
protection in absence of the low fuel temperature indication.
(4) - Do not use engine 2 in HOTEL MODE without a qualified person (flight crew or
maintenance) in the cockpit.
PROPELLERS
GROUND OPERATION
- Engine run up must be performed into the wind.
- Engine ground operations with crosswind between 5 and 20 kt should not exceed
58 % TQ.
IN FLIGHT OPERATION
USE OF NP SETTING BELOW 82 % IN ICING CONDITIONS IS PROHIBITED
ATR airplanes are protected against a positioning of power levers below the flight idle
stops 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 in an engine overspeed condition and consequent loss of engine power.
GROUND OR FLIGHT
If a propeller is involved in an overspeed or in an engine overtorque, refer to the

propeller maintenance manual.
R Model. : 212A
LIMITATIONS 2.01.04
P5 001
POWER PLANT SEP 13
AA
STARTER
3 STARTS WITH A 1 MINUTE 30 SECONDS MAXIMUM COMBINED STARTER
RUNNING TIME, FOLLOWED BY 4 MINUTES OFF
OIL SYSTEM
Approved lubricating oils
- Aero Shell Turbine oil 500

- Aero Shell Turbine oil 560
- Royco Turbine oil 500
- Royco Turbine oil 560
- Mobil Jet oil II
- Mobil Jet oil 254
- Castrol 4000
- Castrol 5000
- Exxon Turbo oil 2380
Mixing of different brands of oil or viscosities of oil is not recommended.

FUEL SYSTEM
- Use of JP 4 or JET B is prohibited.

- Acceptable fuels (refer to PWC Documentation to determine equivalent approved fuels).
MINIMUM FUEL TEMP (°C) MAXIMUM
FUELS FREEZING POINT FUEL TEMP
(°C) Starting Operation (°C)
JET A - 40 - 34 - 38 + 57
R JET A1 - 47 - 34 - 48 + 57
RT, TS1 - 60 - 34 - 60 + 57
JP 5 - 46 - 26 - 33 + 57
- Approved anti icing additives (maximum concentration allowed : 0.15 % per volume) :
- Philips PFA 55 MB
- MIL-- I-- 27 686 D
- Ethylene Glycol Monomethyl Ether as defined in MIL-- I-- 27 686 E.
LIMITATIONS 2.01.04
P6 001
POWER PLANT SEP 06
AA
REFUELING
MAXIMUM PRESSURE 3.5 BARS (50 PSI)
USABLE FUEL
THE TOTAL QUANTITY OF FUEL USABLE IN EACH TANK IS

2500 KG (5510 LBS)
NOTE : FUEL REMAINING IN THE TANKS WHEN
QUANTITY INDICATORS SHOW ZERO IS NOT USABLE
IN FLIGHT
UNBALANCE
MAXIMUM FUEL UNBALANCE : 730 kg (1609 lb)
FEEDING
- EACH ELECTRIC PUMP IS ABLE TO SUPPLY ONE ENGINE IN

THE WHOLE FLIGHT ENVELOPE
- ONE ELECTRICAL PUMP AND ASSOCIATED JET PUMP ARE
ABLE TO SUPPLY BOTH ENGINES IN THE WHOLE FLIGHT
ENVELOPE
R
R
LIMITATIONS 2.01.05
P1 001
SYSTEMS DEC 14
AA
AIR - PRESSURIZATION
MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN
SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20 000 ft
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIGHT

DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
SINGLE DC GEN OPERATION
In flight : if OAT exceeds ISA + 25, flight level must be limited to FL 200
HYDRAULIC SYSTEM
R ALL HYDRAULIC FLUIDS COMPLIANT WITH TECHNICAL SPECIFICATION : NSA

307110 COMPLIANT FLUIDS ARE LISTED IN THE AMM (Chapter20, 20-- 31-- 30)
LANDING GEAR
R DO NOT PERFORM PIVOTING (SHARP TURNS) ON A LANDING GEAR WITH
FULLYBRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
IN CASE OF GROUND SPEED OVER 165 KT ALL TIRES TO BE REPLACED.REFER

TO AFM CHAPTER 2.05 p001_001
MFC
TAKE OFF WITH TWO OR MORE FAILED MFC MODULES IS PROHIBITED.
LIMITATIONS 2.01.05
P2 001
SYSTEMS JUL 01
AA
OXYGEN
R
Reference temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature in flight
Minimum bottle pressure required to cover a cabin depressurization at mid-time of the
flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
flight continuation at an altitude below 13,000 ft.
A 10 % pax oxygen consumption is assumed.
In case of smoke emission, the system protects the flight crew members during 15 min.
Note : At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors.
LIMITATIONS 2.01.05
P1 030
SYSTEMS SEP 04
AA
AIR - PRESSURIZATION
MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN
SELECTION 1 PSI
MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION 20 000 ft
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIMIT

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

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
TAKE OFF WITH TWO OR MORE FAILED MFC MODULES IS PROHIBITED.
Mod : 1603
LIMITATIONS 2.01.05
P2 120
SYSTEMS JUL 99
AA
OXYGEN
Minimum flight crew oxygen pressure with and without observer and capacity with full pax.
ROFA–02–01–05–002–A120AA
This graph gives the minimum bottle pressure required after loss of cabin pressure to
provide crew members and 100 % of passengers protection with diluted oxygen during
descent from FL 250 to holding level followed by descent to FL100 (rate 3000 ft/minutes).
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground.
= Cabin Temperature, in flight.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors
Mod : 4804 or 5140

LIMITATIONS 2.01.06
P1 050
TCAS NOV 11
AA
TCAS
R Applicable only when an ATR TCAS solution is installed (Collins TCAS or ACSS
R T2CAS). In case of TCAS STC (Supplemental Type Certificate) solution installed,
operator must consider STC provider documentation.
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
R 1-- TCAS operation is approved for use in Visual meteorological conditions (VMC) and
R instrument meteorological conditions (IMC).
2-- The pilot must not initiate evasive maneuvers using information from the traffic
display only or from a traffic advisory (TCAS TA) only.
These displays and advisories are intended only for assistance in visually locating
the traffic and lack the resolution necessary for use in evasive maneuvering.
3-- Compliance with TCAS resolution advisory is required unless the pilot considers it
unsafe to do so.
However, maneuvers which are in the opposite direction of the resolution advisory
(TCAS RA) are extremely hazardous and are prohibited unless it is visually
determined they are the only means to assure safe separation.
CAUTION : Once a non crossing RA has been issued the vertical speed should be
accurately adjusted to comply with the RA, in order to avoid negating
the effectiveness of a co-- ordinated maneuvre by the intruder.
WARNING : Non compliance with a crossing RA by one airplane may result in

reduced vertical separation. Therefore, safe horizontal separation
must also be assured by visual means.
R 4-- Evasive maneuvring must be made with the autopilot disengaged, and limited to the
R minimum required to comply with the RA. The pilot must return to the previous ATC
clearance when the TCAS “CLEAR OF CONFLICT” voice message is announced.
R 5-- For “PEC” fitted ATR 72’s: Prior to perform RA’s climb or increase climb, the crew
R must select the power MGT rotary selector to MCT.
R For “Non-- PEC” ATR 72’s: Prior to perform RA’s climb or increase climb, the crew
R must set CL 1+2 to MAX RPM then select the power MGT rotary selector to MCT.
6-- When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-- around phase, a normal procedure of go-- around should
be followed including the appropriate power increase and configuration changes.
LIMITATIONS 2.01.06
P2 050
TCAS NOV 11
AA
TCAS (CONT’D)
7-- Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RAs would be
appropriate, however it is not possible to do so. In these cases, TCAS may command
maneuvers which may significantly reduce stall margins or result in stall warning.
Conditions where this may occur include operations with a bank angle (wings level is
assumed), weight, altitude and temperature combinations outside those noted
below, leaving aircraft in landing configuration during climb RA on approach, engine
out operations, and abnormal configurations such as landing gear not retracted or
stick pusher/shaker failure.
The table below entitled “Flight Envelope in which climb resolution advisory can be
accomplished without stick pusher/shaker activation” outlines the parameters used
in the development of the performance inhibits. This table does not consider worst
turboprop flight conditions especially operations using minimum operating
airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In
all cases, stall warning must be given precedence over climb RA commands.
R NOTE: In case of TCAS RA, the RA must be followed.
R
R WARNING : If reaching stall warning, priority must be given to airspeed even if it

R requires deviating from the TCAS RA command.
LIMITATIONS 2.01.06
P3 050
TCAS NOV 11
AA
TCAS (CONT’D)
FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN

BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME INITIAL MIN.
TEMP.
Take off FAR25/JAR25 Take off 15 Up V2 + 20 1.13 VS1g
Climb limit
Approach FAR25/JAR25 Spin up to go around 15 UP 1.51 1.13 VS1g

Climb limit power during VS1g
maneuver from
power for level flight
Landing FAR25/JAR25 Spin up to go around Transition DN VAPP +10 1.13 VS1g
Transitioning Climb limit power during maneuver from to
to go around from power required for 30 to 15 Up
at RA 3° Glide Slope
Enroute Critical Wt/Alt Power for level flight Up Up Long Higher of
giving 1.3G to increase to Max Range 1.13 VS1g
buffet onset Continuous Cruise if defined
or buffet
onset
Temperature range up to ISA + 27°
- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed
LIMITATIONS 2.01.06
P4 050
TCAS NOV 11
AA
TCAS (CONT’D)
8-- Inhibition schemes
8.1-- Non icing conditions

FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 APPROACH AUTHORIZED AUTHORIZED
FLAPS 30 AUTHORIZED INHIBITED
8.1-- Icing conditions

FLAPS 0 Z < 20000 ft AUTHORIZED INHIBITED
FLAPS 0 Z > 20000 ft INHIBITED INHIBITED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 APPROACH AUTHORIZED INHIBITED
FLAPS 30 INHIBITED INHIBITED
NOTE : Maneuvers based solely on information displayed on the traffic

display are not authorized.
LIMITATIONS 2.01.06
P5 080
TCAS NOV 11
AA
TCAS (CONT’D)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
R The TCAS must be set to TA ONLY in the following cases:
- Engine out operations
- Stick pusher/shaker failure
- Flight with landing gear down
R The TCAS must be set to STBY in the following cases:
- ATC request
- LOSS OF RADIO ALTIMETER INFORMATION
- Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.
Mod : 5205
LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P1 250
GPS JUL 99
AA
GPS
R 1 - GENERAL
R The Honeywell/Trimble GNSS 1000 :

R - complies with TSO C 129 and TSO C 115A,
R - is installed in compliance with FAA AC 20-138 and DGAC CRI S-01,
R - has been demonstrated to meet the requirements of JAA TGL n° 2, REV1
R and FAA AC 20-138 for European B-RNAV operations and FAA Notice
R N8110 for oceanic and remote operations where only one long range
R navigation system is required.
R 2 - LIMITATIONS
R Compliance with the above regulations does not constitute an
R operational approval/authorization to conduct operations. Aircraft
R operators must apply to their Authority for such an approval/ authorization.
R - The HT 1000 pilot's guide must be available on board.
R - The system must operate with HT 1000-05H software version or any later
R approved version.
R - The system must be used with an updated active data base and the
R waypoints position must be cross-checked with official charts.
R - This equipment is approved for use as a VFR and IFR supplemental
R navigation means, en route and in terminal area up to the Initial Approach
R Fix (IAF).
R - The system must not be used for approaches, beyond IAF.
R 3 - PROCEDURES
R - If the event of DGR alarm illumination the flight crew must cross-check
R the aircraft position using conventional means or must revert to an
R alternative means of navigation.
R - In addition, where the coupled DME option is not installed or if the
R coupled DME is not operative, the following procedures apply for
R B-RNAV operations :
R (a) during the pre-flight planning phase, the availability of GPS integrity
R (RAIM) must be confirmed for the intended flight (route and time).
R Dispatch must not be made in the event of predicted continuous loss of
R RAIM of more than 5 minutes for any part of the intended flight.
R (b) Traditional navigation equipment must be selected to available aids
R so as to allow immediate cross-checking or reversion in the event of loss
R of GPS navigation capability.
Mod. : (4654 + 4885) or 5020
LIMITATIONS 2.01.07
GPS SEP 03
AA
GPS
1 – GENERAL
The Honeywell/Trimble GNSS 1000, dual equipments system :
- complies with TSO C 129 and TSO C115B,
- is installed in compliance with FAA AC 20–129, AC 20–130A, AC 20–138 and
DGAC CRI S–9902,
- has been demonstrated to meet the requirements of JAA TGL no2,REV1 and
FAA AC 20–138 and FAA Notice N8110–60.
2 – LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to
their Authority for such an approval/authorization.
- The HT1000 pilot’s guide must be available on board.
- The system must operate with HT 1000–060 software version or any later
approved version.
- The system must be used with an updated active data base and the waypoints
position must be cross–checked with official charts.
- This system is approved for use as primary navigation means for en route and in
terminal area operations.
- This system is approved for use as primary navigation means for instrument
approach operations (except ILS, LOC, LOC BC, LDA, SDF and MLS) until the
missed approach point with respect of the MDA provided :
S The published approach procedure is referenced to WGS 84
co–ordinates or equivalent.
S Before starting the approach crew check that both GNSS

are operating and that no DGR annunciation is present.
APP annunciation must be displayed in cyan on EHSI.
S GPS stand–alone approaches are performed only if a non GPS

approach procedure is available at destination or at alternate
destination.
S GPS based approaches must be aborted in case of DGR

annunciation on EHSI and/or UNABLE RNP message on MCDU.
- This equipment is approved for use as advisory VNAV means.

NOTE : VDEV function must be permanently cross–checked by conventional
means.
.../...
Mod. : 5243
LIMITATIONS 2.01.07
GLOBAL POSITIONING SYSTEM P 1A 370
GPS SEP 03
AA
GPS (Cont’d)
3 – PROCEDURES FOLLOWING FAILURE

- If only one GNSS is operative, this equipment may be used as :
- primary navigation means for oceanic and remote operations when only one
long range navigation system is required.
- supplemental navigation means, en route, in terminal area and for non
precision approach operations until the missed approach point with respect of
the MDA.
NOTE : Stand alone single GPS approach is not approved. Use of GPS
guidance must be permanently cross–checked by conventional
means.
- In the event of both DGR alarm illumination, the flight crew must cross–check the
aircraft position using conventional means or must revert to an alternative
means of navigation.
- In the event of both DGR alarm illumination or if “Verify Position” message
occurs during GPS stand–alone approach, perform a go around unless suitable
visual reference is available.
- In addition, if there is not at least one operative DME coupled to one operative
GNSS, the following procedures apply for B–RNAV operations :
(a) during the pre–flight planning phase, the availability of GPS integrity (RAIM)
must be confirmed for the intended flight (route and time). Dispatch must not be
made in the event of predicted continuous loss of RAIM of more than 5 minutes
for any part of the intended flight.
(b) Traditional navigation equipment must be selected to available aids so as to
allow immediate cross–checking or reversion in the event of loss of GPS
navigation capability.
Mod. : 5243
LIMITATIONS 2.01.08
P1 001
CABIN LIGHTING JUL 99
AA

LIMITATIONS 2.01.08
P1 100
CABIN LIGHTING SEP 04
AA
The general cabin illumination system must be used during not less than 15 minutes
before each flight.
R Mod : 5040
LIMITATIONS 2.01.09
P 1 080
TAWS OCT 08
AA
R TAWS
1 - Navigation is not to be predicated on the use of the terrain display.
Note :The Terrain Display is intended to serve as a situational awareness tool only. It does
not have the integrity, accuracy or fidelity on which to solely base decisions for terrain
or obstacle avoidance.
2 - To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when
landing at an airport that is not included in the airport database.
Mod : 5313 or 5467

LIMITATIONS 2.01.10
P 1 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES

This procedure should be applied, if local authorities require that the cockpit door remain
closed throughout the entire flight
Before Pushback or engine start

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

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

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

The buzzer sounds continuously in the cockpit for 30 seconds, and the OPEN light
flashes on the central pedestal's cockpit Door Control Panel.
Note : If the flight crew does not take any action, the door will unlock after 30 seconds.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENY
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3
minutes. When the situation in the cockpit permits, the flight crew should identify
the person requesting entry prior to unlocking the door.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
The flight crew should pull the switch and maintain it in the OPEN position, until the
cabin crew pulls the door open.
Before leaving the aircraft
COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FAULT LIGHT on Door Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R Mod : 5377 + (5434 or 8330 or 8333)
LIMITATIONS 2.01.10
P 2 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES (cont'd)
Daily Check
Ć COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . ON
On the DOOR CALL PANEL
Ć EMER PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
Ć Check OPEN LIGHT flashes
In the cockpit :
Ć Check buzzer
Ć Check OPEN LIGHT flashes
H If correct :
In the cockpit :
Ć TOGGLE SW on COCKPIT DOOR CONTROL PANEL . . . . . . . . . . DENY
Ć Check buzzer stops
Ć Check OPEN LIGHT extinguishes
On the DOOR CALL PANEL
Ć Check OPEN LIGHT extinguishes and DENIED LIGHT illuminates
H If correct :
Ć TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Ć COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . OFF
Ć FUNCTIONAL CHECK OF THE MANUAL LOCK BOLT(S)
R Mod : 5377 + (5434 or 8330 or 8333)

LIMITATIONS 2.01.10
P 3 400
AA
COCKPIT DOOR OPERATION : EMERGENCY PROCEDURES
Electrical Power Lost

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

Ć Move the manual lock bolt to CLOSE position
Ć Note : when the door is locked with the manual bolt, the emergency access to
the cockpit is unavailable. It is recommended that at least two crew
members remain in the cockpit during that time.
DC ESS BUS Lost
Ć Apply Cockpit Door Control Panel FAULT LIGHT illuminates procedure
Ć Note : Cockpit Door Control Panel FAULT LIGHT is inoperative.
Mod : 5465
LIMITATIONS 2.01.10
P 4 200
AA
COCKPIT DOOR OPERATION : OPENING THE COCKPIT DOOR FROM THE CABIN
CABIN CREW ROUTINE ACCESS . . . . . . . . . . . . . . . . . REQUEST on the Door Call Panel
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS CALL PB
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STAND IN COCKPIT DOOR AXIS
The cabin crew should stand in the axis of the cockpit door.
A buzzer sounds in the cockpit.
The flight crew denies the entry request via the DOOR TOGGLE SW.
The Door Call Panel red light comes ON steady, and indicates that the door is locked.
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3 minutes.
The flight crew unlocks the door via the DOOR TOGGLE SW.
The Door Call Panel green light comes ON steady, and indicates that the door is
unlocked.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle located in the cockpit side on the
door left panel
H If there is no reaction from the flight crew :
CABIN CREW SECOND ACCESS REQUEST . . . . . . REQUEST on the Door Call Panel
Repeat the above procedure.
H If there is no reaction from the flight crew after a second request :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL THE COCKPIT
To establish contact with the flight crew and request access to the cockpit.
H If there is no reaction from the flight crew after a cabin crew interphone call :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS THE EMERGENCY PB
Rotate the protecting plate and press the EMER PB. A buzzer sounds continuously in
the cockpit for 30 seconds, and the green light flashes on the Door Call Panel. After 30
seconds, the green light comes ON steady and the cabin crew can then pull the door
right panel to open and the buzzer stops.
This indicates that the door is unlocked for 10 seconds.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle located in the cockpit side on the
door left panel
R Mod : 5377 + (5434 or 8330) Model : 102-202-212-212A

PROCEDURES AND TECHNIQUES 2.02.00
P1 001
CONTENTS SEP 13
AA
2.02.00 CONTENTS
2.02.01 OPERATING SPEEDS
2.02.02 DATA CARD
2.02.03 AIR
2.02.04 AFCS
2.02.05 ELECTRICAL SYSTEM
2.02.06 FLIGHT CONTROLS
2.02.07 FUEL SYSTEM
2.02.08 ADVERSE WEATHER
2.02.09 LANDING GEAR/BRAKES
2.02.10 FLIGHT PATTERNS
2.02.11 POWER PLANT
2.02.12 FLIGHT CHARACTERISTICS
2.02.13 OMEGA (*)
2.02.14 FLIGHT INSTRUMENTS
2.02.15 TCAS (*)
2.02.16 GPWS
2.02.18 GPS/GNSS (*)
2.02.19 HIGH LATITUDES OPERATIONS
2.02.20 Operations below - 35C ground temperature (*)
2.02.21 MPC Multi Purpose Computer (*)
2.02.22 ACARS Aircraft Communication Addressing and Reporting System (*)
2.02.23 VIDEO CABIN SYSTEM
R 2.02.24 Reserved
R 2.02.25 ADS- B Out
(*) : if installed
P2 001
OPERATING SPEEDS DEC 14
AA
DEFINITIONS
R VSR 1g stalling speed for a specified configuration. It is a function of the

aircraft weight.
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine:
. either to continue take-- off
. or to stop the aircraft
VR Speed at which rotation is initiated to reach V2 at 35 ft height.
V2 Take off safety speed reached before 35 ft height with one engine failed and
providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5° bank, in case of failure of the critical engine with the other engine at RTO
power (take off flaps setting and gear retracted.)
VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of
failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
VFE Maximum speed for each flaps configuration
R Vmin OPS Minimal flight speed according to flying conditions and aircraft configuration.
VFTO= Final Take Off speed at the end of the take off path, with one engine failed and
providing final segment climb gradient not less tahn the minimum ( 1.2%)
VAPP = Approach speed ( Refer to 2.02.01 p4)
VGA = Go Around speed ( Refer to 2.02.01 p4)
VFGA = Final Go Around speed

Best climb gradient speed after the go around acceleration altitude.
The higher value between Final Take Off (VFTO) and Drift-- down speed.
P1 500
OPERATING SPEEDS JUN 97
AA
GENERAL
- Older certification rules used as a reference the minimum speed which was recorded
during defined stall penetration.
This speed was established with a load factor lower than 1g. It was used as a
reference for all operational speeds.
(example V2 = 1.2 Vsmin, VREF = 1.3 Vsmin).
- New certification now uses as a reference THE ONE G STALL SPEED VSR which is
typically 6 % greater than Vsmin.
- In order to provide the same practical maneuver margin, the factors applied to VSR
have been changed to reflect the increased value of VSR relative to Vsmin.
1.2 applied to Vsmin becomes 1.13 when applied to VSR

- The ATR 72-212A having been certificated to the new rules, the reference stalling
speed called VSR is determined as a one G stall speed and the new (reduced) factors
apply accordingly.
Model : 212A
P2 500
OPERATING SPEEDS JUL 98
AA
DEFINITIONS
VSR 1 g stalling speed for a specified configuration. It is a function of the

aircraft weight.
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine:
. either to continue take-off
. or to stop the aircraft
VR Speed at which rotation is initiated to reach V2 at 35 ft height.
V2 Take off safety speed reached before 35 ft height with one engine failed and
R providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5° bank, in case of failure of the critical engine with the other engine at RTO
power (take off flaps setting and gear retracted.)
VMCL Minimum flight speed at which aircraft can be controlled with 5° bank in case of
failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
VFE Maximum speed for each flaps configuration
Model : 212A
P3 001
AA
MINIMUM MANEUVER/OPERATING SPEEDS
Minimum maneuver/ operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
- Normal or icing conditions,

- weight,
- configuration,
- type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM
2.01.03 or by V2 when applicable.
NORMAL CONDITIONS
FLAPS VmHB VmLB
0 1.18 VS
15 11.23
23 VS andd nott lless th
than V2
VMCL during approach
30 Not used
Note : Refer to 2.02.08 for icing conditions.
UTILIZATION
- VMLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refer to chapter
3.09)
R * should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15° (low bank selected when
using AFCS).
- VmHB is the minimum speed used for approach. It also provides the best two engines
rate of climb.
In this case, bank angle must be restricted to 30° (High bank selected when using
AFCS).
In order to determine these speeds in a more pilot oriented manner, an operating data
booklet included in check list is provided in which relevant minimum
maneuver/operating speeds are directly given for all weights.
P4 001
OPERATING SPEEDS NOV 11
AA
CONSERVATIVE MANEUVERING SPEEDS
When performance consideration does not dictate use of minimum

maneuver / operating speeds, the following conservative maneuvering speeds are
recommended.
R They cover all weight, for high bank operational maneuver, at all flight condition ( normal
and icing condition)
Flaps 0 : 180 kt.

Flaps 15 : 150 kt.
Flaps 30 : 135 kt.
FINAL APPROACH SPEED
VAPP = VmHB + WIND FACTOR

or VMCL, whichever is higher
WIND FACTOR = The highest of

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

Wind factor is added to give extra margin against turbulence, risk of wind shear etc...
GO AROUND SPEED VGA
VmHB landing configuration + 5 kt or 1.1 VMCA, whichever is higher.
MINIMUM SPEED FOR FLAPS RETRACTION
It is VmLB of the next flap setting.

Example :
- Minimum speed to retract flaps from 15 to 0 : VmLB0.
P3 500
AA
MINIMUM MANEUVER/OPERATING SPEEDS
Minimum maneuver/ operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
- Normal or icing conditions,

- weight,
- configuration,
- type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM
2.01.03 or by V2 when applicable.
NORMAL CONDITIONS
FLAPS VmHB VmLB
0 1.18 VSR
15 11.23
23 VSR andd nott lless th
than V2
VMCL during approach
30 Not used
Note : Refer to 2.02.08 for icing conditions.
UTILIZATION
- VMLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refer to chapter
3.09)
R * should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15° (low bank selected when
using AFCS).
- VmHB is the minimum speed used for approach. It also provides the best two engines
rate of climb.
In this case, bank angle must be restricted to 30° (High bank selected when using
AFCS).
In order to determine these speeds in a more pilot oriented manner, an operating data
booklet included in check list is provided in which relevant minimum
maneuver/operating speeds are directly given for all weights.
Model : 212A
P4 001
OPERATING SPEEDS NOV 11
AA
CONSERVATIVE MANEUVERING SPEEDS
When performance consideration does not dictate use of minimum

maneuver / operating speeds, the following conservative maneuvering speeds are
recommended.
R They cover all weight, for high bank operational maneuver, at all flight condition ( normal
and icing condition)
Flaps 0 : 180 kt.

Flaps 15 : 150 kt.
Flaps 30 : 135 kt.

or VMCL, whichever is higher
WIND FACTOR = The highest of

- 1/3 of the head wind velocity,
- or the gust in full,

Wind factor is added to give extra margin against turbulence, risk of wind shear etc...
GO AROUND SPEED VGA
VmHB landing configuration + 5 kt or 1.1 VMCA, whichever is higher.
MINIMUM SPEED FOR FLAPS RETRACTION
It is VmLB of the next flap setting.

Example :
- Minimum speed to retract flaps from 15 to 0 : VmLB0.
P2 080
AIR NOV 11
AA
AIR CONDITIONING
When operating from airfields with high OAT, it is essential to cooldown the cabin
before boarding passengers: this is best achieved by use of a ground conditioning
unit, but may also be done through the use of Hotel Mode, and in that case the following
R considerations will be applied :
- as soon as OAT exceeds 22° C and aircraft has remained exposed to direct sun,
PRE-- CONDITIONING becomes necessary for passengers comfort, prior to boarding;
- allow a reasonable period of time for pre-- conditioning, and use up to

MAXIMUM POWER AVAILABLE ON R/H ENGINE (GUST LOCK STOP) together with
HI FLOW selection.
Note 1: HI FLOW is very effective when R/H PL is advanced beyond Gl.

Note 2: Proper orientation of the aircraft on Parking area (wind blowing from 10
o’clock ideally) during Hotel Mode pre--conditioning is very favorable as it
gives better efficiency and allows to continue pre--conditioning during AFT
CARGO loading (hot air from RH engine exhaust blown away from service
door).
- If for any reasons, it has not been possible to bring cabin temperature down to
comfortable values prior to boarding, the following considerations will apply :
⋅ Packs operation during taxi should be performed with HI FLOW selected.
⋅ Switch FLOW selection to NORM prior to take-- off, but keep bleeds on, unless
performance limited.
⋅ As soon as CLB POWER is selected after take off, select HI FLOW and maintain HI
FLOW until comfortable cabin temp is obtained.
⋅ During cruise, monitor cabin temp when operating in NORM FLOW : if cabin temp.
tends to increase again above comfortable values, use HI FLOW as necessary.
TEMP CONTROL
Temperature control is normally achieved in AUTO MODE, which incorporates all

necessary protections to avoid damage to packs turbine due to freezing.
In case of duct overheating, manual mode is recommended.
As manual mode does not incorporate the protections of AUTO MODE, the following
R considerations must be applied :
- Do not use temperature selector in manual mode unless auto mode is inoperative.
- When in manual mode, monitor duct temperature and adjust rotary selector to maintain
positive duct temp : this is essential to avoid pack freezing.
Mod : 3037
P1 001
AFCS NOV 11
AA
R
P3 100
AFCS JUN 97
AA
Note : Following engine failure, auto-pilot may be used for climb at V 2 min AFTER
LATERAL TRIMMING HAS BEEN ACHIEVED.
D LATERAL TRIM with auto-pilot engaged
R
- As there is no auto-trim on both ROLL and YAW axis, it is the pilot duty to maintain
lateral trimming when speed or power is substantially changed.
This is primarily achieved by maintaining the slip indicator (ball) centered by use of
rudder trim.
- The autopilot will indicate only roll out of trim.
- If "RETRIM ROLL L(R) WING DN" is displayed on ADU and if the roll trim position is
at a normal setting (< 1 dot) :
Check and trim first if necessary yaw axis using small input technique.
Monitor the effect on ball for at least 10 seconds before any additional input.
If ADU message is still active when the ball is centered : trim roll axis, monitoring
carefully direction and duration of roll trim input.
However, trim input in the incorrect direction is inhibited.
- If excessive lateral trim is required or AILERON MISTRIM message is displayed on
ADU :
⋅ DISCONNECT AP, HOLDING FIRMLY THE CONTROLS
⋅ FLY MANUALLY PRIOR TO ADJUSTING LATERAL TRIMS.
⋅ The auto pilot may be reengaged following adjustment of the lateral trims.
D AUTO PILOT/YD DISCONNECT
Auto pilot may be disconnected by :
- QUICK DISCONNECT on each control column,
- AP engage push button on AFCS panel,
- GA mode activation,
- NORM or STBY pitch trim sw activation,
- Stall warning,
- Pilot's force on the control column (pitch axis) over 10 daN (22 lb).
Yaw Damper and consequently AP, may be disconnected by :
- YD engage push button on AFCS panel,
- Pilot input on rudder of 30 daN/66 Ibs or more,
- At touch down when landing.
CAUTION : Overriding the Autopilot on roll axis will not lead to A/P disconnect.
The QUICK DISCONNECT push button is recommended for all normal AP disengagement
as it leaves the YD operating.
A second push on the QUICK DISCONNECT pb will also cancel both audio and visual
AUTO PILOT OFF warnings.
Mod : 3168 + 3608

P3 280
AFCS JUN 97
AA
Note : Following engine failure, auto-pilot may be used for climb at V 2 min AFTER
LATERAL TRIMMING HAS BEEN ACHIEVED.
D LATERAL TRIM with auto-pilot engaged
- Trim on ROLL axis is inhibited when there is no RETRIM ROLL request set on ADU.
- As there is no auto-trim on both ROLL and YAW axis, it is the pilot duty to maintain
lateral trimming when speed or power is substantially changed.
This is primarily achieved by maintaining the slip indicator (ball) centered by use of
rudder trim.
- The autopilot will indicate only roll out of trim.
- If "RETRIM ROLL L(R) WING DN" is displayed on ADU and if the roll trim position is
at a normal setting (< 1 dot) :
Check and trim first if necessary yaw axis using small input technique.
Monitor the effect on ball for at least 10 seconds before any additional input.
If ADU message is still active when the ball is centered : trim roll axis, monitoring
carefully direction and duration of roll trim input.
However, trim input in the incorrect direction is inhibited.
- If excessive lateral trim is required or AILERON MISTRIM message is displayed on
ADU :
⋅ DISCONNECT AP, HOLDING FIRMLY THE CONTROLS.
⋅ FLY MANUALLY PRIOR TO ADJUSTING LATERAL TRIMS.
⋅ The auto pilot may be reengaged following adjustment of the lateral trims.
D AUTO PILOT/YD DISCONNECT
Auto pilot may be disconnected by :
- QUICK DISCONNECT on each control column,
- AP engage push button on AFCS panel,
- GA mode activation,
- NORM or STBY pitch trim sw activation,
- Stall warning,
- Pilot's force on the control column (pitch axis) over 10 daN (22 lb).
Yaw Damper and consequently AP, may be disconnected by :
- YD engage push button on AFCS panel,
- Pilot input on rudder of 30 daN/66 Ibs or more,
- At touch down when landing.
CAUTION : Overriding the Autopilot on roll axis will not lead to A/P disconnect.
The QUICK DISCONNECT push button is recommended for all normal AP disengagement
as it leaves the YD operating.
A second push on the QUICK DISCONNECT pb will also cancel both audio and visual
AUTO PILOT OFF warnings.
Mod : 3168 + 3608 + 4673

P5 001
AFCS SEP 13
AA
• CLIMB
Use IAS with climb speed (or VS) with associated target values set by pitch wheel. IAS
mode should be preferred to VS mode, unless a vertical speed constraint is given by
ATC.
R
CAUTION : The crew must always monitor IAS carefully , especially in VS and PITCH
modes as well as during ALT* phase.
Notes : 1. During climb in VS or PITCH mode with a rate exceeding the aircraft performance
the airspeed will continuously decrease.
2. When climbing in turbulences and/or vertical wind gradient conditions. ALT* mode
canbe engaged with a VS exceeding the A/C performance capability , and then IAS
may significantly decrease before reaching the selected Altitude.
3. In both cases , AP will disengage automatically when stall alert is activated.
• LEVEL OFF
- Level off is automatic when reaching the selected altitude.
- Power must be adjusted to the new condition.
• RESUME CLIMB OR DESCENT

- First, the new cleared altitude must be set on ADU.
- For descent, engage IAS or VS mode.
- For climb, engage preferably IAS mode.
- In both cases, adjust power as necessary.
P7 001
AFCS JUL 98
AA
D NON PRECISION APPROACH
Use of auto-pilot is recommended with :

- NAV mode for VOR approach (see 2-01-05 p3),
- HDG mode for ADF approach,
- VS or IAS mode for descent.
D GO AROUND
When reaching decision height, or missed approach point after level off at MDA, if
required references are not established, a go-around must be initiated.
The following procedure is recommended :
PF PNF
(if no contact) - Announce minimum
- Announce GO AROUND
- Depress GA pbs on PLs
- Advance PLs to ramp
R - Call FLAPS one notch" and rotate to - Retract FLAPS one notch
R GO AROUND pitch attitude - Check NP= 100 %, adjust
R - Follow FD bars and cancel if necessary
R AP Disconnect Alarm
R - Accelerate to or maintain When positive rate of climb is
R VGA (2-02-01 p4) achieved :
- Announce Positive climb"
- Command GEAR UP - Set gear up
When climb is stabilized :
- Command HDG/LO BANK/IAS - Engage HDG, BANK and IAS on
Engage AUTO PILOT AFCS panel (IAS will synchronize on
actual speed)
Note : GO AROUND mode gives (as a FD mode only):
- on pitch axis, a target attitude compatible with single engine performance.
- on roll axis, a steering command to maintain heading followed at GA
engagement.
As soon as climb is firmly established, use of HDG/IAS mode (which will then
be accepted by AP) is recommended.
P1 001
FLIGHT CONTROLS JUN 97
ATR 72 is equipped with classical mechanical primary flight controls on all three axis.
The following peculiarities must be highlighted :
R
P2 020
FLIGHT CONTROLS DEC 97
AA
PITCH : Both elevators are connected through a pitch uncoupling device, in order to leave
sufficient controllability in case of mechanical jamming of one control surface.
Activation of this device :
- requires heavy forces (52 daN/114 Ibs) to be applied to the control columns,
which minimizes the risk of untimely disconnection.
- indicated to the crew through the red warning « PITCH DISCONNECT ».
- allows the flight to be safely achieved : refer to procedures foolowing failures.
Note 1 : WHEN PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed
has to be limited to 180 kt and bank angle to 30° until flaps extension to avoid
overstressing the stabilizer.
Note 2 : The TWO sticks must be held once the aircraft is landed.
Once disconnected both elevators can be reconnected by applying the following

procedure:
BOTH ELEVATORS RECONNECTION ON GROUND
Conditions:
R - Aircraft on ground and electrically powered.
- Both elevators disconnected.
- Red PITCH DISCONNECT alarm illuminated steady on CAP.
Procedure:
- Engage GUST LOCK and check both columns are locked.
- Depress and hold ELEV CLUTCH guarded pb (see 1.09.30) until PITCH DISCONNECT
flashes red on CAP.
- Release ELEV CLUTCH pb. After a few seconds, PITCH DISCONNECT extinguishes on
CAP.
- Check both columns are effectively coupled.
Mod. : 3529 or 3530

P3 001
AA

P4 001
AA
YAW: The rudder incorporates several particular features.
D The releasable centering unit (threshold cam) :

This threshold cam automatically synchronizes to actual rudder pedal position each
time the rudder trim switch is activated.
Therefore before take-off, rudder trim setting to zero must be made with rudder pedals
in neutral position.
D The rudder surface damper :

Structural protection of the rudder assembly against effect of wind gusts on ground is
ensured by a rudder surface damper, which is designed to prevent excessive speed of
deviations of the rudder surface.
When taxiing with strong winds on ground, very large rudder forces would be required
to try to control the rudder surface: this is not necessary and rudder should be left «
floating » with the apparent wind as the damper will effectively prevent any structural
damage.
D The rudder trim :

Rudder forces trimming is obtained by shifting the zero position of the spring tab: this
means that « RUDDER TRIM INDICATIONS » are only representative of the
differential loading of the spring tab, AND NOT OF THE RUDDER POSITION.
Note : As speed increases, rudder trim deviation as large as 3 dots on the right may be
noted while rudder surface remains substantially at neutral.
D The yaw damper :

Yaw damper function is provided through the YAW CHANNEL of the AP and should
always be engaged in flight to improve passenger comfort.
In order to let the rudder axis free for pilot inputs (engine failure, ground control after
landing etc...) without the need to disconnect the YAW DAMPER, a force sensor has
been implemented and any pilot force of more than 30 daN/66 Ibs applied on rudder
will cause the YD to disengage.
P3 100
FLIGHT CONTROLS JUL 00
ROLL :
D Aileron spring tabs :
Flight controls are connected to the ailerons through the spring tabs, therefore,
maintaining the flight controls to neutral on the ground would not prevent the ailerons
from oscillating in case of strong tail wind (> 30 kt).
Therefore, in strong wind conditions it is recommended :
- to disengage the gust lock only when necessary before take off,
- after landing, to engage the gust lock before a turn that would expose the aircraft to
a tail wind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
D Aileron trim :
Ailerons forces trimming is obtained by shifting the zero position of the left aileron
spring tab : this means that AILERON TRIM INDICATOR is only representative of the
differential loading of the spring tab and not of the aileron position.
R Mod. : 4373 or 8167

P4 001
AA
YAW: The rudder incorporates several particular features.
D The releasable centering unit (threshold cam) :

This threshold cam automatically synchronizes to actual rudder pedal position each
time the rudder trim switch is activated.
Therefore before take-off, rudder trim setting to zero must be made with rudder pedals
in neutral position.
D The rudder surface damper :

Structural protection of the rudder assembly against effect of wind gusts on ground is
ensured by a rudder surface damper, which is designed to prevent excessive speed of
deviations of the rudder surface.
When taxiing with strong winds on ground, very large rudder forces would be required
to try to control the rudder surface: this is not necessary and rudder should be left «
floating » with the apparent wind as the damper will effectively prevent any structural
damage.
D The rudder trim :

Rudder forces trimming is obtained by shifting the zero position of the spring tab: this
means that « RUDDER TRIM INDICATIONS » are only representative of the
differential loading of the spring tab, AND NOT OF THE RUDDER POSITION.
Note : As speed increases, rudder trim deviation as large as 3 dots on the right may be
noted while rudder surface remains substantially at neutral.
D The yaw damper :

Yaw damper function is provided through the YAW CHANNEL of the AP and should
always be engaged in flight to improve passenger comfort.
In order to let the rudder axis free for pilot inputs (engine failure, ground control after
landing etc...) without the need to disconnect the YAW DAMPER, a force sensor has
been implemented and any pilot force of more than 30 daN/66 Ibs applied on rudder
will cause the YD to disengage.
P5 001
FLIGHT CONTROLS SEP 03
AA
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the
following recommendations must be observed.
1) THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING
CIRCUMSTANCIES:
a) In normal operations, for directional control
-During the takeoff roll, when on ground, especially in crosswind condition.
-During landing flare with crosswind, for decrab maneuver.
-During the landing roll, when on ground.
-The rudder may be used as deemed necessary, for turn coordination to prevent
excessive sideslip.
b) To counteract thrust asymmetry

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

The rudder may also be used in some abnormal situations such as:
-Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral.
-Aileron jam. The rudder may be used to smoothly control the roll.
-Landing gear unsafe indication (gear not downlocked). When a main landing gear is not
downlocked, the rudder may be used to establish sideslip in an attempt to downlock the
landing gear by aerodynamic side forces.
-Landing with landing gear not downlocked. The rudder can be used for directional control
on ground.
In all these normal or abnormal circumstances, proper rudder maneuvers will not affect
the aircraft's structural integrity.
2) RUDDER SHOULD NOT BE USED:
-To induce roll, except in the previous case( Aileron jam) or
-To counter roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite
rudder inputs must not be applied. Such inputs can lead to loads higher than the limit, or
possibly the ultimate loads and can result in structural damage or failure.
Note : Rudder reversals must never be incorporated into airline policy, including
so-called aircraft defensive maneuvers" to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action (if selected) or RCU (Releasable
Centering Unit) are sufficient to adequately dampen dutch roll oscillations. The rudder
should not be used to complement the yaw damper action.
P1 001
FUEL SYSTEM SEP 10
AA
FUEL CROSSFEED
Allows feeding of 1 or 2 engines from either side tank, especially for fuel balancing.
PROCEDURE :
Intended tank to be used :
PUMP RUN and OFF LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . extinguished

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

- Icing
- Cold weather operations,
- Operations in wind conditions.
- Volcanic Ash encounter
ICING
I - GENERAL
Icing conditions are defined as follows :
" Atmospheric icing conditions

Atmospheric icing conditions exist when OAT on ground and for take-- off is at or
below 5°C or when TAT in flight is at or below 7°C and visible moisture in the air
in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow sleet and ice crystals).
" Ground icing conditions
Ground icing conditions exist when the OAT is at or below 5°C when operating on
ramps, taxiways and runways where surface snow, standing water or slush is
present.
" Regulatory requirements
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes
up to 50 microns in diameter. No aircraft is certified for flight in conditions with
droplets larger than this diameter.
However, dedicated flight tests have linked unique ice accretion patterns to
conditions of droplet sizes up to 400 microns. Procedures have been defined in
case of inadvertent encounter of severe icing.
" Organization of this subchapter
It will address the following areas :
D Operations within the certified envelope.
D Information about severe icing beyond the certified envelope.
D Good operating practices.
P4 130
ADVERSE WEATHER SEP 03
AA
B) MINIMUM ICING SPEEDS
- The minimum maneuver / operating speeds defined for normal conditions

(2.02.01) MUST BE INCREASED and the new value enforced wheneveră
ICE ACCRETION
f is possible (Flight in atmospheric icing conditions),
or exists (ice accretion developing or residual ice).
They are defined by the following table where VS is the non affected 1g stall
speed as given in 2.01.03 (VS1g).
FLAPS VmHB VmLB
0 1.46 VS 1.40 VS
1.23 VS
T/O - 2nd segment
1.30 VS
Final Take-off
15 1 35 VS
1.35
1.30 VS
EN ROUTE
1.25 VS
GO AROUND
30 1.32 VS
CAUTION :For obstacle clearance, the EN-ROUTE configuration with engine failure is
R FLAPS 15 at a minimum speed of 1.30 Vs if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are also given directly in the operating data
booklet for all weights.
Eng. : PW127
P4 500
ADVERSE WEATHER APR 08
AA
B) MINIMUM ICING SPEEDS
- The minimum maneuver/operating speeds defined for normal conditions

(2.02.01) MUST BE INCREASED and the new value enforced whenever
is possible (FIight in atmospheric icing conditions),

ICE ACCRETION
or existes (ice accretion developing or residual ice).
They are defined by the following table where VSR is the non affected 1G stall speed
as given in 2.01.03.
FLAPS VmHB VmLB
0 1.46 VSR 1.40 VSR

1.22 VSR
T/O - 2d segment
1.27 VSR
15 1.35 VSR
Final Take-- Off
1.30 VSR
EN ROUTE
1.24 VSR
GO AROUND
30 1.32 VSR
CAUTION : For obstacle clearance, the en-- route configuration with engine failure is
FLAPS 15° at a minimum speed of 1.30 VSR if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are also given directly in the operating data
booklet for all weights.

P6 001
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS

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

S ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . ON
Note :horns anti icing selection triggers the illumination of the ICING AOA" green
light, and lowers the AOA stall warning threshold.
S PROP MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . According to SAT
S NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set q 86 %
S MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED
S ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

Notes : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
R 2.After take off, Np MUST NOT be deliberately set below Np = 86 %. This is to

ensure there is sufficient centrifugal effect to avoid ice accretion on the propeller
blades.
In addition, low propeller RPM, and consequently high blade angle of attack can,
in certain cases, considerably increase airfoil icing.
The association of contaminated propeller leading edge and low propeller RPM
generates a turbulent airflow, which, in certain conditions, may lead to uneven ice
accretion involving 100 % of the aerodynamic chord of the wings. Stall induced by
this accretion occurs earlier than anticipated and is asymmetric.
P6 500
ADVERSE WEATHER JUL 01
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS
During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The suggested procedure is to use IAS mode with a speed selected which is equal to
or greater than the appropriate minimum speed (VmLB or VmHB in accordance with the
BANK selection on the autopilot).
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM

message flashing on the ADU: if the message appears, apply the AILERON
MISTRIM procedure.
Note : Permanent heating (Probes/windshield) is Always selected ON.
ENTERING ICING CONDITIONS

S ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . ON
R Note : horns anti icing selection triggers the illumination of the ICING AOA" green
light, and lowers the AOA stall warning threshold.
S MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
R S MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED
S ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
Model : 212A
P7 001
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND
R AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
F ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
R F ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . Confirm ON
F DE ICING ENG 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F AIRFRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F ENG and AIRFRAME MODE SEL . . . . . . . . . . . . . . . . . . . According TO SAT

R F MINIMUM Maneuver/Operating ICING SPEED . . . . . BUGGED and OBSERVED
F BE ALERT TO SEVERE ICING DETECTION.

In case of severe icing, refer to 2.04.05.
Notes : 1. When ice accretion is visually observed, DE ICERS MUST BE selected and
R maintained ON as long as icing conditions exist.
2. Ice detector may also help the crew to determine continuous periods of
ice accretion as the ICING light remains illuminated as long as the ice
detector senses ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM
1.13.20).
3. If a noticeable performance decrease and (or) significant vibrations occur

due to propeller residual icing then, in order to improve the deicing of the
blades, it is recommended :
F To check that the PROP MODE SEL is set according to SAT.
F TO INCREASE propeller RPM to 92 % (and MAX RPM if need be) for
continuous periods of not less than 5 minutes in order to benefit from an
increased centrifugal effect.
4. If ice accretion is seen by the detector with ANTI ICING still OFF, the ICING
light will flash until HORNS anti icing is switched ON.
5 .Engines de-icing must be selected ON prior to airframe de-icing to take

benefit of an immediate engines de-icing.
If not, engines de-icing will be effective 60 or 240 seconds later depending
on MOD SEL selection.
P8 001
AA
WHEN LEAVING ICING CONDITIONS

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

R ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the ice evidence probe. As
R long as this condition is not reached, the icing speeds must be observed and the
R ICING AOA caption must not be cancelled.
P7 550
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND
R AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
R F ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . Confirm ON
R F MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
R F ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F AIRFRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED
F BE ALERT TO SEVERE ICING DETECTION.
In case of severe icing, refer to 2.04.05.
Notes:1. When ice accretion is visually observed, DE ICERS MUST BE SELECTED and
R maintained ON as long as icing conditions exist.
2. Ice detector may also help the crew to determine continuous periods of
ice accretion as the ICING It remains illuminated as long as the ice
detector senses ICE ACCUMULATING.
The ice detector may not detect certain ice accretion form (see FCOM
1.13.20).
3. If a noticeable performance decrease and (or) significant vibrations occur

due to propeller residual icing then, in order to improve the deicing of the
blades, it is recommended :
D To check that the MODE SEL is AUTO, or that the MAN mode is selected
in accordance with SAT.
D To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4. If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING light will flash until corrective
actions are taken.
5. Engines de-icing must be selected ON prior to airframe de-icing to take

benefit of an immediate engines de-icing.
If not, engines de-icing will be effective 60 or 240 seconds later depending
on MODE SEL selection.
Mod : 5008 Model : 212A

P8 050
AA
WHEN LEAVING ICING CONDITIONS

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

R ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the ice evidence probe. As
R long as this condition is not reached, the icing speeds must be observed and the
R ICING AOA caption must not be cancelled.
Mod : 4111
P 10 001
AA
G) SUMMARY
DEFINITIONS : . ICING CONDITIONS : See Definition page 1. There is a risk of
ice accretion.
. ICE ACCRETION : Ice is building up on the airframe. ICING amber
light illuminates.
. RESIDUAL ICE : Some ice is remaining on the airframe. May be in
or out of icing conditions.
R
P 10 550
AA
G) SUMMARY
DEFINITIONS : . ICING CONDITIONS : See Definition page 1. There is a risk of
ice accretion.
. ICE ACCRETION : Ice is building up on the airframe. ICING amber
light illuminates.
. RESIDUAL ICE : Some ice is remaining on the airframe. May be in
or out of icing conditions.
Model : 212A
P 12 001
AA
3) Mixed icing condition

Mixed icing condition may be encountered in the range of temperatures
-10°C/0°C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow
and water droplet can adhere rapidly to the airframe surpassing the system
capabilities to shed ice, causing significant reduction in airplane performance
as in case of system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.
If the pollution extension occurs on the lower surface of the wing, it increases the
drag and the airplane speed decreases. It may lead to stall if no action is taken to
recover a correct speed.
If the pollution occurs first on the upper part of the wing, the drag is not affected
noticeably but controllability anomalies may be encountered.
Severe roll anomalies may be encountered with "flaps 15" accretions flown with
flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself
that is detrimental, but the low angle of attack that may result from such a setting,
especially close to VFE. This low or negative AOA increases the wing upper side
exposure to large droplet impingement. This is why holding with any flaps extended
is prohibited in icing conditions (except for single engine operations).
R
... / ...
P 13 001
AA
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following :
R Severe icing is characterized by ice covering all or a substantial part of the unheated
portion of either side window,
Note : This cue is visible after a very short exposure (about 30 seconds).
and / or
Unexpected decrease in speed or rate of climb,
and / or
The following secondary indications :
. Water splashing and streaming on the windshield.
. Unusually extensive ice accreted on the airframe in areas not normally observed
to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-flight icing :

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

Appendix C. However, in case of inadvertent encounter with such conditions severe
icing procedure must be applied (refer to 2.04.05).
P 15 001
AA
IV - GOOD OPERATING PRACTICES

Aircraft certification requirements describe the icing conditions likely to be encountered
in commercial aviation. However, as demonstrated by experience, icing remains one of
the major causes of incidents and accidents, and good airmanship prohibit any
complacency in this area.
The following basic rules should therefore be applied :
" Know as much about your operating environment as you can.
Carefully review weather packages for Pilot reports of icing conditions, tops reports,
temperatures aloft forecasts and forecasts of icing, freezing drizzle and freezing rain.
Monitor both Total Air Temperature and Static Air Temperature during climb and
while en route. Use the weather radar. Areas of precipitation which will paint on the
radar will be of sufficient droplet size to produce freezing rain when encountered in
freezing temperatures or on a cold soaked aircraft.
" Marginal freezing temperatures and icing conditions should create a heightened state
of awareness. Remember, severe ice can still be incurred at temperatures down to
approximately - 18° C, at high altitude.
R " Be alert to severe icing cues defined pages 12/13.
R " When severe icing is encountered, take appropriate steps to leave the conditions.
Since these unique conditions are usually small in area and associated with very
specific temperatures conditions, a change in altitude of just a couple thousand
feet may place you in a totally different environment.
" Make reports to ATC and Company.
There is no better operational tool available today than first hand reports of these
conditions. Remember that because these are localized areas and extremely temperature
dependent, another aircraft passing through the same area at a different airspeed
may experience different conditions. For example, a laboratory test showed for a
specific, yet normal condition, rime ice up to about 150 kt, mixed ice as speed was
increased to about 200 kt, glaze ice between 200 and 360 kt, and no accretion above
360 kt.
Note : Reporting of icing conditions as defined in the FAA's Airman's information
Manual (AIM) :
Trace : Ice becomes perceptible. Rate of accumulation is slightly greater
than the rate of sublimation. It is not hazardous even though
de-icing/anti-icing equipment is not utilized unless encountered for an
extended period of time (over 1 hour).
Light : The rate of accumulation may create a problem if flight is prolonged
in this environment (over 1 hour). Occasional use of de-icing/anti-icing
equipment removes/prevents accumulation. It does not present a problem if
the de-icing/anti-icing equipement is used.
Moderate : The rate of accumulation is such that even short encounters
become potentially hazardous and use of de-icing/anti-icing equipment or
flight diversion is necessary.
Severe : The rate of accumulation is such that de-icing/anti-icing equipment
fails to reduce or control the hazard. Immediate flight diversion is necessary.
P 17 001
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and
flaps should be clear of snow, frost and ice before take off.
PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, no person may take off an aircraft when
frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft.
FROST : frost is a light, powdery, crystalline ice which forms on the exposed
surfaces of a parked aircraft when the temperature of the exposed
surfaces is below freezing (while the free air temperature may beabove
freezing).
Frost degrades the airfoil aerodynamic characteristics. However, should the take
off be conducted with frost adhering to the lower surface of the wing, check the
following :
- The frost is located on the lower surface of the wing only.
- Frost thickness is limited to 2 mm.
- A visual check of the leading edge, upper surface of the wing, control surfaces
and propellers is performed to make certain that those surfaces are totally
cleared of ice.
- Performance decrement and procedures defined for take off in atmospheric
icing conditions are applied.
" DE ICING / ANTI ICING PROCEDURE
R - External de-- /anti-- icing will be performed as close as possible from take-- off time in
order not to exceed the hold over time.
Type 1 (low viscosity) or type 2/4 (high viscosity) fluids are used for these operations.
The type 2/4 fluids are used for their anti icing qualities. As airflow increases the fluid is
spread through the elevator gap and over the lower surface of the elevator.
Depending on the brand of the fluid and the OAT, this phenomenon may temporarily
change the trim characteristics of the elevator by partially obstructing the elevator gap.
This may lead to a considerable increase in control forces necessary to rotate. This
effect is most pronounced when center of gravity is forward.
R - To ensure the best possible tailplane de-- /anti-- icing, all along the fluid spraying, the
R control columns must be firmly maintained on the forward stop together with the aileron
R gust lock engaged.
- De-- /anti-- icing may be performed in Hotel mode provided BLEEDS are selected OFF.
If a de icing gantry is used, both engines must be shut down. For manual propeller de
icing, the engines must be shut down and air intake blanked or precaution taken not to
have de icing fluid in the air intake. No propeller blade should be located at 6 o’clock
position during this procedure.
P 19 001
AA
" TAXIING
- The standard single engine TAXI procedure may still be used provided the friction
coefficient remains at or above 0.3 (braking action medium, snowtam code 3) and
nose wheel steering is not used with too large deflections.
Note : If the OAT is very low, it may be necessary any way to start up engine 1 early
enough to get the necessary oil warm up time (refer to Note (3) above).
- For taxiing with the very low friction coefficients (icy taxiways, slush), it is
recommended to use both engines, limit nose wheel travel and use with differential
power as necessary.
SPECIAL CASE
If contaminant layer is significant enough to possibly accumulate in the brake area
during ground operation, brakes disks may join due to icing during the flight, leading to
possible tyres damages at subsequent landing. The following special procedure
should be applied during taxi before and as close as possible to take off.
Set 18% Torque on each engine and keep taxi speed down to a "man pace" during
30 seconds using normal brakes with minimum use of nose wheel steering to ensure a
symmetrical warming up of the brakes.
R
P 20 001
AA
" TAKE OFF

Standard take off procedures will be used with the following additions :
. If runway is contaminated (ice, snow, slush), use the relevant performance penalties
defined in the performance section 3.03.
. Use of reverse on contaminated runways has to be limited at very low speeds to avoid
contaminant projections at the level of cockpit windshield which may reduce visibility
to zero (snow, slush). In atmospheric icing conditions, refer to appropriate speeds
and performance penalties and add the following :
- with very cold OAT, delay start of take off roll until oil temperature is at least 45°C
(this is necessary to guarantee inlet splitter de-icing capability).
R After the ground de icing/anti icing procedure, using type II/IV fluids, higher than
normal stick forces may be encountered. These control input forces may be more than
twice the normal take off force. This should not be interpreted as a `pitch jam` leading to
an unnecessary abort decision above V1. Although not systematic, this phenomenon
should be anticipated and discussed during pre-take off briefing each time de
R icing/anti icing procedures are performed. These increased pitch forces are strictly
limited to the rotation phase and disappear after take off.
R In very exceptional circumstances, because of increased rotation forces, the pilot can
R consider that take off is impossible and consequently initiate an aborted take off .
R The consequences of this decision are catered for by a specific performance penalty
R (Refer to AFM SUPPLEMEMTS chapter).
AFTER V1, BE TAKE OFF MINDED

R " BEFORE LANDING
R If take-off has been performed on a slush contaminated runway, this slush may seize
R the brakes during cruise.
R To prevent tire damage at touch down : in final approach, after the selection of GEAR
R DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then
R reselect the ANTISKID to ON.
" LANDING
Same restrictions on reverse than for accelerate stop.
Apply relevant performance restrictions.
" PARKING
When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the
aircraft with parking brake engaged and use chocks instead whenever possible.
P 21 001
AA
R OPERATIONS IN WIND CONDITIONS
R Landing
R The recommended landing flap configuration is the same as the standard landing flap
R setting, even with strong crosswind. Large flaps extension does not impair the
R controllability in any manner. Moreover it minimizes the flare duration and allows a quicker
R speed decrease down to the taxi speed.
R General
R Precautions or special instructions may be necessary depending on the force and
R direction of the wind. The following FCOM pages deal with this subject :
R Tail wind limit and demonstrated cross wind 2 01 03 p5
R Final approach speed and wind factor 2 02 01 p4
R Cat II maximum demonstrated wind 2 02 04 p8
R Parking aircraft orientation 2 02 03 p2 and 2 03 20 p1
R Aileron spring tabs (when equipped) 2 02 06 p3
R Taxiing with strong wind 2 02 06 p4
R Take off run 2 02 12 p1
R Rejected take off 2 02 12 p2
R Hotel mode limitation 2 03 06 p3 and 2 05 02 p4
R Taxiing with tail wind component 2 03 09 p1
R Ditching 2 04 05 p3
R NAC OVHT 2 05 02 p4
R ELEVATOR JAM 2 05 06 p5
R PITCH DISCONNECT 2 05 06 p6
R AILERON JAM 2 05 06 p10
R SPOILER JAM 2 05 06 p12
P 22 001
AA
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenon must be avoided.
Procedure at take off :

• Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum
take off weight available for the day.
• When clear of obstacles accelerate as much as possible and clean up the aircraft.
• Climb at the normal climb speed.
Procedure during an approach : If a windshear is encountered,
• Initiate a normal go around procedure with 10° pitch .
• When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure.
CAUTION : The positive rate of climb must be verified on at least two instruments.
COMMENTS : 1. Leaving the gear down until the climb is established will allow to
absorb some energy on impact, should the microburst exceed the
aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a
climbing path together with an acceptable maximum AOA.
P 23 001
VOLCANIC ASH ENCOUNTER
1- VOLCANIC ASH DESCRIPTION

Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock,
the composition of which reflects the composition of the magma inside the volcano.
It is composed predominantly of siliceous materials (> 50%) that are both very hard and
very abrasive. The melting point of glassy silicates is around 1100_C that is close to the
operating temperature of the engine at cruise thrust.
The ash is accompanied by gaseous solutions of sulphur dioxide (sulphuric acid) and
chlorine (hydrochloric acid).
2- AVOIDANCE
Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in
areas of known volcanic activity must be avoided.
When a flight is planned into an area with known potential for volcanic activity:
- All NOTAMS and air traffic advisories have to be checked for current status of volcanic
activity.
- The planned route has to well avoid the area of volcanic activity.
- If possible, stay upwind of volcanic ash.
The first two or three days following an explosive eruption are especially critical because
high concentration of gas with hazardous concentration could be encountered at cruise
levels some considerable distance from the volcano. Beyond three days, it is assume that
if the ash is still visible by eye or from a satellite data, it still presents a hazard to aircraft.
3- DETECTION
Volcanic ash cloud does not produce ”return” or ”echoes” on the airborne weather radar.
Volcanic ash may be difficult to detect visually, especially at night or on instrumental
meteorological conditions. However, the following have been reported by flight crew:
- Acrid odor, similar to electrical smell, burned dust or sulfur.
- Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and
cockpit surfaces.
- Multiple engine malfunctions, such as stall, increase ITT, flameout.
- Airspeed fluctuating erratically.
- At night, static electric discharges (St. Elmo’s fire) visible around the cockpit
windshields.
- At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as
opposed to the normally fuzzy, indistinct shadows cast on water / ice clouds.
4- EFFECTS ON POWERPLANT
The melting point of volcanic ash is close to the operating temperature of the engine at
cruise power. This can cause serious damage in hot section of the engine that could result
in engine thrust loss and possible flame out. (.../...)
P 24 001
4- EFFECTS ON POWERPLANT (CONT’D)

Pilots are therefore asked to reduce engine power settings to flight idle when possible to
lower the engine operating temperature below the melting point of volcanic ash.
The volcanic ash, being abrasive, also damage engine components causing loss of
engine thrust. The erosion also results in a decrease in the engine stall margin. Although
this abrasion effect takes longer than the melting fusion of volcanic ash to shut down the
engine, the abrasion damage is permanent and irreversible. Reduction of engine thrust to
idle slows the rate of erosion by the compressor blades but can not eliminate it entirely
while the engine is still ingesting air contaminated by volcanic ash.
Propeller blades may also be degraded by erosion inducing loss of traction efficiency.
Oil cooler efficiency may also be decreased either due to excessive erosion of the cooler
or due to blockage of the air intake by ashes.
5 - EFFECTS ON THE AIRFRAME AND EQUIPMENT
Volcanic ash abrades cockpit windows, airframe and flight surfaces. Any parts protruding
from airframe such as antennas, probes, ice detectors can be damaged and may be
rendered inoperable.
- The abrasion of the cockpit window reduces the pilot’s forward visibility. This can lead
to serious problems during landing phase.
- The abrasion damage of the wing or horizontal stabilizer leading edges can either
prevent the correct operation of the de-- icing boots or even detached parts of the boots
with subsequent drag increase.
- The abrasion damage of the landing lights can significantly reduce landing light
effectiveness.
- Damage to the antennas can lead to a complete loss of HF communications and a
degradation of VHF communications.
- Damage to the various sensors can seriously degrade the information available to the
pilot through the instrument.
Volcanic ash can obstruct probes and penetrate into air conditioning and equipment
cooling system. It can contaminates electrical and avionic units, fuel and hydraulic
system and smoke detection system.
- Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications
or complete loss of airspeed indication in the cockpit.
Volcanic ash columns are highly charged electrically. The static charge on the aircraft
creates a ”cocoon” effect which may cause a temporary defection, or even complete loss
of VHF or HF communication with ground stations.
(.../...)
P 25 001
6 - PROCEDURE

FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 DEGREES
TURN AND STARTING DESCENT (IF MSA PERMITS)
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PL 1 + 2 (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
SPEED BUG TO VmHB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HDG MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH BANK
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become
necessary to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to
BOTH ENGINE FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed
indications.If airspeed is unreliable orlost, adjust airplane attitude and torque.
P 25 100
6 - PROCEDURE

FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 DEGREES
TURN AND STARTING DESCENT (IF MSA PERMITS)
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PL 1 + 2 (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
SPEED BUG TO VmHB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HDG MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH BANK
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become
necessary to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to
BOTH ENGINE FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed
indications.If airspeed is unreliable orlost, adjust airplane attitude and torque.
Mod : 4111
P1 001
LANDING GEAR/BRAKES JUL 99
AA
R This chapter deals with the following points :

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

1 : Dry runway
2 : Wet up to 3 mm depth
3 : Slush or water for depths between 3 and 6 mm
6 : Compact snow
7 : Ice
8 : Runway with high risk of hydroplaning
P2 001
AA
R NORMAL TAXI
CAUTION : If blue hydraulic circuit is pressurized, nose wheel steering has to be
switched off for towing by a ground vehicle.
- The ATR 72 is particularly easy to taxi, and even on one engine, there are no
limitations to go either forward or rearward : this flexibility should be systematically
used and is reflected in the standard operating procedure which assumes HOTEL
MODE operation of engine 2 prior to and during passenger boarding followed by initial
taxi on engine 2 only (including back track if taxi backwards required).
This procedure is highly recommended as GI power is quite sufficient on one engine only
to perform all taxiing (OUT and IN) and very obviously reduces block fuel by an amount
which may become VERY SIGNIFICANT on large airports.
CAUTION : Start up of engine 1 should be performed in a portion of taxi where captain
workload is low enough to allow an efficient monitoring of the start up.
- Use of brakes during taxiing may be very much reduced by systematic use of a small
amount of reverse when deceleration is needed.
- Radius of turn with nose wheel steering is very good and does not require any braking
ON THE INNER WHEELS.
CAUTION : PIVOTING (Sharp turns) UPON A LANDING GEAR WITH FULLY BRAKED
WHEELS IS NOT ALLOWED, except in emergency.
TAXI WITH FAILURES

TAXI WITH NOSE WHEEL STEERING OFF (or without blue HYD pressure)
D Obviously SINGLE ENGINE TAXI is no more possible
D Taxiing remains very easy with both engines operating EEC ON :
directional control is achieved primarily with differential power on engines, possibly
augmented by use of differential braking.
D Avoid sharp turns : turn radius without nose wheel steering should be limited to
about half turn radius with nose wheel steering.
TAXI WITH EEC OFF

On ground EEC off, engine response is somewhat degraded. Nevertheless, as long as at
least one engine is maintained at or below GI, the corresponding NP should remain high
enough to keep associated ACW GEN available and thus maintain both HYD pumps.
CAUTION : When taxiing with both EEC OFF, AVOID pushing both PL above GI to avoid
transient loss of ACW and MAIN HYD PUMPS.
Note : NOSE WHEEL steering remains available in all cases together with STBY
braking, through DC AUX pump.
P3 001
AA
EMERGENCY BRAKING
- Emergency braking has been made operationally easier by design of the parking brake
lever which incorporates an EMER BRAKE" notch : when the parking brake lever
is set in this notch, the regulator delivers a limited pressure which :
D allows the use of EMER BRAKING for abort take-off at max V1 or at touch down
for landings after GREEN pressure has been completely lost.
D provides repeatable, smooth deceleration whilst minimizing the risk of blown up
tires.
CAUTION : Use of EMER BRAKE beyond the EMER BRAKE NOTCH ABOVE 60 Kts
MUST BE AVOIDED TO PREVENT WHEELS LOCK UP AND DAMAGES TO
WHEELS AND TIRES.
BELOW 60 Kts, a SMALL further travel (∼ 1 cm) IS AVAILABLE WITHOUT
RISKS OF DAMAGE WHEN MAXIMUM STOPPING PERFORMANCE IS
REQUIRED.
- A deflated tire is not easily noticeable from the cockpit : NO TAKE OFF should be
started after EMER BRAKE has been used at speeds in excess of a maximum taxiing
speed of 20 Kt without prior visual inspection of the main landing gear tires.
P1 001
FLIGHT PATTERNS JUL 98
AA
R
R
R
R
R
R
R
R
R
R
R
P2 001
AA
R
R
R
R
R
R
R
R
P1 080
AA
R
R
R
R
R
R
R
R
R
R
Mod : 3973 or 4371 or 4457

P2 001
AA
R
R
R
R
R
R
R
R
P3 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
P4 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P3 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
P4 220
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Mod. : 1368 + 4457

P5 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P6 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P5 280
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
Mod. : 1368 + 4457

P6 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P8 001
FLIGHT PATTERNS JUN 97
AA
R
P1 001
POWER PLANT SEP 10
AA
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
R
Note : This alert is inhibited when affected CL is in FUEL SO position.
P2 200
POWER PLANT SEP 02
AA
TAKE OFF: USE OF BLEED VALVES
Engine bleed valves may be selected ON for take off (NORM flow) without
performance penalty as long as computed RTO torque bleed ON is not less than
100 %. When taking off bleeds ON and RTO TQ below 100 % performances decrement
has to be considered.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers into the notches. If need
be, in order to match target torque bugs set according to dependable data, it may be
necessary to adjust the throttles out of the notches.
USE OF NP 77 %
Climb, cruise and descent are normally performed with 86 % NP. In order to
improve passenger comfort, 77 % NP may be used. CLB is initiated with 86 % NP with
torque. When 89.5 % TQ is reached, 77 % NP may be selected.
CRZ : use of 77 % NP brings about 3 kt penalty on TAS.
DSC : deceleration heights are modified.
CAUTION : use of NP setting below 86 % in icing conditions is prohibited.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance. If MAX RPM has to be
set, advance slowly the affected CL beyond 86 % in order to avoid a possible over torque.
R ENGINE PARAMETERS FLUCTUATION
R The variation tolerances of engine parameters are shown in Figure. These tolerances
R must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
R FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
R In case of engine parameters fluctuation it can be helpful to select either the
R synchrophaser of the corresponding EEC OFF before shutting the engine OFF.
R If any of these actions cures the problem, the flight can be continued accordingly.
CONTINUOUS IGNITION
Use of continuous ignition is recommended when penetrating heavy precipitation or
severe turbulence areas, when ice accretion develops or when using contaminated
runway for take off or landing.
GO AROUND - POWER SET UP PROCEDURE
The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning
of amber sector).
WARNING : Overriding the ramp threshold up to the absolute full travel will allow to
reach 1.15 x RTO TQ (EEC ON). This should be used only is case of
emergency.
Eng. : PW127
P1 001
POWER PLANT SEP 10
AA
START UP PROCEDURE
ADC switching should be alternated every other day (ADC 1 odd days, ADC 2 even
days). Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800°C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N° 1 on ground (engine 2 running)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ENG OIL LO PR CCAS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
R during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
R
Note : This alert is inhibited when affected CL is in FUEL SO position.
P2 500
POWER PLANT APR 08
AA
TAKE OFF: USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at
Take off.
The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for Take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If need tee, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATION
The variation tolerances of engine parameters are shown in Figure. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF before shutting the engine OFF.
If this action cures the problem, the flight can be continued accordingly.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
GO AROUND - POWER SET UP PROCEDURE

The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning
of amber sector).
WARNING : Overriding the ramp threshold up to the absolute full travel will allow to
reach 1.15 x RTO TQ (EEC ON).
This should be used only is case of emergency.
CLs should be routinely stay into the notches. Np is automatically set at 100 % provided
PWR MGT is on TO position and PLA is sufficient (see 1.16.40).
P 2A 001
POWER PLANT SEP 10
PUSH BACK AND POWER BACK OPERATIONS

Push- back (with towbar)
Note:NAC OVHT and ENG FIRE can be triggered during push-- back in hotel mode, with a
tail wind greater than 10kts, including aircraft direction changes throughout the
procedure.
If the tail wind is above this limit, the push-- back has to be done, with the propeller(s)
running and unfeathered, and respecting ground safety rules and airport local rules.
- Push-- back is done after ATC clearance.
- Specific phraseology is used.
- Ground staff remains connected with the aircraft by using conventional signs and/or
headphones with several persons according to airline policy
- Parking brake released and steering OFF.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during push back
(to avoid tail strike and/or strain on towing system). Wait for disconnection of the tow bar
by the ground staff before switching the steering ON.
- Set nose wheel steering to ON. Caution: never set the hydraulic of the steering before the
disconnection of the tow bar.
Power back
Note: NAC OVHT and ENG FIRE can be triggered, if a prolonged power-- back is
maintained with a tail wind greater than 10kts, including aircraft direction changes
throughout the procedure
Note: In Ground Idle, after parking brake release, the aircraft moves forward. The power
lever has to be retarded slightly to power back just before releasing the brake.
Note: Safety glasses have to be used by the ground staff, because of the possibility of
projection during power back operation.
- Before power back, both propellers are running and are unfeathered.
- Power back is done after ATC clearance.
- Ground staff area checked cleared before and during power back, by using conventional
signs and/or headphones with several people, as per prevailing airlines policy.
- Nose wheel steering remains ON.
- To avoid moving forward, apply slight power back just before releasing brake.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during power back
(to avoid tail strike).
- Power back is performed at low speed.
- Use Ground Idle or positive power to decrease speed or stop.
P3 001
POWER PLANT JUN 97
AA
PROPELLER BRAKE USE

Propeller brake must be used only when READY light on propeller brake control panel is
illuminated.
1 - BRAKING SEQUENCE (ENG 2 Running)
Notes : The DC AUX pump runs automatically as soon as

- blue hydraulic pressure is below 1500 PSI and,
- gear is down and,
- one engine is running
and stops 15 seconds after the end of prop braking sequence (PROP BRK lights
illuminated).
R
P4 001
POWER PLANT JUN 97
2 - RELEASING SEQUENCE (ENG2 in hotel mode)
Note : A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for
30 seconds. Selecting. Selecting propeller brake sw to OFF position within this 30 s
temporization allows to keep the DC AUX PUMP running overriding the
30 seconds temporization.
R
P3 500
POWER PLANT APR 08
AA
ADAPTED FLIGHT IDLE

A low flight idle rating is associated with a significant increase of aerodynamic drag
profitable to the descent performance (approach and landing).
On the other hand, this increased drag penalises the lift at a high angle of attack.
The fulfillment of these two requirements has led to an adapted flight idle providing two
power settings.
The FI position being selected by the pilot, the power level (high or low) is set by the
EEC’s, as a function of an information provided by the MFC’s.
This information is associated with a limit angle of attack equal to α stall warning - 4°.
In case of high flight idle loss the aircraft behaviour during stall unchanged and the
decrease of lift is negligible and covered by the regulatory margins.
PROPELLER BRAKE USE
Propeller brake must be used only when READY light on propeller brake control panel is
illuminated.
1 - BRAKING SEQUENCE (ENG 2 Running)
Notes : The DC AUX pump runs automatically as soon as

- blue hydraulic pressure is below 1500 PSI and,
- gear is down and,
- one engine is running
and stops 15 seconds after the end of prop braking sequence (PROP BRK lights
illuminated).

P4 001
POWER PLANT JUN 97
2 - RELEASING SEQUENCE (ENG2 in hotel mode)
Note : A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for
30 seconds. Selecting. Selecting propeller brake sw to OFF position within this 30 s
temporization allows to keep the DC AUX PUMP running overriding the
30 seconds temporization.
R
P5 500
POWER PLANT APR 08
DIFFERENCE BETWEEN AN EEC FAULT CONDITION AND AN
ENGINE FLAME OUT IN FLIGHT
ENGINE FLAME OUT(*) EEC FAULT
POWER EVOLU- Immediate power Moderate variation

TION loss (either way)
EEC FAULT
Not lit Immediate illumination
LIGHT
NH Rapidly below 74 % Always above 74 %
ITT rapidly below 350° C Always above 350° C
Generally inefficient
POWER LEVER Totally inefficient
refer to FCOM 1.16.30
ASSOCIATED DC DC GEN Fault illuminates
Normal
GEN LT rapidly
BLEED/PACK FAULT illuminates rapidly Normal
(*) If automatic relight has not operated

ENGINE OPERATION WITH EEC OFF
- EEC deactivation may lead to an important power variation at constant throttle

position. Power recovery will necessitate throttle readjustment.
- Maintaining target torque may necessitate positions out of th e notch since constant
throttle position feature is lost. Some throttle readjustements will be necessary
during climb.
Engine response may be more sluggish when increasing power and a
temporary throttle overtravel may be necessary to obtain a fast power response.
- If EEC is selected from OFF to ON, an important power variation may result. That is
why the throttle has to be reduced below 52° prior to such an action.
- Landing with both EEC OFF will lead to a big propeller speed decay as the speed
decreases, so that ACW power may be lost at the end of the landing run. Be ready to
use nose wheel steering and emergency braking as required.
Engine response during taxi will be slower.
- Reverse power is reduced. Moreover, in case of acceleration stop, a one second stop
must be observed at Fl before setting PLs below.
P6 500
POWER PLANT APR 08
AA
ENGINE FAILURE SIMULATION FOR TRAINING PURPOSES

Flight training requires to simulate engine failure in a representative manner for both
controllability and performance aspects but without feathering engine (safety and
cooling of nacelle).
For a given PL position, the propeller THRUST (+) / DRAG (-- ) VARIES VERY
SIGNIFICANTLY WITH IAS, particularly at low speeds, as shown by the following table.
(Zp = 0 (ISA/NP max = 100%)
PL Position 0 kt 50 kt 100 kt 125 kt 150 kt
40 1300 daN 710 daN 200 daN 0 daN ~0 daN
36 1270 daN 670 daN - 240 daN - 600 daN - 530 daN
Fl 1240 daN 640 daN - 460 daN - 850 daN - 750 daN
Gl 140 daN - 610 daN - 2070 daN
Max Rev - 610 daN - 1370 daN - 2900 daN
- The drag of a feathered engine is negligible between 0 and 150 kt.
- The maximum drag of a failed, unfeathered, engine varies with IAS and PL position
as follow :
PL Position 0 kt 50 kt 100 kt 125 kt 150 kt
TO 0 daN 80 daN 310 daN 470 daN 700 daN
Fl (B = 14°) 0 daN 80 daN 400 daN 620 daN 750 daN
The procedure for simulating engine failure is based on retarding PL to fixed positions,
optimised to cover correctly the T/O and approach phases i.e. for IAS around 110/
125 kts.
IN FLIGHT - To simulate an UNFEATHERED failed engine retard PL at Fl.
- To simulate a FEATHERED engine set PL to 39 for IAS 110/125 kt.
Note : ISA and altitude effects are negligible.
- For continued take-- off with simulated engine failure, retard PL to 39 for
IAS 110/125 kt in order to simulate auto feather action.
ON GROUND - Aborted T/O: Retard INITIALLY to Fl.
CAUTION : - On ground, in all cases, (single engine landing or aborted T/O), the
trainee must retard BOTH PL at Gl, then use reverse on «LIVE»
engine only, as necessary.
- Leaving the simulated « engine failed » PL at 39 or more (for single
engine landings) or Fl (for aborted T/O) would lead to non
representative controllability problems as the «failed » engine thrust
would change its initial drag into a big increase of forward thrust as IAS
decreases.
- To be exact, these values request a perfect rigging of engine controls.
A slight mismatch may induce a significant drag change. Pilot should
monitor performances and increase PLA as necessary.
P7 500
POWER PLANT OCT 09
REVERSE PHASES
NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases)
OPERATIONS OUT OF THE NOTCH

When PL are retarded, during descent and approach, trim efficiency is reduced (reference
point being notch), and cannot correct built-- in discrepencies between engines and their
associated controls. Tolerances due to PL rigging cannot be compensated in that area.
TQ split up to 8% (8 counts) can be evidenced between engines in stabilised conditions.
This is built-- in and results from requirement of TQ accuracy in notch, which is the power
setting used for about 90% of flight time.
TQ differences are allowable and can be eventually compensated manually by crew with
PL adjustment.
Eng. : PW127F / PW127M

P1 001
FLIGHT CHARACTERISTICS SEP 07
AA
TAKE OFF AND LANDING RUNS
- Proper crew coordination is required in order to hold the control column at all times
and prevent excessive elevator or aileron deflections due to wind and/or reversed air
flow from propellers.
The control column is initially held.
D in pitch : fully nose down, then slowly relaxed as speed increases.
D in roll : neutral or deflected TOWARD the wind in case of crosswind component, as
appropriate to maintain wings essentially level.
Note : Excessive aileron deflections should be avoided as they affect directional
control.
- For take-- off, use of nose wheel steering guidance is only recommended for the very
first portion of the take off run as rudder becomes very rapidly efficient when airspeed
increases (~ 40 kts) and ATR 72 exhibits a natural tendency to go straight.
- Action on nose wheel tiller should be smooth and progressive, particularly as ground
speed increases.
- Rudder must not be cycled during take-- off, particularly the first portion where nose
wheel is used: combination of unnecessary rudder cycling (with an increasingly
efficient rudder) and nose wheel control would then lead to
uncomfortable oscillations.
- Rolling take-- off technique
In order not to increase the take-- off distances, power must be set quickly during the
last phase of the line up turn.
- for landing or aborted take off, control column holding must be transferred to the
co-- pilot when the captain takes the nose wheel steering.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind: the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
R Narrow Runways :
When the aircraft is operated on a narrow runway (width < 30 m (98 ft)), whoever
is the PF (CM1 or CM2), the CM1 should be ready to use Nose Wheel Steering as soon
as the nose wheel is on the ground.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind : the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
Refer to 3.11.10
P2 100
FLIGHT CHARACTERISTICS APR 08
AA
ENGINE FAILURE
AT TAKE OFF BELOW V1
Abort is mandatory: both PLs are retarded to Gl and full brakes applied as needed.
Reverse is available even on single engine down to full stop: again, control column is
transferred to the co-- pilot when captain takes nose wheel steering and, in case of single
reverse operation roll control must be applied (possibly to full travel) in order to
minimize the tendency to bank on the side of the operating engine.
AT TAKE OFF ABOVE V1
Take off must be continued. Directional control must be maintained with rudder and, as
soon as aircraft becomes airborne, aileron input to stabilize heading with about 2° of
bank toward the operating engine is highly recommended in order to decrease rudder
deflection thence improve climb performance.
Both rudder and aileron forces may be completely trimmed out, even at minimum
scheduled V2. Once both yaw and roll axis are trimmed out, autopilot may be engaged.
IN APPROACH
Directional control must be maintained with rudder, (which disengages
automatically YD and AP if previously engaged) and aileron, in a manner similar to what
was described for the continued take off case.
The ATPCS functioning is different between approach and take-- off.
Even if TO position is selected:
- Uptrim function is never available
- Auto feather function may be available depending on PL position at the time of the
failure.
If autofeather has not operated (windmilling), the drag depends on the engine failed PL
position. For this reason :
- In approach, do not reduce the affected PL below 45° PLA before manually feathering
the engine.
- If a go around is performed, advance both PLs to the ramp. When appropriate,
manually feather the failed engine.
LANDING (PROPELLER FEATHERED)
- Flare technique remains unchanged and rudder input required to
compensate the asymmetric reduction at 20 ft is more smoothly achieved if YAW
DAMPER has been disconnected in short final.
- After main gear touch down, it is recommended to first lower nose wheel to ground
contact before reducing PL from Fl to Gl: this allows to better control the large
asymmetric associated drag increase on the live engine side. PL may be then
retarded to full reverse as required but roll attitude must be controlled which requires
large control wheel deflection by PNF.
R Eng : PW127-- 127F-- 127M

P3 001
AA
STALLS
STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any
noticeable change in characteristics of flight : control effectiveness and stability remains
good and there is no significant buffet down to CL max ; this is the reason why both the
stall alert (audio “cricket” and shaker) and stall identification (stick pusher) are
“artificial” devices based on angle of attack measurement.
Recovery of stall approaches should normally be started as soon as stall alert is
perceived : a gentle pilot push (together with power increase if applicable) will then
allow instant recovery. If the stall penetration attempt is maintained after stall alert has
been activated, the STICK PUSHER may be activated : this is clearly unmistakable as the
control column is suddenly and abruptly pushed forward, which in itself initiates
recovery.
Note : The “pushing action” is equivalent to 40daN/88 lbs applied in 0.1 second and
it lasts as long as angle of attack exceeds the critical value.
R WARNING : Stall training excercises without stick pusher are prohibited.
STALL WITH ICE ACCRETION
Even with airframe de-- icers used according to procedure (i.e. as soon as and as long as
ice accretion develops on airframe), the leading edges cannot be completely cleared of
ice accretion because of existence of “unprotected” elements on the leading edges and
continued accretion between two consecutive boots cycles.
This residual ice on leading edges changes noticeably the characteristics of flight
BELOW the minimum operating speeds defined for ice accretion, as follows :
- Control effectiveness remains good, but forces to manoeuver in roll and to a lesser
degree in pitch, may increase somewhat.
- Above the reduced angle of attack :
. An aerodynamic buffeting may be felt which will increase with the amount of ice
accumulated and angle of attack increase.
. Stability may be slightly affected in roll, but stick pusher should prevent angle of
attack increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for
stall alarm threshold definition).
Recovery of stall in such conditions must be started as soon as stall warning is
activated or buffeting and/or beginning of lateral instability and/or sudden roll off is
perceived.
Recovery will be best accomplished by :
- A pilot push on the wheel as necessary to regain control.
- Selection of flaps 15.
- Increase in power, up to MCT if needed.
SEP 07
R STEEP SLOPE APPROACH
R Refer to 3.11.17
P3 001
AA
STALLS
STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any
noticeable change in characteristics of flight : control effectiveness and stability remains
good and there is no significant buffet down to CL max ; this is the reason why both the
stall alert (audio “cricket” and shaker) and stall identification (stick pusher) are
“artificial” devices based on angle of attack measurement.
Recovery of stall approaches should normally be started as soon as stall alert is
perceived : a gentle pilot push (together with power increase if applicable) will then
allow instant recovery. If the stall penetration attempt is maintained after stall alert has
been activated, the STICK PUSHER may be activated : this is clearly unmistakable as the
control column is suddenly and abruptly pushed forward, which in itself initiates
recovery.
Note : The “pushing action” is equivalent to 40daN/88 lbs applied in 0.1 second and
it lasts as long as angle of attack exceeds the critical value.
R WARNING : Stall training excercises without stick pusher are prohibited.
STALL WITH ICE ACCRETION
Even with airframe de-- icers used according to procedure (i.e. as soon as and as long as
ice accretion develops on airframe), the leading edges cannot be completely cleared of
ice accretion because of existence of “unprotected” elements on the leading edges and
continued accretion between two consecutive boots cycles.
This residual ice on leading edges changes noticeably the characteristics of flight
BELOW the minimum operating speeds defined for ice accretion, as follows :
- Control effectiveness remains good, but forces to manoeuver in roll and to a lesser
degree in pitch, may increase somewhat.
- Above the reduced angle of attack :
. An aerodynamic buffeting may be felt which will increase with the amount of ice
accumulated and angle of attack increase.
. Stability may be slightly affected in roll, but stick pusher should prevent angle of
attack increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for
stall alarm threshold definition).
Recovery of stall in such conditions must be started as soon as stall warning is
activated or buffeting and/or beginning of lateral instability and/or sudden roll off is
perceived.
Recovery will be best accomplished by :
- A pilot push on the wheel as necessary to regain control.
- Selection of flaps 15.
- Increase in power, up to MCT if needed.
P4 500
FLIGHT CHARACTERISTICS OCT 08
AA
APPROACH
- The deceleration capabilities of the ATR 72 provide a good operational
advantage which should be used extensively: decelerated approaches reduce noise,
minimize time and fuel burn and allow better integration in big airports. This is why
they have been described as the « standard approaches » in section 2.02.10 (flight
patterns).
- Initial approach speed will vary with ATC constrainsts and turbulence, but may be up
to 240 Kts.
- Initial approach speed may be maintained on a typical 3° glide slope down to the
following height above runway:
R NP DECELERATION HEIGHT
82 % (IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure
allows to reach VAPP speed at 500 ft above runway.
Note : If deceleration rate on approach appears unsufficient, it is always possible to

increase it by setting NPs on 100 OVRD, but at the expense of an increased
interior noise.
STEEP SLOPE APPROACH
Refer to 3.11.17
Mod : 4457
P5 001
FLIGHT CHARACTERISTICS JUL 01
AA
LANDING
In order to minimize landing distance variations the following procedure is

recommended :
D Maintain standard final approach slope (3°) and final VAPP until 20 ft is called on
radioaltimeter.
D At« 20ft » call by PNF, reduce to FI and flare visually as required.

Note : 20 ft leaves ample time for flare control from a standard 3° final slope.
- During this flare the airspeed will necessary decrease, leading to a touch down
speed of 5 to 10 kt lower than the stabilized approach speed.
D As soon as main landing gear is on ground.
- Control nose wheel impact

R - Both PL : GI
R - Both LO PITCH lights : check illuminated.
R CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not
R illuminated, the use of any reverser is not allowed.
R In this case the propeller pitch change mechanism is probably locked
R at a positive blade angle, leading to a positive thrust for any PL
R position.
R Applying any reverser would result in an increased positive thrust and
R therefore in a difficulty to control lateral asymmetry.
- use foot brakes as required
- as speed reduces, and not later than about 40 kt (estimated) Capt takes NWS
control, co-pilot hold control column fully forward.
Notes : 1. Max reverse is usable down to full stop if required, but to minimize flight
control shaking due to reverse operation at high powers, it is helpful to
release slowly PL back to GI when reaching low ground speeds (below
40 kt estimated).
2. Max braking is usable without restriction down to full stop, whatever the
runway conditions may be, provided ANTISKID is operative.
3. The tail bumper (with damping capabilities) effectively protect the tail in case
of excessive attitude (resulting from prolonged/floating flares) provided the
rate of sink at touchdown does not exceed 5 ft/sec.
R 4.In case of a significant bound, a go around should be considered.

P5 500
FLIGHT CHARACTERISTICS JUL 01
AA
LANDING
In order to minimize landing distance variations the following procedure is

recommended :
D Maintain standard final approach slope (3°) and final VAPP until 20 ft is called on
radioaltimeter.
D At« 20ft » call by PNF, reduce to FI and flare visually as required.

Note : 20 ft leaves ample time for flare control from a standard 3° final slope.
- During this flare the airspeed will necessary decrease, leading to a touch down
speed of 5 to 10 kt lower than the stabilized approach speed.
D As soon as main landing gear is on ground.
- Control nose wheel impact

- Both PL : GI
- Both LO PITCH lights : check illuminated.
CAUTION : If a thrust dissymetry occurs or if one LO PITCH light is not
illuminated, the use of any reverser is not allowed.
In this case the propeller pitch change mechanism is probably locked
at a positive blade angle, leading to a positive thrust for any PL
position.
- use foot brakes as required
- as speed reduces, and not later than about 40 kt (estimated) Capt takes NWS
control, co-pilot hold control column fully forward.
Notes : 1. Max reverse is usable down to full stop if required, but to minimize flight
control shaking due to reverse operation at high powers, it is helpful to
release slowly PL back to GI when reaching low ground speeds (below
40 kt estimated).
2. Max braking is usable without restriction down to full stop, whatever the
runway conditions may be, provided ANTISKID is operative.
3. The tail bumper (with damping capabilities) effectively protect the tail in case
of excessive attitude (resulting from prolonged/floating flares) provided the
rate of sink at touchdown does not exceed 5 ft/sec.
4. In case of a significant bound, a go around should be considered.
Model : 212A
FLIGHT INSTRUMENTS P1 001
AHRS SEP 06
AA
AHRS
AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes
nominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED.
To know the remaining time for AHRS alignment, depress AHRS FAST ERECT
pushbutton.
The heading which can be read on the associated EHSI indicate the time remaining (in
seconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Then
release AHRS FAST ERECT pushbutton.
AHRS normally survive to electrical transients asociated with engine start.
R
ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B
OFF-- ON.
Note : the beginning of the 3 minutes alignment period may be observed as it is associated
with a brief display of horizon tilted 30_ to the right without flag.
CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnment
requires 3 minutes of very stable flight (which may be impossible to get in
turbulence) and possibility of pulling the wrong C/B could lead to complete
AHRS failure unrecoverable for the rest of the flight.
Note : some of the AHRS failures observed in flight may be “self recoverable” when they
are associated to a temporary failure of the SPERRY DIGITAL BUS.
R CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case
R of continuous turns, specially in high latitudes countries; therefore racetrack
R holding patterns are to be flown rather than circles.
R
FLIGHT INSTRUMENTS P2 001
WEATHER RADAR SEP 06
AA
WEATHER RADAR
THe weather radar radiates power when operating in any mode other than STBY. Use of
weather radar on ground in a mode other than STBY requires special care :
- make certain that no personnel is working in front of aircraft within a sector of 3 meters
radius and 130_ left or right of the aircraft axis.
- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located
within a 30 meters radius.
- avoid operating radar during refueling operation of radiating aircraft or any other
aircraft within a 30 meters radius.
P1 020
TCAS SEP 07
AA
R TCAS
R Applicable only when a ATR TCAS solution is installed. In case of TCAS STC
R (Supplier Type Certificate) solution installed, operator must consider STC
R provider documentation.
GENERAL
TCAS is an airborne Traffic alert and Collision Avoidance System that interrogates ATC
transponders in nearby aircraft and generates appropriate aural and visual advisories to
the flight crew to provide adequate separation.
Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.
Note 1 : TCAS system can only generate resolution advisories for intruders equipped
with operative mode S or mode C transponders (providing valid intruders
altitude information).
Note 2 : Traffic advisories can only be generated for intruders equipped with operative
mode S, C or A transponders (TCAS system provides no indication of aircraft
without operative transponders).
CAUTION
The TCAS equipment

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

- TURN rotary selector of the relevant ATC Control box to the STBY position.
- TURN rotary selector of TCAS control box to the STBY position.
- PRESS <<TEST>> button on the TCAS Control box and check proper aural message
and visual display.
GROUND OPERATION
TCAS test should be carried out during cockpit preparation.
Unless otherwise instructed by ATC:
- KEEP selecting STBY mode on the TCAS Control box while taxiing for take off.
R - Just prior to take off, select ”ALT” mode and check ATC1 selected on ATC transponder
R control box; then select “AUTO” Mode on TCAS Control box.
- Select STBY mode on TCAS Control box immediately after clearing the runway
following landing.
R
P2 020
TCAS SEP 07
AA
R TCAS (CONT’D)
FLIGHT PROCEDURES
Procedure is initiated by a TCAS Traffic Advisory : TA.
“TRAFFIC - TRAFFIC”
CPT - Decide task sharing and announce : “TCAS, I (you) have the controls.”.
PF - Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PNF - Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical
speed (preventive RA). Others will advise to maneuver the aircraft.
The following procedures should then apply :
Sense of Resolution Advisory asking to maneuver
DESCEND CLIMB
CPT - Confirm “We descend.”. CPT - Confirm “We climb.”.
PF - Disconnect Auto Pilot PNF - Select proper rating on PWR MGT
- Descent at a rate in the green rotary selector (MCT en route or TO in
(fly to) arc on TCAS VSI. other phases e.g. take off, approach
- Ask for eventual configuration and landing) and adjust CL if required
changes. PF - Disconnect Auto Pilot
PNF - Advise ATC - Apply roughly the bugged power
- Monitor IAS compared to VLE, - Climb at a rate in the green (fly to)
VFE, VMO pointer arc on TCAS VSI.
- Monitor Aircraft altitude - Ask for eventual configuration
compared to minimum changes.
safety altitude. PNF - Adjust power to TQ objectives
- Advise ATC
- Monitor IAS compared VS.
Note : When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go- around phase, a normal procedure of go- around
should be followed including the appropriate power increase configuration
changes.
After separation has become adequate (range increasing), TCAS will issue following RA.
“CLEAR OF CONFLICT”
Return promptly to last assigned ATC clearance.
R
P1 020
TCAS SEP 07
AA
R TCAS
GENERAL
TCAS is an airborne Traffic alert and Collision Avoidance System that interrogates ATC
transponders in nearby aircraft and generates appropriate aural and visual advisories to
the flight crew to provide adequate separation.
Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.
Note 1 : TCAS system can only generate resolution advisories for intruders equipped
with operative mode S or mode C transponders (providing valid intruders
altitude information).
Note 2 : Traffic advisories can only be generated for intruders equipped with operative
mode S, C or A transponders (TCAS system provides no indication of aircraft
without operative transponders).
CAUTION
The TCAS equipment

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

- TURN rotary selector of the relevant ATC Control box to the STBY position.
- TURN rotary selector of TCAS control box to the STBY position.
- PRESS <<TEST>> button on the TCAS Control box and check proper aural message
and visual display.
GROUND OPERATION
TCAS test should be carried out during cockpit preparation.
Unless otherwise instructed by ATC:
- KEEP selecting STBY mode on the TCAS Control box while taxiing for take off.
R - Just prior to take off, select ”ALT” mode and check ATC1 selected on ATC transponder
R control box; then select “AUTO” Mode on TCAS Control box.
- Select STBY mode on TCAS Control box immediately after clearing the runway
following landing.
R
P2 220
TCAS SEP 07
AA
R TCAS (CONT’D)
FLIGHT PROCEDURES
Procedure is initiated by a TCAS Traffic Advisory : TA.
“TRAFFIC - TRAFFIC”
CPT - Decide task sharing and announce : “TCAS, I (you) have the controls.”.
PF - Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PNF - Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical
speed (preventive RA). Others will advise to maneuver the aircraft.
The following procedures should then apply :
Sense of Resolution Advisory asking to maneuver
DESCEND CLIMB
CPT - Confirm “We descend.”. CPT - Confirm “We climb.”.
PF - Disconnect Auto Pilot PNF - Select proper rating on PWR MGT
- Descent at a rate in the green rotary selector (MCT en route or TO in
(fly to) arc on TCAS VSI. other phases e.g. take off, approach
- Ask for eventual configuration and landing) and set CL to 100 OVRD
changes. PF - Disconnect Auto Pilot
PNF - Advise ATC - Apply roughly the bugged power
- Monitor IAS compared to VLE, - Climb at a rate in the green (fly to)
VFE, VMO pointer arc on TCAS VSI.
- Monitor Aircraft altitude - Ask for eventual configuration
compared to minimum changes.
safety altitude. PNF - Adjust power to TQ objectives
- Advise ATC
- Monitor IAS compared VS.
Note : When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go- around phase, a normal procedure of go- around
should be followed including the appropriate power increase configuration
changes.
After separation has become adequate (range increasing), TCAS will issue following RA.
“CLEAR OF CONFLICT”
Return promptly to last assigned ATC clearance.
R Mod : 3973 or 4371 or 4457

P1 001
GPWS JUN 97
AA
GPWS WARNING
Note : When flying under daylight VMC conditions, should a warning threshold be
deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as cautionary and the approach may be
continued
A go around shall be initiated in any case if cause of warning cannot be identified
immediately.
J "WHOOP WHOOP PULL UP" - "TERRAIN TERRAIN" -

"TOO LOW TERRAIN"
- POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO AROUND
- A/P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When flight path is safe and GPWS warning ceases :
Decrease pitch attitude and accelerate.
F When speed above minimum required and V/S positive :
Clean up aircraft as necessary.
J "SINK RATE"
Adjust pitch attitude and power to silence the warning.
J DON'T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.
J "TOO LOW GEAR" - "TOO LOW FLAPS" :
Correct the configuration or perform a go around.
J "GLIDE SLOPE"
- Establish the airplane on the glide slope,
or
- Depress one GPWS/GS pb if flight below glide slope is intentional (non precision
approach).
GPS JUL 00
AA
1. POWER UP
R R The HT 1000 is directly powered by the DC BUS 2 or STBY BUS if TRU is installed.
2. FLIGHT PLANNING
Two different routes can be prepared before each flight:
RTE 1 may be used for the route from origin to destination and will be activated
before take-off,
RTE 2 may be used for the route from destination to alternate and will then be
activated only in case of diversion.
Before creating a route, make sure that the RTE 1 or RTE 2 pages have been completely
erased.
Selecting or re-selecting the origin airport will automatically erase the associated route.
Details of the procedure to create a route are given in the Pilot's Guide.
3. NAVIGATION
3.1 General
R
The HT 1000 basic navigation is provided by the GPS. When the GPS receiver is failed or
the satellite coverage is insufficient, the navigation automatically reverts to the
DME/DME mode.
Note : this DME/DME mode is available only if aircraft is equipped with two DME
receivers.
3.2 Displays
GNSS mode is selected by pressing the RNV pushbutton on the EFIS control panel.
GNSS may be presented either in OBS mode or MAP mode. The selection is done by
repetitive action on the MAP pushbutton of the EFIS control panel.
OBS mode presents conventional lateral guidance on the active leg. In this mode
the desired track selection is made by the HT 1000 (course selectors on
glareshield panel are not operative).
In MAP mode only the next six wayspoints and/or icons will be presented. The
active waypoint is displayed in magenta and the next five in white.
R Mod : 4654 or 4885 or 5020

GPS JUL 99
AA
3.3 Guidance
Coupling of GNSS navigation to AP/FD:

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

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

- check HDG bug on aircraft present heading
- select HDG mode on AFCS
- select V/L source on EFIS control panel
- select bearings f and G as required
R Mod : 4654 or 4885 or 5020

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

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

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

- check HDG bug on aircraft present heading
- select HDG mode on AFCS
- select V/L source on EFIS control panel
- select bearings f and G as required
Mod : 5176
P1 001
HIGH LATITUDES OPERATIONS SEP 06
AA
CONDITIONS
Anomalous heading errors may occur on aircraft equipped with the Honeywell AH-- 600
AHRS during high latitude operations, where the earth’s magnetic lines of force have
inclinations of greater than 75 degrees.
PROCEDURES
- Take special care to keep the slip indicator centered in order to minimize heading
errors.
- Crosscheck AHRS heading information with that of standby compass and/or
GPS/GNSS.
- Continous turn of more than 360_ must be avoided; for holding, it is recommended to
fly racetrack patterns with straight flight legs of at least one minute between the U
turns.
MPC P1 100
MULTI PURPOSE COMPUTER SEP 07
AA
APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367
R OR 8442
CONTENT
1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 - AFDAU PART DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 - FDAU FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 - APM FUNCTION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2.1 - APIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.2 - APM LIGHTS ON 13 VU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.3 - APM FAULT/OFF LIGHT ON 5 VU . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.4 - APM TEST PUSHBUTTON ON 5 VU . . . . . . . . . . . . . . . . . . . . . 7
2.2.5 - APM WEIGHT ROTARY SELECTOR ON 5 VU . . . . . . . . . . . . . . 7
2.2.6 - CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.7 - ASSOCIATED CAUTION ALARMS . . . . . . . . . . . . . . . . . . . . . . . 7
2.2.8 - APM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2.9 - COCKPIT APM INTEGRATION . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES . . . . . . . . . . . . . . . . 10
2.3.1 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2 - OPERATIONS AND TECHNIQUES . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.1 - APM PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.2 - APM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.3.2.3 - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
2.3.3.1 - WEIGHT SELECTION AND COMPUTATION . . . . . . . . . . . . 11
2.3.3.2 - CRUISE SPEED LOW PROCEDURE . . . . . . . . . . . . . . . . . 12
2.3.4 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5 - ABNORMAL AND FOLLOWING FAILURES PROCEDURES . . . 12
2.3.5.1 - APM FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3.5.2 - DEGRADED PERF PROCEDURE . . . . . . . . . . . . . . . . . . . . 13
2.3.5.3 - INCREASE SPEED PROCEDURE . . . . . . . . . . . . . . . . . . . 13
2.4 - EHS FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-- 15-- 16
3 - DMU PART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
MPC P2 100
AA
LEFT INTENTIONALY BLANK

MPC P3 100
AA
R OR 8442
1- GENERAL
The scope of this section is to describe the MPC (Multi Purpose Computer) functions.
The MPC is composed of two independent parts, which are AFDAU part and DMU part.
- AFDAU part performs the following functions (developed in software level ”C”
regarding DO178B requirements) :
- FDAU to transmit data to the FDR

- APM to monitor aircraft drag in icing conditions,
- EHS to transmit to the Ground via ATC, aircraft data.
- DMU part performs the following functions (developed in software level ”D” regarding
DO178B requirements) :
- Record on PCMCIA a copy of the FDR data frame for QAR function,
- Drive the 2 APM level discrete outputs,
- Manage a G-- Meter report,
- Manage the maintenance of AFCS, MFC, TCAS*, PEC/EEC*, Radio COM-- NAV,
- Replacement of FDEP,
- Provide ACMS capacity, for customisation through a GSE
For more information, in particular regarding DMU part, please consult DO AMM.
You will find a list of abbreviations at the end of this section.
* : depending on version
MPC P4 100
AA
R OR 8442
2 - AFDAU (AUXILIARY FLIGHT DATA ACQUISITION UNIT) PART DESCRIPTION
2- 1 FDAU FUNCTION
Its main functions are :
- Aircraft configuration identification through a dedicated pin-- programming,

- Acquisition of an Arinc 573 data stream from another data acquisition unit at different
input speed rate (64w/s, 128w/s),
- Acquisition of a second Arinc 573 data stream from aircraft SSFDR, for playback and
SSFDR monitoring function,
- Acquisition of new data and parameters through analog ports, discrete ports, Arinc
429 ports, CSDB & ASCB ports,
- Generation and transmission of a new data stream) to the aircraft FDR and
QAR if installed.
- Transmission of data to the DMU via two internal lines,
- Transmission of a GMT signal on the Synchro CVR output..
MPC P5 100
AA
R OR 8442
2- 2 APM (AIRCRAFT PERFORMANCE MONITORING) FUNCTION DESCRIPTION
The APM function is to monitor the aircraft drag in icing conditions in order to alert the crew
of a risk of severe icing conditions. The speed in cruise will be also monitored to alert the
crew of an abnormal speed decrease in icing conditions. The APM will check also that the
MSIS (Minimum Severe Icing Speed) is respected.
MPC P6 100
AA
R OR 8442
2.2 APM FUNCTION DESCRIPTION (cont’d)

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

- DEGRADED PERF amber light
- INCREASE SPEED amber flashing light
There are 2 groups of these 3 indicator lights, one on Captain side and one on First
Officer side.
2.2.3 - APM FAULT/OFF LIGHT ON CM2 INSTRUMENT PANEL (5 VU)
This indicator light installed on the 5 VU panel is used to inform crew of a failure in the
APM function computation. In case of a FAULT indication, the APM shall be selected
OFF through this pushbutton, and in this case the OFF indication shall be illuminated.
In normal utilization, without FAULT indication, the APM function shall always be in ON
position.
MPC P7 100
AA
R OR 8442
2.2.4 - APM TEST PUSHBUTTON ON CM2 INSTRUMENT PANEL (5 VU)
This test pushbutton, shall be used to test the APM function.

This test shall be performed daily by the crew, to determine whether the APM
components are operational.
2.2.5 - APM WEIGHT ROTARY SELECTOR ON CM2 INSTRUMENT PANEL (5 VU)
The WEIGHT rotary selector is installed on the 5 VU panel, and is used by the crew to
select the aircraft weight. This weight information is used in the MPC for the APM
performance computation.
This rotary switch has 12 positions to select the TO weight (depending on weight unit):
- In Tons : 15/16/17/18/19/19.5/20/20.5/21/21.5/22/22.5
- In pounds : 33.1/35.3/37.5/39.7/41.9/43/44.1/45.2/46.3/47.4/48.5/49.6
Note :To take into account the new value, position has to be changed (even if
actual weight is the same as precedent flight one).
2.2.6 - CIRCUIT BREAKERS
The MPC and the APIU are powered in parallel through circuit breakers 4 TU and 159
TU installed on 21 VU.
The APM FAULT light is powered through a dedicated circuit breaker 214 TU, in order to
have APM FAULT signalisation in case of MPC and/or APIU power supply loss.
2.2.7 - ASSOCIATED CAUTION ALARMS
CRUISE SPEED LOW : blue light
DEGRADED PERF : amber light with CAUTION light + SC
IINCREASE SPEED : amber flashing light with CAUTION light + SC
FAULT : amber light with CAUTION light + SC + ANTI-- ICING on CAP
OFF : white light
(SC = Single Chime)
Note : The WEIGHT rotary selector position, the status of CRUISE SPEED LOW /
DEGRADED PERF / INCREASE SPEED indicator lights, and the OFF position
of the APM pushbutton are recorded in the SSFDR.
MPC P8 100
AA
R OR 8442
2.2.8 - APM ARCHITECTURE
MPC P9 100
AA
R OR 8442
2.2.9 - COCKPIT APM INTEGRATION
MPC P 10 100
AA
R OR 8442
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES
2.3.1 - LIMITATIONS
APM does not induce any specific limitation.
2.3.2 - OPERATIONS AND TECHNIQUES
2.3.2.1 - APM principle
The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the
ICING AOA is illuminated and/or if the airframe de-- icing is selected ON and/or if ice
accretion has been detected at least once during the flight.
The APM analysis principle is to compare the aircraft theoretical drag with an
”in-- flight drag” computed with measured parameters available.
Measured parameters used by the APM are acquired each second and are
smoothed over a rolling average of 30 seconds to limit noise and error
measurements. Then, the drag is calculated over a rolling average of 60 seconds.
This means that the drag analysis alert would start after at least 90 seconds of
parameter acquisition.
The drag analysis starts as soon as the aircraft entered in icing conditions with
landing gears and flaps retracted. The APM analysis will only be done with both
engines operating.
A cruise speed monitoring will also be conducted by comparing the measured IAS to
the theoretical maximum cruise IASth.
Different alarm messages will be delivered to the crew depending on the drag
difference between computed drag and theoretical drag, and the speed difference
between measured IAS and theoretical IASth.
The alarm messages will not be delivered if the static air temperature is above 10
Celsius degree.
2.3.2.2. - APM Interfaces
The APM electrical input / output interface is made of :
- one ASCB bus input
- one PCM FDAU input
- four discrete inputs for weight rotary selector positions
- one discrete output for alarm message : level 1
- one discrete output for alarm message : level 2
- one discrete input to monitor discrete output level 1
- one discrete input to monitor discrete output level 2
- one discrete output for APM FAULT
- one discrete input for APM TEST
MPC P 11 100
MULTI PURPOSE COMPUTER OCT 09
AA
OR 8442
2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d)
2.3.2.3 - APM test
The APM test is activated by the crew daily, to check if all the APM components work
properly.
When the crew activated APM test, 2 discrete signals are sent, one to the MPC and
one to the APIU, to test the APM functions and its interfaces.
The APM test shall be performed by pushing and maintaining, for all test duration
(maximum 5 seconds), the APM PTT TEST pushbutton on the 5 VU and the test
result shall be as follows :
- CRUISE SPEED LOW lights on 13 VU (both sides) illuminate
- over 1 second later, DEGRADED PERF lights on 13 VU (both sides) illuminate,
with CAUTION light and SC, with CRUISE SPEED LOW lights still illuminated
- over 1 second later, INCREASE SPEED lights on 13 VU (both sides) illuminate
flashing, with CAUTION light and SC, with CRUISE SPEED LOW and
DEGRADED PERF lights still illuminated
- over 1 second later, FAULT light on the 5VU illuminates, with CAUTION light,
SC and ANTI-- ICING (on CAP), with CRUISE SPEED LOW, DEGRADED
PERF and INCREASE SPEED lights still illuminated
- end of test, the crew stop action on APM PTT TEST pushbutton, all lights shall
extinguish.
2.3.3 - NORMAL PROCEDURES
2.3.3.1 - Weight Selection and Computation
Selection
To determine the aircraft theoretical and ”in-- flight” performances the aircraft weight
must be known.
As the weight is not available, the crew must enter the take off weight value in the
system with a twelve-- position rotary selector.
R This rotary selector can be moved after MPC is powered on, and after starting up of
R the two engines.
On ground just before flight and as soon as the crew has computed the take off
weight on the load sheet, the crew must select the corresponding weight by moving
the rotary selector.
R It should be set to the minimum weight then to take off weight nearest position.
R The take off weight will be taken into account by the system only if rotary selector
R has been changed.
Note : Any change of rotary selector in flight will have no effect.
Computation
R If the crew doesn’t select the take off weight before take off with the rotator, then the
APM shall perform a take off weight computation at the beginning of the flight. This
computation is performed during the first minutes of the flight and before the APM
starts the drag analysis.
The actual weight is then updated in flight by internal computation.
MPC P 12 100
AA
OR 8442

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

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

2.3.5.1 - APM FAULT PROCEDURE
The APM FAULT light function (5 VU) is to inform the crew that there is a problem in
the APM computation, either in the MPC or in the APIU or in the aircraft wiring.
The FAULT can be triggered by :
- MPC in the following conditions :
- loss of ASCB acquisition
- loss of PCM acquisition
- MPC internal failure
- disagree between outputs level 1 and level 2 status and control
- APIU in the following conditions :
- fault coming from MPC
- APIU internal failure
- disagree between outputs status and control
For trouble shooting aid associated to the APM FAULT light, it is necessary to
monitor the ”system” light on FDAU :
- if FDAU light is extinguished, the problem is on APIU side
- if FDAU light is illuminated flashing, the problem is on MPC side
In case of APM FAULT light illumination, the crew has to select the APM OFF by
pushing on the FAULT light button on the 5 VU.
R Note: When performing this action, and due to APM function architecture, wheel
light on CAP could illuminated very briefly.
MPC P 13 100
AA
R OR 8442

2.3.5.2 - DEGRADED PERF PROCEDURE
DEGRADED PERF light illuminated with CAUTION light and Single Chime
- Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the
crew that an abnormal drag increase induces a speed decrease or a loss of rate of
climb.
- The most probable reason is an abnormal ice accretion
AIRFRAME DE-- ICING ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
IAS > RED BUG + 10 KT . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AP (if engaged) . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
H SEVERE ICING Conditions confirmed
(unexpected decrease in speed or rate of climb, visual cues)
Or
H Impossibility to maintain IAS > RED BUG + 10 KT in level flight
Or
H Abnormal aircraft handling feeling
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
H If not
SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR
2.3.5.3 - INCREASE SPEED PROCEDURE
INCREASE SPEED light illuminated flashing with CAUTION and Single chime
- Appears after DEGRADED PERF to inform the crew that the drag is abnormally
high and IAS is lower than RED BUG + 10 KT
H If abnormal conditions confirmed
IMMEDIATELY PUSH THE STICK TO INCREASE SPEED
TO RECOVER MINIMUM IAS = RED BUG + 10 KT
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
MPC P 14 100
AA
R OR 8442
2.4 - EHS (ENHANCED SURVEILLANCE) FUNCTION
In accordance with the European Air Traffic Management Plan, the implementation of
EHS requires aircraft to have capability to downlink aircraft derived data via a mode S
transponder.
This function allows to answer European regulation : NPA 20-- 12a.
The EHS function of MPC, allows acquiring flight parameters from aircraft computers, to
downlink these data to Air Traffic Control through aircraft Transponder Mode S.
The flight parameters are acquired from different aircraft computers (ADC1/2, AHRS1/2,
GNSS), in different acquisition format (ASCB, ARINC 429). They are computed in MPC
and send to aircraft transponders through a dedicated ARINC 429 output.
Parameter Aircraft computer Acquisition format

Magnetic heading AHRS 1 or 2 ASCB
Indicated airspeed ADC 1 or 2 ASCB
True airspeed ADC 1 or 2 ASCB
Mach number ADC 1 or 2 ASCB
Vertical rate ADC 1 or 2 ASCB
Selected altitude AFCS ASCB
Roll angle AHRS 1 or 2 ASCB
True track angle GNSS ARINC 429
Ground speed GNSS ARINC 429
MPC P 15 100
AA
R OR 8442
2.4 - EHS FUNCTION (cond’t)

The EHS aircraft architecture is as follows :
MPC P 16 100
AA
R OR 8442
2.4 - EHS FUNCTION (cond’t)
In addition to the EHS, the MPC has capability provision to acquire, compute and transmit
to aircraft transponders, following the same above architecture, parameters for ADS-- B
(Automatic Dependent Surveillance - Broadcast) purpose.
The flight parameters acquired from aircraft computers are :
Parameter Aircraft computer Acquisition format

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

HFOM : Horizontal Figure Of Merit
MPC P 17 100
AA
R OR 8442
3 - DMU (DATA MANAGEMENT UNIT) PART
The DMU system is dedicated to the aircraft maintenance.
The DMU has been designed to allow the user to customize the system according to his
specific application, requirements, operating environment and logistics. Programming
capabilities are provided, to allow modification of monitoring functions or implementation
of additional monitoring functions.
Most of the functions are configurable or programmable by an ”on-- ground” equipment

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

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

- Operational software and database upload from the PCMCIA interface.
- Management of two APM discrete.
- Management of PCMCIA QAR/DAR recording on a PCMCIA card.
- Dialogue with a MCDU.
- Management of a G-- Meter report.
- Management of maintenance functions for various aircraft equipment.
MPC P 18 100
AA
R OR 8442
3 - DMU PART(cond’t)
MPC MAIN MENU
After an MPC selection on the MCDU, the following initial menu is displayed.
MPC P 18A 100
MULTI PURPOSE COMPUTER OCT 08
AA
OR 8442
LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) :

AFDAU Auxiliary Flight Data Acquisition Unit
APIU Aircraft Performance Interface Unit
APM Aircraft Performance Monitoring
ARINC Aeronautical Radio Inc
ASCB Avionics Standard Communication Bus
CSDB Commercial Standard Digital Bus
DAR Digital ACMS Recorder
DMU Data Management Unit
EHS Enhanced Surveillance
GSE Ground Support Equipment
MPC Multi Purpose Computer
MSIS Minimum Severe Icing Speed
PCMCIA Personal Computer Memory Card International Association
QAR Quick Access Recorder
(SS)FDR (Solid State) Flight Data Recorder
NORMAL PROCEDURES 2.03.00
P1 001
CONTENT NOV 11
AA
R 2.03.00 CONTENT
2.03.01 FOREWORD
2.03.02 PRELIMINARY
2.03.03 PANEL SCAN SEQUENCE
2.03.04 FLIGHT PREPARATION
2.03.05 EXTERIOR INSPECTION
2.03.06 PRELIMINARY COCKPIT PREPARATION - (USE of GPU)
2.03.07 PRELIMINARY COCKPIT PREPARATION - (USE of HOTEL MODE)
2.03.08 FINAL COCKPIT PREPARATION
2.03.09 HOTEL MODE START UP
2.03.10 BEFORE PROPELLER ROTATION
2.03.11 BEFORE TAXI
2.03.12 TAXI
2.03.13 BEFORE TAKE OFF
2.03.14 TAKE OFF
2.03.15 CLIMB
2.03.16 BEFORE DESCENT - DESCENT
2.03.17 APPROACH
2.03.18 BEFORE LANDING
2.03.19 LANDING
2.03.20 GO AROUND
2.03.21 AFTER LANDING
2.03.22 PARKING
2.03.23 LEAVING THE AIRCRAFT
2.03.24 DAILY CHECKS
P1 001
FOREWORD NOV 11
AA
FOREWORD
Procedures contained in this chapter are recommended by the manufacturer. They are
consistent with the other chapters of this manual, in particular 2.02 PROCEDURES AND
TECHNIQUES.
Normal procedures are not certified by the Authorities, and in the judgment of the
Manufacturers, are presented here in, as the best way to proceed from a technical and
operational stand point.
They are continuously updated, taking into account inputs from all operators and
lessons of the Manufacturer’s own experience.
In the same manner, they may be amended as needed by the Operator.
However if the FCOM is used as the on board Operational Manual, the Manufacturer
recommends channeling any suggested amendment through him for early publication
so as to maintain the consistency of the Manual.
The Operator should be aware that a complete rewriting of this chapter may be done
under his own responsability but could lead to difficulties in updating and maintaining
the necessary homogeneity with the other chapters of this manual.
P1 001
PRELIMINARY NOV 11
AA
PRELIMINARY
The following sections provide expanded information related to normal procedures.
Normal procedures consist of inspections, preparations and normal check lists. All items are
listed in a sequence following a standardized scan of the cockpit panels (see section 2.03.03)
except when required by the logic of actions priority, to ensure that all actions are performed
the most efficient way.
Normal procedures are divided into phases of flight and accomplish by recall.
In the following assignation :
- CM1 refers to the Crew Member in the left hand seat
- CM2 refers to the Crew Member in the right hand seat
- PF refers to the Pilot Flying
- PNF refers to the Pilot Non Flying
After completion of a given procedure, the related normal check list is used. The
normal check list developed by the manufacturers includes only the items that may
have a direct impact on safety and efficiency if not correctly accomplished. All normal
check lists are initiated at the Pilot’s flying command. Some normal procedures which
are non routine will be found in chapter 2.02 PROCEDURES AND TECHNIQUES and
in chapter 3.11 SPECIAL OPERATIONS.
All steps have to be performed before the first flight of the day or following a crew
change or maintenance action. Transit steps are the only ones to be completed after a
transit stop. They are grouped in the FINAL COCKPIT PREPARATION.
If there is any doubt as to whether the application of transit procedures covers
all safety aspects, the complete preparation must be accomplished.
P1 001
PANEL SCAN SEQUENCE NOV 11
AA
OVERHEAD PANEL SCAN SEQUENCE
P2 001
AA
INSTRUMENTS PANELS SCAN SEQUENCE
P3 001
AA
PEDESTAL SCAN SEQUENCE
P1 001
FLIGHT PREPARATION NOV 11
AA
FLIGHT PREPARATION
TECHNICAL CONDITION OF THE AIRCRAFT
The crew will verify the technical status of the aircraft in respect to airworthiness acceptability of
malfunction and influence in the flight plan, using all necessary operator’s documents, in
particular MEL (Minimum Equipment List).
WEATHER BRIEFING
The crew will receive a weather briefing which should include :
- actual and expected weather conditions for take off and climb out including
runway conditions,
- en route significant weather : winds and temperatures,
- terminal forecasts for destination and alternate airports,
- actual weather for destination and alternates for short range flights and recent
past weather if available,
- survey of the meteorological conditions at airports along the planned route.
NAV / COM FACILITIES EN ROUTE
The crew will study the latest relevant NOTAMs (NOtice To AirMen) and will check that all
required facilities at departure, destination and alternate airports are operational and that they
fulfill the appropriate requirements.
FLIGHT PLANS / OPERATIONAL REQUIREMENTS
The crew will check the company flight plan, in respect to routing, altitudes and flight time.
The crew will check the estimated load figures and will calculate maximum allowed take off
and landing weights.
The captain will decide the amount of fuel necessary for a safe conduct of the flight, taking into
consideration possible economic fuel transportation.
The captain will check ATC flight plan and ensure it is filed according to the prescribed
procedures.
P1 500
EXTERIOR INSPECTION NOV 11
AA
INTRODUCTION
The exterior inspection is primarily a visuel check to ensure that the overall condition
of the aircraft, the visible components and equipments are safe for the flight.
R It is performed by the CM1 before each flight.
During exterior walk around, observe that the FLIGHT CONTROL SURFACES and
FLAPS are clear and memorize surfaces position.
Section content :
EXTERIOR WALK AROUND DRAWING . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2
MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . PAGE 3
LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
... / ...
Model : 202-- 212-- 212A

P2 500
EXTERIOR INSPECTION DRAWING
... / ...
Model : 202-- 212-- 212A

P3 500
AA
EXTERIOR INSPECTION ACTIONS
MAIN LEFT LANDING GEAR AND FAIRING

PARKING BRAKE ACCU PRESSURE . . . . . . . . . . . . CHECK 1600 PSI MINIMUM
MAINTENANCE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Note : On ground, the landing gear uplock box in closed position leads to red local
UNLK alarm in the cockpit.
The uplock box can be open by pulling the landing gear emergency
extension handle. Then, replace it in its initial position.
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
BEACON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
... / ...
Model : 202-- 212-- 212A

P4 500
AA
EXTERIOR INSPECTION ACTIONS (CONT’D)
LEFT WING TRAILING EDGE

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

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

WING AND EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED
CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED
R O2 BOTTLE OVERBOARD DISCHARGE INDICATION . . . . . . . . . . . . . . . GREEN
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
COCKPIT COMMUNICATION HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ICE EVIDENCE PROBE (if installed) . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
PITOT PROBES AND COVERS . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
... / ...
Model : 202-- 212-- 212A

P5 500
AA
NOSE
WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RADOME AND LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOSE GEAR WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FREE FALL ASSISTER (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION, 2 CLOSED
RIGHT FORWARD FUSELAGE

PITOT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EXTERNAL DC AND AC ELECTRICAL POWER ACCESS DOORS . . . . . . CHECK
R EMERGENCY EXIT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
R EMERGENCY EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT ENGINE
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
R LEFT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
Note : If propeller brake not set or not installed.
R RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED
OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...
Model : 202-- 212-- 212A

P6 500
AA
RIGHT WING LEADING EDGE

WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT WING TRAILING EDGE

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

TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R AIR CONDITIONING GROUND CONNECTION . . . . . . . . . . . . . . . . . . . . CHECK
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R AIR CONDITIONNING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
REFUELING CONTROL PANEL ACCESS DOOR . . . . . . CLOSED AND LATCHED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Model : 202-- 212-- 212A

P7 500
AA
RIGHT AFT FUSELAGE

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

WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENTRY EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Model : 202-- 212-- 212A

PRELIMINARY COCKPIT PREPARATION P1 001
WITH THE USE OF GPU NOV 11
AA
R CM2
- EMERGENCY EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flashlights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe-- tied and pressure within the green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for
PROP BRAKE activation.
- CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without
clearance from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- STBY HORIZON ERECTION KNOB . . . . . . . . . . . . . . . . . . . . PULL TO CAGE
Check no flag. Release the knob around 10s after battery ON
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B flashing
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
- UNDV Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
AA
R - GPU - DC EXT PWR P/B . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Check AVAIL green light is illuminated, then depress the EXT PWR P/B.
Check on OVERHEAD Panel :
- BTC on line,
- EMER and MAIN BAT charging,
- EMER and ESS BUS supply indicator amber arrows extinguished,
- UNDV light extinguished
- OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH
EXCEPT PROBES HTG & FUEL PUMPS
- ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check all lights are illuminated, except for FUEL LO LVL and engine gauges.
- DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
- STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS

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

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

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

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

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

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

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

Check toggle SW is in AUTO position, guarded and lock wired
- ANN LT SW Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD

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

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

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

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

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

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

COCKPIT DOOR DAILY CHECK: . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
AA
R CENTRAL PANEL
- FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK

FUEL TEST :
Depress Test P/B and check :
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
When Test P/B is released, check FOB is displayed.
Note: Do not perform fuel test during refueling ; the test closes temporarily the
refueling valves.
- TAT / SAT INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- PWR MGT rotary selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
- STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ENG PANEL :
- EEC 1&2 P/B . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Check the rotary selector is facing the green mark
- AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
Depress the TEST P/B and check :
- Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK
- MC+SC+AIR in CAP (1 flash) . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . .ILLUMINATED
- CAB PRESS INDICATORS (ALT, RATE, DIFF) . . . . . . . . . . . . . . . . . . . CHECK
Check
- No Flag
- CAB ALT = Airfield ALT
- RATE = 0
- DIFF PRESS = 0
AA
R - EFIS CONTROL PANELSs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/SET

EFIS TEST:
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Check composite mode on EADI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- Check composite mode on EHSI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY

COCKPIT DOOR DAILY CHECK: . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
AA
CENTRAL PANEL

FUEL TEST :
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Note: Do not perform fuel test during refueling ; the test closes temporarily the
refueling valves
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN DEPRESSED IN/NO LIGHT
- BOOST (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG PANEL :
- EEC 1&2 P/B . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
- AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
Depress the TEST P/B and check :
- MC+SC+AIR in CAP (1 flash) . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . .ILLUMINATED
Check
- No Flag
- CAB ALT = Airfield ALT
- RATE = 0
- DIFF PRESS = 0
Mod: 3973 or 4371 or 4457

AA
R - STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- RUD TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD ILLUMINATED
- FLAPS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FLAPS ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PITCH TRIM ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- BRAKE TEMP HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ANTISKID PANEL . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED- IN / NO LIGHT
- HYD GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- LDG GEAR INDICATOR . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHTS
GLARESHIELD :
- FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOTH ON
- VOR/ILS 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / ON
- ADU BRT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CAPTAIN LATERAL CONSOLE
- COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Cockpit com hatch must be opened until engine 1 start, in order to avoid that the
extract fan suction creates a depressurization when passenger doors is closed.
(Ref. procedure and techniques 2.02.03).
MAINTENANCE PANEL
- STICK PUSHER / SHAKER TEST (once a day) . . PERFORM (refer to 2.03.24)
- ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM FLT
- N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED ON
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN MASK TEST (Hose and mask must be pressurized with oxygen)
- DO NOT REMOVE OXYGEN MASK
PRELIMINARY COCKPIT PREPARATION P 10 001
AA
R - AUDIO CONTROL PANEL INT / RAD selector . . . . . . . . . . . . . . . . . . . . . . INT

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

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

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

- MRK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
- AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . . . CHECK EXTINGUISHED
- EGPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED / NORM
- EGPWS/TAWS associated light . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- STEEP APP Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AA
R CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- Airspeed pointer at zero
- VMO pointer indicates 250 kt
- RMI EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GLIDESLOPE aural alert is generated
- PULL UP aural alert is generated
- GPWS red lights on both pilot panel turn on
- TERRAIN AHEAD PULL UP aural alert is generated
- After 12sec, Terrain Display test pattern disappears on each EFIS
- GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F/O LATERAL CONSOLE

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

- AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK EXTINGUISHED
AA
R F/O INSTRUMENT PANEL
- APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

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

- ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
AA
CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- RMI EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GPWS red lights on both pilot panel turn on
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- TAT/SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F/O LATERAL CONSOLE

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

- AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK EXTINGUISHED
Mod: 3973 or 4371 or 4457

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

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

- ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check - No Flag
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
WITH HOTEL MODE NOV 11
AA
R CM2
- EMERGENCY EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flash lights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe tied and pressure within the green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for PROP
BRAKE activation.
- CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap Position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without
clearance from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- STBY HORIZON ERECTION KNOB . . . . . . . . . . . . . . . . . . . . PULL TO CAGE
Check no flag. Release the knob around 10s after battery ON
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check battery voltage on captain lateral console
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B
flashing)
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
- UNDV light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
AA
R ENGINE FIRE PROTECTION TEST:
- ENG 2 FIRE HANDLE . . . . . . . . . . . . . . IN, LATCHED, and lock wired
- Any light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (CCAS) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 2 FIRE (CCAS) . . . . . . . . . . . . . . . . . . . . . ILLUMINATES RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . ILLUMINATES
- ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATPCS : STATIC TEST
Note: The static test has to be performed before each flight. The PL must be
set at GI whenever a test is performed in hotel mode (in case of transit in hotel mode)
- Turn the ATPCS knob to the left to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 1 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- Turn the ATPCS knob to the right to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 2 position anc check :
- ENG 1 UPTRIM Light . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
AA
R - SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED

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

In hot environments to prevent an engine starting from a “hot start” : High OAT or High residual
ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT below
100_C, open fuel up to 10% NH.
From 100_C to 200_C delay fuel opening by 1% NH per 10_C of residual ITT, up to 200_C
(20% NH)
Do not exceed 20% NH for fuel opening.
AA
R
CAUTION
- If ITT >950°c }..............FUEL S O
- If 840°°C < ITT < 950°°C for more than 5s }............. FUEL S O
- If 800 C°° < ITT < 840°°C for more than 20s }..............FUEL S O
S When passing 45 % NH :
Check START P/B ON light extinguished
Check maximum start time and max ITT (Refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENGINE START ROTARY SELECTOR . . . . . . . . OFF/START ABORT
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACKS / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQRD
If Z > 5000ft and SAT > ISA + 25C°, advance PL 2 up to the GUST LOCK stop.
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- OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH
EXCEPT PROBES HTG & FUEL PUMP
- ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check all Lights are illuminated
- DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
AA
R - STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF

- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS
Initial set up : ENG PUMP 1 OFF
Check the following on OVERHEAD panel :
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED
- FUEL X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
- MEMO PANEL FUEL X FEED LIGHT . . . . . . . . . . . . . . . . ILLUMINATE CYAN
- FEED LO PR LIGHT ENG 1+2 . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Note: FEED LO PR LIGHT may take few minutes to illuminate again.
- ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ENG 1+2 FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
- DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
DOOR TEST :
Depress TEST switch and check :
- CAB OK & SVCE OK green lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
(provided associated doors are opened)
- SPOILER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK /EXTINGUISHED
AA
R - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
- FLT CTL Fault light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- SELCAL (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CODE
ENGINE FIRE PROTECTION TEST :
- ENG 1 FIRE HANDLE . . . . . . . . . . . . . . . . . IN, LATCHED and LOCK WIRED
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights. . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (CCAS) . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 1 FIRE (CCAS) . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . . . ILLUMINATES
- EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- ENG START Rotary selector . . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
- MAIN ELEC PWR Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CVR AND DFDR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
CVR and DFDR test (On BATTERY MODE or HOTEL MODE):
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green arc.
DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished.
Note: it can take over 1 minute to be extinguished after aircraft power up.
AA
R - SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

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

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

- COM / ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON/TEST
- XPDR (ATC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
- IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check the IDLE GATE FAIL amber light is extinguished
Check the IDLE GATE lever amber band is visible
- EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GUARDED
- PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check ACCU BRAKE pressure on the triple indicator (instrument panel)
Use HYD AUX PUMP P/B if required.
AA
R - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- AIL LOCK light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- EFIS CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / SET
- EFIS Test :
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EADI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EHSI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
COCKPIT DOOR DAILY CHECK: refer to 2.03.24
AA
R
CENTRAL PANEL
FUEL TEST:
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- TAT / SAT INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG PANEL :
- EEC 1 & 2 P/B . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
AA
R - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- AIL LOCK light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- EFIS CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / SET
- EFIS Test :
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EADI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check composite mode on EHSI
- Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
COCKPIT DOOR DAILY CHECK: refer to 2.03.24
AA
CENTRAL PANEL
FUEL TEST:
- Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED
- MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN/NO LIGHT
- BOOST (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- ENG PANEL :
- EEC 1 & 2 P/B . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Mod: 3973 or 4371 or 4457

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

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

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

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

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

- MKR (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
- AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- AHRS 1 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . CHECK EXTINGUISHED
- EGPWS/TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED / NORM
- EGPWS/TAWS associated light . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- STEEP APP Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check:
- No flag
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GPWS rd lights on both pilot panels turn on
- GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
AA
R - DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

- F/O LATERAL CONSOLE :
- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- F/O SWITCHING PANEL :
- F/O INSTRUMENT PANEL :
- APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
APM TEST (daily): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- GPWS - GS P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
. Check :
- No Flag
- VMO pointer indicatrs 250 kt
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
AA
R - CAPTAIN SWITCHING PANEL

- MKR (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
- EGPWS/TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED / NORM
- EGPWS/TAWS associated light . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- STEEP APP Switch (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check:
- No flag
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
EGPWS TEST:
- GPWS rd lights on both pilot panels turn on
- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- TAT / SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2
Mod: 3973 or 4371 or 4457

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

- F/O LATERAL CONSOLE :
- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- F/O SWITCHING PANEL :
- F/O INSTRUMENT PANEL :
- APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
APM TEST (daily): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- GPWS - GS P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

- VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT
- AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
. Check :
- No Flag
- VMO pointer indicatrs 250 kt
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
P1 001
FINAL COCKPIT PREPARATION NOV 11
AA
R CM2 - ATIS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

CM2 - TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . 1st PART FILL
1st part : Weather, W lim according to performance computation, TQs,
ACC ALT, Single Eng flight path.
CM2 - LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PF - GNSS PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Refer to GNSS pilot’s Guide.
CM1 - PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . ON / PRESS CHECK
CM1 - SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & BALANCED
Cross check FUEL Quantity with paper F-- PLN Fuel.
CM2 - FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
PF - NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set NAVAIDs, COURSEs, NAV SOURCE (ECP)
ALL - COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ALL - ALTIMETERS (3) . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
ALL - TAKE OFF TQ BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
T/O Torque (manual target: hollow white bug) should be computed using
ATIS or TWR temperature with QRH OPS DATA.
ALL - RESERVE TAKE OFF TQ . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
RTO Torque (FDAU target: amber bug) should be cross checked using
ATIS or TWR temperature with QRH OPS DATA.
ALL - SEATS, SEATS BELTS, HARNESS, RUDDER PEDALS . . ADJUST
PF - DEPARTURE BRIEFING . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ALL - FINAL COCKPIT PREPARATION C/L . . . . . . . . . . . . . . PERFORM
P1 001
HOTEL MODE START UP NOV 11
AA
R According to operational requirement and limitations, captain can decide to
start up Hotel Mode at any time before start up clearance.
- SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
- WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRK Cyan light + Memo panel cyan light illuminated
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE
START SEQUENCE :
- ENGINE & PROP AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
- ENGINE START rotary selector . . . . . . . . . . . . . . . . . SELECT START A + B
A+B for the 1st flight of the day, then A or B for the next start
- START 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Start timing for maximum starter run time
Check START P/B ON light illuminates
- ENGINE ROTATION (NH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S When passing 10% NH (maximum 19% NH if ITT > 200°C) :
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
- TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
- ITT rises within 10s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- Oil pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE START in HOT ENVIRONMENT

In hot environments to prevent an engine starting from a “hot start” : High OAT or High
residual ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT
below 100_C, open fuel up to 10% NH.
From 100_C to 200_C delay fuel opening by 1% NH per 10_C of residual ITT, up to
200_C (20% NH)
Do not exceed 20% NH for fuel opening.
P2 001
HOTEL MODE START UP NOV 11
AA
CAUTION
- If ITT > 950°°c }
- If 840°°C < ITT <950°°C for more than 5s } CL . . . . . . . . . . FUEL SO
- If 800°°C < ITT <840°°C for more than 20s }
S When passing 45% NH :

- START P/B ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Check maximum start time and max ITT(refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENG START rotary selector . . . . . . . . . . . . . . . . . . . OFF / START ABORT
- GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACKS / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQD
. If Z > 5000 ft and SAT >ISA +25°C, advance PL 2 up to the GUST LOCK stop.
BEFORE PROPELLER ROTATION P1 001
SEP 13
AA
Note: If Hotel mode is not started at this point, start it now.
When LOAD & TRIM SHEET is received

CM1 - LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - TAKE OFF WEIGHT / CG / PITCH TRIM . . . . . . . . . . . . . ANNOUNCE
CM2 - TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . 2nd PART FILLED
2nd part : TOW, SPEED, TRIM settings
PF - GNSS WEIGHT and FUEL UPDATE . . . . . . . . . . . . . . . . . PERFORM
ALL - SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set speed bugs and cross check
ALL - T/O TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
Taking into consideration the last TO WEIGHT & TO CG
R
CM2 - START UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - GROUND CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - TAIL PROP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
CM1 - ALL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
CM2 - CDLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - NOSE WHEEL STEERING (If push back) . . . . . . . . . . . . . . . . . OFF
ALL - BEFORE PROPELLER ROTATION C/L . . . . . . . . . . . . . . PERFORM

BEFORE TAXI P1 001
NOV 11
R ALL - LEFT / RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
CM1 - HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPRESS
- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . .CHECK READY LIGHT ON
- PROP BRK SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- PROP BRK CYAN LIGHT . . . . . . . . . . . . . . CHECK EXTINGUISHED

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

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

ANTISKID TEST :
Depressed ANTISKID TEST P/B and check :
- On CCAS :
- WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- On the local alarm:
- FFFF appears for few seconds . . . . . . . . . . . . . . . . . . . . AMBER
BEFORE TAXI P2 001
NOV 11
AA
R CM2 - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CM2 - ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

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

Except exhaust mode FAULT light for 2mn.
ALL - BEFORE TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

BEFORE TAXI P1 250
NOV 11
R ALL - LEFT / RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
CM1 - HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPRESS
- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . .CHECK READY LIGHT ON
- PROP BRK SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- PROP BRK CYAN LIGHT . . . . . . . . . . . . . . CHECK EXTINGUISHED

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

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

ANTISKID TEST :
Depressed ANTISKID TEST P/B and check :
- On CCAS :
- WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- On the local alarm:
- FFFF appears for few seconds . . . . . . . . . . . . . . . . . . . . AMBER
Mod: 3973 or 4371 or 4457

BEFORE TAXI P2 250
NOV 11
AA
R CM2 - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CM2 - ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

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

Except exhaust mode FAULT light for 2mn.
ALL - BEFORE TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod: 3973 or 4371 or 4457

P1 001
TAXI NOV 11
AA
R CM2 - TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - TAXI & TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ALL - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Brakes checks :
- CM1 sets Taxi PWR
- CM1 sets PARKING BRAKE handle from ON to EMER position
- CM2 checks BRAKES while CM1 releases PARKING BRAKE
- CM1 checks BRAKES after CM2 have released BRAKES
- CM1 starts taxiing
ALL - INTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check ADI, Headings, Bearings, Side slip indicators
CM2 AFCS
- HDG SEL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
- LO BANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- IAS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . V2 + 5kt SET
- COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF SIDE
CM2 - TO CONFIG TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
CM2 - ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
CM2 - CLEARED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . SET/CHECK
Check cleared ALT is displayed on ADU
ALL - NAV SETTINGS . . . . . . . . . . . . . . . . . . . . . REVISE IF NECESSARY
Carefully confirm that the ATC clearance agrees with the VOR/ADF setting
and GNSS (RWY, SID, Constraints)
PF - TO BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Take off briefing should usually be a brief confirmation of the departure
briefing made at the parking bay, and should include any change (RWY,
SID...)
- Standard calls
- For significant failure before V1, CAPTAIN will call “STOP” and
will take any necessary stop actions.
- Above V1 take off will be continued and no action will be taken
except on CAPTAIN command ;
- Single Engine procedure is...........................
- Acceleration Altitude is................................
- Departure clearance is................................
P2 001
TAXI NOV 11
AA
R CM1 - CABIN REPORT . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL - TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

P1 001
BEFORE TAKE OFF NOV 11
AA
R Philosophy of use :
All items “up to the line”, can be done any time before entering the runway.
“Below the line” items must be done when clear to line up.
CM2 - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

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

CM2 - BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM1 - LANDING LIGHT & STROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When lined up
ALL - LATERAL FD BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
Check HDG = RWY HDG.
CM1 - RUDDER CAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTERED
ALL - BEFORE TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
P2 001
CRUISE OCT 09
REDUCED POWER SETTING IN CRUISE (CONT’D)

Example:
Figure 1: Long Range cruise performance table - ATR 72 (PW127F/M)
This is an example of a long-- range cruise performance table generated with the
FOS Module 2. In the case the cruise weight is 20t, the cruise FL 190, the torque is
set to 51.6% and the cruise IAS will be 177kts.
P1 001
TAKE OFF NOV 11
AA
R TAKE OFF
R For Take Off at 100% TQ, refer to page 1A and 2A (if applicable)
R CM1 - “TAKE OFF” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CM1 - PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET IN THE NOTCH
CM2 - “ATPCS ARM” . . . . . . . . . . . . . . . . . . . . . . . CHECK then ANNOUNCE
CM2 - ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note :Parameters should be obtained at around 60 Kt
ACTUAL TQ . . . . . . . . . . . MATCH T.O WITH MANUAL TQ BUG
RTO BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ 100 %
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - “POWER SET” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When reaching 70 Kt
CM2 - “SEVENTY KNOTS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK on CAPT ASI
And cross check speeds with STBY ASI
ALL - “I HAVE CONTROL” / “YOU HAVE CONTROL” . . . . . . . . ANNOUNCE
- If CM1 becomes PF, CM1 announce only “I HAVE CONTROL”
- If CM2 becomes PF, CM1 announce “YOU HAVE CONTROL” & CM2 answer
“I HAVE CONTROL”
PNF - “V1” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
P2 001
TAKE OFF NOV 11
AA
R When reaching VR :
PNF - “ROTATE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Note : Pitch rotates smoothly and follow FD bar.
After LIFT OFF :
PNF - “POSITIVE RATE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - “GEAR UP” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PNF - LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
At ACCELERATION ALTITUDE :
PF - “CLIMB SEQUENCE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - CLIMB SEQUENCE :
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . INCREASE ABOVE WHITE BUG
Using AFCS pitch wheel
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN THE NOTCH
- PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB
- CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WHITE MARK
- BLEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Note :If BLEEDs were not ON, Pack 2 valve FAULT illuminate during 6 seconds.
This 6s delay is used for pack 2 valve to avoid pressure shocks
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 170kt
- TARGET BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170kt SET
- CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO 86% NP
- CONT RELIGHT (if installed) . . . . . . . . . . . . . . . . . . . . . . . AS RQD
PNF - “CLIMB SEQUENCE COMPLETE” . . . . . . . . . . . . . . . . . . . . ANNOUNCE

P1 001
TAKE OFF NOV 11
AA
R TAKE OFF
R For Take Off at 100% TQ, refer to page 1A and 2A (if applicable)
R CM1 - “TAKE OFF” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CM1 - PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET IN THE NOTCH
CM2 - “ATPCS ARM” . . . . . . . . . . . . . . . . . . . . . . . CHECK then ANNOUNCE
CM2 - ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note :Parameters should be obtained at around 60 Kt
ACTUAL TQ . . . . . . . . . . . MATCH T.O WITH MANUAL TQ BUG
RTO BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ 100 %
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - “POWER SET” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When reaching 70 Kt
CM2 - “SEVENTY KNOTS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK on CAPT ASI
And cross check speeds with STBY ASI
ALL - “I HAVE CONTROL” / “YOU HAVE CONTROL” . . . . . . . . ANNOUNCE
- If CM1 becomes PF, CM1 announce only “I HAVE CONTROL”
- If CM2 becomes PF, CM1 announce “YOU HAVE CONTROL” & CM2 answer
PNF - “V1” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
P2 500
TAKE OFF SEP 13
AA
When reaching VR :
PNF - “ROTATE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Note : Pitch rotates smoothly and follow FD bar.
After LIFT OFF :
PF - “GEAR UP” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PNF - LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
At ACCELERATION ALTITUDE :
PF - “CLIMB SEQUENCE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - CLIMB SEQUENCE :
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . INCREASE ABOVE WHITE BUG
Using AFCS pitch wheel
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN THE NOTCH
- PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB
- BLEEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Note :If BLEEDs were not ON, Pack 2 valve FAULT illuminate during 6 seconds.
This 6s delay is used for pack 2 valve to avoid pressure shocks
- ADU IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 170kt
- TARGET BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170kt SET
- BOOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (if necessary)
- CONT RELIGHT (if installed) . . . . . . . . . . . . . . . . . . . . . . . AS RQD
PNF - “CLIMB SEQUENCE COMPLETE” . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Mod : (3973 or 4371 or 4457) + 5908 Eng: PW127M

P3 001
TAKE OFF NOV 11
AA
R When passing WHITE bug (White in Normal conditions) :

PF - “FLAPS ZERO” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “FLAPS ZERO” . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When passing ICING bug (Red in Icing conditions) :

PF - “FLAPS ZERO” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF -“FLAPS ZERO” . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When cleared to a FL :
PF - “SET STD” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ALL - ALTIMETERS 1+2 . . . . . . . . . . . . . . . . . . . . . SET STD & CROSS CHECK
ALL - AFTER TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
P1 001
CLIMB - CRUISE NOV 11
AA
R
CLIMB
Note : During Climb, check all system; Cab Press and Fuel need to be checked periodically.
Crossing FL 100 climbing (FL 100 or any other FL according to local
regulation)
PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CRUISE
At Cruise FL :
PNF - SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF - CRUISE PARAMETERS . . . . . . . . . . . . . . . . COMPUTE WITH QRH
PNF - SPEED & TQ BUGs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Reaching Cruise Speed :

PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PF - TORQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note: (if applicable) select CRZ 1 or CRZ 2 .
Check ACTUAL TQ matches with SELECTED CRUISE TQ
PNF - CRUISE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check parameters with OPS DATA
SYSTEMS :
PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . PERIODICALLY CHECK
FUEL :
PNF - FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
P2 001
AA
R CRUISE SPEED LOW (IF INSTALLED)

ALERT
CONDITION VISUAL AURAL
Cruise speed - CRUISE SPEED LOW Cyan light on front NIL
decrease panel
PROCEDURE
CRUISE SPEED LOW

Appears in cruise only, to inform the crew that an abnormal drag increase induces a
speed decrease of more than 10 kt compared with the expected speed
ICING CONDITIONS AND SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
REDUCED POWER SETTING IN CRUISE

The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at
long--range power or given IAS. The associated cruise derated tables need to be available
on board for the flight crew. Those tables can be published with the FOS Module 2,
In--flight performance, as shown in example in figure 1 page 2.
The PLs are set according to the torque given in the tables. This requires a PL adjustment
out of the notch.
Limitations:
The reduced power cruise is not allowed in case of icing conditions, as the IAS may
already be decreased due to ice accretion on the airframe.
In case of an engine failure, the PLs need to be immediately moved back into the notch,
power management to MCT.
From a maintenance point of view, reduced power operations may achieve lower engine
overhaul costs as a result of the reduced power settings.
P1 250
AA
R
CLIMB
Note : During Climb, check all system; Cab Press and Fuel need to be checked periodically.
Crossing FL 100 climbing (FL 100 or any other FL according to local
regulation)
PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CRUISE
At Cruise FL :
PNF - SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF - CRUISE PARAMETERS . . . . . . . . . . . . . . . . COMPUTE WITH QRH
PNF - SPEED & TQ BUGs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Reaching Cruise Speed :

PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PF - TORQUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check ACTUAL TQ matches with SELECTED CRUISE TQ
PNF - CRUISE PARAMETERs . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check parameters with OPS DATA
SYSTEMS :
PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . PERIODICALLY CHECK
FUEL :
PNF - FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod: 3973 or 4371 or 4457

P2 001
AA
R CRUISE SPEED LOW (IF INSTALLED)

ALERT
Cruise speed - CRUISE SPEED LOW Cyan light on front NIL
decrease panel
PROCEDURE
CRUISE SPEED LOW

Appears in cruise only, to inform the crew that an abnormal drag increase induces a
speed decrease of more than 10 kt compared with the expected speed
ICING CONDITIONS AND SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
REDUCED POWER SETTING IN CRUISE

The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at
long--range power or given IAS. The associated cruise derated tables need to be available
on board for the flight crew. Those tables can be published with the FOS Module 2,
In--flight performance, as shown in example in figure 1 page 2.
The PLs are set according to the torque given in the tables. This requires a PL adjustment
out of the notch.
Limitations:
The reduced power cruise is not allowed in case of icing conditions, as the IAS may
already be decreased due to ice accretion on the airframe.
In case of an engine failure, the PLs need to be immediately moved back into the notch,
power management to MCT.
From a maintenance point of view, reduced power operations may achieve lower engine
overhaul costs as a result of the reduced power settings.
P3 001
CRUISE NOV 11
R REDUCED POWER SETTING IN CRUISE (CONT’D)

Example:
Figure 1: Long Range cruise performance table - ATR 72 (PW127F/M)
This is an example of a long-- range cruise performance table generated with the
FOS Module 2. In the case the cruise weight is 20t, the cruise FL 190, the torque is
set to 51.6% and the cruise IAS will be 177kts.
P1 001
BEFORE DESCENT - DESCENT SEP 13
DESCENT PREPARATION
PF - CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
Check aircraft STATUS
PNF - WEATHER & LANDING INFORMATION . . . . . . . . . . . . . . . . OBTAIN
PNF - LANDING DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
CM1 - STBY QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PNF - LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PF - GNSS PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Refer to GNSS pilot’s Guide
ALL - NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Prepare NAVAIDS, COURSES, NAV SOURCE
PNF - GO AROUND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Go Around TQ Torque should be computed using ATIS or TWR temperature
with QRH OPS DATA.
ALL - DH / MDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
ALL - ASI BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
ALL - ARRIVAL BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Arrival briefing :
Main points are : - Minimum safe altitude
- Weather at destination
- Approach procedures
- Decision Altitude / Height
- Go around Procedures
- Alternate
- Extra fuel
R ALL - DESCENT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
DESCENT
PNF - DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

PF - ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PF - IAS or VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
P2 001
BEFORE DESCENT - DESCENT SEP 13
Crossing FL 100 : (FL 100 or any other FL according to local regulation)

PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
P1 001
APPROACH NOV 11
AA
R
- Passing TRANSITION LEVEL or when clear to an ALTITUDE
(According to local regulation) :
ALL - ALTIMETERS 1 + 2 + STBY . . . . . . . . . . . . . SET QNH & CROSS CHECK
ALL - CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION Max delta P authorized at landing = 0.35 psi
CM1 - CABIN REPORT . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL - APPROACH C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

P1 001
BEFORE LANDING SEP 13
AA
When cleared for approach :

ALL NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
When passing DECELERATION POINT :
R PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD AS RQD
ALL - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
At appropriate speed :
PF - “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When FLAPS 15 are extended
PF - “GEAR DOWN” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
PNF - TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When 3 green lights are illuminated :
PNF - “LDG GEAR DOWN” . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
R PNF - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LO SPEED
PNF - CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
ALL - SPEED versus ICING CONDITIONS (ICING AOA LT) . . . . . . . . . . . CHECK
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN V APP
ALL - BEFORE LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
P1 250
BEFORE LANDING SEP 13
AA
When cleared for approach :

ALL NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
When passing DECELERATION POINT :
R PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD AS RQD
ALL - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
PF - “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - “GEAR DOWN” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
PNF - TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When 3 green lights are illuminated :
PNF - “LDG GEAR DOWN” . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
R PNF - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LO SPEED
ALL - SPEED versus ICING CONDITIONS (ICING AOA LT) . . . . . . . . . . . CHECK
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN V APP
ALL - BEFORE LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod: 3973 or 4371 or 4457

P1 001
LANDING SEP 13
AA
At DH +500 ft (Or MDA + 500ft)

PNF “FIVE HUNDRED ABOVE“ . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH +100 ft (Or MDA + 100ft)

PNF “ONE HUNDRED ABOVE” . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH (Or MDA) :
PNF “MINIMUM” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - “LAND” or “GO AROUND, SET POWER, FLAPS ONE NOTCH”. . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE
PF - AP DISCONNECT . . . . . . . . . . . . . . . . . . PERFORM & ANNOUNCE
AP Disconnect PB press twice
PNF - FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
After touch down :

PNF - IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . . CHECK
PF - PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
PNF - BOTH LOW PITCH LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF - “2 LOW PITCH” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ENGINES LO PITCH PNF ANNOUNCE PF ACTION on

LIGHT REVERSE
2 ENGINES 2 illuminated “2 LOW PITCH” Normal use
1 illuminated “NO REVERSE” No REVERSE
1 ENGINE 1 illuminated “ONE LOW PITCH” Use with care
R PF - REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD

R PNF - “SEVENTY KNOTS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . CONTROL
CM2 - CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . HOLD INTO THE WIND
ALL - “I HAVE CONTROL” / “YOU HAVE CONTROL” . . . . . . . ANNOUNCE
If PF is CM1, CM1 announce only “I HAVE CONTROL”
If PF is CM2, CM2 announce “YOU HAVE CONTROL” & CM1 answer :
P1 001
GO AROUND NOV 11
AA
R Simultaneously :
PF -“GO AROUND, SET POWER, FLAPS ONE NOTCH” . . . . . . . . ANNOUNCE
PF - GO AROUND P/B on PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RAMP
PF - PITCH ATTITUDE . . . . . . . . . . . . . . . . . . ROTATE to GO AROUND PITCH
PNF - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE NOTCH
PNF - POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & ADJUST

Check TQ & NP = 100%

PF - “GEAR UP“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF - “HDG, LO BANK, IAS VGA“ . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF - HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - “GEAR UP” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF - “FLAPS 15° “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When passing ACCELERATION ALTITUDE :

PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN THE NOTCH
Then, Refer to take off procedure
P1 001
AFTER LANDING NOV 11
AA
R When runway vacated :
CM1 - “AFTER LANDING PROCEDURE” . . . . . . . . . . . . . . . . . . . . . . . ORDER

CM2 - AFTER LANDING PROCEDURE :
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
- FLIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
- XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- ADU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / RESET
- LANDING LIGHT AND STROBE . . . . . . . . . . . . . . . . . . . . . OFF
- PROBES HTG / ANTI ICING / DE ICING . . . . . . . . . . . . . . . OFF
CM2 - ATPCS TEST (Last flight of the day) . . . . . . . . . . . . . . . . PERFORM
CAUTION
Do not perform ENG TEST while taxing as ACW and subsequently both
main HYD pumps may be temporary lost.
ATPCS TEST (dynamic test: once a day) . . . . . . . . . . . . . . . . . Refer to 2.03.24
... / ...
P2 001
AFTER LANDING NOV 11
AA
R
After at least one minute :
After CM1’s order:
CM2 - CL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
CAUTION
Prior to ENG FTR, check HYD pressure for Normal brake efficiency
Note : Keep running at least one minute at GI power before shut down to
assist in reducting residual heat build up in the engine nacelle.
Note: ACW BTC may be check closed in order to avoid the loss
of ACW bus on ground
Note : After the last flight of the day, maintain feather position for 20 seconds
before selecting FUEL SO to allow oil capacity check by maintenance.
ALL - AFTER LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

P1 001
PARKING NOV 11
AA
R Note : If possible, park the aircraft with wind relative to the nose at 10 o’clock, to
minimize noise and exhaust gas inconvenience when in hotel mode.
Marshaller in sight (last turn):
CM2 - HYD SYST PRESS . . . . . . . . . . . . . . . . . . . . . . . . CHECK 3x 3000 psi
CM1 - TAXI & TO LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At the gate:
CM1 - PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check HYD PRESS 3x 3000 psi
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CM1 - READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
CM1 - PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CAUTION
Engage PROP BRK only when NP STABILISED
CM1 - UNLK LIGHT . . . . . . . . . CHECK ILLUMINATED THEN EXTINGUISHED

CM1 - PROP BRK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
CAUTION
If PROP BRK is used, ensure that propeller area is clear and protected
CM1 - PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STOPPED

CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU is used for disembarking :
CM1 - DC EXT PWR PB . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
If GPU available
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
CM1 - TAIL PROP . . . . . . . INSTALLED (CHECK WITH CABIN ATTENDANT)

CM1 - SEAT BELT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM1 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CM1 - PARKING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

P1 001
LEAVING THE AIRCRAFT NOV 11
AA
R
- OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- ICE & RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
- FUEL PUMPS 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CDLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU was used for disembarking :

- DC EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- LEAVING THE AIRCRAFT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

P1 100
DAILY CHECKS SEP 13
AA
STICK PUSHER / SHAKER TEST (once a day)
- Release gust lock
- Push control column in nose down position
- Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES
- Depress and maintain PTT
- Monitor stall cricket and stick shaker.
- After ten seconds, monitor:
CHAN 1 and CHAN2 illuminate green on LH maintenance panel.
STICK PUSHER lights illuminate green on both pilots panel
Stick pusher actuator operates.
- Select WARN rotary selector to NORM FLT
- Reengage the gust lock
ATPCS TEST (dynamic test: once a day)
- (autofeather and uptrim while engines running)
Conditions: - PL 1 + 2 at GI
- CL 1 + 2 between MAX and MIN RPM.
- ATPCS P/B depressed in, OFF light extinguished
- PWR MGT on TO position
Turn the ATPCS knob to the left to the arm position and check
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
- NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE
Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
- NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY
- TQ 1 needles indication . . . . . . . . . . . DECREASE BELOW 18 %
- After 2.15 s : associated propeller is automatically feathered
- ARM light . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Turn the ATPCS knob to the right to the arm position and check :
- TQ 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
R CAUTION : Do not perform ENG TEST while taxiing as ACW is temporarily

lost and consequently, both main HYD pumps are temporarily lost as well.
Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS
selector in ENG position in order not to damage feathering pumps. (Winding
heating).
Eng: PW127
P2 001
DAILY CHECKS NOV 11
AA
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY

- PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . CHECK
- Check the normal trim activation in both directions by simultaneously depressing
both control rocker switches.
- For few seconds depress independently each single control rocker switch and
check the non-- activation of the corresponding TRIM in both possible directions.
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
COCKPIT DOOR DAILY CHECK (DAILY):

- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . ON
In the cargo compartment, on the DOOR CALL panel :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
In the cockpit, check
- BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
- DENIED ACCESS TEST :
In the cockpit :
- TOGGLE SW on the COCKPIT DOOR CTL panel . . . . . . . . . DENY
- CHECK BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SILENCES
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGHISHES
- DENIED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- AUTHORIZED ACCESS TEST :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
In the cockpit :
- TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . OFF
- COCKPIT DOOR CTL panel FAULT LIGHT . . . . . . . . . . . . . . . . . . . . CHECK
- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTs.
P1 500
DAILY CHECKS SEP 13
AA
STICK PUSHER / SHAKER TEST (once a day)
- Release gust lock
- Push control column in nose down position
- Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES
- Depress and maintain PTT
- Monitor stall cricket and stick shaker.
- After ten seconds, monitor:
CHAN 1 and CHAN2 illuminate green on LH maintenance panel.
STICK PUSHER lights illuminate green on both pilots panel
Stick pusher actuator operates.
- Select WARN rotary selector to NORM FLT
- Reengage the gust lock
ATPCS TEST (dynamic test: once a day)
- (autofeather and uptrim while engines running)
Conditions: - PL 1 + 2 in GI
- CL 1 + 2 in AUTO.
- ATPCS P/B depressed in, OFF light extinguished
- PWR MGT on TO position
Turn the ATPCS knob to the left to the arm position and check
- TQ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
Turn the ATPCS knob to the right to the arm position and check :
- TQ 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
R CAUTION : Do not perform ENG TEST while taxiing as ACW is temporarily

lost and consequently, both main HYD pumps are temporarily lost as well.
Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS
selector in ENG position in order not to damage feathering pumps. (Winding
heating).
Eng: PW127F/PW127M
P2 001
DAILY CHECKS NOV 11
AA
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY

- PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . CHECK
- Check the normal trim activation in both directions by simultaneously depressing
both control rocker switches.
- For few seconds depress independently each single control rocker switch and
check the non-- activation of the corresponding TRIM in both possible directions.
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
COCKPIT DOOR DAILY CHECK (DAILY):

- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . ON
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
In the cockpit, check
- BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
- DENIED ACCESS TEST :
In the cockpit :
- TOGGLE SW on the COCKPIT DOOR CTL panel . . . . . . . . . DENY
- CHECK BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SILENCES
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGHISHES
- DENIED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- AUTHORIZED ACCESS TEST :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
In the cockpit :
- TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . OFF
- COCKPIT DOOR CTL panel FAULT LIGHT . . . . . . . . . . . . . . . . . . . . CHECK
- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTs.
P3 001
DAILY CHECKS NOV 11
AA
APM TEST:
Press and hold the APM TEST P/B for all test duration and check :
1 - CRUISE SPEED LOW lights (both sides) . . . . . . . . . . . . . . ILLUMINATES
2 - 1sec later check :
- DEGRADED PERF lights (both sides) . . . . . . . . . . . . . . ILLUMINATES
- CAUTION light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- INCREASE SPEED . . . . . . . . . . . . . . . . . . . ILLUMINATES FLASHING
- FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ANTI ICING on CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
Release APM PTT TEST P/B when test ends and check :
- ALL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
ENG BOOST TEST (IF INSTALLED):

Conditions : - PL 1 + 2 at GI
- EEC 1 + 2 selected ON. OFF extinguished.
Test : - ENG BOOST pushbutton pressed-- in

- ON illuminated
- FAULT extinguished
- ENG BOOST pushbutton released-- out
- ON extinguished
- FAULT extinguished
Note:Test can be performed disregarding engine running condition (both engines running,
one engine running or both engines shut-- off)
EMERGENCY PROCEDURES 2.04.00
P1 001
CONTENTS SEP 13
AA
2.04.00 CONTENTS
2.04.01 INTRODUCTION
2.04.02 POWER PLANT

R IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE
R ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE
ENG FIRE AT TAKE OFF
BOTH ENGINES FLAME OUT
ENG FLAME OUT AT TAKE OFF
2.04.03 SMOKE
SMOKE
ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMOKE
AFT SMOKE
AUX AFT COMPT SMOKE

DUAL DC GEN LOSS
2.04.05 MISCELLANEOUS
EMERGENCY DESCENT
DITCHING
FORCED LANDING
ON GROUND EMERGENCY EVACUATION
BOMB ON BOARD
SEVERE ICING
RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL
UNRELIABLE AIRSPEED INDICATION
P2 001
INTRODUCTION OCT 09
AA
PROCEDURES INITIATION
- No action will be taken (apart from depressing MW pb):
. Until flight path is stabilized.
. Under 400 ft above runway (except for propeller feathering after engine failure
during approach at reduced power if go around is considered).
- Before performing a procedure, the crew must assess the situation as a whole, taking
into consideration the failures, when fully identified, and the constraints
imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
CCAS
When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are
inhibited except:
R WARNING
- ENG 1 FIRE
- ENG 2 FIRE
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- EXCESS CAB ∆P
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- MAINT PANEL
P1 001
POWER PLANT SEP 13
AA
IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE

ALERT
Fire signal -- MW light flashing red CRC
-- Associated ENG FIRE red
light on CAP
-- red light in associated FIRE
handle
-- FUEL SO red light in
associated CL
PROCEDURE
IN FLIGHT ENG FIRE OR SEVERE
MECHANICAL DAMAGE
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R J If condition persist after 10 seconds
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
J If condition persist after 30 seconds
LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Fire handle remains illuminated as long as a fire is detected.

- The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent
effect.
- CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL
SW.
- Do not attempt to restart engine.
- Refer to SINGLE ENG OPERATION procedure.
P2 001
POWER PLANT SEP 13
AA
ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE

PROCEDURE
ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE
PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R J If condition persist
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
J If evacuation required
ON GROUND EMER EVACUATION procedure . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as in flight
- The aircraft may be stopped using full reverse
Notify ATC the nature of the emergency and state intentions. Only VHF 1 is available on
battery
- Battery is left ON until leaving the aircraft to ensure cabin communication. Only PA is
available on battery.
P1 500
POWER PLANT SEP 13
AA
IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE

ALERT
Fire signal -- MW light flashing red CRC
-- Associated ENG FIRE red
light on CAP
-- red light in associated FIRE
handle
-- FUEL SO red light in
associated CL
PROCEDURE
IN FLIGHT ENG FIRE OR SEVERE
MECHANICAL DAMAGE
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Fire handle remains illuminated as long as a fire is detected.

- The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent
effect.
- CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL
SW.
- Do not attempt to restart engine.
- Refer to SINGLE ENG OPERATION procedure.
Model: 212A
P2 500
POWER PLANT SEP 13
AA
ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE

PROCEDURE
ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE
PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
J If condition persist
J If evacuation required
ON GROUND EMER EVACUATION procedure . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as in flight
- The aircraft may be stopped using full reverse
Notify ATC the nature of the emergency and state intentions. Only VHF 1 is available on
battery
- Battery is left ON until leaving the aircraft to ensure cabin communication. Only PA is
Model: 212A
P 2A 001
POWER PLANT SEP 13
AA

Note: Captain may decide to shut down affected engine before reaching
R
acceleration altitude, but not before 400ft AGL.
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
F At acceleration altitude
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
F At VFTO
J If normal conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
J If icing conditions
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15°
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE illuminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If fire persist after 10 seconds
R AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R AGENT 2 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
BLEED Engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary

LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as ENG FIRE IN FLIGHT procedure.
P 2A 500
POWER PLANT SEP 13
AA

Note: Captain may decide to shut down affected engine before reaching
acceleration altitude, but not before 400ft AGL.
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
F At VFTO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15°
FIRE HANDLE illuminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
BLEED Engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary

LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as ENG FIRE IN FLIGHT procedure.
Model: 212A
P3 001
POWER PLANT SEP 10
AA

ALERT
An engine flame out may be recognized by a rapid decrease in ITT and in NH.
PROCEDURE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30 % (no automatic relight)
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . START A & B
ENG 2 RELIGHT
ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F When NH above 10%
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG 1 RELIGHT
ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If neither engine starts
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FORCED LANDING or DITCHING PROCEDURE . . . . . . . . . . . . . . . APPLY
CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD.
J If engine(s) recovered
CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R J If one engine not recovered
CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY
SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . CONT RELIGHT
P3 150
POWER PLANT SEP 10
AA

ALERT
An engine flame out may be recognized by a rapid decrease in ITT and in NH.
PROCEDURE
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30 % (no automatic relight)
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . START A & B
ENG 2 RELIGHT
ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG 1 RELIGHT
ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If neither engine starts
ENG START ROTARY SELECTORr . . . . . . . . . . . . . . . OFF/START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FORCED LANDING or DITCHING PROCEDURE . . . . . . . . . . . . . . . APPLY
CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD.
J If engine(s) recovered
CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R J If one engine not recovered
CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY
SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
R Mod : 3973 or 4371 or 4457

P4 220
POWER PLANT DEC 97
AA
COMMENTS
- Fuel supply check consists of checking correct fuel quantity and correct pressure (no
local pressure alert).
- The optimum airspeed to achieve best lift to drag ratio is Vm HB.
IF BOTH ENG ARE LOST
- If landing gear extension is scheduled, emergency extension has to be performed.
- In short final, reduce speed as required by landing field in order to touch down with
minimum vertical speed.
- If power supply still available is provided by batteries only, flaps' extension is

impossible.
Mod : 4111 + 4366

P5 001
POWER PLANT NOV 11
AA
ALERT
An engine flame out may be recognized by:

- Sudden dissymmetry
- TQ decrease
- Rapid ITT decrease
PROCEDURE

R
UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If no uptrim
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO THE RAMP
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
F At VFTO
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN THE NOTCH
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15°
BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary
J If damage suspected
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful :
LAND ASAP
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY
P5 500
POWER PLANT NOV 11
AA
ALERT
An engine flame out may be recognized by:

- Sudden dissymmetry
- TQ decrease
- Rapid ITT decrease
PROCEDURE

R UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If no uptrim
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO THE RAMP
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
BLEED 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, IF NOT FAULT
ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
F At VFTO
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN THE NOTCH
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0°
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15°
BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . . . . APPLY
ENG RESTART IN FLIGHT PROCEDURE . . . . . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful :
LAND ASAP
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY

P1 001
SMOKE SEP 13
AA
SMOKE
PROCEDURE
SMOKE
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%

R GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
RECIRC FANS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SMOKE SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
J If source not identified or electrical smoke suspected
Note : ELEC light may be activated by an air conditioning smoke source
R ELECTRICAL SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . APPLY
J If air conditioning smoke identified
R AIR COND SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . APPLY
J If FWD SMK illuminated or smoke in FWD zone of aircraft
R FWD SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AFT SMK illuminated or smoke in AFT zone of aircraft
R AFT SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AUX AFT COMPT SMK illuminated (depending on models)
R AUX AFT COMPT SMK procedure (2.04.03) . . . . . . . . . . . . . . . . . . . APPLY
P2 001
SMOKE SEP 13
AA
ELECTRICAL SMOKE
ALERT
Smoke detected in the -- MW light flashing red CRC
avionics ventilation circuit -- ELEC SMK red light on CAP
PROCEDURE
ELECTRICAL SMOKE
R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If smoke origin not identified
LAND ASAP
R ACW TOTAL LOSS procedure (2.05.04) . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If smoke origin identified
NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
R F When nP below 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . NORM
COMMENTS
- Avionics compartment ventilation without cabin contamination is ensured by :
- selecting AVIONICS VENT EXHAUST mode OVBD
- shuting off the recirculation fans
- selecting the PACKS AIR FLOW HIGH.
- Auto isolation is prepared on the main electrical system by opening the BTC.
- Suspected equipment may be shut off contingently by pulling out associated circuit
breaker.
R - When nP below 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT
EXHAUST mode NORM in order to recover air evacuation capability through the
EXTRACT FAN without any pressurization problem.
P1 500
SMOKE SEP 13
AA
SMOKE
PROCEDURE
SMOKE
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%

GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
RECIRC FANS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SMOKE SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
J If source not identified or electrical smoke suspected
Note : ELEC light may be activated by an air conditioning smoke source
ELECTRICAL SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . APPLY
J If air conditioning smoke identified
AIR COND SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If FWD SMK illuminated or smoke in FWD zone of aircraft
FWD SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AFT SMK illuminated or smoke in AFT zone of aircraft
AFT SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AUX AFT COMPT SMK illuminated (depending on models)
AUX AFT COMPT SMK procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . APPLY
Model: 212A
P2 500
SMOKE SEP 13
AA
ELECTRICAL SMOKE
ALERT
Smoke detected in the -- MW light flashing red CRC
avionics ventilation circuit -- ELEC SMK red light on CAP
PROCEDURE
ELECTRICAL SMOKE
SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If smoke origin not identified
LAND ASAP
ACW TOTAL LOSS procedure(2.05.04) . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If smoke origin identified
NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
F When nP below 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . NORM
COMMENTS
- Avionics compartment ventilation without cabin contamination is ensured by :
- selecting the PACKS AIR FLOW HIGH.
- Auto isolation is prepared on the main electrical system by opening the BTC.
- Suspected equipment may be shut off contingently by pulling out associated circuit
breaker.
- When nP < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT
EXHAUST mode NORM in order to recover air evacuation capability through the
EXTRACT FAN without any pressurization problem.
Model: 212A
P3 001
SMOKE SEP 13
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
J If smoke persists
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK VALVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Evacuation of air conditioning smoke may trigger electrical smoke
warning. Disregard it.
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . CAREFULLY MONITOR
J If any anomaly occurs such as :

- amber engine caution illumination associated to local ITT alert
- total loss of NL indication
- engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
CAUTION : Confirm which engine is showing signs of abnormal operation in

order to avoid shutting down the safe engine.
R LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygene mask breathing noise. Check oxygen mask at
100%.
- Recirculation fans are switched off to limit cabin contamination.

P4 002
SMOKE SEP 13
AA
FWD CARGO SMOKE

ALERT

Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red lt on CAP
Smoke detected in the cargo bay - MW It flashing red
(CARGO VERSION ONLY) - FWD SMK red It on CAP, or
AFT SMK red It on CAP, or
FWD or AFT SMK red lt on CAP
and at least 1 CNTNR SMK red
lt illuminated on overhead panel.
PROCEDURE
FWD SMK
R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
1) PASSENGERS VERSION
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED
CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF
SMOKE
R LAND ASAP
R D When P below 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
2) CARGO VERSION
R
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
ENG 2 BLEED (except when in single bleed operation) . . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
R CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum
FL160, FL 200 is recommended. When “Excess CAB ALT“ warning,
maintain FL 160, maintain CAB ALT Max increase.
Note : Smoke alert may be generated during smoke evacuation process.
Model : 102-- 202-- 212

P3 500
SMOKE SEP 13
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
J If smoke persists
PACK VALVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PACK VALVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Evacuation of air conditioning smoke may trigger electrical smoke
warning. Disregard it.
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . CAREFULLY MONITOR
J If any anomaly occurs such as :

- amber engine caution illumination associated to local ITT alert
- total loss of NL indication
- engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
CAUTION : Confirm which engine is showing signs of abnormal operation in

order to avoid shutting down the safe engine.
LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
minimize interference from oxygene mask breathing noise. Check oxygen mask at
100%.
- Recirculation fans are switched off to limit cabin contamination.
Model: 212A
P4 502
SMOKE SEP 13
AA
FWD CARGO SMOKE

ALERT

Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red lt on CAP
PROCEDURE
FWD SMK
SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED
CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF
SMOKE
LAND ASAP
D When ∆P below 1 PSI
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
2) CARGO VERSION
ENG 2 BLEED (except when in single bleed operation) . . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum
FL160, FL 200 is recommended. When “Excess CAB ALT” warning,
maintain FL160, maintain CAB ALT max increase.
Model: 212A
P5 050
SMOKE JUL 98
AA
COMMENTS
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100%.
- Cargo ventilation without cabin or cockpit contamination is ensured by:
- selecting HIGH the PACKS AIR FLOW
- isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to
CLOSED.
- Cabin crew is in charge to locate and kill source of smoke with the extinguisher.
- Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position
with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front
Locker).
- When nP < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in
order to recover air evacuation capability through the extract fan without any
pressurization problem.
Model : 102-202-212-212 A
P6 002
SMOKE SEP 13
AA
AFT COMPT SMOKE
ALERT

Smoke detected in the aft - MW lt flashing red CRC
cargo compartment or in the - AFT SMK red lt on CAP
lavatory
PROCEDURE
AFT SMOKE
R SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE FOR ACTION
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
2) CARGO VERSION
R CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
R CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum
FL160, FL 200 is recommended. When “Excess CAB ALT“ warning,
maintain FL 160, maintain CAB ALT Max increase.
COMMENTS (PASSENGERS VERSION ONLY)

- The cabin crew is in charge to locate and kill the source of smoke, if possible, using
the portable fire extinguisher located in the cabin. Before entering the aft cargo area,
the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may
induce some cabin contamination therefore it must be avoided.
Model : 102-- 202-- 212

P5 050
SMOKE JUL 98
AA
COMMENTS
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100%.
- Cargo ventilation without cabin or cockpit contamination is ensured by:
- selecting HIGH the PACKS AIR FLOW
- isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to
CLOSED.
- Cabin crew is in charge to locate and kill source of smoke with the extinguisher.
- Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position
with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front
Locker).
- When nP < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in
order to recover air evacuation capability through the extract fan without any
pressurization problem.
Model : 102-202-212-212 A
P6 502
SMOKE SEP 13
AA
AFT COMPT SMOKE
ALERT

Smoke detected in the aft - MW lt flashing red CRC
cargo compartment or in the - AFT SMK red lt on CAP
lavatory
PROCEDURE
AFT SMOKE
SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
2) CARGO VERSION
ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain mini
mum FL 160, FL 200 is recommended. When “Excess CAB ALT”
warning, maintain FL160, maintain CAB ALT max increase.
COMMENTS (PASSENGERS VERSION ONLY)

- The cabin crew is in charge to locate and kill the source of smoke, if possible, using
the portable fire extinguisher located in the cabin. Before entering the aft cargo area,
the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may
induce some cabin contamination therefore it must be avoided.
Model : 212A
P1 001
ELECTRICAL SYSTEM SEP 10
AA
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
LAND ASAP
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : NAV lights switch set to ON position is necessary to provide IEP
illumination.
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER/SHAKER FAULT PROCEDURE . . . . . . . . . . . . . . . . APPLY
SIDE WINDOWS ANTI-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HF (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ADC 1
ATC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ATC 1
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD
F When TLU LO SPD illuminates
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION : Avoid large rudder input if IAS above 180 kt.
MAIN BATTERY CHARGE (on LH maintenance panel) . . . . . . . . . . . . CHECK
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If STBY BUS UNDV light illuminates
STBY BUS . . . . . . . . . . . . . . . For approach, OVRD only when necessary
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED to open position allows to recover green
hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R
P2 020
ELECTRICAL SYSTEM JUL 99
AA
COMMENTS
- BAT SW is selected OVRD in order to by-pass all the undervoltage protections and to
ensure a correct supply of the EMER, ESS and STBY busses by the batteries.
- ATC communications must be performed with VHF 1 due to the loss of VHF 2.
- Both stick pusher and stick shaker are lost without FAULT alarm.
- Batteries will be lost according the following table :
START ATTEMPTS TIME BEFORE ADDITIONAL TIME ADDITIONAL

UNDV WITHOUT STBY TIME WITH
ILLUMINATES BUS OVRD IMMEDIATE STBY
BUS OVRD
0 50 mn
1 42 mn
2 35 mn 4 mn 2 mn
- As soon as both DC generators are lost, emergency exit lights will illuminate
automatically.
- As DC BUS 2 is lost, HYD GREEN PUMP is lost (powered by ACW BUS 2 but
controlled by DC BUS 2).
HYD X FEED is opened in order to pressurize the whole hydraulic system from blue
pump.
- Loss of radio altimeter leads to untimely LDG GEAR NOT DOWN alarm when engine
power is reduced.
- TLU AUTO mode is lost and MAN MODE must be used.
MAN MODE acts on TLU stand by actuator which remains powered even if TLU
R is in LO SPD established position.
When TLU SW is set to AUTO position, TLU stand by actuator electrical power
is off.
R - PA must be used for pax instructions because cabin signs are not supplied in
R emergency.
Model : 102-202-212
P1 250
ELECTRICAL SYSTEM SEP 07
AA
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
R
DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Make sure that TRU arrow illuminates, BAT arrows extinguish.

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : NAV lights switch set to ON position is necessary to provide IEP
illumination.
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER/SHAKER FAULT PROCEDURE . . . . . . . . . . . . . . . . APPLY
SIDE WINDOWS ANTI-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ADC 1
ATC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET to ATC 1
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD
F When TLU LO SPD illuminates
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION : Avoid large rudder input if IAS above 180 kt.
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED to open position allows to recover green
hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Mod : 1603 + 4116 + 4366

P2 200
ELECTRICAL SYSTEM JUL 99
AA
COMMENTS
- Safety analysis leads us to consider the case when the DUAL DC GEN LOSS is due
to :
. Single engine operation,
. DC GEN inoperative on the operating engine.
In such a case, HYD GREEN PUMP has to be set to OFF position in order not to
overload the ACW GEN of the remaining engine.
- Selecting TRU ON allows to recover EMER, ESS and STBY (AC and DC) buses supply
from ACW generators.
- HYD X FEED is opened in order to pressurize the whole hydraulic system from blue
pump.
- Minimum cabin light must be switched OFF to limit the electrical load of the TRU.
- As DC BUS 1 is lost, automatic pressurization is lost.
- Both stick pusher and stick shaker are lost without FAULT alarm.
- DC STBY BUS undervoltage may occur due to a failure of the STBY BUS system
circuit. In this event, the OVRD function may be used to transfer the STBY BUS supply
from the MAIN BAT BUS to the EMER BAT BUS.
R - TLU AUTO mode is lost and MAN MODE must be used.
R MAN MODE acts on TLU standby actuator which remains powered even if TLU is in LO
R SPD established position.
R When TLU SW is set to AUTO position, TLU standby actuator electrical power is off.
R - PA must be used for pax instructions because cabin signs are not supplied in
R emergency.
Mod : 1603 + 4116

P1 001
MISCELLANEOUS SEP 13
AA
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD
R GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R ATC (VHF1 / HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- Oxygen may be used with N/100 % rocker in N position if air in the cabin is not
contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight
controls with care and reduce speed as appropriate. Landing gear may be extended in
order to increase rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the
event ATC cannot be contacted, select code A77 or transmit the distress message on
one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is
- CL are selected MAX RPM to increase drag and consequently to increase the rate of
descent.
P2 100
DITCHING
PROCEDURE
DITCHING
S Preparation (time permitting)

ATC (VHF1 or HF ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harness locked.
AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
S Approach
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
HYD AUX PUMP pusbutton (pedestal) . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
S 30 secondes before impact or 1250 ft above sea level
DITCH pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before ditching (200 ft)
MINIMIZE IMPACT SLOPE
OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : In case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (avoiding loss
of landing lights during flare out).
S After ditching
Note : After ditching, one aft door will be under the water line.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
S Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Models : 102-- 202-- 212

P1 150
AA
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD
R GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R ATC(VHF1 / HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- Oxygen may be used with N/100 % rocker in N position if air in the cabin is not
contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight
controls with care and reduce speed as appropriate. Landing gear may be extended in
order to increase rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the
event ATC cannot be contacted, select code A77 or transmit the distress message on
one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is
- CL are selected 100% OVRD to increase drag and consequently to increase the rate of
descent.
Mod : 3973 or 4371 or 4457

P2 500
DITCHING
PROCEDURE
DITCHING

ATC (VHF1 or HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
S Approach
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD AUX PUMP pushbutton(pedestal) . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
S 30 secondes before impact or 1250 ft above sea level
DITCH pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before ditching (200 ft)
MINIMIZE IMPACT SLOPE
OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_
Note : In case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (avoiding loss
of landing lights during flare out).
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S After ditching
Note : After ditching, one aft door will be under the water line.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Model: 212A
P4 001
MISCELLANEOUS JUL 99
AA
R AIRCRAFT ATTITUDE IN CASE OF DITCHING
Note : This illustration is given as an example. It is not necessary the LH wing which
is down.
P5 100
FORCED LANDING
PROCEDURE
FORCED LANDING

ATC (VHF1 or HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
S Approach
HYD AUX PUMP pusbutton (pedestal) . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before impact (200 ft)
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (avoiding loss of
landing lights during flare out).
S After impact, when A/C stopped
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Models : 102-- 202-- 212

P5 500
FORCED LANDING
PROCEDURE
FORCED LANDING

ATC (VHF1 or HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR (if TAWS installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
S Approach
HYD AUX PUMP pushbutton (pedestal) . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before impact (200 ft)
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Note : in case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (avoiding loss of
landing lights during flare out).
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S After impact, when A/C stopped

AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Model: 212A
P7 001
MISCELLANEOUS OCT 09

R PROCEDURE
AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE

AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EVACUATION (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
Careful analysis is required to decide passenger evacuation, however useful time
should not be wasted.
Notify ATC on the nature of the emergency and state intentions. Only VHF 1 is available on
battery.
On battery, only PA is available to communicate with cabin crew.
P 08 001
MISCELLANEOUS NOV 11
BOMB ON BOARD
PROCEDURE
BOMB ON BOARD
R AUTO PRESS-- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . CABIN ALTITUDE
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE
AVOID LOAD FACTORS
HANDLE BOMB CAREFULLY - AVOID SHOCKS
D When Z aircraft = Z cabin
APPROACH CONFIG (FLAPS 15 GEAR DOWN) . . . . . . . . . . . . . . SELECTED
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO
THE DOOR HANDLE.
SURROUND IT WITH DAMPING MATERIAL
CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . MOVE FORWARD
PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION
LAND ASAP
P9 050
AA
SEVERE ICING
R MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If an unusual roll response or uncommanded roll control movement is

observed :
Push firmly on the control wheel
R FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND 15
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H If the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
STEEP SLOPE APPROACH (²4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
R APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15
APP SPEED . . . . . . . . . . . “REDUCED FLAPS 15 LDG icing speeds” + 5 kt
Multiply landing distance FLAPS 30 by 2.12
DETECTION
Visual cue identifying severe icing is characterized by ice covering all or a substantial
part of the unheated portion of either side window
and / or
Unexpected decrease in speed or rate of climb
and / or
. Water splashing and streaming on the windshield
. Unusually extensive ice accreted on the airframe in areas not normally observed to
collect ice
. Accumulation of ice on the lower surface of the wing aft of the protected areas
. Accumulation of ice on propeller spinner farther aft than normally observed
The following weather conditions may be conducive to severe in-- flight icing :
. Visible rain at temperatures close to 0_C ambient air temperature (SAT)
. Droplets that splash or splatter on impact at temperatures close to 0_C ambient air
temperature (SAT)
Eng : PW127
P 10 001
AA
COMMENTS
- Since the autopilot may mask tactile cues that indicate adverse changes in handling
R characteristics, use of the autopilot is prohibited when the severe icing defined above
exists, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
- Due to the limited volume of atmosphere where icing conditions usually exists, it is
possible to exit those conditions either :
. by climbing 2000 or 3000 ft, or
. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.
P9 500
AA
SEVERE ICING
MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PL 1 +2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If an unusual roll response or uncommanded roll control movement is

observed :
Push firmly on the control wheel
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND 15
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H For approach, if the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
STEEP SLOPE APPROACH (²4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15
APP SPEED . . . . . . . . . . . “REDUCED FLAPS 15 LDG icing speeds” + 5 kt
Multiply landing distance FLAPS 30 by 2.12
DETECTION
Visual cue identifying severe icing is characterized by ice covering all or a substantial
part of the unheated portion of either side window
and / or
Unexpected decrease in speed or rate of climb
and / or
. Water splashing and streaming on the windshield
. Unusually extensive ice accreted on the airframe in areas not normally observed to
collect ice
. Accumulation of ice on the lower surface of the wing aft of the protected areas
. Accumulation of ice on propeller spinner farther aft than normally observed
The following weather conditions may be conducive to severe in-- flight icing :
. Visible rain at temperatures close to 0_C ambient air temperature (SAT)
. Droplets that splash or splatter on impact at temperatures close to 0_C ambient air
temperature (SAT)
Eng: PW127F / PW127M

P 10 001
AA
COMMENTS
- Since the autopilot may mask tactile cues that indicate adverse changes in handling
R characteristics, use of the autopilot is prohibited when the severe icing defined above
exists, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
- Due to the limited volume of atmosphere where icing conditions usually exists, it is
possible to exit those conditions either :
. by climbing 2000 or 3000 ft, or
. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.
P 11 100
RECOVERY AFTER STALL OR

ABNORMAL ROLL CONTROL
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY

H If flaps 0_ configuration
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If flaps are extended
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Note: This procedure is applicable regardless the LDG GEAR position is
(DOWN or UP).
Eng : PW127
P 12 100

ALERT
In case of disagreement between both ADC, AP (if engaged) disconnects being unable to
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is
displayed on ADU.
To make the difference with an isolated drifting (See the procedure DADC DATA INVALID
- ADU message 2.05.10 p2), here the three airspeed indicators are drifting, and indicate
erroneous airspeed.
PROCEDURE

R AP/YD/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/OFF/STBY
PITCH AND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
H If take off or GA below 1500 ft
PITCH IMMEDIATELY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
ICING / VISIBLE VOLCANIC ASHES CONDITIONS . . . . . . . . . . . . . . . . ESCAPE
PROBE HEATING, DE--/ANTI--ICING . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING: respect STALL alarm.
Note: Use any GPS Speed information if available.
F Take off phase, at or above acceleration altitude
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT LEAST 30 SECONDS
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0_
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
Note: Use climb table here after to adjust pitch if required.
AFTER TAKE OFF normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LAND AT THE NEAREST SUITABLE AIRPORT
F Climb
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 86%
Altitude (ft) 5000 10000 15000 20000
Normal conditions pitch 7° 5° 4° 3°
Icing conditions
6° 4° 3° 2°
pitch
.../...
Eng: PW127
P 11 500
RECOVERY AFTER STALL OR

ABNORMAL ROLL CONTROL
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY

H If flaps 0_ configuration
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If flaps are extended
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Note: This procedure is applicable regardless the LDG GEAR position is
(DOWN or UP).
Model: 212A
P 12 500

ALERT
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is
displayed on ADU.
To make the difference with an isolated drifting (See the procedure DADC DATA INVALID
- ADU message 2.05.10 p2), here the three airspeed indicators are drifting, and indicate
erroneous airspeed.
PROCEDURE

R AP/YD/FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/OFF/STBY
PITCH AND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
H If take off or GA below 1500 ft
PITCH IMMEDIATELY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
ICING / VISIBLE VOLCANIC ASHES CONDITIONS . . . . . . . . . . . . . . . . ESCAPE
PROBE HEATING, DE--/ANTI--ICING . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING: respect STALL alarm.
Note: Use any GPS Speed information if available.
F Take off phase, at or above acceleration altitude
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT LEAST 30 SECONDS
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0_
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
AFTER TAKE OFF normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LAND AT THE NEAREST SUITABLE AIRPORT
F Climb
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
Altitude (ft) 5000 10000 15000 20000
Normal conditions pitch 7 5 4 3
Icing conditions
6 4 3 2
pitch
.../...

P 13 100
UNRELIEABLE AIRSPEED INDICATION (cont’d)

.../..
F Cruise
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
Note: Average pitch in cruise is around 0°.
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
F Descent
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT --2.5°
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 30% TQ
DESCENT normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F Initial approach
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
APPROACH normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : Transition from clean configuration to LDG configuration is to be
performed in level flight -- REFER TO ALTIMETER -- (if possible 30 seconds be-
tween each step).
NOTE: Refer to following tables to adjust TQ:
Aircraft configuration TQ (Altitude of 3000ft)

-- Average speed 14 T 18 T 22 T
Flaps 0° -- 180 kt 40% 40% 45%
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15°
Flaps 15° -- 150 kt 35% 35% 40%
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30°
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
Flaps 30° -- 130 kt 45% 45% 50%
F Final Approach
. PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 35% TQ .
BEFORE LANDING normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
NOTE: Set an average pitch of --5° for a 3° slope approach.
COMMENTS
- Drift of all the airspeed indications occurs if pitots are partially or fully obstructed.
- This obstruction may be due to the severe icing or volcanic ashes.
- NEVER REENGAGE the autopilot and/or the yaw damper. The autopilot computer uses
the airspeed data to compute the deflection of the rudder. With an erroneous airspeed, the
autopilot orders inappropriate deflections of the rudder, which can lead to severe
structural damages and lost of control of the aircraft.
- The stall alert is triggered with the angle of attack, and has to be respected
Eng: PW127
P 13 500
UNRELIEABLE AIRSPEED INDICATION (cont’d)

.../..
F Cruise
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
Note: Average pitch in cruise is around 0°.
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
F Descent
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT --2.5°
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 30% TQ
DESCENT normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F Initial approach
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
APPROACH normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : Transition from clean configuration to LDG configuration is to be
performed in level flight -- REFER TO ALTIMETER -- (if possible 30 seconds be-
tween each step).
NOTE: Refer to following tables to adjust TQ:
Aircraft configuration TQ (Altitude of 3000ft)

-- Average speed 14 T 18 T 22 T
Flaps 0° -- 180 kt 35% 45% 50%
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15°
Flaps 15° -- 150 kt 35% 40% 45%
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30°
Flaps 30° -- 130 kt 45% 45% 50%
F Final Approach
. PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 35% TQ .
BEFORE LANDING normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
NOTE: Set an average pitch of --5° for a 3° slope approach.
COMMENTS
- Drift of all the airspeed indications occurs if pitots are partially or fully obstructed.
- This obstruction may be due to the severe icing or volcanic ashes.
- NEVER REENGAGE the autopilot and/or the yaw damper. The autopilot computer uses
the airspeed data to compute the deflection of the rudder. With an erroneous airspeed, the
autopilot orders inappropriate deflections of the rudder, which can lead to severe
structural damages and lost of control of the aircraft.
- The stall alert is triggered with the angle of attack, and has to be respected

PROCEDURES FOLLOWING FAILURE 2.05.00
P1 001
CONTENTS SEP 10
2.05.00 CONTENTS
2.05.02 POWER PLANT

SINGLE ENG OPERATION
START FAULT
X START FAIL
ABNORMAL PARAMETERS DURING START
EXCESSIVE ITT DURING START
NO ITT IND DURING START
NO NH DURING START
R ENG NAC OVHT
ABNORMAL ENG PARAMETERS IN FLIGHT
FIRE LOOP FAULT
ABNORMAL PROP BRK (If applicable)
ENG RESTART IN FLIGHT
ENG STALL
ONE EEC FAULT
BOTH EEC FAULT
ENG FLAME OUT
IDLE GATE FAIL
SYNPHR FAIL (If applicable)
CL’S PNEUMATIC ACTUATOR BLOCKING (If applicable)
R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS
(If applicable)
PEC SGL CH (If applicable)
PEC FAULT (If applicable)
LO PITCH IN FLIGHT
ENG OVER LIMIT
PROP OVER LIMIT
ENG OIL TEMP BELOW 45_C
ENG OIL TEMP HIGH
ENG OIL LO PR
ENG BOOST FAULT (if applicable)
2.05.03 FUEL
FUEL ABNORMAL TEMP
FUEL CLOG
FEED LO PR
FUEL LO LVL
FUEL LEAK
P2 001
CONTENTS OCT 09

DC BUS 1 OFF
DC BUS 2 OFF
AC BUS 1 OFF / AC BUS 2 OFF
ACW BUS 1 OFF / ACW BUS 2 OFF
ACW TOTAL LOSS
DC ESS BUS OFF
DC EMER BUS OFF
DC GEN FAULT
INV FAULT
ACW GEN FAULT
DC SVCE/UTLY BUS SHED
BAT CHG FAULT
DUAL BAT CHG LOSS
BAT DISCHARGE IN FLIGHT (If applicable)
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS
2.05.05 HYDRAULIC
HYD LO LVL
BOTH MAIN HYD PUMPS LOSS
BOTH HYD SYS LOSS
HYD LO PR / HYD OVHT
FLAPS UNLK
FLAPS JAM / UNCOUPLED / ASYM
REDUCED FLAPS LANDING
STICK PUSHER / SHAKER FAULT
PITCH TRIM ASYM (LOCAL LIGHT)
PITCH TRIM INOPERATIVE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL
PITCH DISCONNECT
PITCH RECONNECTION ON GROUND (If applicable)
TLU FAULT
AIL LOCK LIT (If applicable)
ELEVATOR JAM
AILERON JAM / SPOILER JAM
RUDDER JAM
2.05.07 LANDING GEAR

LDG GEAR GRAVITY EXTENSION
LANDING WITH ABNORMAL LDG GEAR
LDG GEAR UNSAFE INDICATION
LDG GEAR RETRACTION IMPOSSIBLE
ANTI-- SKID FAULT
BRK TEMP HOT
P1 500
CONTENTS SEP 13
2.05.00 CONTENTS
2.05.02 POWER PLANT

START FAULT
X START FAIL
NO ITT IND DURING START
NO NH DURING START
ENG NAC OVHT
FIRE LOOP FAULT
ENG STALL
ONE EEC FAULT
BOTH EEC FAULT
ENG FLAME OUT
IDLE GATE FAIL
SYNPHR FAIL (If applicable)
CL’S PNEUMATIC ACTUATOR BLOCKING (If applicable)
UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS
(If applicable)
PEC SGL CH (If applicable)
PEC FAULT (If applicable)
LO PITCH IN FLIGHT
ENG OVER LIMIT
PROP OVER LIMIT
ENG OIL TEMP HIGH
ENG OIL LO PR
ENG BOOST FAULT (if applicable)
2.05.03 FUEL
FUEL ABNORMAL TEMP
FUEL CLOG
R FUEL FEED LO PR
FUEL LO LVL
FUEL LEAK
Model: 212A
P2 001
CONTENTS OCT 09

DC BUS 1 OFF
DC BUS 2 OFF
ACW TOTAL LOSS
DC ESS BUS OFF
DC EMER BUS OFF
DC GEN FAULT
INV FAULT
ACW GEN FAULT
BAT CHG FAULT
DUAL BAT CHG LOSS
BAT DISCHARGE IN FLIGHT (If applicable)
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS
2.05.05 HYDRAULIC
HYD LO LVL
BOTH HYD SYS LOSS
FLAPS UNLK
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL
PITCH DISCONNECT
PITCH RECONNECTION ON GROUND (If applicable)
TLU FAULT
AIL LOCK LIT (If applicable)
ELEVATOR JAM
RUDDER JAM
2.05.07 LANDING GEAR

ANTI-- SKID FAULT
BRK TEMP HOT
P3 001
CONTENTS OCT 08
2.05.08 AIR
BLEED VALVE FAULT
BLEED OVHT
BLEED LEAK
X VALVE OPEN
PACK VALVE FAULT
BOTH PACK VALVES FAULT
RECIRC FAN FAULT
DUCT OVHT
EXCESS CAB ALT
AUTO PRESS FAULT
R EXCESS CAB nP
AVIONICS VENT EXHAUST MODE FAULT
OVBD VALVE FAULT
R 2.05.09 DE/ANTI ICE

AFR AIR BLEED FAULT
DE-- ICING AIR FRAME FAULT
DE-- ICING MODE SEL FAULT
MODE SEL AUTO FAULT (If applicable)
ICE DETECT FAULT
R DE-- / ANTI-- ICING ENG FAULT
ANTI-- ICING PROP FAULT
ANTI-- ICING HORNS FAULT
SIDE WINDOW / WINDSHIELD HTG FAULT
PROBES HTG FAULT
2.05.10 AUTOPILOT
AILERON MISTRIM (ADU MESSAGE)
or EXCESSIVE LATERAL TRIM REQUIRED
or ABNORMAL FLIGHT CHARACTERISTICS
PITCH MISTRIM (ADU MESSAGE)
PITCH TRIM FAIL (ADU MESSAGE) (If applicable)
DADC DATA INVALID (ADU message)
R 2.05.11 AIRCRAFT PERFORMANCE MONITORING

Refer to 2.02.21
P4 001
CONTENTS SEP 10
2.05.12 AVIONICS
AUDIO SEL FAULT
AHRS A/ERECT FAIL
EFIS COMP
ADC SW FAULT
ADU FAILURE
ADC FAULT
AHRS FAIL
SGU FAIL
CRT FAIL
2.05.13 MISCELLANEOUS
COCKPIT DOOR CONTROL PANEL FAULT (If installed)
LOSS OF RADIO ALTIMETER INFORMATION
R SMK DET FANS FAULT
DOORS UNLK IN FLIGHT
COCKPIT WINDOW CRACKED
OXYGEN LO PR
2.05.14 MFC
MFC 1A FAULT
MFC 1B FAULT
MFC 2A FAULT
MFC 2B FAULT
MFC 1A+1B FAULT
MFC 1A+2A FAULT
MFC 1A+2B FAULT
MFC 1B+2A FAULT
MFC 2A+2B FAULT
MFC 1B+2B FAULT
P1 001
INTRODUCTION APR 08
GENERAL
The procedures following failures represent the actions applicable after a failure to ensure
adequate dafety and to ease the further conduct of the flight. They are applied according
to the “Read and Do” principle except for the memory items.
PRESENTATION
The procedures are presented in the basic check list format with an adjacent expanded
section which provides:
- indication of the particular failure, alert condition
- explanation for actions where the reason is not self evident
- additional background information
The abbreviations used are identical with the nomenclature on the cockpit panels. All
actions are printed in CAPITAL letters.
R Q : a preceding black square is used to identify a pre-- condition (in bold) for given
action(s).
R O : a preceding black dot is used to indicate the moment (in bold) when given action(s)
have to be applied.
TASK SHARING
For all procedures, the general task sharing stated below is applicable.
The pilot flying remains pilot flying throughout the procedure.
PF, Pilot Flying, responsible for:
- PL
- flight path and airspeed control
- aircraft configuration
- navigation
PNF, Pilot Non Flying, responsible for:
- check list reading
- execution of required actions
- actions on overhead panel
- CL
- communications
The AFCS is always coupled to the PF side (CPL selection).
P2 001
INTRODUCTION OCT 09
PROCEDURE INITIATION
- No action will be taken apart from depressing MC / MW pushbuttons:
. until flight path is stabilized
. under 400 ft above runway except propeller feathering after engine failure during
approach at reduced power if go around is considered
- At flight crew discretion, one RESET of a system failure associated to an amber caution
may be performed by selecting OFF then ON related pushbutton. If the failure alert
disappears, continue normal operation and RECORD the event in the maintenance
log. If not, APPLY the associated following failure procedure.
- Before performing a procedure, the crew must assess the situations as a whole, taking
into consideration the failures, when fully identified, and the constraints imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
CCAS
When TO INHI has been selected, until the first leg of landing gear unlocks, all alerts are
inhibited except:
R WARNING
- ENG 1 FIRE
- ENG 2 FIRE
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- EXCESS CAB ∆P
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- MAINT PANEL
P1 001
POWER PLANT OCT 09
AA
PROCEDURE

LAND ASAP
CL operating engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM

R PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R APM (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
● When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
● For approach
MAX APPROACH SLOPE for Steep Slope Approach 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA
Note: Refer to QRH page (4.64) to determine 1.1VMCA.
Note: At touch down, do not reduce below FI before nose wheel is on the ground.
COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.
- For approach and landing, comply with Procedures and Techniques, Flight Patterns
sub-- section 2.02.10.
P2 001
POWER PLANT APR 08
AA
START FAULT
ALERT
Start sequence incident - MC light flashing amber SC
- ENG amber light on CAP
- associated START FAULT
- amber light on overhead panel
START FAULT
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
Q If above 45 % NH
START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED
X START FAIL
ALERT
On ground, during second - MC light flashing amber SC
engine start, operative DC - ELEC amber light on CAP
GEN does not come on line to - X START FAIL amber light on
supply the START BUS - overhead panel
between 10 % and 45 % NH
PROCEDURE
X START FAIL
CONTINUE NORMAL ENGINE START
INFORM MAINTENANCE
P1 500
POWER PLANT OCT 09
AA
PROCEDURE

LAND ASAP
R PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT

FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R APM (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
● When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
● For approach
MAX APPROACH SLOPE for Steep Slope Approach 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL live engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA
Note: Refer to QRH page 4.64 to determine 1.1VMCA.
Note: At touch down, do not reduce below FI before nose wheel is on the ground.
COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.
- For approach and landing, comply with Procedures and Techniques, Flight Patterns
sub-- section 2.02.10.
Mod. : 3973 or 4371 or 4457

P2 001
POWER PLANT APR 08
AA
START FAULT
ALERT
Start sequence incident - MC light flashing amber SC
- associated START FAULT
- amber light on overhead panel
START FAULT
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
Q If above 45 % NH
START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED
X START FAIL
ALERT
On ground, during second - MC light flashing amber SC
engine start, operative DC - ELEC amber light on CAP
GEN does not come on line to - X START FAIL amber light on
supply the START BUS - overhead panel
between 10 % and 45 % NH
PROCEDURE
X START FAIL
CONTINUE NORMAL ENGINE START
INFORM MAINTENANCE
P3 001
POWER PLANT APR 08
AA
PROCEDURE

Q If ITT tends to exceed 900_C, or no ITT, or no NH
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
Then refer to the relevant procedure:
Q EXCESSIVE ITT DURING START procedure (2.05.02 page 3)
Q NO ITT DURING START procedure (2.05.02 page 4)
Q NO NH DURING START procedure (2.05.02 page 4)

ALERT
A hot start may be recognized by :
- Rapid ITT increase,
- NH slow increase,
- Exhaust flames may be reported by ground crew.
The maximum authorized temperature during engine start is 950_C
(refer to 2.01.04 page 2 for detailed limitation).
PROCEDURE

O When NH below 30 %
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
O After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
CAUTION: If ITT exceeds 950_C, maintenance action is due.
Note: BLEED VALVE may be selected OFF in order to reduce ITT.
P4 001
POWER PLANT OCT 08
AA
NO ITT DURING START
PROCEDURE
NO ITT DURING START

O After 30 seconds, to allow fuel draining
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
O After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
NO NH DURING START
PROCEDURE
NO NH DURING START
Note : On BAT only, OIL PRESS IND is not available.
R ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . START A or START B
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
O After 10 seconds
Q If OIL pressure increases
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Continue START procedure, being informed NH indicator is inoperative.
Q If OIL pressure does not increase
Suspect starter motor failure. Maintenance action is due.
P5 001
POWER PLANT SEP 10
AA
R ENG NAC OVHT
ALERT
Nacelle temperature exceeds - MW flashing red CRC
170°C (338°F) when aircraft is - NAC OVHT red light on CAP
on ground
PROCEDURE
R ENG NAC OVHT

■ If during hotel mode operation (when applicable)
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
■ If during taxi
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER
■ If unsuccessful within 30 seconds
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- In case of tailwind component greater than 10 kt and just after engine start, propeller
must be unfeathered rapidly to take advantage of the wind created by propeller
rotation and consequently to avoid exhaust gas return flow in the nacelle.
- When taxiing with tail wind component, use of reverse requires special care as air flow
created by propeller reversing combined with tail wind will induce an exhaust gas
return flow which may damage the nacelle. It is consequently recommended not leave
PL in reverse position for any period of time exceeding 10 seconds.
- NAC OVHT alert is inhibited when both wow systems detect aircraft airborne.
P6 001
POWER PLANT SEP 10
AA

PROCEDURE

J If Intermittent fluctuations or unrealistic steady indication
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When adequate flight situation
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If successful
ONE EEC FAULT procedure (2.05.02 page10) . . . . . . . . . . . . . . . APPLY
J If unsuccessful
- or - J If TQ = 0% and NP < 77%
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
SINGLE ENG OPERATIONS procedure (2.05.02 page1) . . . . . . . APPLY
J If “---” indication on the torque digital counter (only for PW127- PW127F-
PW127M)
AVOID SUDDEN PL MOVEMENTS
COMMENTS
- AFU provides TQ indication to the cockpit intruments. (needle).
- Untimely TQ indication drop lasting more than 2.15 seconds will induce an ATPCS
sequence if ATPCS was already armed.
- With engine at high power, a spurious ATPCS sequence would provoke an automatic
feathering and a very significant overtorque deselecting ATPCS will avoid such a
possibility.
- With no reliable TQ indication, engine power monitoring is assured on the affected
engine through NH / NP indications.
- Refer to 2.02.11 page 2.
FIRE LOOP FAULT

PROCEDURE
FIRE LOOP FAULT

LOOP AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
P7 001
POWER PLANT APR 08
AA
ALERT
Propeller brake not locked in - UNLK red light on overhead panel CRC
full locked or in full released - MW + PROP BRK red light on CAP
pposition - or-- - or-- with action on PROP BRK SW :
P
Propeller
ll brake
b k engagedd andd - UNLK red light on overhead panel then
GUST LOCK released after 30 seconds
(depending on models) - MW + PROP BRK red light on CAP
PROCEDURE

J If on ground
J If unexpected propeller rotation
- or - J If local UNLK and CCAS PROP BRK alert
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
MAINTENANCE ACTION REQUIRED
J If CCAS PROP BRK alert only
J If GUST LOCK ON
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If DC and AC GPU are not available
ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F When READY light illuminates
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If GUST LOCK OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F According to operational situation
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED
J If in flight
CONTINUE NORMAL OPERATION
ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
P8 001
POWER PLANT APR 08
AA
PROCEDURE
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCT-
position before engine restart in order to cancel propeller feathering.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . START A & B
EEC PB . . . . . . . . . . . . . . . . RESET if necessary or DESELECT if FAULT persists
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F At 10 % NH
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL THEN PL . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
COMMENTS
- Engine relighting in flight is only guaranteed within the envelope and always
necessitate starter assistance.
- The power may be restored immediately after relighting provided OIL TEMP > 0°C.
- Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition
OFF and allow engine to be ventilated for 30 seconds minimum prior to making
another attempt.
P7 001
POWER PLANT APR 08
AA
ALERT
Propeller brake not locked in - UNLK red light on overhead panel CRC
full locked or in full released - MW + PROP BRK red light on CAP
pposition - or-- - or-- with action on PROP BRK SW :
P
Propeller
ll brake
b k engagedd andd - UNLK red light on overhead panel then
GUST LOCK released after 30 seconds
(depending on models) - MW + PROP BRK red light on CAP
PROCEDURE

J If on ground
J If unexpected propeller rotation
- or - J If local UNLK and CCAS PROP BRK alert
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If CCAS PROP BRK alert only
J If GUST LOCK ON
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If DC and AC GPU are not available
ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F When READY light illuminates
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If GUST LOCK OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F According to operational situation
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED
J If in flight
CONTINUE NORMAL OPERATION
ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
P8 500
POWER PLANT APR 08
AA
PROCEDURE
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCT-
position before engine restart in order to cancel propeller feathering.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . START A & B
EEC PB . . . . . . . . . . . . . . . . RESET if necessary or DESELECT if FAULT persists
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F At 10 % NH
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
COMMENTS
- Engine relighting in flight is only guaranteed within the envelope and always
necessitate starter assistance.
- The power may be restored immediately after relighting provided OIL TEMP > 0°C.
- Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition
OFF and allow engine to be ventilated for 30 seconds minimum prior to making
another attempt.
Mod : 3973 or 4371 or 4457

P9 001
POWER PLANT APR 08
AA
ENG STALL
ALERT
An engine stall may be recognized by :
- varying degrees of abnormal engine noise (rumbling bangs)
- fluctuating engine parameters
- abnormal PL response
- rapid ITT increase
PROCEDURE
ENG STALL
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If abnormal engine parameters
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY
J If normal engine parameters
DE-- / ANTI-- ICING ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLOWLY ADVANCE
J If stall recurs
Reduce thrust and operate below the stall threshold
J If stall does not recur
Continue engine operation
P 10 001
POWER PLANT SEP 10
ONE EEC FAULT

ALERT
EEC failure - MC light flashing amber SC
- associated EEC FAULT amber light on central
panel
PROCEDURE
ONE EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT DESELECT EEC FLASHING.
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successful
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
J If unsuccessful
. . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLE WITH CARE
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
F After landing
TAXI WITH THE AFFECTED ENGINE FEATHERED
R Note: ACW BTC must be check closed in order to avoid the loss of ACW
bus on ground
COMMENTS
Refer to 2.05.02 page 12.
P9 050
POWER PLANT APR 08
AA
ENG STALL
ALERT
An engine stall may be recognized by :
- varying degrees of abnormal engine noise (rumbling bangs)
- fluctuating engine parameters
- abnormal PL response
- rapid ITT increase
PROCEDURE
ENG STALL
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If abnormal engine parameters
J If normal engine parameters
DE-- / ANTI-- ICING ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLOWLY ADVANCE
J If stall recurs
Reduce thrust and operate below the stall threshold
J If stall does not recur
Continue engine operation
Mod : 4111
P 10 500
POWER PLANT SEP 10
AA
ONE EEC FAULT

ALERT
EEC failure - MC light flashing amber SC
- associated EEC FAULT amber light on central
panel
PROCEDURE
ONE EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successful
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If unsuccessful
. . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLE WITH CARE
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
F After landing
TAXI WITH THE AFFECTED ENGINE FEATHERED
R Note: ACW BTC must be check closed in order to avoid the loss of ACW
bus on ground
COMMENTS
Mod : 3973 or 4371 or 4457

P 11 001
POWER PLANT APR 08
BOTH EEC FAULT

ALERT
Both EEC failure - MC light flashing amber SC
- EEC FAULT amber light(s) on central panel
PROCEDURE
BOTH EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If EEC 1 + 2 recovered
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
J If only one EEC recovered
ONE EEC FAULT procedure (2.05.02 page 10) . . . . . . . . . . . . . . . . . APPLY
J If no EEC recovered
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
. . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLES WITH CARE
TQ IND ENG 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
F After landing
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
CAUTION: Reverse power is reduced.
Both main HYD pumps will be at low speed.
TAXI ON BOTH ENGINES,
HANDLE THROTTLES WITH CARE
COMMENTS
P 12 001
POWER PLANT APR 08
ONE EEC FAULT / BOTH EEC FAULT (CONT’D)

COMMENTS in common for both procedures
- For aircraft fitted with MAN IGN PB only : with EEC OFF, the automatic relight is not available
on affected engine(s).
- For PW124 only : with EEC OFF, HBV is inoperative. This failure combined with BLEED OFF
operation may lead to engine stall which may be prevented through slow power movements,
especially when advancing PLs.
- For PW124 only : an engine stall is indicated by mild surge(s). This will normally stops without
crew action, however a slight power reduction may be considered to restore normal operation.
ONE EEC FAULT (CONT’D)
COMMENTS specific for ONE EEC FAULT
- When EEC fails, two cases must be considered :
High Power Low Power
PL set forward 52_ PL set aft of 52_ in green sector
EEC FAULT light flashes, NH is EEC FAULT comes on steady, EEC is
automatically frozen to its prior value (FAIL automatically deselected (Automatic
FIX) reversion)
- Feathering the engine with EEC failed for taxi and static operation will avoid prolonged
time in NP restricted band (propeller limitation).
BOTH EEC FAULT (CONT’D)
COMMENTS specific for BOTH EEC FAULT
- During reduction at touch down, both ACW GEN may be lost and therefore both main
HYD pumps.
- Both digital torque indications are lost when TQ are below 20%.
- For PW124 only : to avoid operating propellers in the NP restricted band, it is recommended to
taxi with one engine with NP > 65% (PL near FI).
P 11 500
POWER PLANT APR 08
BOTH EEC FAULT

ALERT
Both EEC failure - MC light flashing amber SC
- EEC FAULT amber light(s) on central panel
PROCEDURE
BOTH EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If EEC 1 + 2 recovered
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
J If only one EEC recovered
ONE EEC FAULT procedure (2.05.02 page 10) . . . . . . . . . . . . . . . . . APPLY
J If no EEC recovered
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER,
HANDLING THROTTLES WITH CARE
TQ IND ENG 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
F After landing
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
CAUTION: Reverse power is reduced.
Both main HYD pumps will be at low speed.
TAXI ON BOTH ENGINES,
HANDLE THROTTLES WITH CARE
COMMENTS
Mod : 3973 or 4371 or 4457
P 12 001
POWER PLANT APR 08
ONE EEC FAULT / BOTH EEC FAULT (CONT’D)

COMMENTS in common for both procedures
- For aircraft fitted with MAN IGN PB only : with EEC OFF, the automatic relight is not available
on affected engine(s).
- For PW124 only : with EEC OFF, HBV is inoperative. This failure combined with BLEED OFF
operation may lead to engine stall which may be prevented through slow power movements,
especially when advancing PLs.
- For PW124 only : an engine stall is indicated by mild surge(s). This will normally stops without
crew action, however a slight power reduction may be considered to restore normal operation.
ONE EEC FAULT (CONT’D)
COMMENTS specific for ONE EEC FAULT
- When EEC fails, two cases must be considered :
High Power Low Power
PL set forward 52_ PL set aft of 52_ in green sector
EEC FAULT light flashes, NH is EEC FAULT comes on steady, EEC is
automatically frozen to its prior value (FAIL automatically deselected (Automatic
FIX) reversion)
- Feathering the engine with EEC failed for taxi and static operation will avoid prolonged
time in NP restricted band (propeller limitation).
BOTH EEC FAULT (CONT’D)
COMMENTS specific for BOTH EEC FAULT
- During reduction at touch down, both ACW GEN may be lost and therefore both main
HYD pumps.
- Both digital torque indications are lost when TQ are below 20%.
- For PW124 only : to avoid operating propellers in the NP restricted band, it is recommended to
taxi with one engine with NP > 65% (PL near FI).
P 13 001
POWER PLANT OCT 09
AA
ENG FLAME OUT
ALERT
An engine flame out may be recognized by :
- sudden dissymmetry
- TQ decrease
- rapid ITT decrease
PROCEDURE
ENG FLAME OUT

R
J If NH drops below 30% (no immediate relight)
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . APPLY
J If unsuccessful
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . APPLY
COMMENTS
- Shut down the engine if no immediate relight.
- The causes of engine flame out can generally be divided into two categories :
. External causes such as icing, very heavy turbulence, fuel mismanagement. These
causes, which may affect both engines can generally be easily determined and an
immediate relight can be attempted.
. Internal causes which as engine stalls or failures usually affect a single engine and are
not so easily determined. In these cases, the engine is shut down then the cause of the
flame out investigated. If it cannot be positively determined what caused the flame
out, the need for engine restart should be evaluated against the risk or further engine
damage or fire that may result from a restart attempt.
- If damage is suspected, as precautionary measure, the FIRE handle is pulled.
P 14 001
POWER PLANT APR 08
AA
IDLE GATE FAIL
ALERT
Automatic idle gate system - MC light flashing red SC
failure - IDLE GATE amber light on
CAP
- IDLE GATE FAIL amber light
on pedestal
PROCEDURE
IDLE GATE FAIL

F In flight
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
COMMENTS
- In flight, pushing idle gate lever sets the stop at FI.
- On ground, pulling the lever removes the stop and allows reduction below FI (GI and
reverse).
- One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel)
system. Other systems may be affected. Report to maintenance.
P 13 500
POWER PLANT OCT 09
AA
ENG FLAME OUT
ALERT
An engine flame out may be recognized by :
- sudden dissymmetry
- TQ decrease
- rapid ITT decrease
PROCEDURE
ENG FLAME OUT

R
J If NH drops below 30% (no immediate relight)
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . APPLY
J If unsuccessful
COMMENTS
- Shut down the engine if no immediate relight.
- The causes of engine flame out can generally be divided into two categories :
. External causes such as icing, very heavy turbulence, fuel mismanagement. These
causes, which may affect both engines can generally be easily determined and an
immediate relight can be attempted.
. Internal causes which as engine stalls or failures usually affect a single engine and are
not so easily determined. In these cases, the engine is shut down then the cause of the
flame out investigated. If it cannot be positively determined what caused the flame
out, the need for engine restart should be evaluated against the risk or further engine
damage or fire that may result from a restart attempt.
- If damage is suspected, as precautionary measure, the FIRE handle is pulled.
Mod : 4111
P 14 001
POWER PLANT APR 08
AA
IDLE GATE FAIL
ALERT
Automatic idle gate system - MC light flashing red SC
failure - IDLE GATE amber light on
CAP
- IDLE GATE FAIL amber light
on pedestal
PROCEDURE
IDLE GATE FAIL

F In flight
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
F At touch down
COMMENTS
- In flight, pushing idle gate lever sets the stop at FI.
- On ground, pulling the lever removes the stop and allows reduction below FI (GI and
reverse).
- One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel)
system. Other systems may be affected. Report to maintenance.
P 15 001
POWER PLANT APR 08
AA
SYNPHR FAIL
ALERT
Synchrophaser failure may be recognised by an noticeable beat due to RPM and/or phase
difference between the propellers.
PROCEDURE
SYNPHR FAIL
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
COMMENTS
- Syncrophaser is operative as long as NP is over 70%.
- It is inhibited when PWR MGT is in TO.
CL’S PNEUMATIC ACTUATOR BLOCKING

ALERT
Impossibility to reduce CLs from MAX RPM.
PROCEDURE

POWER MANAGEMENT SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . OUT OF TO
NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
J If air bleed is not needed
AIR FRAME AIRBLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If air bleed is needed
LATERAL PANEL, LH and/or RH “CTL MAX RPM” C/B . . . . . . . . . . . . . . . PULL
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NECESSARY
P 16 001
POWER PLANT SEP 10
AA
NOT APPLICABLE
PEC SGL CH
NOT APPLICABLE
P 15 020
POWER PLANT APR 08
AA
SYNPHR FAIL
ALERT
difference between the propellers.
or
Internal electrical fuse failure - MC light flashing red SC
- associated FAULT amber
light on center panel
PROCEDURE
SYNPHR FAIL
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
COMMENTS

ALERT
PROCEDURE

NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NECESSARY
Mod : 3797
P 16 001
POWER PLANT SEP 10
AA
NOT APPLICABLE
PEC SGL CH
NOT APPLICABLE
P 15 060
POWER PLANT APR 08
AA
SYNPHR FAIL
ALERT
difference between the propellers,
or
Internal electrical fuse failure - SYNPHR FAULT amber light NIL
illuminates on center panel
PROCEDURE
SYNPHR FAIL
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
COMMENTS

ALERT
PROCEDURE

NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS NECESSARY
Mod : 4166
P 16 001
POWER PLANT SEP 10
AA
NOT APPLICABLE
PEC SGL CH
NOT APPLICABLE
P 15 500
POWER PLANT APR 08
AA
SYNPHR FAIL
NOT APPLICABLE

NOT APPLICABLE
Mod : 3973 or 4371 or 4457

P 16 500
POWER PLANT SEP 10
AA
PROCEDURE

CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R
PEC SGL CH
ALERT
Anomaly detection on either - SGL amber light on central NIL
PEC channel panel
PROCEDURE
PEC SGL CH
DO NOT RESET PEC IN FLIGHT - NO SPECIAL CREW ACTION
ANTICIPATE A PEC FAULT AT LANDING
MAINTENANCE IS REQUIRED
COMMENTS
- In case of PEC FAULT at landing :
. do not set PLs below FI before nose wheel is on the ground
. do not use reverse on affected engine
Mod : 3973 or 4371 or 4457

P 17 001
POWER PLANT APR 08
AA
PEC FAULT
NOT APPLICABLE
P 18 001
POWER PLANT APR 08
AA
LO PITCH IN FLIGHT
ALERT
Low pitch detection in flight - MC light flashing amber SC
- Associated LO PITCH amber
light on central panel
PROCEDURE
LO PITCH IN FLIGHT
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY
COMMENTS
- If a low pitch is detected, pitch increases and returns to values which do not generate
alert. If failure still persists, pitch will decrease again which causes a cycling situation.
P 17 500
POWER PLANT OCT 09
AA
PEC FAULT
ALERT
Anomaly detection on both PEC - MC light flashing amber SC
channels - ENG amber light on CAP
- Associated FAULT light on
central panel
PROCEDURE
PEC FAULT
J If in short final approach (below 400 ft RA)

GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R F Above 400 ft or when adequate
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successful
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
J If unsuccessful
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVOID sudden PL movements
F Before landing
CL NON AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
Reverse is not available on affected side.
TAXI ON BOTH ENGINES
R Note: ACW BTC may be check closed in order to avoid the loss of ACW
R bus on ground
COMMENTS
- Expect NP blocked at 102.5% (overspeed stop)
- Do not set PLs below FI before nose wheel is on ground.
- Reverse is not available because the secondary low pitch stop retraction solenoïd is
disabled that forbids the blades to go below the low pitch protection.
- When the PEC is deenergized a NP cancel signal is sent to the EEC to cancel the EEC
NP governing mode (that controls the NP speed at 850 rpm) on ground.
- ACW may be lost if NP drops below 65.5% on the affected engine.
- CL is set to OVRD to minimize NP transient when PEC is switched OFF/RESET.
Mod : 3973 or 4371 or 4457

P 18 001
POWER PLANT APR 08
AA
LO PITCH IN FLIGHT
ALERT
Low pitch detection in flight - MC light flashing amber SC
- Associated LO PITCH amber
light on central panel
PROCEDURE
LO PITCH IN FLIGHT
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY
COMMENTS
- If a low pitch is detected, pitch increases and returns to values which do not generate
alert. If failure still persists, pitch will decrease again which causes a cycling situation.
P 19 001
POWER PLANT OCT 09
ENG OVER LIMIT

ALERT
ITT above limit in flight or on - MC light flashing amber SC
ground except at start - ENG amber light on CAP
- associated ITT caution light
on engine panel
PROCEDURE
ENG OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
R Note: BLEED VALVE may be selected OFF in order to reduce ITT
J If TQ, NH, and/or ITT still over limit and if conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
COMMENTS
- Red limits must not be deliberately exceeded.
- Check pointer and counter to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight.
P 20 100
POWER PLANT SEP 10
AA
PROP OVER LIMIT
PROCEDURE
PROP OVER LIMIT

R PL affected side . . . . . . . . . . . . . . . . . . . . . . . RETARD TO SET NP BELOW 106%
J If NP decreases below 106%
CONTINUE NORMAL FLIGHT
Note : 106% allowed to complete a flight without overshooting 73% TQ in CRZ
and 75% in CLB.
J If NP remains above 106% and conditions permit
COMMENTS
- Transients in amber sector are normal during engine acceleration.
minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to
complete a flight
Eng : PW127
P 19 001
POWER PLANT OCT 09
ENG OVER LIMIT

ALERT
ITT above limit in flight or on - MC light flashing amber SC
ground except at start - ENG amber light on CAP
- associated ITT caution light
on engine panel
PROCEDURE
ENG OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
R Note: BLEED VALVE may be selected OFF in order to reduce ITT
J If TQ, NH, and/or ITT still over limit and if conditions permit
COMMENTS
minimum power required to sustain safe flight.
P 20 500
POWER PLANT SEP 10
AA
PROP OVER LIMIT
PROCEDURE
PROP OVER LIMIT

R PL affected side . . . . . . . . . . . . . . . . . . . . . . . RETARD TO SET NP BELOW 106%
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If NP decreases below 106%
CONTINUE NORMAL FLIGHT
Note : 106% allowed to complete a flight without overshooting 73% TQ in CRZ
and 75% in CLB.
J If NP remains above 106% and conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- Transients in amber sector are normal during engine acceleration.
minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to
complete a flight
Eng : PW127F / PW127M

P 21 500
POWER PLANT APR 08
AA
PROCEDURE

J If icing conditions are expected or present
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE
ENG OIL TEMP HIGH

PROCEDURE
ENG OIL TEMP HIGH

J OIL TEMP between 125_C and 140_C
OIL TEMP AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : If OIL TEMP rise follows PL reduction, advancing PL may reduce OIL TEMP.
Note : If OIL TEMP rise occurs in steady state conditions, a power reduction should
permit a reduction in OIL TEMP.
J OIL TEMP between 125_C and 140_C more than 20 minutes
PL affected side . . . . . . . . . . RETARD TO SET MINIMUM POSSIBLE POWER
CAUTION : Flight plan must be rescheduled to minimize engine operating time in
these abnormal conditions.
J OIL TEMP above 140_C
COMMENTS
- Normal steady oil temperature is in the range 71/99_C.
- Increased power setting may reduce the OIL TEMP due to the increase of fuel flow
across the fuel/oil heat exchanger.
- If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be
suspected, if no other engine malfunction is noted. In this case reducing power may
limit temperature excursion.
Eng. : PW127 / PW127F / PW127M

P 22 001
POWER PLANT OCT 09
AA
ENG OIL LO PR
ALERT
Oil pressure drops below 40 - MW light flashing red CRC
PSI - ENG OIL red light on CAP
- OIL warning light on engine panel
PROCEDURE
ENG OIL LO PR
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If both OIL LO PR alert on CAP and local alert are activated
J If local alert only is activated
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
Once engine is shut off
R J If CONT RELIGHT is required by current flight conditions
maintain it ON as long as necessary and keep the affected engine shut off. Apply
SINGLE ENG OPERATION procedure (2.05.02 page 1)
F When CONT RELIGHT is not required by flight conditions
CONT RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
J If CCAS is activated after 30 seconds (normal warning delay)
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . APPLY
J If not
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If OIL LO PR alert only on CAP is activated
DISREGARD - INFORM MAINTENANCE
J If single engine operation required
NP of feathered engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If NP of feathered engine above 10%
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIMIT NOT TO EXCEED NP 101%
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
COMMENTS
Eng : PW124 / PW127

P 21 500
POWER PLANT APR 08
AA
PROCEDURE

J If icing conditions are expected or present
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE
ENG OIL TEMP HIGH

PROCEDURE
ENG OIL TEMP HIGH

J OIL TEMP between 125_C and 140_C
OIL TEMP AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : If OIL TEMP rise follows PL reduction, advancing PL may reduce OIL TEMP.
Note : If OIL TEMP rise occurs in steady state conditions, a power reduction should
permit a reduction in OIL TEMP.
J OIL TEMP between 125_C and 140_C more than 20 minutes
PL affected side . . . . . . . . . . RETARD TO SET MINIMUM POSSIBLE POWER
CAUTION : Flight plan must be rescheduled to minimize engine operating time in
these abnormal conditions.
J OIL TEMP above 140_C
COMMENTS
- Normal steady oil temperature is in the range 71/99_C.
- Increased power setting may reduce the OIL TEMP due to the increase of fuel flow
across the fuel/oil heat exchanger.
- If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be
suspected, if no other engine malfunction is noted. In this case reducing power may
limit temperature excursion.
Eng. : PW127 / PW127F / PW127M

P 22 500
POWER PLANT APR 08
AA
ENG OIL LO PR
ALERT
Oil pressure drops below 40 - MW light flashing red CRC
PSI - ENG OIL red light on CAP
- OIL warning light on engine panel
PROCEDURE
ENG OIL LO PR
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If both OIL LO PR alert on CAP and local alert are activated
J If local alert only is activated
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
Once engine is shut off
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
J If CCAS is activated after 30 seconds (normal warning delay)
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . . APPLY
J If not
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If OIL LO PR alert only on CAP is activated
DISREGARD - INFORM MAINTENANCE
J If single engine operation required
NP of feathered engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If NP of feathered engine above 10%
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
COMMENTS
Eng : PW127F / PW127M

P 23 001
POWER PLANT APR 08
AA
ENG OIL LO PR (CONT’D)
COMMENTS
- Engine oil low pressure is identified thanks to two low pressure detectors :
. the first one is connected to the CCAS (MW+CRC+ENG OIL red light on CAP)
. the second one is connected to the local alert (analogic oil low pressure indication +
associated red light)
- If the CONT RELIGHT (if installed) is ON when the CL is moved from FUEL SO to FTR,
the combination of a fuel flow and active igniters may lead to an unintentional relight or
to an overtemperature (ITT) condition.
- If CCAS only is activated, alert must be disregarded, oil press local alert indication
must be constantly monitored during flight.
- If local alert only is activated and provided ENG OIL low pressure alert on CCAS is
checked operative, twin engine operation should be resumed.
- NP > 10% after a shut off procedure may indicate an incomplete feathering. In this case,
the approach speed is increased to compensate the extra drag of the incompletely
feathered propeller, and, on aircraft not fitted with PEC, IAS is limited in order not to
exceed the maximum allowed NP.
P1 001
FUEL APR 08
AA
FUEL ABNORMAL TEMP
PROCEDURE
FUEL ABNORMAL TEMP

J If too high (>50_C)
Note : AVOID rapid throttle movement.
OIL TEMP AND OTHER ENGINES PARAMETERS . . . . . . . . . . . . . MONITOR
J If too low (<0_C)
Note : Use anti-- icing additive for next refueling if repair can’t be done
COMMENTS
- Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow may reduce fuel
temperature.
- Rapide throttle movement with high temperature fuel may cause surge or flame out.
- In case of too low temperature, anti icing additive is needed to prevent ice formation in
the fuel supply system. Record it in the maintenance book.
FUEL CLOG
ALERT
Clogging of the filter asso- - MC light flashing amber SC
ciated with HP pump - ENG amber light on CAP
- FUEL CLOG amber light(s) on
main panel
PROCEDURE
FUEL CLOG
J If both lights are illuminated
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If abnormal engines parameters
LAND ASAP
Note : fuel contamination may be suspected.
J If only one light is illuminated
ENGINE PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- If only one light illuminates, the crew may continue the flight or series of flight monitoring
associated engine parameters. Maintenance will perform action on the filter at the
maintenance base.
- If both lights are illuminated, the maintenance action has to be performed at the next stop.
P2 001
FUEL APR 08
AA
FEED LO PR
ALERT
Engine feed low pressure - MC light flashing amber SC
- FUEL amber light on CAP
- FEED LO PR amber light on
overhead panel.
PROCEDURE
FEED LO PR
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
ENGINE affected side . . . . . . . . . . . . . . MONITOR FOR POSSIBLE RUNDOWN
J If engine runs down or if fuel quantity decreases significantly
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
CAUTION : Do not open X FEED valve.
COMMENTS
- The illumination of FEED LO PR light associated with PUMP RUN light identifies a
LEAK in the fuel line which may lead to engine rundown.
- If engine runs down or if fuel quantity decreases significantly, affected line must be
isolated by selecting the pump OFF and by closing the fuel shut-- off valve.
- If PUMP RUN does not illuminate, pump system may be defective and a X FEED
attempt may be performed in order to restore engine supply. Max fuel unbalance has to
be considered.
P1 001
FUEL APR 08
AA
FUEL ABNORMAL TEMP
PROCEDURE
FUEL ABNORMAL TEMP

J If too high (>50_C)
Note : AVOID rapid throttle movement.
OIL TEMP AND OTHER ENGINES PARAMETERS . . . . . . . . . . . . . MONITOR
J If too low (<0_C)
Note : Use anti-- icing additive for next refueling if repair can’t be done
COMMENTS
- Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow may reduce fuel
temperature.
- Rapide throttle movement with high temperature fuel may cause surge or flame out.
- In case of too low temperature, anti icing additive is needed to prevent ice formation in
the fuel supply system. Record it in the maintenance book.
FUEL CLOG
ALERT
Clogging of the filter asso- - MC light flashing amber SC
ciated with HP pump - ENG amber light on CAP
- FUEL CLOG amber light(s) on
main panel
PROCEDURE
FUEL CLOG
J If both lights are illuminated
J If abnormal engines parameters
LAND ASAP
Note : fuel contamination may be suspected.
J If only one light is illuminated
ENGINE PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- If only one light illuminates, the crew may continue the flight or series of flight monitoring
associated engine parameters. Maintenance will perform action on the filter at the
maintenance base.
- If both lights are illuminated, the maintenance action has to be performed at the next stop.
P2 500
FUEL SEP 13
AA
FEED LO PR
ALERT
Engine feed low pressure - MC light flashing amber SC
- FUEL amber light on CAP
- FEED LO PR amber light on
overhead panel.
PROCEDURE
FUEL FEED LO PR
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
ENGINE affected side . . . . . . . . . . . . . . MONITOR FOR POSSIBLE RUNDOWN
J If engine runs down or if fuel quantity decreases significantly
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
LAND ASAP
CAUTION : Do not open X FEED valve.
COMMENTS
- The illumination of FEED LO PR light associated with PUMP RUN light identifies a
LEAK in the fuel line which may lead to engine rundown.
- If engine runs down or if fuel quantity decreases significantly, affected line must be
isolated by selecting the pump OFF and by closing the fuel shut-- off valve.
- If PUMP RUN does not illuminate, pump system may be defective and a X FEED
attempt may be performed in order to restore engine supply. Max fuel unbalance has to
be considered.
Model: 212A
P3 001
FUEL APR 08
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL amber light on CAP
- LO LVL amber light on FUEL QTY
indicator
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If both LO LVL lights ON
LAND ASAP
J If LO LVL light on one side only
FUEL LEAK procedure (2.05.03 page 4) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- Each LO LVL alert will be triggered when the fuel remaining indicated on FQI is less
than 160 kg / 352 lb.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.
P4 001
FUEL APR 08
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If excessive fuel flow was identified before engine shutdown
FUEL X FEED valve can be opened
J In all other cases, X FEED valve MUST REMAIN CLOSED
J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
P3 500
FUEL APR 08
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL amber light on CAP
- or - - LO LVL amber light on FUEL QTY
Feeder tank not full indicator
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If both LO LVL lights ON
LAND ASAP
J If LO LVL light on one side only
FUEL LEAK procedure (2.05.03 page 4) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If no leak
J If FQI < 160 kg / 352 lb
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If FQI ≥ 160 kg / 352 lb, feeder jet pump malfunction is suspected
X FEED is not necessary
FUEL COMSUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- The LO LVL alert for each side will be triggered by :
. the fuel remaining indicated on FQI, when it is less than 160 kg / 352 lb.
. the secondary low level detection system, when feeder tank is not completely full.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.
Mod : 4686 or 8148

P4 001
FUEL APR 08
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If excessive fuel flow was identified before engine shutdown
FUEL X FEED valve can be opened
J In all other cases, X FEED valve MUST REMAIN CLOSED
J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
P1 001
ELECTRICAL SYSTEM OCT 09
DC BUS 1 OFF
ALERT
R DC BUS 1 not - MC light flashing amber SC
supplied (short - ELEC amber light on CAP
circuit - DC GEN 1 FAULT, DC BUS (1) OFF, INV 1 FAULT and
protection) DC SVCE/UTLY BUS SHED amber lights on
overhead panel
PROCEDURE
DC BUS 1 OFF
DC GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DC SVCE/UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
AFFECTED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F At touch down
R
DC BUS 1 LOST EQUIPMENT LIST
Instruments, Nav and Com : Ice and Rain protection :
Weather Radar CM1 & STBY Static ports anti-- icing
Radio Altimeter CM1 Side window anti-- icing
(E)GPWS CM2 Windshield HTG Ind
GNSS (if installed) Engine :
CM1 EHSI, DME#1 FF/FU #1, FUEL TEMP #1, FUEL CLOG #1,
Autopilot : OIL PRESS, Oil TEMP #1
AFCS Computer AUTO IDLE GATE
Air : Synchrophaser (if applicable)
BLEED LEAK Ind 1 + 2 Lights :
AUTO PRESS CM1 Dome, Chartholder, Reading lights
Flight controls : CM2 Flood panel light
Stick Pusher Storm Light, ANNUNCIATOR LT TEST
CM1 Stick shaker NAV, BEACON Light
Misc :
Toilet flushing (if supplied by DC)
For more information on BUS EQUIPMENT LISTS see 1.06.60

COMMENTS
- CM1 completely loses his panel, except the EADI.
- DC SVCE/UTLY BUS pushbutton may be maintained ON with SHED illuminated in order to
keep DC UTLY BUS 2 on line.
- Stick pusher is lost.
P2 001
DC BUS 2 OFF
ALERT
supplied (short - DC GEN 2 FAULT, DC BUS (2) OFF, INV 2
circuit protection) FAULT and DC SVCE/UTLY BUS SHED
amber lights on overhead panel
PROCEDURE
DC BUS 2 OFF
DC GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADC 1
VHF 1 / ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
F After touch down
R Instruments, Nav and Comm : Ice and Rain protection :
CM2 EADI/EHSI, SGU#2, VOR/ILS/DME#2, ADF#2 CM2 Static ports anti-- icing
CM1 RMI, VHF#2 ATC#2, TCAS or T2CAS (if installed) CM2 Side window anti-- icing
ADC #2 , ALT ALERT# 2, CM2 Clock, CM2 Windshield HTG IND and Probes IND
GPS KLN90 (if installed) CM2 Wiper
CCAS: CAP amber alert except Maint PNL, Engine :
PRKG BRK, MFC FF/FU #2, FUEL TEMP #2, FUEL CLOG #2,
Air: Landing Elevation IND OIL PRESS, TEMP #2
Autopilot : ADU IDLE GATE FAIL IND
Hydraulic : Green pump, Lights :
DC AUX HYD PUMP (in automatic) CM2 Chartholder, Reading Lights
Landing Gear : Secondary IND Integrated Normal INST & PANELS lights
Flight controls : TAXI&TAKE OFF Light, Wing Lights,
STBY PITCH TRIM CTL Passenger Signs
Right STICK SHAKER, Door :
TLU auto control Doors UNLK lights, Cockpit door locking system
Fire Protection : NAC OVHT

COMMENTS
- CM1 is pilot flying due to complete loss of CM2 panel.
- HYD X FEED must be opened due to loss of GREEN HYD PUMP control.
P1 550
AA
DC BUS 1 OFF
ALERT
DC BUS 1 not - MC light flashing amber SC
circuit protection) - DC GEN 1 FAULT, DC BUS (1) OFF, INV 1 FAULT and
DC SVCE/UTLY BUS SHED amber lights on
overhead panel
PROCEDURE
DC BUS 1 OFF
DC GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
DC SVCE/UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
F At touch down
Instruments, Nav and Com : Ice and Rain protection :
Weather Radar CM1 & STBY Static ports anti-- icing
Radio Altimeter CM1 Side window anti-- icing
(E)GPWS CM2 Windshield HTG Ind
DME#1 Engine :
Air : FF/FU #1, FUEL TEMP #1, FUEL CLOG #1,
BLEED LEAK Ind 1 + 2 OIL PRESS, Oil TEMP #1
AUTO PRESS AUTO IDLE GATE
Flight controls : Lights :
Stick Pusher CM1 Dome, Chartholder, Reading lights
CM1 Stick shaker CM2 Flood panel light
Storm Light, ANNUNCIATOR LT TEST
NAV, BEACON Light
Misc :
Toilet flushing (if supplied by DC)

COMMENTS
- DC SVCE/UTLY BUS pushbutton may be maintained ON with SHED illuminated in order to
keep DC UTLY BUS 2 on line.
- Stick pusher is lost.
Mod : 4366 and (3973 or 4371 or 4457)

P2 150
AA
DC BUS 2 OFF
ALERT
supplied (short - DC GEN 2 FAULT, DC BUS (2) OFF, INV 2
circuit protection) FAULT and DC SVCE/UTLY BUS SHED
PROCEDURE
DC BUS 2 OFF
DC GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADC 1
VHF 1 / ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
F After touch down
R Instruments, Nav and Comm : Ice and Rain protection :
CM2 EADI/EHSI, SGU#2, VOR/ILS/DME#2, ADF#2 CM2 Static ports anti-- icing
CM1 RMI, VHF#2 ATC#2, TCAS or T2CAS (if installed) CM2 Side window anti-- icing
ADC #2 , ALT ALERT# 2, CM2 Clock, CM2 Windshield HTG IND and Probes IND
GPS KLN90 (if installed) CM2 Wiper
CCAS: Engine :
CAP amber alert except Maint PNL, FF/FU #2, FUEL TEMP #2, FUEL CLOG #2,
PRKG BRK, MFC OIL PRESS, TEMP #2
Air: Landing Elevation IND IDLE GATE FAIL IND
Hydraulic: Lights :
DC AUX HYD PUMP (in automatic) CM2 Chartholder, Reading Lights
Landing Gear: Integrated Normal INST & PANELS lights
Secondary IND TAXI&TAKE OFF Light, Wing Lights,
Flight controls: Passenger Signs
STBY PITCH TRIM CTL Door:
Right STICK SHAKER, Doors UNLK lights
TLU auto control Cockpit door locking system
Fire Protection:
NAC OVHT
COMMENTS
- CM1 is pilot flying due to complete loss of CM2 panel.
Mod : 4116 + 4366

P3 001
AA
ALERT
AC BUS not - MC light flashing amber SC
circuit protection) - associated INV FAULT and BUS OFF
PROCEDURE

Note : Wait for 10 seconds in order to confirm the failure.
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL THEN ON
J If unsuccessful
J If AC BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
AC BUS 1 or 2 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AC BUS 1 LOST EQUIPMENT LIST

R 115 AC BUS 1 26 AC BUS 1
BLEED LEAK DET 1 & 2 TRIMS IND
AC BUS 2 LOST EQUIPMENT LIST

115 AC BUS 1 26 AC BUS 1
GPWS CM2 ASI, VSI, ALTI
Heading RMI#1
Bearing VOR#2 & ADF#2 to RMI/SGU 1/2
Course#2 and Heading#2 Select
COMMENTS
- The DC BTC pushbutton controls also the AC BTR. The reset of this pushbutton may
help to recover the affected AC BUS.
- In case of inverter failure, the AC BUS OFF light illuminates during 10 seconds through
the BTR temporizing, then extinguishes. The AC BUS is then available. An AC BUS
failure is effective as soon as the light stays on after 10 seconds.
- In case of AC BUS 2 failure, CM1 is pilot flying due to loss of ASI, VSI and altimeter on
CM2 panel.
P4 001
ALERT
ACW BUS not - MC light flashing amber SC
circuit protection) - associated ACW GEN FAULT and ACW
BUS OFF amber lights on overhead panel
PROCEDURE
LEAVE AND AVOID ICING CONDITIONS
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
J If ACW BUS 1 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
CM1 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If ACW BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
CM2 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ACW BUS 1 or 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If any IAS discrepancy occurs
DADC DATA INVALID (ADU message) procedure (2.05.10 page 2) . . . . . APPLY
F After touch down
ACW BUS 1 LOST EQUIPMENT LIST
R Hydraulic: Ice & Rain protection:
BLUE PUMP CM1 PITOT / ALPHA / TAT Heating
Lights:: ANTI-- ICING PROP 1,
Integrated INST&PNL lights ANTI-- ICING HORNS (LH ELEV, RUD)
LEFT LAND light, LEFT and REAR strobes CM1 WINDSHIELD HTG
Miscellaneous: Toilet (If supplied by ACW)
ACW BUS 2 LOST EQUIPMENT LIST

Hydraulic: Ice & Rain protection:
GREEN PUMP CM2 PITOT / ALPHA / TAT Heating,
Lights: ANTI--ICING PROP 2
TAXI/TO lights, RIGHT LAND light ANTI--ICING HORNS (RH ELEV, AIL)
RIGHT strobe CM2 Windshield HTG, ICE DETECTOR
COMMENTS
- Monitor airspeed on non affected side due to loss of affected side pitot heating.
P5 001
AA
ACW TOTAL LOSS
ALERT
ACW total loss - MC light flashing amber SC
- ELEC amber light on CAP
- both ACW GEN FAULT and ACW BUS
OFF amber lights on overhead panel
PROCEDURE
ACW TOTAL LOSS
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CM1 and CM2 AIRSPEED INDICATORS . . . . . . . . . . . . . . . . . . MONITOR
ACW TOTAL LOSS LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . CHECK
MAIN HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG GEAR EXTENSION/RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F Before landing
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . . . . APPLY
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
ACW TOTAL LOSS LOST EQUIPMENT LIST

R Hydraulic: Ice & Rain protection:
BLUE & GREEN PUMP CM 1&2 PITOT/ALPHA/TAT Heating
Lights: ANTI-- ICING PROP 1&2, ANTI-- ICING HORNS
Integrated INST&PNL lights CM1&2 WINDSHIELD HTG
LEFT & RIGHT LAND light ICE DETECTOR
TAXI/TO lights Miscellaneous:
Toilet (If supplied by ACW)
COMMENTS
P6 001
ELECTRICAL SYSTEM APR 08
AA
ACW TOTAL LOSS (CONT’D)
COMMENTS
- Monitor airspeed indicators on non affected side due to loss of both sides pitot heating.
STBY instruments will be used as a reference.
- The HYD DC AUX PUMP allows flaps extension, maintains the nosewheel steering
and powers the emergency brake accumulator.
- If a go around has to be performed :
. landing gear will not retract
. flaps will retract with a lower speed than normal normal due to DC AUX PUMP size.
- Landing distance is multiplied by 1.5 due to loss of normal braking.
P7 001
AA
DC ESS BUS OFF
PROCEDURE
DC ESS BUS OFF

J If Cockpit Securized Doord installed
COCKPIT DOOR MANUAL BOLT(S) . . . . . . . . . . MOVE TO CLOSE POSITION
Note : Cockpit Doord Control Panel FAULT light is inoperative.
Note : When the door is locked with the manual bolt(s), the emergency access to
the cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
COMMENTS
- For DC ESS BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 9 and 10.
P8 001
AA
DC EMER BUS OFF
ALERT
DC EMER BUS no - MC light flashing amber SC
longer supplied - CAP alerts
- TQ indications loss
- VHF1 loss
- ADC FAULT light loss
PROCEDURE
DC EMER BUS OFF

DESCEND TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL 100/MEA
STBY PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
ADC SW (ADC FAULT lights lost) . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ADC 2
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If ice accretion builds up on airframe
DE-- ICING MODE SEL FAULT procedure (2.05.09 page 3) . . . . . . . . . . . APPLY
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . APPLY
ANTI-- ICING HORNS FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . APPLY
R CM1 and STBY IAS INDICATIONS . . . . . . . . . . . . . . . . . . COMPARE TO CM2
Note : Use CM2 instruments in case of disagreement.
F Before landing
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- For DC EMER BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 7 and 8.
- ACW powered blue hydraulic pump is lost. HYD X FEED must be selected to open
position to pressurize blue hydraulic circuit.
- TQ indications are lost: PLs must be set in the notch and engines monitoring must be
performed with fuel flow indications.
- Normal pitch trim is lost use stand by pitch trim.
P9 001
AA
DC GEN FAULT
ALERT
One DC generation - MC light flashing amber SC
channel inoperative - ELEC amber light on CAP
- associated DC GEN FAULT amber light
on overhead panel
PROCEDURE
DC GEN FAULT
J If OAT exceeds ISA + 25
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 MAX
COMMENTS
- If OAT exceeds ISA+25, the maximum allowed flight level is FL 200 due to ventilation
problem of the remaining DC generator.
INV FAULT
ALERT
Under/Over voltage - MC light flashing amber SC
at INV output - ELEC amber light on CAP
- associated INV FAULT amber light on
overhead panel
PROCEDURE
INV FAULT
NO SPECIFIC ACTION IN FLIGHT
COMMENTS
- After 10 seconds following INV FAULT, the AC BTC is automatically closed causing
affected AC BUS and AC STBY BUS to be supplied from the remaining inverter.
P 10 001
AA
ACW GEN FAULT
ALERT
One ACW - MC light flashing amber SC
generation channel - ELEC amber light on CAP
inoperative - associated ACW GEN FAULT amber
light on overhead panel
PROCEDURE
ACW GEN FAULT


ALERT
One DC UTLY BUS - MC light flashing amber SC
automatically shed - ELEC amber light on CAP
after a source - DC SVCE/UTLY BUS SHED amber light
overload on overhead panel
PROCEDURE

DC SVCE/UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
COMMENTS
- For DC SVCE/UTLY BUS SHED LOST EQUIPMENT LIST refer to 1.06.60 pages 12
R to 14.
- It is crew decision to select DC SVCE/UTLY BUS pushbutton OFF or not. In case this
pushbutton is selected OFF, it will :
. confirm automatic shedding of affected DC UTLY BUS
. shut off the non affected DC UTLY BUS and the DC SVCE BUS
P 11 001
AA
BAT CHG FAULT
ALERT
Incipient battery - MC light flashing amber SC
thermal runaway otr - ELEC amber light on CAP
change contactor - associated CHG FAULT amber light on
failure overhead panel
PROCEDURE
BAT CHG FAULT

CHG associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DUAL BAT CHG LOSS

ALERT
MFC failure leading - MC light flashing amber NIL
to dual battery - ELEC amber light on CAP
charge contactors - both amber arrows illuminated on
loss overhead panel
PROCEDURE
DUAL BAT CHG LOSS

MFC MODULES, one at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
J If RESET unsuccessful
LAND ASAP
Note : Minimize use of VHF 1 if conditions permit.
COMMENTS
- This case should only occur following a MFC software failure.
P 12 020
AA
BAT DISCHARGE IN FLIGHT
ALERT
Battery(ies) - MC light flashing amber SC
discharge in flight - ELEC amber light on CAP
(but DC main - Left and/or Right amber arrow(s)
sources available) illuminated on overhead panel
PROCEDURE

ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . CONT RELIGHT AS RQD
J If battery(ies) still discharging
LAND ASAP
COMMENTS
- Alarm (MC + SC + ELEC on CAP) is controlled by MFC 1B or 2B and is inhibited :
. on ground
. on BAT OVRD position
. in case of DUAL DC GEN LOSS
Mod : 3246
P 11 001
AA
BAT CHG FAULT
ALERT
Incipient battery - MC light flashing amber SC
thermal runaway otr - ELEC amber light on CAP
change contactor - associated CHG FAULT amber light on
failure overhead panel
PROCEDURE
BAT CHG FAULT

CHG associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DUAL BAT CHG LOSS

ALERT
MFC failure leading - MC light flashing amber NIL
to dual battery - ELEC amber light on CAP
charge contactors - both amber arrows illuminated on
loss overhead panel
PROCEDURE
DUAL BAT CHG LOSS

MFC MODULES, one at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
J If RESET unsuccessful
LAND ASAP
Note : Minimize use of VHF 1 if conditions permit.
COMMENTS
- This case should only occur following a MFC software failure.
P 12 500
AA
ALERT
Battery(ies) - MC light flashing amber SC
discharge in flight - ELEC amber light on CAP
(but DC main - Left and/or Right amber arrow(s)
sources available) illuminated on overhead panel
PROCEDURE

ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If battery(ies) still discharging
LAND ASAP
COMMENTS
- Alarm (MC + SC + ELEC on CAP) is controlled by MFC 1B or 2B and is inhibited :
. on ground
. on BAT OVRD position
. in case of DUAL DC GEN LOSS
Mod : 3246 + 4111

P 13 001
AA
STBY BUS AND BAT ONLY LOST EQUIPMENT LISTS
P 14 001
AA
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS (CONT’D)
P 13 550
AA
STBY BUS AND BAT ONLY LOST EQUIPMENT LISTS
Mod : 4116 + 4366

P 14 500
AA
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS (CONT’D)
Mod : 4116
P1 001
HYDRAULIC APR 08
AA
HYD LO LVL
ALERT
Tank compartment - MC light flashing amber SC
fluid quantity - HYD amber light on CAP
below 2,5 l (0,67 US - associated LO LVL amber light and LO PR
gal) amber Iight on MAIN PUMP pushbutton,
on overhead panel
PROCEDURE
HYD LO LVL
J If blue system affected
BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (CONFIRMED)
REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY
F After touch down
USE NORMAL BRAKE FOR STEERING
J If green system affected
GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
HYD SYS LOST EQUIPMENT LIST

BLUE GREEN
FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
PROP BRAKE (if installed) NORMAL BRAKE
EMER and PARKING BRAKE (on accu
only)
COMMENTS
- In case of LO LVL, X FEED remains closed and X FEED valve operation is automatically
inhibited.
- For emergency/parking brake, the brake accumulator allows at least six applications of
braking force at full braking pressure.
- If green system affected, landing distance is increased due to loss of normal braking. If
a go around has to be performed, landing gear will not retract.
P2 001
HYDRAULIC OCT 09
AA
PROCEDURE

MAIN BLUE AND GREEN PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
F Before landing
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BOTH MAIN HYD PUMPS LOSS LOST EQUIPMENT LIST

R BLUE GREEN
Recovered when LDG GEAR lever is DOWN
PROP BRK (if applicable) NORM BRK
EMER AND PARKING BRK (on accu only)
COMMENTS
- Landing distance is increased due to loss of normal braking. If a go around has to be
performed, landing gear will not retract.
P3 100
HYDRAULIC OCT 08
AA
R BOTH HYD SYS LOSS
PROCEDURE
BOTH HYD SYS LOSS

MAIN AND AUX PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Before approach
GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
APP/LDG SPEED . . . . . . . . . . . . . . . . . . . . VmHB 0 + 5 KT + WIND EFFECT
LDG DIST . . . . . . . . . . . . . . . . . . . . . MULTIPLY LDG DIST FLAPS 30 BY 2.9
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare
depending upon vertical speed at touch down.
F When reaching 10 ft
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . REDUCE PROGRESSIVELY
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE EMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BOTH HYD SYS LOSS LOST EQUIPMENT LIST

BLUE GREEN
EMER AND PARKING BRK (on accu
only)
COMMENTS
- The landing distance is increased due to loss of flaps and of normal braking.
- If a go around has to be performed, landing gear will not retract.
Eng : PW127
P4 001
HYDRAULIC APR 08
AA
ALERT
Pump delivery - MC light flashing amber SC
pressure below 1500 - HYD amber light on CAP
PSI (103.5 bar) - associated pump LO PR amber light on
overhead panel
Pump case drain - MC light flashing amber SC
line temperature - HYD amber light on CAP
above 121_C - associated OVHT amber light on overhead
panel
PROCEDURE

PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Failed system users are supplied by the non affected pump when opening the cross
feed.
- In case of overheat, an attempt to restore the system may be performed after OVHT
alert has extinguished.
P3 500
HYDRAULIC OCT 08
AA
R BOTH HYD SYS LOSS
PROCEDURE
BOTH HYD SYS LOSS

MAIN AND AUX PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Before approach
GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
APP/LDG SPEED . . . . . . . . . . . . . . . . . . . . VmHB 0 + 5 KT + WIND EFFECT
LDG DIST . . . . . . . . . . . . . . . . . . . . . MULTIPLY LDG DIST FLAPS 30 BY 2.9
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare
depending upon vertical speed at touch down.
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE EMER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BOTH HYD SYS LOSS LOST EQUIPMENT LIST

BLUE GREEN
EMER AND PARKING BRK (on accu
only)
COMMENTS
- The landing distance is increased due to loss of flaps and of normal braking.
- If a go around has to be performed, landing gear will not retract.
Mod : 3973 or 4371 or 4457 Eng : PW127 / PW127F / PW127M

P4 001
HYDRAULIC APR 08
AA
ALERT
Pump delivery - MC light flashing amber SC
pressure below 1500 - HYD amber light on CAP
PSI (103.5 bar) - associated pump LO PR amber light on
overhead panel
Pump case drain - MC light flashing amber SC
line temperature - HYD amber light on CAP
above 121_C - associated OVHT amber light on overhead
panel
PROCEDURE

PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Failed system users are supplied by the non affected pump when opening the cross
feed.
- In case of overheat, an attempt to restore the system may be performed after OVHT
alert has extinguished.
P1 001
FLIGHT CONTROL APR 08
AA
FLAPS UNLK
ALERT
Flaps untimely - MW light flashing red CRC
retraction of more - FLAPS UNLK red light on CAP
than 4_ when flaps
extended
PROCEDURE
FLAPS UNLK
J If before V1
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABORT
J If after V1
VR, V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If alarm occurs during approach
GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
F When possible
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
P2 001
AA
ALERT
FLAPS JAM / UNCOUPLED : No specific alert.
FLAPS ASYM :
Flaps asymmetry of - MC light flashing amber SC
more than 6.7_ - FLT CTL amber light on CAP
during flaps - FLAP ASYM amber light on flight panel
actuation
PROCEDURE

FLAPS CONTROL LEVER . . . . . . . . . . . . . . NEAR FLAPS PRESENT POSITION
F When applicable
P3 100
AA
PROCEDURE

GPWS . . . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare depending
upon vertical speed at touch down.
F For flaps 0 landing, when reaching 10 ft
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE PROGRESSIVELY
COMMENTS
- GPWS must be selected GPWS OVRD / FLAP OVRD to prevent nuisance alerts on
final approach.
Eng : PW127
P4 001
FLIGHT CONTROL NOV 11
AA
ALERT
Stick pusher / - MC light flashing amber SC
shaker fault - FLT CTL amber light on CAP
- FAULT amber light in STICK PUSHER /
SHAKER pushbutton
PROCEDURE

STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
VmHB / VmLB FOR ALL CONFIGURATION . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall
margin.
- If ALPHA probes are not heated, ice accretion may modify alpha probes indication. If
angle of attack information offsets 4_, STICK PUSHER / SHAKER FAULT light
R illuminates. When leaving icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER may be recovered by selecting it ON.
P3 500
AA
PROCEDURE

GPWS . . . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare depending
upon vertical speed at touch down.
COMMENTS
- GPWS must be selected GPWS OVRD / FLAP OVRD to prevent nuisance alerts on
final approach.
Mod : 3973 or 4371 or 4457 Eng : PW127 / PW127F / PW127M

P4 001
AA
ALERT
Stick pusher / - MC light flashing amber SC
shaker fault - FLT CTL amber light on CAP
- FAULT amber light in STICK PUSHER /
SHAKER pushbutton
PROCEDURE

STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
VmHB / VmLB FOR ALL CONFIGURATION . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall
margin.
- If ALPHA probes are not heated, ice accretion may modify alpha probes indication. If
angle of attack information offsets 4_, STICK PUSHER / SHAKER FAULT light
R illuminates. When leaving icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER may be recovered by selecting it ON.
P5 001
AA
ALERT
Pitch tabs - MC light flashing amber SC
desynchronisation - FLT CTL amber light on CAP
- PITCH TRIM ASYM amber light on flight
deck
PROCEDURE

AP DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM MANUALLY
PITCH TRIM INOPERATIVE procedure (2.05.06 page 5) . . . . . . . . . . . . . . . . APPLY
COMMENTS
- When a PITCH TRIM ASYM alert is generated, AP automatically disconnects and
cannot be reengaged. However, it is recommended to manually confirm AP
disconnection.
- Don’t use the trims anymore and apply PITCH TRIM INOPERATIVE procedure.

ALERT
Both normal and standby pitch trim controls are inoperative.
PROCEDURE

EXISTING CONFIGURATION AND SPEED . . . . . . MAINTAIN AS LONG AS POSSIBLE
F For approach
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
FLAPS . . . . . . . . . . . . . . . . . EXTEND AT VFE FOR EACH CONFIGURATION
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- Maintain existing configuration and speed as long as possible to avoid high forces on
the columns.
- The landing distance is increased due to landing speed increase.
P6 001
FLIGHT CONTROL OCT 09
AA
RUDDER RELEASABLE CENTERING UNIT FAIL
ALERT
There is no indication of a rudder releasable centering unit failure other than a dutch roll
oscillation tendency.
PROCEDURE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING
R UNIT FAIL
J If YD is available
YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
J If YD is not available
R LOCK THE RUDDER PEDALS WITH THE FEET TO PREVENT UNEXPECTED
R RUDDER PEDAL MOVEMENT
PITCH DISCONNECT
ALERT
Pitch coupling - MW light flashing red CRC
mechanism - PITCH DISCONNECT red light on CAP
disconnected
PROCEDURE
PITCH DISCONNECT
BOTH CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
LOAD FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 g MAX
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . 30_ MAX UNITL FLAPS EXTENSION
AVOID ICING CONDITIONS
F For approach
LAND AT AIRPORT WITH MINIMUM CROSSWIND
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE SMOOTHLY TO FLARE
F When on ground and ELEV CLUTCH GUARDED PB installed
PITCH RECONNECTION ON GROUND procedure (2.05.06 page 7) . . . . APPLY
COMMENTS
- As both elevator channels are disconnected, pitch control efficiency is reduced.
P7 001
AA
PITCH RECONNECTION ON GROUND
This procedure may be applied on ground after a PITCH DISCONNECT.
It is applicable only on aircraft fitted with ELEV CLUTCH guarded pushbutton on CM2
lateral panel (modifications 3529 or 3530).
PROCEDURE
PITCH RECONNECTION ON GROUND

GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AND HOLD
F When PITCH DISCONNECT flashes red on CAP
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
PITCH DISCONNECT ON CAP . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK COUPLED
P8 001
FLIGHT CONTROL SEP 10
AA
TLU FAULT
ALERT
Both ADC are lost, or - MC light flashing amber SC
disagree between actual and - FLT CTL amber light on CAP
theoretical TLU position, or - TLU FAULT amber light on
TLU synchro position failure overhead panel
PROCEDURE
TLU FAULT
J If ADC 1 + 2 are lost
J If IAS above 185 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If IAS below 185 kt
R TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
J If at least one ADC operates
J If IAS above 185 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If TLU FAULT alarm persists
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
J If IAS below 185 kt
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
J If TLU green light is not lit
VAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
Note : Maximum demonstrated crosswind (dry runway) with TLU HI SPD mode : 15 kt.
COMMENTS
- If both ADC are lost, TLU automatic functioning is lost. TLU must be set manually
according to IAS read on the STBY ASI.
P9 001
AA
AIL LOCK LIT
NOT APPLICABLE
P 10 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEVATOR JAM
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
J If one elevator is stuck to full down position
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT MAX
J If left elevator is jammed
MINIMUM MANEUVER OPERATING SPEEDS . . . . . . . . . INCREASE BY 10 KT
J If elevator jamming occurs at take off
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT MAX
PITCH DISCONNECT procedure (2.05.06 page 6) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield; force required 52 daN (115 lb).
R - If uncoupling is unsuccessful, when trajectory under control and above safety altitude,
R apply opposite efforts on both control columns.
- Stick pusher acts on left hand elevator. If left hand control column is jammed, stick
pusher must be considered inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
R - If right hand control column is jammed, AutoPilot is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.
P9 500
AA
AIL LOCK LIT
ALERT
Disagree between aileron - MC light flashing amber SC
locking actuators and gust - FLT CTL amber light on CAP
lock control (temporized - AIL LOCK amber light on pedestal
alert 8 seconds)
Aileron locking actuators not - MW light flashing red CRC
fully retracted and PL on TO - CONFIG red light on CAP
position, or - FLT CTL amber light on CAP
Disagree between aileron
locking actuators and gust
lock control during the TO
CONFIG test
PROCEDURE
AIL LOCK LIT

J If before take off
RETURN TO PARKING
REFER TO MMEL 27 ITEM 70--1 GUST LOCK SYSTEM
J If after landing
TAKE SPECIAL CARE FOR TAXI (WIND EFFECT)
USE STANDBY SYSTEM FOR AILERON LOCK AT PARKING
INFORM MAINTENANCE
COMMENTS
- A malfunction of an aileron locking actuators is pointed out according two levels of
protection:
. an amber alarm, before take off, with a 8 seconds temporization
. a red alarm if either TO CONFIG test is performed or both PL are on TO position
Mod : 4373 or 8167

P 10 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEVATOR JAM
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
J If one elevator is stuck to full down position
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT MAX
J If left elevator is jammed
MINIMUM MANEUVER OPERATING SPEEDS . . . . . . . . . INCREASE BY 10 KT
J If elevator jamming occurs at take off
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT MAX
PITCH DISCONNECT procedure (2.05.06 page 6) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield; force required 52 daN (115 lb).
R - If uncoupling is unsuccessful, when trajectory under control and above safety altitude,
R apply opposite efforts on both control columns.
- Stick pusher acts on left hand elevator. If left hand control column is jammed, stick
pusher must be considered inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
R - If right hand control column is jammed, AutoPilot is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.
P 11 001
AA
ALERT
There is no indication of an aileron jam other than an inability to operate the control wheel
laterally.
Spoiler jam may be detected when a SPLR light is illuminated on the overhead panel with
control wheel at neutral position.
PROCEDURE

BANK ANGLE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25_ MAX
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F For approach
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION : Do not extend flaps in turn.
F When in landing configuration
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Immediately after touch down
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Bank angle is limited to 25_ due to reduced roll control efficiency.
- Blue pump and AUX pump are selected OFF in order to decrease drag from associated
extended spiler. These pumps are selected ON again when necessary then selected
OFF. They must be reselected ON immediately after touch down in order to recover
nose wheel steering.
P 12 001
AA
RUDDER JAM
ALERT
There is no indication of a rudder jam other than an inability to operate the rudder pedals.
PROCEDURE
RUDDER JAM
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 30
USE DIFFERENTIAL POWER SO AS TO MINIMIZE SIDESLIP
R LAND AT AIRPORT WITH MINIMUM CROSSWIND
F At touch down
NOSE DOWN BEFORE REDUCTION BELOW FI
P1 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
EMER EXTENSION HANDLE . . . . . . . . . . . . . PULL ABOVE PEDESTAL LEVEL
. . . . . . . . . . . . . . . . . . . . AND MAINTAIN UP TO GREEN LIGHTS ILLUMINATED
CAUTION : Do not twist handle when operating.
J If unsuccessful
LANDING WITH ABNORMAL LDG GEAR procedure (2.05.07 page 2) . . . APPLY
COMMENTS
- Although gravity extension is possible up to VLO, it is recommended to perform it at a
lower speed compatible with flight conditions.
- Pulling the handle mechanically releases the up locks. Pushing the handle back resets
the uplocking system.
TRAINING
- After gravity extension for training purposes, reset the emergency extension handle
before normal retraction. If handle is maintained pulled, hydraulic configuration will
inhibit gear retraction.
P2 001
LANDING GEAR APR 08
AA
PROCEDURE

F Preparation
ATC / TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY / AS RQD
SEAT BELTS / NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
LOOSE AND SURVIVAL EQUIPMENT . . . . . . . . . . . . . . . CHECK SECURED
BELTS AND SHOULDER HARNESS . . . . . . . . . . . . . . . . . . CHECK LOCKED
FUEL WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, REDUCE
J If abnormal nose LDG GEAR
CG LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, AFT
J If abnormal main LDG GEAR
FUEL UNBALANCE . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, ESTABLISH
Note: Reduced fuel on side with failed LDG GEAR.
F Approach
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM DOWN
LDG GEAR EMER EXT HANDLE . . . . . . . . . . . . . . . . . . . CONFIRM PULLED
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM OBTAINED
F Before landing
BLEEDS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
F After touch down
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AGENTS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
P3 001
LANDING GEAR APR 08
AA
LANDING WITH ABNORMAL LDG GEAR (CONT’D)
COMMENTS
- The procedure is intended for use when one or more landing gear fail to extend and/or
lockdown following the application of either normal or gravity extension procedure.
It is considered preferable to use all available gear locked down rather than carry out a
belly landing. Under these circumstances, a hard surface runway landing is to be
recommended.
Full advantage should be taken from foam spread on the runway.
- Notify ATC of the nature of emergency encountered and state intentions.
- Notify the cabin crew of the nature of emergency encountered and state intentions.
Specify the available time.
- GPWS is selected OFF to avoid nuisance warnings.
- Burn fuel off down to the minimum possible impact weight. This reduces VAPP and as a
consequence the load factor for impact and the energy which must be dissipated.
P4 001
LANDING GEAR APR 08
AA
ALERT
Any gear not seen - MW light flashing red CRC
down locked, and - LDG GEAR NOT DN red light on CAP which may not be
Flaps 30, and - Red light in landing gear lever silenced by
ZRA < 500 ft - Any green ∇ light not illuminated oon depressing MW PB
either panel
Any gear not seen CRC
down locked, and which may be
At least one PL at silenced by
FI, and depressing MW PB
ZRA < 500 ft
Note : The second condition is inhibited during 150 seconds after the retraction of at least
one landing gear leg, to cover the case of the one engine go around.
Note : In both cases, ZRA condition is inhibited in case of radio altimeter failure.
PROCEDURE

J If LDG GEAR selected DOWN
J If GREEN light OFF on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If GREEN light OFF on both panels
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . APPLY
J If LDG GEAR selected UP
J If RED light ON on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If RED or GREEN light ON on both panels
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
P5 001
LANDING GEAR APR 08
AA
LDG GEAR UNSAFE INDICATION (CONT’D)
COMMENTS
Landing gear selected DOWN
- If all green lights are illuminted on one panel, the unsafe indication is false.
- If overhead panel (detection system 2) gives false indication, use of emergency audio
cancel will be requested to cancel aural warning CRC as soon as flaps will be selected
30.
- If one gear remains unlocked, perform turns to increase load factor and perform
alternating side slips in an attempt to lock the gear.
Landing gear selected UP
- If light illuminated on one indicator but indications are normal on the other panel, the
unsafe indication is false.
- Flight with landing gear extended has a significant effect on fuel consumption and
climb gradient : see 3.11 - SPECIAL OPERATIONS.
- Landing gear down selection may be delayed if peformance requires.
P6 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 KT MAX
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECALL
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
P7 001
LANDING GEAR SEP 10
AA
ANTI- SKID FAULT
ALERT
Anti-- skid channel - MC light flashing amber SC
loss (power loss or - WHEEL amber light on CAP
loss of transducer or - Associated F amber light on central
valve continuity) panel
PROCEDURE
ANTI- SKID FAULT

R ANTI SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE WITH CARE
COMMENTS
- landing distance is increased due to reduced braking efficiency.
BRK TEMP HOT

ALERT
Brake temperature - MC light flashing amber SC
over 150_C - WHEEL amber light on CAP
- HOT amber light on central panel
PROCEDURE
BRK TEMP HOT

J If BRK TEMP HOT occurs before take off
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY
J If BRK TEMP HOT occurs in flight
LEAVE LDG GEAR DOWN FOR 1 MINUTE AFTER TAKE OFF FOR COOLING
EXCEPT IN CASE OF EMERGENCY
P1 001
AIR APR 08
AA
BLEED VALVE FAULT
ALERT
Bleed valve position - MC light flashing amber SC
in disagree with - AIR amber light on CAP
command - Associated BLEED and PACK FAULT
PROCEDURE
BLEED VALVE FAULT

PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES
COMMENTS
- Following the detection of a FAULT, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as
BLEED is selected OFF, PACK FAULT light extinguishes).
- A failure of Handling Bleed Valve combined with BLEED OFF operation may lead to
engine stall. Engine stall may be prevented through slow power levers movements,
especially when advancing the power levers.
- An engine stall is indicated by one or a series of mild surges. These will normally stop
without crew action, however a slight power reduction, if appropriate, will restore
normal operation.
P2 001
AIR APR 08
AA
BLEED OVHT
ALERT
Overheat in bleed - MC light flashing amber SC
duct : - AIR amber light on CAP
T duct > 274_C / - Associated OVHT, BLEED and PACK
525_F FAULT amber lights on overhead
panel
PROCEDURE
BLEED OVHT
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- Following the detection of an overheat, the affected BLEED VALVE will close
automatically and the associated PACK VALVE will close due to lack of air supply. The
associated actions confirm automatic operation and extinguish related alerts,
allowing flight to be continued with one pack supplied.
- System may be restored in flight after OVHT alert has extinguished.
P3 001
AIR APR 08
AA
BLEED LEAK
ALERT
Bleed air leak - MC light flashing amber SC
Loop > 124_C / 255_F - or - - AIR amber light
g on CAP
For aircraft fitted with mod - Associated
A i t d LEAK
LEAK, BLEED andd
4584: Bleed air leak PACK FAULT amber lights on
Loop > 153_C / 307_F overhead panel
PROCEDURE
BLEED LEAK
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
CAUTION : System must not be restored in flight.
Note : If a bleed leak occurs on ground during taxi, go back to parking.
COMMENTS
- Following the detection of a leak, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- System must not be restored in flight because it may create hazards.
P4 001
AIR SEP 13
AA
X VALVE OPEN
ALERT
R X valve open while it - MC light flashing amber SC
should be closed - AIR amber light on CAP
- X VALVE OPEN amber light on
overhead panel
PROCEDURE
X VALVE OPEN
CAUTION : Do not supply both packs from one single bleed.
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
PACK VALVE FAULT

ALERT
Pack valve position disagrees - MC light flashing amber SC
with command or overheat - AIR amber light on CAP
downstream of the compressor - Associated PACK FAULT amber
(T > 204_C / 393_F) light on overhead panel
PROCEDURE
PACK VALVE FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
P5 001
AIR APR 08
AA
PROCEDURE

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
F When ΔP < 1PSI
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
COMMENTS
- No air is entering in the cabin. Leaks will increase cabin altitude.
RECIRC FAN FAULT

ALERT
Recirculation fan low RPM < 900 - MC light flashing amber SC
RPM) more than 20 seconds - AIR amber light on CAP
after start or electrical motor - associated RECIRC FAN FAULT
overheat amber light on overhead panel
PROCEDURE
RECIRC FAN FAULT

RECIRC FAN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
P6 001
AIR SEP 10
AA
DUCT OVHT
ALERT
Overheat in the duct (T duct > - MC light flashing amber SC
R 92_C / 200_F) - AIR amber light on CAP
- associated TEMP SEL OVHT
amber light on overhead panel
PROCEDURE
DUCT OVHT
TEMP SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
COMPT TEMP SELECTOR affected side . . . . . . . . . . . . . . . . . . . . . . . . . . COLD
CAUTION : Monitor DUCT TEMP and make sure it remains positive to avoid possible
pack turbine damage due to freezing.
J If alert persists
PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- The OVHT alert light will remain as long as overtemperature is detected in the duct. It is
not inhibited when in MAN mode.
- When alert disappears, control COMPT TEMP manually is required.
- If alert does not disappear, the temperature control valve is jammed open. Pack valve
has to be closed.
P7 001
AIR APR 08
AA
EXCESS CAB ALT
ALERT
Cabin altitude above 10000 ft. - MW light flashing red CRC
- EXCESS CAB ALT red light on
CAP
PROCEDURE
EXCESS CAB ALT

CAB PRESS IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If rapid decompression
EMERGENCY DESCENT procedure (2.04.05 page 1) . . . . . . . . . . . . . . APPLY
J If Z cabin > 10 000 ft confirmed
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE
J If unsuccessful
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD / MEA
COMMENTS
- Check first for pressurization system fault. If system fault, apply appropriate procedure
(manual regulation). If no abnormal indication, start descent.
P8 001
AIR APR 08
AA
AUTO PRESS FAULT
ALERT
Digital controller failure - MC light flashing amber SC
- AIR amber light on CAP
- FAULT amber light on MAN
pushbutton
PROCEDURE
AUTO PRESS FAULT

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
Note : Minimum TARGET CAB ALT is landing elevation.
COMMENTS
- The table FL vs CAB ALT gives the relationship required to obtain ΔP = 6 PSI..
EXCESS CAB ΔP
ALERT
Differential pressure exceeds 6.35 - MW light flashing red CRC
PSI - EXCESS CAB ΔP light on CAP
- DIFF PRESS local IND exceeds
6.35 PSI
PROCEDURE
EXCESS CAB ΔP
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
J If unsuccessful
DESCENT TO A COMPATIBLE FL . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
P9 001
AIR APR 08
AA
ALERT
Underspeed or overheat of - MC light flashing amber SC
extract fan (T > 90_C / 194_F) - AIR amber light on CAP
- EXHAUST MODE FAULT amber
light on overhead panel
PROCEDURE

EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open and
stops the extract fan; ventilation air is then discharged overboard instead of being
directed to the underfloor valve. Ventilation is ensured by ΔP between cabin and
outside air.
OVBD VALVE FAULT

ALERT
OVBD valve position not - MC light flashing amber SC
corresponding with aircraft - AIR amber light on CAP
condition - FAULT amber light on overhead
panel
PROCEDURE
OVBD VALVE FAULT

CAUTION : DO NOT SELECT OVBD VALVE FULL OPEN IF ΔP > 1 PSI.
J If engine 1 running, in flight or on ground
J If engine 1 not running, on ground
COMMENTS
- The OVBD VALVE should automatically close 2 minutes after engine 1 start (OIL LO
PRESS signal). If it remains open after FULL CLOSE selection, maintenance action is
required.
- FULL CLOSE / FULL OPEN selection overrides OVBD selection.
P1 001
DE/ANTI ICE SEP 13
AA
AFR AIR BLEED FAULT
ALERT
Low pressure in the - MC light flashing amber SC
de-- icing common air - ANTI ICING amber light on CAP
manifold (P < 14 PSI ) - AFR AIR BLEED FAULT amber light
on overhead panel
- or -
Overtemperature (T >
230_C) upstream the
pressure regulating
valve
PROCEDURE
AFR AIR BLEED FAULT

AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R J If DE- ICING ENG FAULT light illuminates after 6 seconds
DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH
J If DE- ICING ENG FAULT light does not illuminates on any side
DE-- ICING AIR FRAME FAULT procedure (2.05.09 page 2) . . . . . . . . . . . APPLY
P2 020
DE/ANTI ICE APR 08
AA
DE- ICING AIR FRAME FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING amber light on CAP
downstream pressure detected - Associated FAULT amber light on
- or - overhead panel
Distribution valve output
controlled closed but
downstream pressure detected
PROCEDURE

DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If in icing condition
J If ice accretion
F When reaching VAPP
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
COMMENTS
- When reaching VAPP, both CL are set manually to MAX RPM as go around pneumatic
actuator is inoperative if bleed is not available.
Mod : 1368
P1 001
DE/ANTI ICE SEP 13
AA
AFR AIR BLEED FAULT
ALERT
Low pressure in the - MC light flashing amber SC
de-- icing common air - ANTI ICING amber light on CAP
manifold (P < 14 PSI ) - AFR AIR BLEED FAULT amber light
on overhead panel
- or -
Overtemperature (T >
230_C) upstream the
pressure regulating
valve
PROCEDURE
AFR AIR BLEED FAULT

AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R J If DE- ICING ENG FAULT light illuminates after 6 seconds
DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH
J If DE- ICING ENG FAULT light does not illuminates on any side
DE-- ICING AIR FRAME FAULT procedure (2.05.09 page 2) . . . . . . . . . . . APPLY
P2 500
DE/ANTI ICE APR 08
AA
ALERT
PROCEDURE

DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If in icing condition
J If ice accretion
Mod : 1368 + (3973 or 4371 or 4457)

P3 001
DE/ANTI ICE OCT 08
AA
DE- ICING MODE SEL FAULT
ALERT
Boots do not operate following - MC light flashing amber SC
MFC failure - ANTI ICING amber light on CAP
- or - - DE--ICING MODE SEL FAULT
Both boots A and B of the same amber light on overhead panel
engine are supplied 200
seconds after engine cycle
beginning
- or -
Boots A(B) of both engines are
supplied while boots B(A) are
not supplied 20 seconds after
engines cycle beginning
PROCEDURE

OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J In case of engine flame out
OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
COMMENTS
- The OVRD mode allows to operate engines and airframe dual distribution valves in
case of engine boots primary control failure.
- DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling
malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated.
- When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights
are inhibited and boots cycling operated only according to FAST mode.
R - In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable
accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the
engine may ingest the build up ice and a flame out could occur. As the functionning of
this device is sequential (i.e. the two engines are not concerned at the same time), it is
suggested to release the DE-- ICING MODE SEL pushbutton before the same
phenomenon occurs on the second engine.
P4 001
DE/ANTI ICE APR 08
AA
MODE SEL AUTO FAULT
NOT APPLICABLE
ICE DETECT FAULT

ALERT
Ice detector failure - MC light flashing amber SC
- ANTI ICING amber light on CAP
- FAULT ICING amber light on
control panel
PROCEDURE
ICE DETECT FAULT

ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
P3 001
DE/ANTI ICE OCT 08
AA
ALERT
Boots do not operate following - MC light flashing amber SC
MFC failure - ANTI ICING amber light on CAP
- or - - DE--ICING MODE SEL FAULT
Both boots A and B of the same amber light on overhead panel
engine are supplied 200
seconds after engine cycle
beginning
- or -
Boots A(B) of both engines are
supplied while boots B(A) are
not supplied 20 seconds after
engines cycle beginning
PROCEDURE

OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J In case of engine flame out
OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
COMMENTS
- The OVRD mode allows to operate engines and airframe dual distribution valves in
case of engine boots primary control failure.
- DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling
malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated.
- When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights
are inhibited and boots cycling operated only according to FAST mode.
R - In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable
accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the
engine may ingest the build up ice and a flame out could occur. As the functionning of
this device is sequential (i.e. the two engines are not concerned at the same time), it is
suggested to release the DE-- ICING MODE SEL pushbutton before the same
phenomenon occurs on the second engine.
P4 500
DE/ANTI ICE APR 08
AA
MODE SEL AUTO FAULT
ALERT
MFC 1B or 2B and/or ADC - MC light flashing amber SC
failure - ANTI ICING amber light on CAP
- or - - FAULT amber light on overhead
Discrepancy between outputs panel
PROCEDURE
MODE SEL AUTO FAULT

MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DE-- ICING AND ANTI-- ICING MANUAL MODE PBS . . . . . . . . . . . . . . . . . . . . . . .
ACCORDING TO SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
COMMENTS
- In case of FAULT or discrepancy between ADCs information and until pitlot’s action:
. High speed boots activation is selected (airframe + engines)
. High power cycle (20/60) is selected (propellers)
- OVRD gaurded pushbutton has to be used in case of cycle anomaly, indicated by its
own FAULT light.
ICE DETECT FAULT

ALERT
Ice detector failure - MC light flashing amber SC
- ANTI ICING amber light on CAP
- FAULT ICING amber light on
control panel
PROCEDURE
ICE DETECT FAULT

ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
Model : 212A
P5 001
DE/ANTI ICE OCT 08
AA
R DE- /ANTI- ICING ENG FAULT
ALERT
PROCEDURE
ENG PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Very large ice accretion on the engine air intake may generate an engine flame out
when the ice breaks free.
- Several cases of MFC failure may generate an engine DE-- ICING FAULT alert prior
DE-- ICING MODE SEL FAULT. Engine DE-- ICING may be recovered when selecting
DE-- ICING MODE SEL OVRD.
P6 001
DE/ANTI ICE SEP 13
AA
ANTI- ICING PROP FAULT
ALERT
One or more blade heating units - MC light flashing amber SC
inoperative - ANTI ICING amber light on CAP
- Associated FAULT amber light on
overhead panel
PROCEDURE

ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If propeller unbalance due to ice becomes excessive
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . MOVE TO MAX RPM FOR 5 MINUTES
COMMENTS
- If propeller unbalance due to ice becomes significant periodically moving both CL to
MAX RPM will modify centrifugal forces allowing ice elimination.
ANTI- ICING HORNS FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
- AssociatedFAULT amber light on
overhead panel
PROCEDURE

J If in icing conditions, every 5 minutes
FLIGHT CONTROLS . . . . . . . . . . . . . . . CHECK FREEDOM OF MOVEMENT
COMMENTS
R - One unit controls rudder and left elevator horns when the other controls ailerons and
right elevator horns.
- Checking of flight controls will prevent ice accretion between flight controls and related
R fixed parts of aircraft structure which could generate flight control jamming.
P5 001
DE/ANTI ICE OCT 08
AA
ALERT
PROCEDURE
ENG PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Very large ice accretion on the engine air intake may generate an engine flame out
when the ice breaks free.
- Several cases of MFC failure may generate an engine DE-- ICING FAULT alert prior
DE-- ICING MODE SEL FAULT. Engine DE-- ICING may be recovered when selecting
DE-- ICING MODE SEL OVRD.
P6 500
DE/ANTI ICE APR 08
AA
ALERT
One or more blade heating units - MC light flashing amber SC
inoperative - ANTI ICING amber light on CAP
overhead panel
PROCEDURE

ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If propeller unbalance due to ice becomes excessive
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . MOVE TO 100% OVRD FOR 5 MINUTES
COMMENTS
- If propeller unbalance due to ice becomes significant periodically moving both CL to
100% OVRD will modify centrifugal forces allowing ice elimination.

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
overhead panel
PROCEDURE

J If in icing conditions, every 5 minutes
FLIGHT CONTROLS . . . . . . . . . . . . . . . CHECK FREEDOM OF MOVEMENT
COMMENTS
- One unit controls rudder and left elevator hornswhen the other controls ailerons and
right elevator horns.
- Checking of flight controls will prevent ice accretion between flight controls and related
fixed parts of aircraft structure which couls generate flight control jamming.
Mod : 3973 or 4371 or 4457

P7 001
DE/ANTI ICE OCT 09
AA
ALERT
Loss of window / windshield - MC light flashing amber SC
heating - ANTI ICING amber light on CAP
overhead panel
PROCEDURE

SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF
PROBES HTG FAULT

ALERT
R Power loss on a probe - MC light flashing amber SC
anti-- icing unit - ANTI ICING amber light on CAP
overhead panel
PROCEDURE
PROBES HTG FAULT

J If one PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If two PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER / SHAKER FAULT procedure (2.05.06 page 4) . . . . . . . APPLY
J If PROBE HTG other than ALPHA illuminated
ADC non affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
ASSOCIATED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Erroneous indications may be displayed on associated equipment (CM1, CM2 or STBY
IND, TAT/SAT) due to loss of probe heating.
P1 001
AUTOPILOT APR 08
AA
AILERON MISTRIM (ADU message)
PROCEDURE

FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS.
Note : The autopilot may be reengaged following adjustment of the lateral trims.
COMMENTS
- Ailerons forces may be affected by external conditions such as
. prolonged exposure to severe icing
. de-- /anti-- icing hold over time exceeded
PITCH MISTRIM (ADU message)

ALERT
AP trim threshold limit is exceeded
PROCEDURE

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS.
COMMENTS
- Elevator hinge moment may be affected by external conditions.
- From experience, the most likeky cause appears to be take off with ice remaining on the
tail plane (de-- /anti-- icing hold overtime exceeded).
Severe icing may also be a factor.
P2 001
AUTOPILOT APR 08
AA
PITCH TRIM FAIL (ADU message) (If applicable)
ALERT
AP trim threshold limit is exceeded.
PROCEDURE

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- Applicable only for aircraft fitted with mod 3168.

ALERT
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed
on ADU.
PROCEDURE

INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TO VALID ADC
J If ADC 1 is wrong
C/B ADC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If ADC 2 is wrong
C/B ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ADC FAULT procedure (2.05.12 page 4) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Drift between both ADC information may occur if pitots are partially obstructed. Check
pitots.
P1 001
AUTOPILOT APR 08
AA
PROCEDURE

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
Note : FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS.
Note : The autopilot may be reengaged following adjustment of the lateral trims.
COMMENTS
- Ailerons forces may be affected by external conditions such as
. prolonged exposure to severe icing
. de-- /anti-- icing hold over time exceeded

ALERT
AP trim threshold limit is exceeded
PROCEDURE

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- Elevator hinge moment may be affected by external conditions.
- From experience, the most likeky cause appears to be take off with ice remaining on the
tail plane (de-- /anti-- icing hold overtime exceeded).
Severe icing may also be a factor.
P2 050
AUTOPILOT APR 08
AA
ALERT
AP trim threshold limit is exceeded.
PROCEDURE

AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- Applicable only for aircraft fitted with mod 3168.

ALERT
identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed
on ADU.
PROCEDURE

INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TO VALID ADC
J If ADC 1 is wrong
C/B ADC 1 EMER SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B MFC 1A AUX / ADC 1 HOT SPLY . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If ADC 2 is wrong
C/B ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ADC FAULT procedure (2.05.12 page 4) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Drift between both ADC information may occur if pitots are partially obstructed. Check
pitots.
Mod : 4366
P1 001
AIRCRAFT PERFORMANCE MONITORING APR 08
AA
For APM PROCEDURES, refer to FCOM 2.02.21.

P1 001
AVIONICS APR 08
AA
AUDIO SEL FAULT
ALERT
RCAU processing - MC light flashing amber SC
board failure or - AUDIO amber light on CAP
power loss - AUDIO SEL FAULT amber light on
associated side panel
PROCEDURE
AUDIO SEL FAULT

AUDIO SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
COMMENTS
- In ALTN mode, affected crew station is connected directly and only to :
. VHF 1 if CM1 station is affected
. VHF 2 if CM2 station is affected
AHRS A/ERECT FAIL

ALERT
One AHRS loses - associated A/ERECT FAIL amber light NIL
TAS input from both illuminates on associated side panel
ADC
PROCEDURE
AHRS A/ERECT FAIL

ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
F When possible
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL
AHRS affected side, PUSH TO ERECT PB . . . . DEPRESS FOR 15 SECONDS
COMMENTS
- When the aircraft is stabilized (unaccelerated level flight), a gyro fast erection is
performed by depressing the associated pushbutton for 15 seconds.
- AHRS A/ERECT FAIL remains illuminated as long as TAS signal is lost.
P2 001
AVIONICS SEP 13
EFIS COMP
ALERT
AHRS disagree - MC light flashing amber SC
- EFIS COMP amber light on CAP
- *
- AP OFF red light on flight deck ** CRC **
- AP MSG on both EADI **
- AHRS DATA INVALID on ADU **
* When the two AHRS disagree (6 degrees or more) on :
. pitch information, amber PIT message is displayed on both EADI
. roll information, amber ROL message is displayed on both EADI
. both pitch and roll information, amber ATT message is displayed on both EADI
. heading information, amber HDG message is displayed on both EADI
In these cases, AP (if engaged) disconnects being unable to identify the right AHRS.
** Only if AP is engaged.
PROCEDURE
R EFIS COMP
J If ROL, PIT, ATT cautions appears on EFIS
BOTH EADI, STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
WRONG INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
J If HDG cautions appears on EFIS
HDG/TK/GPS/STBY COMPASS . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
WRONG INSTRUMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
J If AHRS 1 is wrong
C/B AHRS 1 “NORM SPLY” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B AHRS 1 “AUX SPLY” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If AHRS 2 is wrong
C/B AHRS 2 “NORM SPLY“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
C/B AHRS 2 “AUX SPLY FLT” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Note: C/Bs deselection allows AP reconnection
J If LOC / GS / ILS caution appears on EFIS
NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
VOR / ILS PB affected side . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AS RQD
COMMENTS
- The standby horizon is used as a reference to identify the wrong EADI.
- The pilot on the affected side selects the non affected AHRS to supply its SGU.
- The wrong AHRS is selected OFF to recover AP (pitch or roll AHRS disagree) or HDG HOLD and
GA mode (heading AHRS disagree).
- EFIS COMP can be triggered on ground by local magnetic perturbations. When the aircraft moves
away from magnetic perturbations source, the fault should disappear quickly
P3 001
AVIONICS APR 08
AA
ADC SW FAULT
ALERT
Incorrect ADC - MC light flashing amber SC
switching - ENG amber light on CAP
- ADC SW FAULT amber light on flight
deck panel
PROCEDURE
ADC SW FAULT
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO OPPOSITE ADC
COMMENTS
- ADC SW FAULT illuminates when ADC switch position does not correspond to ADC
actual selection (relays defect).
- ADC is set back to the previous selection in order to have an agreement between ADC
switch position and ADC selection.
ADU FAILURE
PROCEDURE
ADU FAILURE
IAS / VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE TCS
Note : ALT SEL mode is lost.
J If amber AP MSG appears on EADI
- or - J If in composite mode
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- As crew is no longer informed on anomaly message, AP must be disconnected.
P4 050
AVIONICS APR 08
AA
ADC FAULT
ALERT
Loss of ADC - Red flag on speed indicators NIL
- TAT/SAT/TAS information are lost
Selected ADC is - AP MSG on both EADI
connected to AP - CPL DATA INVALID on ADU
PROCEDURE
ADC FAULT
VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected equipment
J If ADC 1 is lost
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . PRESSURE ALTITUDE SET
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If ADC 1 + 2 are wrong
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
TLU FAULT procedure (2.05.06 page 8) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- When ADC 1 is lost, ADC 2 is automatically selected to supply the pressurization digital
controller. Then baro correction is no longer available (ref 1013 mb) and landing field
elevation must be set in terms of pressure altitude.
- If both ADC are lost, only standby instruments are available: air data instruments have
a red flag and AHRS have lost their TAS inputs. Pressurization has to be performed
manually.
- If the selected ADC is lost, FDAU does not receive inputs; bugs are not available on TQ
indicators. Each engine uses their own source (if ADC 1 is the faulty selected ADC).
- Ten seconds are necessary to recover bugs on TQ indicator after selection of the valid
ADC.
Mod : 5205
P3 001
AVIONICS APR 08
AA
ADC SW FAULT
ALERT
Incorrect ADC - MC light flashing amber SC
switching - ENG amber light on CAP
- ADC SW FAULT amber light on flight
deck panel
PROCEDURE
ADC SW FAULT
ADC SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO OPPOSITE ADC
COMMENTS
- ADC SW FAULT illuminates when ADC switch position does not correspond to ADC
actual selection (relays defect).
- ADC is set back to the previous selection in order to have an agreement between ADC
switch position and ADC selection.
ADU FAILURE
PROCEDURE
ADU FAILURE
IAS / VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE TCS
Note : ALT SEL mode is lost.
J If amber AP MSG appears on EADI
- or - J If in composite mode
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
COMMENTS
- As crew is no longer informed on anomaly message, AP must be disconnected.
P4 550
AVIONICS APR 08
AA
ADC FAULT
ALERT
Loss of ADC - Red flag on speed indicators NIL
- TAT/SAT/TAS information are lost
Selected ADC is - AP MSG on both EADI
connected to AP - CPL DATA INVALID on ADU
PROCEDURE
ADC FAULT
VALID ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected equipment
J If ADC 1 is lost
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . PRESSURE ALTITUDE SET
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If ADC 1 + 2 are wrong
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
TLU FAULT procedure (2.05.06 page 8) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Note : If both ADC are lost, de-- /anti-- icing MODE SEL AUTO is lost.
COMMENTS
- When ADC 1 is lost, ADC 2 is automatically selected to supply the pressurization digital
controller. Then baro correction is no longer available (ref 1013 mb) and landing field
elevation must be set in terms of pressure altitude.
- If both ADC are lost, only standby instruments are available: air data instruments have
a red flag and AHRS have lost their TAS inputs. Pressurization has to be performed
manually.
- If the selected ADC is lost, FDAU does not receive inputs; bugs are not available on TQ
indicators. Each engine uses their own source (if ADC 1 is the faulty selected ADC).
- Ten seconds are necessary to recover bugs on TQ indicator after selection of the valid
ADC.
Mod : 5205 Model : 212A

P5 001
AVIONICS APR 08
AA
AHRS FAIL
ALERT
Loss of AHRS - ATT FAIL red message on associated EADI NIL
- HDG FAIL red message on associated EHSI
- Flag on opposite RMI
PROCEDURE
AHRS FAIL
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
REMAINING AHRS OUTPUTS . . . . . . PERIODICALLY COMPARE TO STBY INST
COMMENTS
- The pilot on the affected side selects the non affected AHRS to supply its SGU.
- AP (if engaged) identifies the valid AHRS and remains engaged.
SGU FAIL
ALERT
- Refer to 1.10.30 page 14 for SGU failure alerts.
PROCEDURE
SGU FAIL
EFIS SG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
COMMENTS
- If AP is engaged and coupled to the wrong SGU, upper modes are lost. When selecting
valid SGU, AP recovers upper modes.
- Do not confuse with CRT failure; in case of a SGU failure, both CRT on one side are
affected.
CRT FAIL
PROCEDURE
CRT FAIL
CRT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Affected CRT must be switched OFF to obtain composite mode on the non affected
one. In composite mode, the background brightness (brown and blue colors) is
controlled by the WX DIM rheostat.
P1 001
AA
COCKPIT DOOR CONTROL PANEL FAULT
PROCEDURE
COCKPIT DOOR CONTROL PANEL FAULT (if installed)

COCKPIT DOOR MANUAL LOCK BOLT(S) . . . . . . . MOVE TO CLOSE POSITION
Note : When the door is locked with the manual bolts, the emergency access to the
cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
LOSS OF RADIO ALTIMETER INFORMATION

ALERT
Loss of - amber dashes on EADI NIL
radioaltimeter - GPWS FAULT amber light on CAP
PROCEDURE
LOSS OF RADIOALTIMETER INFORMATION

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CAUTION : LDG GEAR NOT DOWN undue warning may be generated when
reducing PL.
This alarm may be cancelled by using EMER AUDIO CANCEL.

ALERT
Smoke detectors - MC light flashing amber SC
fans failure - AIR amber light on CAP
- FANS FAULT amber light on overhead
panel
PROCEDURE
FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
P2 001
AA
ALERT
Door UNLK in flight - MC light flashing amber SC
- DOOR amber light on CAP
- associated door amber light on
overhead panel
PROCEDURE

R J If any door except FWD COMPT
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
DOOR affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
J If unlocked or check not feasible
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
J If FWD COMPT
NO ACTION
COMMENTS
- As the doors (except FWD COMPT) open outwards, when one is not locked, the ∆P
must be reduced by aircraft descent and landing elevation selection.

PROCEDURE

WINDOW HEAT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
P3 001
MISCELLANEOUS APR 08
AA
OXYGEN LO PR
ALERT
Low pressure (below - MC light flashing amber SC
50 PSI) in the LP - OXY amber light on CAP
distribution circuit - MAIN SUPPLY LO PR amber light on
overhead panel
PROCEDURE
OXYGEN LO PR
OXY MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If oxygen LO PR light remains lit
MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OXYGEN PORTABLE UNIT . . . . . . . . . . . . . . INSTALL IN COCKPIT AS RQD
COMMENTS
- The 120 l portable oxygen bottle permits a continuous diluted flow to one crew member
at 13 000 ft for a duration of 30 mn.
Oxygen low pressure supply valve position may disagree with actual oxygen MAIN
SUPPLY pushbutton position if this pushbutton is activated by very close consecutive
actions.
Interval between OFF and ON actions on oxygen MAIN SUPPLY must be greater than
one second to be sure that low pressure supply valve position is in accordance with
actual pushbutton position.
- This bottle can be placed in the cockpit.
P1 001
MFC OCT 08
AA
MFC 1A FAULT
ALERT
MFC 1A FAULT - MC light flashing amber SC
- MFC amber light on CAP
- Associated MFC FAULT amber light on
overhead panel
PROCEDURE
MFC 1A FAULT
R MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1A MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- As HP valve 1 is lost, air is bled only from the LP stage. Applicable pack performance is
affected at low engine power.
- Landing gear primary RED UNLK indications are lost.
P2 001
MFC OCT 08
AA
MFC 1B FAULT
ALERT
MFC 1B FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B FAULT
R MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK
J If failure during taxi out
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Prior take off
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After take off
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE
. . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY
F After landing
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and
cockpit communication hatch must be opened.
COMMENTS
- As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground
to improve racks cooling.
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 1 being lost, PACK 1 must be switched OFF on ground to avoid any
overheat problem.
- ENG 1 OIL LO PRESS light remains ON when engine 1 is shut down.
- After landing, as outflow valves do not fully open, selecting OVBD valve FULL OPEN
relieves the ΔP between cabin and outside.
- On ground, pressurization digital controller test capability is lost.
P3 001
MFC OCT 08
AA
MFC 2A FAULT
ALERT
MFC 2A FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 2A FAULT
R MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
R MFC 2A MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK
F After take off
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open:
ventilatin air is then discharged overboard instead of being directed to the underfloor
valve. Ventilatin is ensured by ΔP between cabin and outside.
- IDLE GATE FAIL amber alert is lost.
- As HP valve 2 is lost, air is bled only from the LP stage. Pack 2 performance is affected
at low engine power.
- Right hand side window anti-- icing is lost.
- As extract fan is lost, avoid leaving avionics selected ON on ground for a long period of
time with high OAT.
- Landing gear secondary green arrows and RED UNLK indications are lost.
P4 001
MFC OCT 08
AA
MFC 2B FAULT
ALERT
MFC 2B FAULT - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 2B FAULT
R MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Prior take off
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After take off
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
LDG GEAR . . . . . . . . . . . . LEAVE DOWN FOR COOLING FOR 1 MINUTE
. . . . . . . . . . . . . . AFTER TAKE OFF EXCEPT IN CASE OF EMERGENCY
F After landing
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 2 being lost, PACK 2 must be switched OFF on ground to avoid any
overheat problem.
- ENG 2 OIL LO PRESS light remains ON when engine 2 is shut down.
- Landing gear secondary green arrows and RED UNLK indications are lost.
- After landing, selecting the OVBD valve fully open relieves the ΔP between cabin and
outside.
- Right hand side window anti-- icing is lost without FAULT indication.
P5 001
MFC OCT 08
AA
MFC 1A + 1B FAULT
ALERT
MFC 1A + 1B - MC light flashing amber SC
FAULT - MFC amber light on CAP
overhead panel
PROCEDURE
MFC 1A + 1B FAULT
R MODULES 1A + 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
ANTI-- ICING PROP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY
DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 1B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
F After landing
COMMENTS
- Landing gear primary green arrows and RED UNLK indications are lost.
- PACK 1, BLEED 1, left hand side window anti-- icing and stick pusher are lost without
FAULT indications.
- AC BUS 1 is lost leading to loss of trim indicator, GPWS and weather radar.
- ATPCS must be selected OFF before landing due to loss of autofeather on engine 1.
Check go around performances ATPCS OFF.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 1B FAULT
(2.05.14 page 2).
P6 001
MFC OCT 08
AA
MFC 1A + 2A FAULT
ALERT
MFC 1A + 2A - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1A + 2A FAULT
R MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 2A MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
Note : Airframe FAULT amber alert is lost.
Note : When airframe de-- icing is used, monitor boots inflation.
Note : As AP OFF alert is lost, use of AP below 1000 ft AGL is prohibited.
Note : VOR 2, ADF 2, CRS 2 information are lost. ADC 2 outputs are not available.
F Before landing
EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R CAUTION : LDG GEAR cannot be retracted.
F At touch down
F After landing
COMMENTS
- AC BUS 1 + 2 are lost leading to loss of trim indicator, GPWS and weather radar.
- DC BUS 1 + 2 OFF warnings on overhead panel are lost.
- Mechanical, crew and hostess call are lost.
- Stick pusher FAULT indication is lost but stick pusher is still available.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2A FAULT
(2.05.14 page 3).
P5 500
MFC OCT 08
AA
MFC 1A + 1B FAULT
ALERT
overhead panel
PROCEDURE
MFC 1A + 1B FAULT
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 1B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F After landing
COMMENTS
- Landing gear primary green arrows and RED UNLK indications are lost.
- PACK 1, BLEED 1, left hand side window anti-- icing and stick pusher are lost without
FAULT indications.
- AC BUS 1 is lost leading to loss of trim indicator, GPWS and weather radar.
(2.05.14 page 2).
Mod : 3973 or 4371 or 4457

P6 001
MFC OCT 08
AA
MFC 1A + 2A FAULT
ALERT
MFC 1A + 2A - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1A + 2A FAULT
R MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R MFC 1A + 2A MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
Note : Airframe FAULT amber alert is lost.
Note : When airframe de-- icing is used, monitor boots inflation.
Note : As AP OFF alert is lost, use of AP below 1000 ft AGL is prohibited.
F Before landing
F At touch down
F After landing
COMMENTS
- AC BUS 1 + 2 are lost leading to loss of trim indicator, GPWS and weather radar.
- DC BUS 1 + 2 OFF warnings on overhead panel are lost.
- Mechanical, crew and hostess call are lost.
- Stick pusher FAULT indication is lost but stick pusher is still available.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2A FAULT
(2.05.14 page 3).
P7 001
MFC OCT 08
AA
MFC 1A + 2B FAULT
ALERT
overhead panel
PROCEDURE
MFC 1A + 2B FAULT
MAIN BLUE HYD PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R MFC 1A + 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
Note : AP does not disconnect after STBY PITCH TRIM activation.
F Before landing
Note : Flaps control is lost.
F After landing
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- Main blue HYD pump control is lost as well as flaps control. Slecting HYD X FEED open
allows to recover blue HYD pressure but flaps control remains lost
(2.05.14 page 4).
P8 001
MFC OCT 08
AA
MFC 1B + 2A FAULT
ALERT
MFC 1B + 2A - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B + 2A FAULT
R MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R MFC 1B + 2A MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
F Before landing
Note : Flaps control is lost.
CAUTION : LDG GEAR cannot be retracted.
F At touch down
F After landing
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- DC BUS 2 OFF warning on overhead panel is lost.
- Hostess and crew indications calls are lost.
- Hot brakes indicating system test is lost.
- Landing gear controls, secondary RED UNLK and green arrows indications are lost.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2A FAULT
(2.05.14 page 3).
P9 001
MFC SEP 10
AA
MFC 2A + 2B FAULT
ALERT
overhead panel
PROCEDURE
MFC 2A + 2B FAULT
MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MFC 2A + 2B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
F At touch down
F After landing
COMMENTS
- STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications.
(2.05.14 page 4).
P 10 001
MFC OCT 08
AA
MFC 1B + 2B FAULT
ALERT
MFC 1B + 2B - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B + 2B FAULT
R MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R MFC 1B + 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
F Before landing
NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
F After landing
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : ATPCS ARM light is not available. Autofeather light is lost.
Note : External power cannot be used.
COMMENTS
- MC, MW and most of centralized alerts are lost : monitor averhead panel.
- Braking is lost below 35 kt if anti-- skid is ON.
- IDLE GATE automatic function is not availablet.
- TAT heating FAULT light is lost.
- No whooler is heard during trim activation.
- Stall Warning and Stick Shaker are lost without FAULT indication. Stick Pusher is
available.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2B FAULT
(2.05.14 page 4).
P9 500
MFC SEP 10
AA
MFC 2A + 2B FAULT
ALERT
overhead panel
PROCEDURE
MFC 2A + 2B FAULT
MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MFC 2A + 2B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
F After landing
COMMENTS
- STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications.
(2.05.14 page 4).
Mod : 3973 or 4371 or 4457

P 10 001
MFC OCT 08
AA
MFC 1B + 2B FAULT
ALERT
MFC 1B + 2B - MC light flashing amber SC
overhead panel
PROCEDURE
MFC 1B + 2B FAULT
R MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R MFC 1B + 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK
F Before landing
NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
F After landing
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : ATPCS ARM light is not available. Autofeather light is lost.
Note : External power cannot be used.
COMMENTS
- MC, MW and most of centralized alerts are lost : monitor averhead panel.
- Braking is lost below 35 kt if anti-- skid is ON.
- IDLE GATE automatic function is not availablet.
- TAT heating FAULT light is lost.
- No whooler is heard during trim activation.
- Stall Warning and Stick Shaker are lost without FAULT indication. Stick Pusher is
available.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2B FAULT
(2.05.14 page 4).
LOADING - FUEL - BALANCE CHART 2.06.02
P1 001
CARGO LANDING SEP 13
AA
FORWARD AND REAR CARGO COMPARTMENTS

Refer to “Weight and Balance Manual”
R WBM : 1.60.03.
Eng . All Model : All

LOADING - FUEL - BALANCE CHART 2.06.04
P4 001
WEIGHT AND BALANCE JUL 99
EXAMPLE BASED ON FICTITIOUS DATA

CAUTION : Fictitious data
Refer to WBM for operational use
OPERATING DATA 3.01.01
P1 001
CONVERSIONS JUN 97
R
P2 001
CONVERSIONS JUN 97
R
P3 001
CONVERSIONS JUN 97
R
P1 001
ISA JUN 94
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
P1 001
MACH - Z - IAS - TAS - SAT - TAT JUL 98
AA
DATA RESULTS
PRESSURE ALTITUDE . . . . . . 25 000 ft MATCH . . . . . . . . . . . . . . . . . . . . . . . . . 0,5
R IAS . . . . . . . . . . . . . . . . . . . . . . 205 Kt STATIC AIR TEMPERATURE (SAT) . . . -42°C
R TOTAL TEMPERATURE . . . . . . . -30°C TRUE AIRSPEED (TAS) . . . . . . . . . . . 295 Kt
P1 001
PRESSURIZATION JUN 97
AA
R
POWER SETTING 3.02.00
P1 100
CONTENTS APR 08
AA
3.02.00 CONTENTS
3.02.01 GENERAL
3.02.02 TORQUE TABLES

TO
RTO
GA
MCT
CLB
CRZ

P1 001
GENERAL JUL 98
AA
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:
- Propeller Control Unit or PCU

- Hydromechanical Unit or HMU
- Engine Electronic Control or EEC
The main engine power setting parameter is torque.

The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
PWR MGT selector to the position corresponding to the flight phase and to set
the power lever in the notch or on the ramp in case of GO AROUND or for TO in
uptrim inoperative case : in these conditions, the controlled torque matches the
R maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
P2 050
GENERAL JUN 97
AA
POWER SETTING TABLES
Maximum power setting tables that are provided :
D MUST be used to determine TO torque to be set on the Manual Bugs prior

to take-off.
D MUST be used to determine GA torque to be set on the manual bugs prior
to final.
D Allows crosschecking of MCT / CLB / CRZ maximum torque values normally
computed in FDAU as a function of propeller RPM, altitude pressure, Air
conditioning status and displayed by the amber FDAU bug.
USE OF NP = 77 %
Use of NP= 77 % is applicable in the whole flight envelope EXCEPT WHEN IN

ICING CONDITIONS.
However at low altitudes, engine mechanical limits are reached prior to the
thermodynamical limits. Therefore use of NP setting of 77 % during that part of
the flight induces a noticeable decrease of performance.
This is why ATR strongly recommends the following procedure during climb out.
- Set NP to 86 % during initial climb

- When 89.5 % TQ is reached, set NP to 77 %
Climb tables following this recommended procedure are given on pages 12 and
13.
Climb tables with NP= 86 % are given on pages 5 and 6.
R Eng. : PW127
P1 500
GENERAL JUL 01
AA
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:

R - Propeller Electronic Control or PEC
- Hydromechanical Unit or HMU
- Electronic Control or EEC
The main engine power setting parameter is torque.

The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
PWR MGT selector to the position corresponding to the flight phase and to set
the power lever in the notch or on the ramp in case of GO AROUND or for TO in
uptrim inoperative case : in these conditions, the controlled torque matches the
maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
ENGINE RATINGS
Take-off
This rating corresponds to the normal, derated take-off thrust. It is normally
time limited to 5 minutes.
Reserve take-off
This rating corresponds to the maximum thrust certified for take-off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-around.
R Mod : 3973 or 4371 or 4457

P2 150
GENERAL JUN 97
AA
POWER SETTING TABLES
Maximum power setting tables that are provided :
D MUST be used to determine TO torque to be set on the Manual Bugs prior to

takeĆoff.
D MUST be used to determine GA torque to be set on the Manual Bugs prior to final.
D Allows crosschecking of MCT / CLB / CRZ maximum torque values normally
computed in FDAU as a function of propeller RPM, altitude pressure, Air
conditioning status and displayed by the amber FDAU bug.
R Mod. : 3973 or 4371 or 4457

P1 050
TORQUE TABLES JUL 00
AA
R TAKE OFF TORQUE APPLICABLE FOR 0 ≤ Vc ≤ 60 kt
R Eng. : PW127
P2 050
TORQUE TABLES JUN 97
AA
R Eng. : PW127
P1 100
TORQUE TABLES OCT 08
72-- 212A TAKE OFF TORQUE APPLICABLE FOR 0 ≤ Vc ≤ 60 kt

SAT (c) PROPELLER SPEED 100.0 %
AIR NORMAL HIGH PRESSURE ALTITUDE (FT)
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 10. --27. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7
- 8. --24. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7
- 6. --22. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7 87.8
- 4. --19. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7 86.8
- 2. --17. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 85.8
0. --14. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.7 84.9
2. --12. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.3 85.7 83.9
4. --10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.3 84.7 82.9
6. --7. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.2 83.6 81.9
8. --5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.9 86.2 82.6 80.9
10. --2. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 85.2 81.7 79.9
12. 0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 84.1 80.7 79.0
4. 3. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.5 77.9
16. 5. 90.0 90.0 90.0 90.0 90.0 90.0 88.9 85.2 81.7 78.4 76.7
18. 8. 90.0 90.0 90.0 90.0 90.0 90.0 87.5 83.9 80.5 77.1 75.5
20. 10. 90.0 90.0 90.0 90.0 90.0 89.6 86.0 82.5 79.1 75.8 74.2
22. 13. 90.0 90.0 90.0 90.0 90.0 88.1 84.5 81.0 77.7 74.5 72.9
24. 15. 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.6 76.3 73.2 71.7
26. 18. 90.0 90.0 90.0 90.0 88.5 85.0 81.5 78.2 75.0 71.9 70.4
28. 20. 90.0 90.0 90.0 90.0 86.9 83.4 80.0 76.7 73.6 70.5 69.1
30. 23. 90.0 90.0 90.0 88.8 85.2 81.8 78.5 75.3 72.2 69.2 67.7
32. 25. 90.0 90.0 90.0 87.1 83.6 80.2 77.0 73.8 70.8 67.9 65.4
34. 28. 90.0 90.0 88.9 85.4 81.9 78.6 75.4 72.4 69.4 66.5 65.1
36. 30. 90.0 90.0 87.1 83.7 80.3 77.0 73.9 70.9 68.0 65.2 63.8
38. 33. 90.0 88.9 85.4 82.0 78.7 75.5 72.4 69.5 66.6 63.8 62.5
40. 36. 90.0 87.1 83.6 80.3 77.1 73.9 70.9 68.0 65.2
42. 38. 88.8 85.3 81.9 78.6 75.4 72.4 69.4 66.6
44. 41. 86.9 83.5 80.1 76.9 73.8 70.8 68.0
46. 43. 85.0 81.6 78.4 75.3 72.2 69.3
48. 46. 83.1 79.8 76.6 73.6 70.6
50. 48. 81.2 78.0 74.9 71.9
52. 51. 79.3 76.2 73.2
54. 53. 77.5 74.4
55. 54. 76.5 73.5
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.

P2 100
AA
72-- 212A RESERVE TAKE OFF TORQUE VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. --71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 10. --27. --35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.7
- 8. --24. --32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.6
- 6. --22. --30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6 97.5
- 4. --19. --27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.5 96.5
- 2. --17. --25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.4 95.4
0. --14. --22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.3 94.3
2. --12. --19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 95.2 93.2
4. --10. --17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.1 94.1 92.1
6. --7. --14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.9 92.9 91.0
8. --5. --12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9 95.8 91.8 89.9
10. --2. --9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.6 90.7 88.8
12. 0. --7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.5 89.6 87.8
14. 3. --4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.4 86.5
16. 5. --1. 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.7 90.8 87.1 85.3
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 89.4 85.7 83.9
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.6 95.5 91.6 87.9 84.3 82.5
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 97.9 93.9 90.0 86.4 82.8 81.1
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.5 84.8 81.3 79.6
26. 18. 13. 100.0 100.0 100.0 100.0 98.4 94.4 90.6 86.9 83.3 79.9 78.2
28. 20. 16. 100.0 100.0 100.0 100.0 96.6 92.7 88.9 85.3 81.8 78.4 76.7
30. 23. 18. 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 76.9 75.3
32. 25. 21. 100.0 100.0 100.0 96.8 92.9 89.1 85.5 82.0 78.6 75.4 73.8
34. 28. 24. 100.0 100.0 98.8 94.9 91.1 87.4 83.8 80.4 77.1 73.9 72.4
36. 30. 27. 100.0 100.0 96.8 93.0 89.2 85.6 82.1 78.8 75.5 72.4 70.9
38. 33. 30. 100.0 98.8 94.9 91.1 87.4 83.9 80.5 77.2 74.0 70.9 69.5
40. 36. 32. 100.0 96.8 92.9 89.2 85.6 82.2 78.8 75.6 72.5
42. 38. 35. 98.7 94.8 91.0 87.3 83.8 80.4 77.2 74.0
44. 41. 38. 96.6 92.7 89.0 85.5 82.0 78.7 75.5
46. 43. 41. 94.4 90.7 87.1 83.6 80.2 77.0
48. 46. 43. 92.3 88.7 85.2 81.8 78.5
50. 48. 46. 90.3 86.7 83.2 79.9
52. 51. 49. 88.2 84.7 81.3
54. 53. 52. 86.1 82.7
55. 54. 53. 85.0 81.7
reached first.

P3 050
AA
R GO AROUND TORQUE APPLICABLE FOR Vc ≤ 125 kt
R Note : Add 0.8 % for each 10 kt above 125 kt without exceeding 100 % torque.
Eng. : PW127
P4 100
AA
Eng. : PW127
P3 100
72-- 212A GO AROUND TORQUE APPLICABLE FOR Vc≤ 125 kt

TAT (c) PROPELLER SPEED 100.0 %
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. --71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 10. --27. --35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9
- 8. --24. --32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8
- 6. --22. --30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.8 97.8
- 4. --19. --27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.7
- 2. --17. --25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.6 95.6
0. --14. --22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.5 94.5
2. --12. --19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.5 95.4 93.4
4. --10. --17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.3 94.3 92.3
6. --7. --14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 91.2
8. --5. --12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.0 92.1 90.1
10. --2. --9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 94.9 91.0 89.1
12. 0. --7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.7 93.7 89.9 88.0
14. 3. --4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.4 92.5 88.7 86.8
16. 5. --1. 100.0 100.0 100.0 100.0 100.0 100.0 99.0 95.0 91.1 87.4 85.5
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.6 89.7 86.0 84.3
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.9 95.9 92.0 88.2 84.6 82.8
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 98.2 94.2 90.4 86.7 83.1 81.4
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.5 92.6 88.8 85.2 81.7 79.9
26. 18. 13. 100.0 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 78.5
28. 20. 16. 100.0 100.0 100.0 100.0 96.9 93.0 89.2 85.6 82.1 78.7 77.1
30. 23. 18. 100.0 100.0 100.0 99.0 95.1 91.2 87.5 84.0 80.5 77.2 75.6
32. 25. 21. 100.0 100.0 100.0 97.1 93.2 89.5 85.9 82.4 79.0 75.7 74.2
34. 28. 24. 100.0 100.0 99.2 95.2 91.4 87.7 84.2 80.7 77.4 74.3 72.7
36. 30. 27. 100.0 100.0 97.2 93.3 89.6 86.0 82.5 79.1 75.9 72.8 71.2
38. 33. 30. 100.0 99.2 95.2 91.4 87.8 84.2 80.8 77.5 74.3 71.3 69.8
40. 36. 32. 100.0 97.1 93.3 89.6 86.0 82.5 79.2 75.9 72.8 69.8 68.4
42. 38. 35. 99.0 95.1 91.3 87.7 84.2 80.8 77.5 74.4 71.3
44. 41. 38. 96.9 93.1 89.4 85.8 82.4 79.1 75.9 72.8
46. 43. 41. 94.8 91.1 87.5 84.0 80.6 77.4 74.2
48. 46. 43. 92.7 89.1 85.5 82.1 78.8 75.7
50. 48. 46. 90.6 87.1 83.6 80.3 77.0
52. 51. 49. 88.5 85.0 81.7 78.4
54. 53. 52. 86.4 83.0 79.7
56. 55. 54. 84.4 81.0
reached first.
Note : Add 0,8 % for each 10 kt above 125 kt without exceeding 100 % torque.

P4 500
AA
72-- 212A MAXIMUM CONTINUOUS TORQUE VC = 120. KT

AIR NORMAL HIGH
COND. AIR AIR PRESSURE ALTITUDE (FT)
OFF COND. COND.
ON ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
- 43. --56. --67. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.8 79.9 73.8 67.9 62.3 59.7
- 40. --52. --63. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 85.4 78.6 72.6 66.8 61.3 58.7
- 37. --48. --59. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.0 77.3 71.4 65.6 60.3 57.7
- 33. --44. --55. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.6 76.0 70.2 64.5 59.2 56.7
- 29. --40. --50. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.0 81.0 74.6 68.8 63.3 58.1 55.6
- 25. --36. --46. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.1 79.2 72.9 67.3 61.9 56.8 54.4
- 21. --32. --42. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.2 77.5 71.3 65.8 60.6 55.6 53.2
- 17. --28. --38. 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.7 76.1 70.0 64.7 59.5 54.6 52.3
- 13. --24. --33. 90.9 90.9 90.9 90.9 90.9 90.9 88.1 81.2 74.7 68.8 63.5 58.4 53.6 51.3
- 10. --20. --29. 90.9 90.9 90.9 90.9 90.9 90.9 86.5 79.7 73.3 67.5 62.3 57.3 52.6 50.4
- 6. --16. --24. 90.9 90.9 90.9 90.9 90.9 90.9 84.9 78.2 71.9 66.2 61.1 56.2 51.6 49.4
- 2. --12. --20. 90.9 90.9 90.9 90.9 90.9 90.3 83.2 76.7 70.6 65.0 60.0 55.2 50.6 48.5
1. --8. --16. 90.9 90.9 90.9 90.9 90.9 88.7 81.8 75.3 69.3 63.8 58.9 54.2 49.7 47.6
4. --4. --11. 90.9 90.9 90.9 90.9 90.9 86.9 80.1 73.8 67.9 62.5 57.7 53.1 48.7 46.7
8. 0. --7. 90.9 90.9 90.9 90.9 90.9 84.5 77.9 71.8 66.1 60.8 56.1 51.6 47.4 45.4
11. 4. --2. 90.9 90.9 90.9 90.9 89.6 82.8 76.3 70.3 64.7 59.6 55.0 50.6 46.4 44.5
15. 8. 2. 90.9 90.9 90.9 90.9 87.9 81.2 74.8 68.9 63.4 58.4 53.9 49.6 45.5 43.6
18. 12. 7. 90.9 90.9 90.9 90.9 86.2 79.5 73.3 67.6 62.2 57.2 52.8 48.6 44.6
22. 16. 12. 90.9 90.9 90.9 90.9 84.4 77.9 71.9 66.2 60.9 56.1 51.8
25. 20. 16. 90.9 90.9 90.9 88.2 81.6 75.3 69.5 64.0 58.9 54.2
29. 24. 21. 90.9 90.9 90.9 84.9 78.6 72.5 66.9 61.6 56.7
33. 28. 25. 90.9 90.9 88.0 81.6 75.5 69.7 64.3 59.2
37. 32. 29. 90.9 90.9 84.7 78.6 72.7 67.1 61.9
41. 36. 33. 90.9 88.5 82.2 76.3 70.6 65.1
44. 40. 38. 90.9 85.8 79.7 74.0 68.4
48. 44. 42. 89.5 83.2 77.3 71.7
52. 48. 46. 86.6 80.5 74.8
56. 52. 50. 83.7 77.8
60. 56. 54. 82.1
64. 60. 58.
reached first.

P5 050
AA
R Eng. : PW127
P6 050
AA
R Eng. : PW127
P5 500
AA
72-- 212A MAXIMUM CLIMB TORQUE VC = 170. KT

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
- 41. --56. --64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.0 87.0 80.3 74.2 68.5 65.8
- 38. --52. --60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.6 79.0 73.0 67.4 64.7
- 34. --48. --56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.9 84.1 77.7 71.8 66.2 63.6
- 30. --44. --51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.9 89.4 82.7 76.4 70.5 65.1 62.5
- 26. --40. --47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.2 87.8 81.2 75.0 69.3 63.9 61.4
- 23. --36. --43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.4 86.2 79.7 73.7 68.0 62.8 60.3
- 19. --32. --39. 97.2 97.2 97.2 97.2 97.2 97.2 96.8 90.8 84.7 78.3 72.3 66.8 61.7 59.2
- 15. --28. --35. 97.2 97.2 97.2 97.2 97.2 97.2 95.3 89.3 83.3 77.0 71.2 65.7 60.7 58.3
- 11. --24. --31. 97.2 97.2 97.2 97.2 97.2 97.2 93.7 87.9 81.9 75.8 70.0 64.6 59.7 57.3
- 7. --20. --26. 97.2 97.2 97.2 97.2 97.2 97.2 92.0 86.2 80.4 74.4 68.7 63.4 58.6 56.3
- 4. --16. --22. 97.2 97.2 97.2 97.2 97.2 96.0 90.2 84.6 78.9 73.0 67.4 62.2 57.4 55.2
- 1. --12. --18. 97.2 97.2 97.2 97.2 97.2 94.2 88.5 83.0 77.3 71.5 66.1 61.0 56.3 54.1
3. --8. --14. 97.2 97.2 97.2 97.2 97.2 92.0 86.4 81.0 75.5 69.9 64.6 59.6 55.0 52.9
6. --4. --10. 97.2 97.2 97.2 97.2 96.6 89.7 84.3 79.1 73.7 68.2 63.0 58.1 53.7 51.6
9. 0. --5. 97.2 97.2 97.2 97.2 93.9 87.2 81.9 76.8 71.6 66.3 61.2 56.5 52.2 50.1
12. 4. --1. 97.2 97.2 97.2 97.2 91.0 84.5 79.4 74.5 69.4 64.2 59.3 54.8 50.6 48.6
16. 8. 3. 97.2 97.2 97.2 94.9 88.1 81.9 76.9 72.1 67.2 62.2 57.5 53.1 49.0 47.1
19. 12. 8. 97.2 97.2 97.2 91.9 85.3 79.2 74.4 69.8 65.0 60.2 55.6 51.3 47.4 45.5
22. 16. 12. 97.2 97.2 95.6 88.8 82.4 76.5 71.9 67.4 62.9 58.2 53.7 49.6 45.8
26. 20. 17. 97.2 97.2 92.1 85.6 79.4 73.8 69.3 65.0 60.6 56.1 51.8 47.8
29. 24. 21. 97.2 95.5 88.6 82.3 76.4 71.0 66.7 62.5 58.3 53.9
33. 28. 25. 97.2 91.8 85.2 79.1 73.4 68.2 64.1 60.1 56.0
36. 32. 29. 95.3 88.4 82.1 76.2 70.8 65.7 61.8 57.9
40. 36. 33. 91.7 85.0 79.0 73.3 68.1 63.2 59.4
43. 40. 38. 88.2 81.8 75.9 70.5 65.5 60.8
47. 44. 42. 84.7 78.6 73.0 67.8 62.9
50. 48. 46. 81.3 75.4 70.0 65.0
54. 52. 50. 77.8 72.2 67.0
58. 56. 54. 75.6
62. 60. 58.
reached first.

P6 500
AA
72-- 212A
MAXIMUM CLIMB TORQUE VC = 190. KT
AIR NOR- HIGH
COND. MAL AIR PRESSURE ALTITUDE (FT)
OFF AIR COND.
COND. ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
ON 25000.
- 41. --56. --64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.2 83.6 77.4 71.7 69.0
- 38. --52. --60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.7 88.8 82.3 76.2 70.6 67.9
- 34. --48. --56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.1 87.3 80.9 74.9 69.4 66.8
- 30. --44. --51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.8 79.5 73.6 68.2 65.6
- 26. --40. --47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.9 90.8 84.2 78.1 72.3 67.0 64.5
- 23. --36. --43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.1 89.2 82.7 76.7 71.0 65.8 63.3
- 19. --32. --39. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.4 87.6 81.2 75.3 69.7 64.6 62.2
- 15. --28. --35. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 91.9 86.2 79.9 74.1 68.6 63.5 61.2
- 11. --24. --31. 97.2 97.2 97.2 97.2 97.2 97.2 96.2 90.4 84.7 78.6 72.8 67.5 62.5 60.2
- 7. --20. --26. 97.2 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.2 77.2 71.5 66.2 61.4 59.0
- 4. --16. --22. 97.2 97.2 97.2 97.2 97.2 97.2 92.6 87.0 81.6 75.7 70.1 65.0 60.2 57.9
- 1. --12. --18. 97.2 97.2 97.2 97.2 97.2 96.6 90.8 85.4 80.0 74.2 68.8 63.7 59.0 56.8
3. --8. --14. 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.4 78.2 72.5 67.2 62.2 57.6 55.5
6. --4. --10. 97.2 97.2 97.2 97.2 97.2 92.1 86.5 81.3 76.2 70.7 65.5 60.7 56.2 54.1
9. 0. --5. 97.2 97.2 97.2 97.2 96.3 89.5 84.1 79.0 74.1 68.7 63.7 59.0 54.6 52.6
12. 4. --1. 97.2 97.2 97.2 97.2 93.3 86.7 81.5 76.6 71.8 66.6 61.8 57.2 53.0 51.0
16. 8. 3. 97.2 97.2 97.2 97.2 90.4 84.0 78.9 74.2 69.6 64.5 59.8 55.4 51.3 49.4
19. 12. 8. 97.2 97.2 97.2 94.0 87.4 81.3 76.4 71.8 67.3 62.4 57.9 53.6 49.6 47.8
22. 16. 12. 97.2 97.2 97.2 90.9 84.5 78.5 73.8 69.4 65.0 60.3 55.9 51.8 48.0 46.2
26. 20. 17. 97.2 97.2 94.2 87.6 81.5 75.7 71.2 66.9 62.7 58.2 53.9 49.9
29. 24. 21. 97.2 97.2 90.6 84.3 78.4 72.8 68.5 64.4 60.3 56.0 51.9
33. 28. 25. 97.2 93.7 87.1 81.0 75.3 70.0 65.8 61.8 58.0 53.8
36. 32. 29. 97.2 90.3 83.9 78.0 72.6 67.4 63.4 59.6 55.9
40. 36. 33. 93.5 86.8 80.7 75.1 69.8 64.9 61.0
43. 40. 38. 89.9 83.5 77.6 72.2 67.1 62.4
47. 44. 42. 86.4 80.3 74.6 69.4 64.5
50. 48. 46. 82.9 77.0 71.6 66.6
54. 52. 50. 79.3 73.7 68.5
58. 56. 54. 77.1 71.7
62. 60. 58. 77.1
reached first.

P7 050
AA
R Eng. : PW127
P8 050
AA
R Eng. : PW127
P7 500
AA
72-- 212A MAXIMUM CRUISE TORQUE VC = 170. KT

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.1 85.6 77.7 70.4 63.8
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 92.6 84.2 76.4 69.3 62.8
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 91.1 82.8 75.1 68.1 61.8
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 89.5 81.4 73.8 67.0 60.7
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 93.9 87.9 80.0 72.5 65.8 59.6
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 92.2 86.3 78.5 71.2 64.6 58.5
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 90.6 84.8 77.1 69.9 63.4 57.5
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 89.1 83.4 75.8 68.8 62.4 56.6
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 87.6 82.0 74.6 67.7 61.3 55.6
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 86.0 80.5 73.2 66.4 60.2 54.6
- 6. - 16. - 23. 94.5 94.5 94.5 92.7 84.4 79.0 71.8 65.2 59.1 53.6
- 3. - 12. - 19. 94.5 94.5 94.5 90.9 82.7 77.4 70.4 63.9 57.9 52.5
0. - 8. - 14. 94.5 94.5 94.5 88.8 80.8 75.6 68.8 62.4 56.6 51.3
4. - 4. - 10. 94.5 94.5 94.5 86.6 78.8 73.8 67.1 60.9 55.2 50.0
7. 0. - 5. 94.5 94.5 92.6 84.2 76.6 71.7 65.2 59.1 53.6 48.6
10. 4. - 1. 94.5 94.5 89.7 81.6 74.3 69.5 63.2 57.3 52.0 47.1
13. 8. 4. 94.5 94.5 86.8 79.0 71.9 67.3 61.2 55.5 50.3 45.6
17. 12. 8. 94.5 91.8 83.6 76.0 69.1 64.7 58.9 53.4 48.4 43.9
20. 16. 12. 94.5 88.2 80.3 73.0 66.4 62.2 56.5 51.3 46.5
23. 20. 17. 94.5 84.8 77.2 70.2 63.9 59.8 54.4 49.3
27. 24. 21. 94.5 81.5 74.2 67.5 61.4 57.5 52.3
31. 28. 26. 94.3 78.3 71.2 64.8 59.0 55.2
35. 32. 30. 90.6 75.2 68.5 62.2 56.6 53.0
38. 36. 34. 86.9 72.2 65.7 59.7 54.3
42. 40. 38. 83.2 69.1 62.9 57.2
46. 44. 42. 79.5 66.0 60.1
50. 48. 47. 75.9 63.0
54. 52. 51. 72.1
58. 56. 55. 69.8
62. 60. 59.
reached first.

P8 500
AA

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 88.9 81.0 73.7 67.2
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 87.5 79.7 72.5 66.1
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 93.7 86.0 78.3 71.3 65.0
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 92.1 84.6 77.0 70.1 63.9
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 90.5 83.1 75.6 68.9 62.7
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 88.8 81.6 74.2 67.6 61.6
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 93.3 87.2 80.1 72.9 66.4 60.5
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 91.8 85.8 78.8 71.7 65.3 59.5
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 90.3 84.4 77.5 70.6 64.2 58.5
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 88.6 82.9 76.1 69.3 63.1 57.4
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 87.0 81.3 74.6 67.9 61.9 56.4
- 3. - 12. - 19. 94.5 94.5 94.5 93.6 85.3 79.7 73.2 66.6 60.7 55.3
0. - 8. - 14. 94.5 94.5 94.5 91.4 83.3 77.9 71.5 65.1 59.3 54.0
4. - 4. - 10. 94.5 94.5 94.5 89.2 81.2 75.9 69.7 63.5 57.8 52.6
7. 0. - 5. 94.5 94.5 94.5 86.6 78.9 73.8 67.7 61.7 56.2 51.2
10. 4. - 1. 94.5 94.5 92.2 84.0 76.5 71.5 65.7 59.8 54.4 49.6
13. 8. 4. 94.5 94.5 89.2 81.3 74.1 69.2 63.6 57.9 52.7 48.0
17. 12. 8. 94.5 94.1 85.8 78.2 71.3 66.6 61.2 55.7 50.7 46.2
20. 16. 12. 94.5 90.4 82.4 75.1 68.4 64.0 58.7 53.5 48.7 44.4
23. 20. 17. 94.5 86.9 79.2 72.2 65.8 61.5 56.5 51.4 46.8
27. 24. 21. 94.5 83.5 76.2 69.4 63.3 59.1 54.3 49.4
31. 28. 26. 94.5 80.2 73.2 66.7 60.8 56.8 52.1
35. 32. 30. 92.5 77.1 70.3 64.1 58.4 54.6
38. 36. 34. 88.7 73.9 67.4 61.5 56.0
42. 40. 38. 84.9 70.8 64.6 58.8
46. 44. 42. 81.2 67.7 61.7
50. 48. 47. 77.4 64.5
54. 52. 51. 73.6
58. 56. 55. 71.2
62. 60. 59. 71.2
reached first.

P9 050
AA
R Eng. : PW127
P 10 050
AA
R Eng. : PW127
P9 500
AA

AIR- NORMAL HIGH PRESSURE ALTITUDE (FT)
COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 92.8 84.8 77.5 71.0
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 91.3 83.4 76.3 69.8
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 89.7 82.0 75.0 68.7
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 88.2 80.6 73.7 67.5
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 93.4 86.6 79.2 72.4 66.3
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 91.7 85.0 77.7 71.1 65.1
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 90.0 83.5 76.4 69.8 63.9
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 88.6 82.2 75.1 68.7 62.9
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 93.5 87.1 80.8 73.9 67.6 61.8
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 91.8 85.5 79.3 72.5 66.3 60.7
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 90.0 83.9 77.8 71.1 65.1 59.5
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 88.3 82.2 76.3 69.8 63.8 58.4
0. - 8. - 14. 94.5 94.5 94.5 94.4 86.3 80.3 74.5 68.1 62.3 57.0
4. - 4. - 10. 94.5 94.5 94.5 92.1 84.1 78.3 72.7 66.4 60.8 55.6
7. 0. - 5. 94.5 94.5 94.5 89.5 81.7 76.1 70.6 64.6 59.1 54.1
10. 4. - 1. 94.5 94.5 94.5 86.7 79.2 73.8 68.5 62.6 57.3 52.4
13. 8. 4. 94.5 94.5 91.8 83.9 76.7 71.4 66.3 60.6 55.4 50.7
17. 12. 8. 94.5 94.5 88.4 80.7 73.8 68.7 63.8 58.3 53.3 48.8
20. 16. 12. 94.5 92.8 84.9 77.6 70.9 66.0 61.3 56.0 51.2 46.9
23. 20. 17. 94.5 89.3 81.6 74.6 68.1 63.5 58.9 53.8 49.2 45.1
27. 24. 21. 94.5 85.8 78.5 71.7 65.5 61.0 56.6 51.8
31. 28. 26. 94.5 82.4 75.3 68.9 62.9 58.6 54.4
35. 32. 30. 94.5 79.2 72.4 66.2 60.4 56.3
38. 36. 34. 90.7 75.9 69.4 63.5 58.0
42. 40. 38. 86.9 72.7 66.5 60.8
46. 44. 42. 83.0 69.5 63.5 58.1
50. 48. 47. 79.2 66.3 60.6
54. 52. 51. 75.3 63.0
58. 56. 55. 72.9
62. 60. 59. 72.9
reached first.

P 10 500
AA

AIR NORMAL HIGH
OFF COND
COND. COND
COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.1 81.9 75.3
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 80.5 74.1
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 93.9 86.2 79.2 72.9
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 92.3 84.7 77.8 71.6
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 94.5 90.6 83.2 76.4 70.3
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 94.5 89.0 81.7 75.1 69.0
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 93.1 87.4 80.2 73.7 67.8
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 91.6 86.0 78.9 72.5 66.7
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 94.5 90.1 84.6 77.6 71.3 65.6
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 94.5 88.4 83.0 76.2 70.0 64.4
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 93.5 86.8 81.4 74.7 68.7 63.2
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 91.7 85.1 79.8 73.3 67.3 62.0
0. - 8. - 14. 94.5 94.5 94.5 94.5 89.6 83.1 78.0 71.6 65.8 60.5
4. - 4. - 10. 94.5 94.5 94.5 94.5 87.4 81.1 76.1 69.8 64.2 59.0
7. 0. - 5. 94.5 94.5 94.5 92.6 84.9 78.8 73.9 67.9 62.3 57.4
10. 4. - 1. 94.5 94.5 94.5 89.8 82.3 76.4 71.7 65.8 60.4 55.6
13. 8. 4. 94.5 94.5 94.5 86.9 79.7 73.9 69.3 63.7 58.5 53.8
17. 12. 8. 94.5 94.5 91.2 83.6 76.6 71.1 66.7 61.3 56.3 51.8
20. 16. 12. 94.5 94.5 87.6 80.3 73.6 68.3 64.1 58.8 54.1 49.7
23. 20. 17. 94.5 91.9 84.2 77.2 70.8 65.7 61.6 56.6 52.0 47.8
27. 24. 21. 94.5 88.4 81.0 74.2 68.1 63.1 59.3 54.4 50.0
31. 28. 26. 94.5 84.9 77.8 71.3 65.4 60.6 56.9 52.2
35. 32. 30. 94.5 81.5 74.7 68.5 62.8 58.2 54.7
38. 36. 34. 93.0 78.2 71.7 65.7 60.2 55.9
42. 40. 38. 89.1 74.9 68.6 62.9 57.7
46. 44. 42. 85.1 71.6 65.6 60.1
50. 48. 47. 81.2 68.2 62.6
54. 52. 51. 77.2 64.9
58. 56. 55. 74.7
62. 60. 59. 74.7
reached first.

P 11 050
AA
R Eng. : PW127
P 12 200
AA
R Eng. : PW127
P 11 500
AA

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.0 86.7 80.2
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.4 85.3 78.9
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 90.9 83.9 77.6
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.3 82.5 76.3
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 81.0 74.9
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 94.5 93.1 86.1 79.5 73.6
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 94.5 91.5 84.6 78.1 72.2
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 94.5 90.0 83.2 76.8 71.1
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 94.5 93.4 88.5 81.9 75.6 69.9
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 94.5 91.7 86.9 80.4 74.2 68.6
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 94.5 90.0 85.2 78.8 72.8 67.3
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 94.5 88.2 83.6 77.3 71.4 66.0
0. - 8. - 14. 94.5 94.5 94.5 94.5 93.3 86.2 81.6 75.5 69.7 64.5
4. - 4. - 10. 94.5 94.5 94.5 94.5 91.0 84.0 79.6 73.6 68.0 62.9
7. 0. - 5. 94.5 94.5 94.5 94.5 88.5 81.7 77.3 71.6 66.1 61.1
10. 4. - 1. 94.5 94.5 94.5 93.2 85.8 79.2 75.0 69.4 64.1 59.2
13. 8. 4. 94.5 94.5 94.5 90.2 83.0 76.6 72.6 67.1 62.0 57.3
17. 12. 8. 94.5 94.5 94.4 86.8 79.9 73.7 69.8 64.6 59.6 55.2
20. 16. 12. 94.5 94.5 90.7 83.4 76.7 70.8 67.1 62.1 57.3 53.0
23. 20. 17. 94.5 94.5 87.2 80.2 73.7 68.1 64.5 59.7 55.1 50.9
27. 24. 21. 94.5 91.2 83.9 77.1 70.9 65.5 62.0 57.4 53.0 49.0
31. 28. 26. 94.5 87.6 80.5 74.0 68.1 62.9 59.5 55.1 50.8
35. 32. 30. 94.5 84.2 77.4 71.1 65.4 60.4 57.2 52.9
38. 36. 34. 94.5 80.7 74.2 68.2 62.7 57.9 54.9
42. 40. 38. 91.5 77.3 71.1 65.3 60.1 55.5
46. 44. 42. 87.4 73.9 67.9 62.4
50. 48. 47. 83.4 70.5 64.8
54. 52. 51. 79.3 67.0
58. 56. 55. 76.7
62. 60. 59. 76.7
reached first.

P 12 250
TORQUE TABLES DEC 97
AA
R Mod : 3973 or 4371 or 4457

P 13 050
AA
R Eng. : PW127
P 14 050
AA
PW127 MAXIMUM CRUISE TORQUE VC = 170. KT

COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 100.0 100.0 100.0 100.0 100.0 98.3 89.4 81.1 73.5 66.6
-35. -52. -62. 100.0 100.0 100.0 100.0 100.0 96.8 87.9 79.8 72.3 65.6
-32. -48. -58. 100.0 100.0 100.0 100.0 100.0 95.2 86.5 78.5 71.1 64.5
-29. -44. -54. 100.0 100.0 100.0 100.0 100.0 93.6 85.0 77.1 69.9 63.4
-25. -40. -49. 100.0 100.0 100.0 100.0 98.3 91.9 83.6 75.8 68.7 62.3
-22. -36. -45. 100.0 100.0 100.0 100.0 96.6 90.4 82.1 74.5 67.5 61.2
-19. -32. -41. 100.0 100.0 100.0 100.0 95.1 89.0 80.8 73.3 66.5 60.3
-16. -28. -37. 100.0 100.0 100.0 100.0 93.6 87.6 79.6 72.2 65.4 59.3
-13. -24. -33. 100.0 100.0 100.0 100.0 92.0 86.1 78.2 71.0 64.3 58.3
-9. -20. -28. 100.0 100.0 100.0 99.2 90.3 84.5 76.8 69.7 63.2 57.3
-6. -16. -23. 100.0 100.0 100.0 97.3 88.7 83.0 75.4 68.4 62.0 56.2
-3. -12. -19. 100.0 100.0 100.0 95.4 86.9 81.3 73.9 67.0 60.8 55.1
0. -8. -14. 100.0 100.0 100.0 93.2 84.9 79.4 72.2 65.5 59.4 53.8
4. -4. -10. 100.0 100.0 100.0 90.9 82.8 77.5 70.4 63.9 57.9 52.5
7. 0. -5. 100.0 100.0 97.1 88.3 80.4 75.3 68.4 62.0 56.3 51.0
10. 4. -1. 100.0 100.0 94.2 85.7 78.1 73.0 66.4 60.2 54.6 49.5
13. 8. 4. 100.0 100.0 91.1 82.8 75.5 70.6 64.2 58.2 52.8 47.9
17. 12. 8. 100.0 96.4 87.7 79.8 72.7 68.0 61.8 56.1 50.8 46.1
20. 16. 12. 100.0 92.7 84.4 76.7 69.9 65.4 59.4 53.9 48.9
23. 20. 17. 100.0 89.3 81.2 73.9 67.3 63.0 57.2 51.9
27. 24. 21. 100.0 85.9 78.1 71.0 64.7 60.6 55.0
31. 28. 26. 99.4 82.5 75.1 68.3 62.2 58.2
35. 32. 30. 95.6 79.3 72.2 65.6 59.8 56.0
38. 36. 34. 91.7 76.2 69.3 63.0 57.4
42. 40. 38. 87.9 73.0 66.4 60.4
46. 44. 42. 84.1 69.8 63.5
50. 48. 47. 80.2 66.6
54. 52. 51. 76.3
58. 56. 55. 74.1
62. 60. 59.
reached first.
R Eng. : PW127
P 13 250
AA
R Mod : 3973 or 4371 or 4457

P 14 250
AA
R Mod : 3973 or 4371 or 4457

P 15 050
AA

COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 100.0 100.0 100.0 100.0 100.0 100.0 92.8 84.5 77.0 70.1
-35. -52. -62. 100.0 100.0 100.0 100.0 100.0 99.6 91.4 83.2 75.7 69.0
-32. -48. -58. 100.0 100.0 100.0 100.0 100.0 98.0 89.9 81.8 74.5 67.9
-29. -44. -54. 100.0 100.0 100.0 100.0 100.0 96.3 88.3 80.4 73.2 66.7
-25. -40. -49. 100.0 100.0 100.0 100.0 100.0 94.6 86.8 79.0 72.0 65.6
-22. -36. -45. 100.0 100.0 100.0 100.0 99.4 93.0 85.3 77.7 70.7 64.4
-19. -32. -41. 100.0 100.0 100.0 100.0 97.9 91.6 84.0 76.5 69.6 63.4
-16. -28. -37. 100.0 100.0 100.0 100.0 96.3 90.1 82.7 75.3 68.5 62.4
-13. -24. -33. 100.0 100.0 100.0 100.0 94.7 88.6 81.3 74.0 67.4 61.4
-9. -20. -28. 100.0 100.0 100.0 100.0 93.0 87.0 79.8 72.7 66.2 60.3
-6. -16. -23. 100.0 100.0 100.0 100.0 91.3 85.4 78.3 71.3 64.9 59.2
-3. -12. -19. 100.0 100.0 100.0 98.2 89.5 83.7 76.8 69.9 63.6 58.0
0. -8. -14. 100.0 100.0 100.0 95.9 87.4 81.7 75.0 68.3 62.2 56.6
4. -4. -10. 100.0 100.0 100.0 93.6 85.2 79.7 73.2 66.6 60.6 55.2
7. 0. -5. 100.0 100.0 99.7 90.9 82.8 77.5 71.1 64.7 58.9 53.7
10. 4. -1. 100.0 100.0 96.8 88.2 80.4 75.2 69.0 62.8 57.2 52.1
13. 8. 4. 100.0 100.0 93.6 85.3 77.7 72.7 66.7 60.7 55.3 50.3
17. 12. 8. 100.0 98.8 90.1 82.1 74.8 70.0 64.2 58.5 53.2 48.5
20. 16. 12. 100.0 95.0 86.6 79.0 71.9 67.3 61.7 56.2 51.2 46.6
23. 20. 17. 100.0 91.5 83.4 76.0 69.3 64.8 59.4 54.1 49.3
27. 24. 21. 100.0 88.0 80.2 73.1 66.6 62.3 57.2 52.1
31. 28. 26. 100.0 84.6 77.1 70.3 64.0 59.9 55.0
35. 32. 30. 97.5 81.3 74.1 67.6 61.6 57.6
38. 36. 34. 93.6 78.0 71.2 64.9 59.1
42. 40. 38. 89.7 74.8 68.2 62.1
46. 44. 42. 85.8 71.5 65.2
50. 48. 47. 81.9 68.2
54. 52. 51. 77.9
58. 56. 55. 75.7
62. 60. 59. 75.7
reached first.
R Eng. : PW127
P 16 050
AA

COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 100.0 100.0 100.0 100.0 100.0 100.0 96.8 88.5 80.9 74.1
-35. -52. -62. 100.0 100.0 100.0 100.0 100.0 100.0 95.3 87.1 79.6 72.9
-32. -48. -58. 100.0 100.0 100.0 100.0 100.0 100.0 93.7 85.7 78.3 71.7
-29. -44. -54. 100.0 100.0 100.0 100.0 100.0 99.4 92.1 84.2 77.0 70.5
-25. -40. -49. 100.0 100.0 100.0 100.0 100.0 97.7 90.5 82.7 75.7 69.3
-22. -36. -45. 100.0 100.0 100.0 100.0 100.0 96.0 89.0 81.3 74.4 68.1
-19. -32. -41. 100.0 100.0 100.0 100.0 100.0 94.5 87.6 80.1 73.2 67.0
-16. -28. -37. 100.0 100.0 100.0 100.0 99.7 93.0 86.2 78.8 72.1 66.0
-13. -24. -33. 100.0 100.0 100.0 100.0 98.1 91.4 84.8 77.5 70.9 64.9
-9. -20. -28. 100.0 100.0 100.0 100.0 96.3 89.8 83.2 76.1 69.6 63.7
-6. -16. -23. 100.0 100.0 100.0 100.0 94.5 88.1 81.7 74.7 68.3 62.5
-3. -12. -19. 100.0 100.0 100.0 100.0 92.6 86.4 80.1 73.2 66.9 61.3
0. -8. -14. 100.0 100.0 100.0 99.0 90.5 84.3 78.2 71.5 65.4 59.8
4. -4. -10. 100.0 100.0 100.0 96.6 88.3 82.3 76.3 69.7 63.8 58.4
7. 0. -5. 100.0 100.0 100.0 93.8 85.7 79.9 74.1 67.7 61.9 56.7
10. 4. -1. 100.0 100.0 99.6 91.1 83.2 77.6 71.9 65.7 60.1 55.0
13. 8. 4. 100.0 100.0 96.3 88.0 80.5 75.0 69.5 63.6 58.1 53.2
17. 12. 8. 100.0 100.0 92.8 84.8 77.5 72.2 67.0 61.2 56.0 51.2
20. 16. 12. 100.0 97.6 89.2 81.5 74.5 69.5 64.4 58.9 53.8 49.3
23. 20. 17. 100.0 93.9 85.9 78.5 71.7 66.9 62.0 56.7 51.8 47.4
27. 24. 21. 100.0 90.4 82.6 75.5 69.0 64.3 59.6 54.5
31. 28. 26. 100.0 86.9 79.4 72.6 66.3 61.8 57.3
35. 32. 30. 99.8 83.5 76.3 69.8 63.8 59.4
38. 36. 34. 95.8 80.1 73.3 67.0 61.2
42. 40. 38. 91.7 76.8 70.2 64.2
46. 44. 42. 87.7 73.4 67.1 61.4
50. 48. 47. 83.7 70.1 64.1
54. 52. 51. 79.6 66.7
58. 56. 55. 77.4
62. 60. 59. 77.4
reached first.
R Eng. : PW127
P 15 250
AA
R Mod : 3973 or 4371 or 4457

P 16 250
AA
R Mod : 3973 or 4371 or 4457

P 17 050
AA

COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 93.0 85.4 78.6
-35. -52. -62. 100.0 100.0 100.0 100.0 100.0 100.0 99.7 91.5 84.1 77.4
-32. -48. -58. 100.0 100.0 100.0 100.0 100.0 100.0 98.1 90.0 82.7 76.1
-29. -44. -54. 100.0 100.0 100.0 100.0 100.0 100.0 96.4 88.5 81.3 74.8
-25. -40. -49. 100.0 100.0 100.0 100.0 100.0 100.0 94.7 87.0 79.9 73.5
-22. -36. -45. 100.0 100.0 100.0 100.0 100.0 99.3 93.1 85.4 78.5 72.2
-19. -32. -41. 100.0 100.0 100.0 100.0 100.0 97.7 91.6 84.1 77.3 71.1
-16. -28. -37. 100.0 100.0 100.0 100.0 100.0 96.2 90.2 82.8 76.1 70.0
-13. -24. -33. 100.0 100.0 100.0 100.0 100.0 94.6 88.7 81.4 74.8 68.8
-9. -20. -28. 100.0 100.0 100.0 100.0 100.0 92.9 87.1 79.9 73.5 67.6
-6. -16. -23. 100.0 100.0 100.0 100.0 98.2 91.2 85.5 78.5 72.1 66.3
-3. -12. -19. 100.0 100.0 100.0 100.0 96.2 89.3 83.8 76.9 70.7 65.0
0. -8. -14. 100.0 100.0 100.0 100.0 94.0 87.3 81.8 75.1 69.0 63.5
4. -4. -10. 100.0 100.0 100.0 100.0 91.7 85.1 79.8 73.3 67.3 61.9
7. 0. -5. 100.0 100.0 100.0 97.2 89.1 82.7 77.5 71.2 65.4 60.2
10. 4. -1. 100.0 100.0 100.0 94.3 86.4 80.3 75.3 69.1 63.5 58.4
13. 8. 4. 100.0 100.0 99.5 91.2 83.6 77.6 72.8 66.8 61.4 56.5
17. 12. 8. 100.0 100.0 95.8 87.8 80.5 74.7 70.1 64.3 59.1 54.4
20. 16. 12. 100.0 100.0 92.1 84.4 77.4 71.8 67.4 61.8 56.8 52.3
23. 20. 17. 100.0 96.7 88.7 81.3 74.5 69.2 64.9 59.5 54.7 50.3
27. 24. 21. 100.0 93.1 85.3 78.2 71.7 66.5 62.4 57.3 52.6
31. 28. 26. 100.0 89.4 82.0 75.2 68.9 64.0 60.0 55.1
35. 32. 30. 100.0 86.0 78.8 72.2 66.2 61.5 57.7
38. 36. 34. 98.2 82.5 75.7 69.3 63.6 59.0
42. 40. 38. 94.0 79.1 72.5 66.4 60.9
46. 44. 42. 89.9 75.6 69.3 63.5
50. 48. 47. 85.8 72.2 66.2
54. 52. 51. 81.6 68.6
58. 56. 55. 79.3
62. 60. 59. 79.3
reached first.
R Eng. : PW127
P 18 050
AA

COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
-38. -56. -66. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.1 90.5 83.7
-35. -52. -62. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.5 89.1 82.4
-32. -48. -58. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 94.9 87.6 81.1
-29. -44. -54. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 93.3 86.2 79.7
-25. -40. -49. 100.0 100.0 100.0 100.0 100.0 100.0 99.2 91.7 84.7 78.3
-22. -36. -45. 100.0 100.0 100.0 100.0 100.0 100.0 97.5 90.1 83.2 76.9
-19. -32. -41. 100.0 100.0 100.0 100.0 100.0 100.0 96.0 88.7 81.9 75.8
-16. -28. -37. 100.0 100.0 100.0 100.0 100.0 99.8 94.5 87.3 80.6 74.6
-13. -24. -33. 100.0 100.0 100.0 100.0 100.0 98.1 92.9 85.8 79.3 73.3
-9. -20. -28. 100.0 100.0 100.0 100.0 100.0 96.3 91.2 84.3 77.8 72.0
-6. -16. -23. 100.0 100.0 100.0 100.0 100.0 94.5 89.5 82.8 76.4 70.7
-3. -12. -19. 100.0 100.0 100.0 100.0 100.0 92.6 87.7 81.1 74.9 69.2
0. -8. -14. 100.0 100.0 100.0 100.0 97.9 90.5 85.7 79.2 73.1 67.6
4. -4. -10. 100.0 100.0 100.0 100.0 95.5 88.3 83.6 77.3 71.3 66.0
7. 0. -5. 100.0 100.0 100.0 100.0 92.8 85.7 81.2 75.1 69.3 64.1
10. 4. -1. 100.0 100.0 100.0 97.9 90.1 83.2 78.8 72.8 67.3 62.2
13. 8. 4. 100.0 100.0 100.0 94.7 87.1 80.5 76.2 70.4 65.0 60.1
17. 12. 8. 100.0 100.0 99.2 91.2 83.8 77.5 73.4 67.8 62.6 57.9
20. 16. 12. 100.0 100.0 95.3 87.7 80.6 74.5 70.6 65.2 60.2 55.7
23. 20. 17. 100.0 99.9 91.8 84.4 77.6 71.7 67.9 62.8 58.0 53.6
27. 24. 21. 100.0 96.1 88.3 81.2 74.7 69.0 65.3 60.4 55.8 51.6
31. 28. 26. 100.0 92.3 84.9 78.0 71.8 66.3 62.8 58.1 53.6
35. 32. 30. 100.0 88.8 81.6 75.0 69.0 63.8 60.4 55.8
38. 36. 34. 100.0 85.2 78.3 72.0 66.2 61.2 58.0
42. 40. 38. 96.6 81.6 75.0 69.0 63.5 58.6
46. 44. 42. 92.4 78.1 71.8 66.0
50. 48. 47. 88.2 74.5 68.5
54. 52. 51. 83.9 70.9
58. 56. 55. 81.5
62. 60. 59. 81.5
reached first.
R Eng. PW127
P 17 250
AA
R Mod : 3973 or 4371 or 4457

P 18 250
AA
R Mod : 3973 or 4371 or 4457

TAKE-OFF 3.03.00
P1 001
CONTENTS JUL 01
AA
3.03.00 CONTENTS
3.03.01 GENERAL
TAKE-OFF CONDITIONS
TAKE-OFF SPEEDS
3.03.02 METHODOLOGY
GENERAL
DETERMINATION OF THE TOW
NL RUNWAYS
3.03.03 CORRECTIONS
AIR CONDITIONING
RUNWAY CONTAMINATION
RUNWAY SLOPE
WIND
QNH
WAT (WEIGHT - ALTITUDE - TEMPERATURE)
OBSTACLES
BRAKES ENERGY
3.03.04 QUICK REFERENCE TABLES (QRT)
3.03.05 TAKE-OFF SPEEDS VALUES
R 3.03.06 EXAMPLE OF TAKE OFF CHART COMPUTED WITH THE FOS

TAKE-OFF 3.03.01
P1 001
GENERAL JUL 99
AA
The methodology for the determination of the maximum take off weight is described in
the chapter 6-03 of the Airplane Flight Manual.
As this way is long and complex, ATR pilots and dispatchers may have two other
possibilities to improve efficiency :
- the methodology described in 3-03-02 that gives non optimized results but can be
used on board
- the Regulatory Take-Off Weight (RTOW) charts, generated with the Flight Operations
Software (FOS), that give very accurate results before the flight.
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take off is at or below
5° C or when TAT in flight is at or below 7° C and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5° C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered:
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by:
R - water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
R - loose snow : must be considered as slush. To determine the equivalent slush
R depth, multiply the loose snow depth by : 1,25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
R
R
Eng. : PW127
TAKE-OFF 3.03.01
P1 001
GENERAL JUL 99
AA
The methodology for the determination of the maximum take off weight is described in
the chapter 6-03 of the Airplane Flight Manual.
As this way is long and complex, ATR pilots and dispatchers may have two other
possibilities to improve efficiency :
- the methodology described in 3-03-02 that gives non optimized results but can be
used on board
- the Regulatory Take-Off Weight (RTOW) charts, generated with the Flight Operations
Software (FOS), that give very accurate results before the flight.
TAKE-OFF CONDITIONS
Different weather conditions may be encountered at the take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take off is at or below
5° C or when TAT in flight is at or below 7° C and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5° C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered:
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by:
R - water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
R - loose snow : must be considered as slush. To determine the equivalent slush
R depth, multiply the loose snow depth by : 1,25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
R
R
TAKE- OFF 3.03.01
P2 100
GENERAL APR 08
AA
TAKE- OFF SPEEDS
The take-- off speeds meet the requirements of the applicable regulations :
V1 V1 limited by VMCG V2  1.13 VSR
VR 1.05 VMCA V2  1.1 VMCA
V2 upper limit is 1.25 VSR to avoid excessive take-- off runs or distances.
D NORMAL CONDITIONS
The V2/VSR speed ratio may be optimized between 1.13 and 1.25.
D ICING CONDITIONS
Minimum manoeuvre/operating speeds must be increased to keep a sufficient margin

with regart to VS1g. The V2/VSR speed ratio must at least be equal to 1,22.
TAKE-OFF 3.03.02
P2 001
METHODOLOGY JUL 00
AA
The QRT (3.03.04) are to be used in relation with the method described in
3.03.02 page 3 by the airlines that do not have the FOS.
The QRT are RTOW charts computed with the FOS, but not optimized.
D In case of non limiting (NL) runway, the maximum take-off weight is the maximum
structural take-off weight and the take-off speeds must be read in the 3-03-05
chapter or in the quick reference handbook, associated with the actuel take-off
weight.
D In case of limiting runway, a maximum take-off weight and the associated speeds
are provided in the chart.
The limitation is indicated under a specific code form :
1 = structure 5 = tyre speed
2 = 2nd segment 6 = brakes energy
3 = runway 7 = runway 2 engines
4 = obstacle 8 = final take-off
The limitation code appears always twice in order to cover optimization taking into
account two simultaneous limitations (2-2 means 2nd segment only; 2-4 means both
2nd segment and obstacle limitation).
The actual take-off weight must be less or equal to the computed maximum take-off
weight.
R The take-off speeds to be used must be the speeds indicated in the chart, even if the
actual weight is lower than the computed weight.
Note : Due to the conservative definition of NL area a gap can be encountered between
NL speeds and FOS optimized speeds when the computation case is at the NL
border.
TAKE- OFF 3.03.02
P3 001
METHODOLOGY OCT 09
AA
R
FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1
TAKE-OFF 3.03.02
P4 200
METHODOLOGY SEP 02
AA
NL DETERMINATION
In order to determine if the runway is limiting or not, use the charts in :

3.03.02 page 5 for normal atmospheric conditions
3.03.02 page 6 for icing atmospheric conditions
according to the examples given hereafter and the method given in page 3.
NORMAL ATMOSPHERIC CONDITIONS 3.03.02 PAGE 5
Wind = + 10 kt (headwind)
Dry runway
TORA = 1 800 m Pressure altitude = 2 500 ft
TODA = 1 870m (computed from airport elevation and actual QNH)
ASDA = 1 950 m Slope = + 0,6 % (uphill)
No obstacle
METHOD
R D take the shorter length of ASDA and TODA, i.e 1 870 m

D locate this length on the length axis (point A)
D reaching first the reference line, correct this length according to the runway slope
(0,6) and wind value (10) following the arrows
D in the altitudes/temperatures field select the iso-altitude i.e. 2 500 ft
RESULT
D after corrections, the point A is transferred to A' on the iso-altitude line 2 500 ft and
determines the upper temperature limit, i.e.+ 29°C.
The lower temperature limit is defined by the point C i.e. - 19°C.
The runway is NOT LIMITING for temperatures between - 19°C and + 29°C.
ICING ATMOSPHERIC CONDITIONS 3.03.02 PAGE 6
R Same assumptions than in the preceding example but wet runway and TODA = ASDA =
R 1840 m.
METHOD
R D take the shorter length of ASDA and TODA, i.e. 1 840 m
R apply the length decrement due to contamination condition, i.e. 80 m, you obtain
an equivalent length of 1 760 m (point B)
RESULT
D proceeding as the preceding in example, the runway is NOT LIMITING for
temperatures between- 16°C and + 0°C.
Eng. : PW127
TAKE- OFF 3.03.02
P3 001
METHODOLOGY OCT 09
AA
R
FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1
TAKE- OFF 3.03.02
P4 500
METHODOLOGY OCT 08
AA
NL DETERMINATION
In order to determine if the runway is limiting or not, use the charts in :
3.03.02 page 5 for normal atmospheric conditions
3.03.02 page 6 for icing atmospheric conditions
according to the examples given hereafter and the method given in page 3.
NORMAL ATMOSPHERIC CONDITIONS 3.03.02 PAGE 5
Wind = + 10 kt (headwind)
Dry runway
TORA = 1 800 m Pressure altitude = 3 000 ft
TODA = 1 870m (computed from airport elevation and actual QNH)
ASDA = 1 950 m Slope = + 0,6 % (uphill)
No obstacle
METHOD
D take the shorter length of ASDA and TODA, i.e 1 870 m
D Iocate this length on the length axis (point A)
reaching first the reference fine, correct this length according to the runway slope
(0,6) and wind value (10) following the arrows
D in the altitudes/temperatures field select the iso-- altitude i.e. 3 000 ft
RESULT
D after corrections, the point A is transferred to A’ on the iso-- altitude line 3 000 ft and
determines the upper temperature limit, i.e.+ 27.5°C.
The lower temperature limit is defined by the point C i.e. - 20°C.
The runway is NOT LIMITING for temperatures between - 20°C and + 27.5°C.
ICING ATMOSPHERIC CONDITIONS 3.03.02 PAGE 6

Same assumptions than in the preceding example but wet runway, and pressure
altitude = 1 000 ft and ASDA = TODA = 1890.
METHOD
D take the shorter length of ASDA and TODA, i.e. 1 890 m
D apply the length decrement due to contamination condition, i.e. 400 m, you obtain
an equivalent length of 1 750 m (point B)
RESULT
D proceeding as the preceding in example, the runway is NOT LIMITING for
temperatures between - 17°C and + 3.8°C.

TAKE-OFF 3.03.02
P5 200
METHODOLOGY JUN 96
AA
NORMAL CONDITIONS
Eng. : PW127
TAKE-OFF 3.03.02
P6 200
METHODOLOGY JUN 97
AA
ICING CONDITIONS
R
R
R
R
R
Eng. : PW127
TAKE- OFF 3.03.02
P5 500
METHODOLOGY OCT 08
AA
NORMAL CONDITIONS
R Eng. PW127F / PW127M

TAKE- OFF 3.03.02
P6 500
METHODOLOGY OCT 08
AA
ICING CONDITIONS

TAKE-OFF 3.03.03
P1 100
CORRECTIONS DEC 97
AA
AIR CONDITIONING
Take-off performances are determined with AIR CONDITIONING OFF.
For take off computations with AIR CONDITIONING ON, the following graph must be
used to calculate a fictitious OAT.
R To take into account the performance decrement due to the air conditioning, replace
R actual OAT by this fictitious OAT to compute take-off performances, except for the brake
R energy limitation.
R There is no correction on the runway lengths
HOW TO USE THE GRAPH
Example for Zp = 7000 ft
D actual OAT p - 20°C : → ∆T = 0°C fictitious OAT = actual OAT

D actual OAT = - 16°C : → ∆T = 9°C fictitious OAT = - 7°C
D actual OAT = + 10°C : → ∆T = 8°C fictitious OAT = 18°C
Eng. : PW127
TAKE-OFF 3.03.03
P2 300
CORRECTIONS SEP 03
AA
RUNWAY SLOPE
Decrease the runway length by 300 m (990 ft) for 1% uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 300 m (990 ft) for 10 kt tailwind.
R
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-off weight and the associated limitation.
2) Apply the QNH correction :
S QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 80 kg (175 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH 1050 HPa, keep the values of 1050 HPa.
S QNH < 1013.25 HPa or 29.92 in Hg
Substract 300 kg (660 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-off speeds.
Eng. : PW127
TAKE- OFF 3.03.03
P1 500
CORRECTIONS APR 08
AA
AIR CONDITIONING
Take-- off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF, increase the runway lengths by
3 % and take the actual OAT.
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e.
torque bleed ON = 90 % for TO and 100 % for RTO), the take-- off may be performed
air conditioning ON without performance penalty.

TAKE- OFF 3.03.03
P2 500
CORRECTIONS APR 08
AA
RUNWAY SLOPE
Decrease the runway length by 400 m (1320 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 400 m (1320 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-- off weight and the associated limitation.
2) Apply the QNH correction :

¯ QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 80 kg (175 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH  1050 Hpa, keep the values of 1050 HPa.
¯ QNH < 1013.25 HPa or 29.92 in Hg
Substract 240 kg (530 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-- off speeds.

TAKE-OFF 3.03.03
P 2A 300
CORRECTIONS JUL 99
AA
NON DRY RUNWAYS

A non dry runway may be :
- wet,
- contaminated by water or slush, loose snow*, compacted snow, ice.
*Loose snow : must be considered as slush. To determine the equivalent slush depth,
multiply the loose snow depth by : 1.25 x (actual loose snow density)
1 - Contaminated runway
At take off, the aircraft lateral controllability depends on :
- the exact contaminant characteristics,
- the cross wind component,
- the runway width and visual references.
Since these factors do not allow sufficient accuracy for predicting the effect of
asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse
thrust for take-off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take-off.
3 - Non dry runways corrections for FCOM computation

According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION
Wet 80 m (260 ft)
Water or slush between 3 mm (1/8 in) and

500 m (1700 ft)
6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4 in)

570 m (1900 ft)
and 12.7 mm (1/2 in)
Compact snow 380 m (1300 ft)
Ice 1030 m (3400 ft)
Eng. PW127
TAKE- OFF 3.03.03
P 2A 500
CORRECTIONS APR 08
AA
NON DRY RUNWAYS

A non dry runway may be :
- wet,
- contaminated by water or slush, loose snow*, compacted snow, ice.
*Loose snow : must be considered as slush. To determine the equivalent slush depth,
multiply the loose snow depth by : 1.25 x (actual loose snow density)
1 - Contaminated runway
At take off, the aircraft lateral controllability depends on :
- the exact contaminant characteristics,
- the cross wind component,
- the runway width and visual references.
Since these factors do not allow sufficient accuracy for predicting the effect of
asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse
thrust for take-- off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take-- off.
3 - Non dry runways corrections for FCOM computation

According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION
Wet 140 m (460 ft)
Water or slush between 3 mm (1/8 in) and

550 m (1800 ft)
6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4 in)

620 m (2030 ft)
and 12.7 mm (1/2 in)
Compact snow 400 m (1310 ft)
Ice 1060 m (3480 ft)

TAKE-OFF 3.03.03
P4 200
CORRECTIONS DEC 97
AA
CLOSE OBSTACLES IN NORMAL CONDITIONS
Locate the obstacles on the following graph and determine the decrement to apply to
the WAT limiting weight previously computed to define the obstacles limiting weight.
R
EXAMPLES R
R
OBSTACLE LOCATION : 15 Ft AT 400 m
R
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 6000 13250 R
THE WIND REFERENCE LINE, GO TO THE NEEDED R
WIND VALUE THEN GO VERTICALLY TO THE INTERĆ 5400 11950 R
SECTION WITH THE OBSTACLE HEIGHT LINE.
R
- NO WIND 4800 10600 R
THE WAT DECREMENT IS 900 Kg (2000 Lb) R
- WIND = -4 Kt (TAIL) 8850 R
4000
THE WAT DECREMENT IS 1300 Kg (2900 Lb)
R
3300 7300 R
R
2700 6000 R
R
1700 3750 R
R
900 2000 R
R
0 0 R
R
Kg Lb
R
R
R
WEIGHT R
DECREĆ
MENT R
R
R
OBSTACLE DISTANCE FROM END OF RUNWAY (M) R
R
R
R
R
R
R
R
R
R
Eng. : PW127
TAKE- OFF 3.03.03
P3 300
CORRECTIONS OCT 08
AA
WAT (WEIGHT ALTITUDE TEMPERATURE)

Maximum weight to face 2nd segment or final take-- off climb requirement.
Apply if necessary the weight decrements due to obstacles or abnormal configurations.
NORMAL CONDITIONS
Temperature AIRPORT PRESSURE ALTITUDE (ft)
(°C) 0 1000 2000
0 24255 kg (53470 lb) 23935 kg (52760 lb) 23615 kg (52055 lb)
10 23920 kg (52730 lb) 23605 kg (52040 lb) 23295 kg (51360 lb)
20 23600 kg (52030lb) 23300 kg (51360 lb) 22995 kg (50690 lb)
25 23450 kg (51695 lb) 23150 kg (51030 lb) 22845 kg (50360 lb)
30 23305 kg (51380 lb) 22990 kg (50685 lb) 22300 kg (49155 lb)
34 23190 kg (51125 lb) 22500 kg (49600 lb) 21635 kg (47695 lb)
38 22680 kg (50000 lb) 21815 kg (48095 lb) 20975 kg (46240 lb)
40 22330 kg (49225 lb) 21475 kg (47345 lb) 20645 kg (45510 lb)
45 21450 kg (47290 lb) 20625 kg (45465 lb) 19825 kg (43705 lb)
50 20565 kg (45335 lb) 19770 kg (43585 lb) 19010 kg (41910 lb)
Temperature AIRPORT PRESSURE ALTITUDE (ft)

(°C) 4000 6000 8000
0 22995 kg (50695 lb) 22105 kg (48735 lb) 21090 kg (46490 lb)
10 22680 kg (49995 lb) 21665 kg (47760 lb) 20015 kg (44120 lb)
20 22115 kg (48750lb) 20405 kg (44985 lb) 18830 kg (41505 lb)
25 21350 kg (47070 lb) 19715 kg (43460 lb) 18190 kg (40100 lb)
30 20590 kg (45395 lb) 19010 kg (41900 lb) 17540 kg (38670 lb)
35 19835 kg (43720 lb) 18305 kg (40350 lb) 16890 kg (37235 lb)
40 19075 kg (42050 lb) 17610 kg (38820 lb) 16245 kg (35815 lb)
ICING CONDITIONS
FLAPS 15°
PRESSURE
0 1000 2000 4000 6000 8000
ALTITUDE (ft)
at or below 0°C 24030 kg 23710 kg 23125 kg 21915 kg 20900 kg 20125 kg
(52975 lb) (52275 lb) (50980 lb) (48310 lb) (46070 lb) (44365 lb)
at or below 5°C 23860 kg 23425 kg 22820 kg 21635 kg 20685 kg 19955 kg
(52560 lb) (51645 lb) (50310 lb) (47695 lb) (45600 lb) (43995 lb)

TAKE- OFF 3.03.03
P4 500
CORRECTIONS OCT 08
AA
CLOSE OBSTACLES IN NORMAL CONDITIONS
Locate the close obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting weight.
EXAMPLES
5300 11685
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 4700 10360

THE WIND REFERENCE LINE, GO TO THE NEEDED
WIND VALUE THEN GO VERTICALLY TO THE INTER- 4300 9480
-- NO WIND 3600 7935

-- WIND = --8 Kt (TAIL) 2900 6395
2300 5070
1400 3085
800 1765
0 0
Kg Lb
WEIGHT
DECRE-
MENT
OBSTACLE DISTANCE FROM END OF RUNWAY (M)

TAKE-OFF 3.03.03
P 4A 200
CORRECTIONS DEC 97
AA
REMOTE OBSTACLES IN NORMAL CONDITIONS
R
EXAMPLES R
6000 13250 R
OBSTACLE LOCATION : 300 Ft AT 4 Km
R
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 5400 11950 R
THE WIND REFERENCE LINE, GO TO THE NEEDED R
WIND VALUE THEN GO VERTICALLY TO THE INTERĆ
SECTION WITH THE OBSTACLE HEIGHT LINE. 4800 10600 R
R
- NO WIND 4000 8850 R
THE WAT DECREMENT IS 1700 Kg (3750 Lb) R
- WIND = -5 Kt (TAIL)
THE WAT DECREMENT IS 2200 Kg (4850 Lb) 3300 7300 R
R
2700 6000 R
R
1700 3750
R
R
R
900 2000
R
R
0 0 R
R
Kg Lb R
R
R
WEIGHT
DECREĆ R
MENT R
R
R
R
OBSTACLE DISTANCE FROM END OF RUNWAY
R
R
R
R
R
R
R
R
R
R
Eng. : PW127
TAKE- OFF 3.03.03
P 4A 500
CORRECTIONS OCT 08
AA
REMOTE OBSTACLES IN NORMAL CONDITIONS
Locate the remote obstacles on the following graph and determine the decrement to apply
EXAMPLES
5300 11685
OBSTACLE LOCATION : 600 Ft AT 7.5 Km
4700 10360
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO
THE WIND REFERENCE LINE, GO TO THE NEEDED
WIND VALUE THEN GO VERTICALLY TO THE INTER- 4300 9480
3600 7935
-- NO WIND
-- WIND = --6 Kt (TAIL) 2900 6395
2300 5070
1400 3085
800 1765
0 0
Kg Lb
WEIGHT
DECRE-
MENT
OBSTACLE DISTANCE FROM END OF RUNWAY

TAKE-OFF 3.03.03
P5 200
CORRECTIONS DEC 97
AA
CLOSE OBSTACLES IN ICING CONDITIONS
R
R EXAMPLES
R
R 5800 12800
R FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO

R THE WIND REFERENCE LINE, GO TO THE NEEDED 5250 11600
R WIND VALUE THEN GO VERTICALLY TO THE INTERĆ
R 4650
10300
R - NO WIND
R THE WAT DECREMENT IS 900 Kg (2000 Lb)
3900 8600
R - WIND = +13 Kt (NOSE)
R
R 3250 7200
R
R 2650 5850
R
R 1650 3650
R
R 900 2000
R
R 0 0
R
R Kg Lb
R
R
R WEIGHT
DECREĆ
R
FCOM–3.03.03.005–200–1.021–CLOSE–72210–IC
MENT
R
R
R OBSTACLE DISTANCE FROM END OF RUNWAY (M)
R
R
R
R
R
R
R
R
R
Eng. : PW127
TAKE- OFF 3.03.03
P5 500
CORRECTIONS OCT 08
AA
CLOSE OBSTACLES IN ICING CONDITIONS
Locate the close obstacles on the following graph and determine the decrement to apply
160
OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)
150 5120 11290

EXAMPLES
140
OBSTACLE LOCATION : 40 Ft AT 400 m 4610 10160
130
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 4070 8960
THE WIND REFERENCE LINE, GO TO THE NEEDED WIND
120
VALUE THEN GO VERTICALLY TO THE INTERSECTION
WITH THE OBSTACLE HEIGHT LINE. 3500 7700
110
-- NO WIND
100 2890 6360
-- WIND = --10 Kt (TAIL)
90 2240
THE WAT DECREMENT IS 4190 Kg (9240 Lb) 4930
80
1540 3400
70
800 1760
60
0 0
50
40 Kg Lb
30
WEIGHT
20 DECREMENT
10
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

0
0 100 200 300 400 500 600 700 800 900 1000
20
TAIL WIND (KT) NOISE
10
REF
0
--10
--20

TAKE-OFF 3.03.03
P 5A 200
CORRECTIONS DEC 97
AA
REMOTE OBSTACLES IN ICING CONDITIONS
R 5800 12800
R EXAMPLES
R OBSTACLE LOCATION : 250 Ft AT 4 Km 5250 11600

R
R FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO
R THE WIND REFERENCE LINE, GO TO THE NEEDED 4650 10300
WIND VALUE THEN GO VERTICALLY TO THE INTERĆ
R SECTION WITH THE OBSTACLE HEIGHT LINE.
R 3900 8600
R - NO WIND
- WIND = -7 Kt (TAIL) 3250 7200
R
2650 5850
R
R
R 1650 3650
R
R 900 2000
R
R
R 0 0
R
R Kg Lb
R
R
WEIGHT
R DECREĆ
R MENT
R
R
R
R OBSTACLE DISTANCE FROM END OF RUNWAY
R
R
R
R
R
R
R
R
R
Eng. : PW127
TAKE- OFF 3.03.03
P 5A 500
CORRECTIONS OCT 08
AA
REMOTE OBSTACLES IN ICING CONDITIONS
Locate the remote obstacles on the following graph and determine the decrement to apply
1600
OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)
5120 11290
1500
EXAMPLES 4610 10160
1400
OBSTACLE LOCATION : 450 Ft AT 5 Km
1300 4070 8960
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO
1200 THE WIND REFERENCE LINE, GO TO THE NEEDED
3500 7700
WIND VALUE THEN GO VERTICALLY TO THE INTER-
1100 SECTION WITH THE OBSTACLE HEIGHT LINE.
2890 6360
1000 -- NO WIND
900 -- WIND = --10 Kt (TAIL) 2240 4930
800 1540 3400
700
800 1760
600
0 0
500
400 Kg Lb
300
WEIGHT
200 DECRE-
MENT
100
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (KM)

0
0 1 2 3 4 5 6 7 8 9 10
20
TAIL WIND (KT) NOISE
10
REF
0
--10
--20

TAKE- OFF 3.03.03
P6 500
CORRECTIONS OCT 08
AA
R BRAKES ENERGY LIMITATION

NORMAL CONDITIONS : USE FOR ANY TAILWIND UP TO 10 KT
R Eng. : PW127F / PW127M BOOST OFF

TAKE- OFF 3.03.03
P7 500
CORRECTIONS OCT 08
AA
R BRAKES ENERGY LIMITATION

ICING CONDITIONS :
USE FOR ANY TAILWIND UP TO 10 KT
(LB)

TAKE-OFF 3.03.04
P1 100
QUICK REFERENCE TABLES JUL 00
AA
The QRT are computed at standard pressure, with no wind, no obstacle, a dry runway
and no slope.
Entry parameters must be determined as indicated in 3.03.02 P 3.
NORMAL CONDITIONS
The QRT are computed with V2/VS1g = 1,145 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VS1g = 1,241 and V1/VR = 1.
R In case of ground icing conditions, if atmospheric icing conditions does not exist, the
V2/VS1G speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
Eng. : PW127
TAKE- OFF 3.03.04
P1 500
QUICK REFERENCE TABLES APR 08
The QRT are computed on a dry runway at standard pressure, with air conditioning ON, no
wind, no obstacle, and no slope.
Entry parameters must be determined as indicated in 3.03.02 P 3.
NORMAL CONDITIONS
The QRT are computed with V2/VSR = 1,143 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VSR = 1,231 and V1/VR = 1.
In case of ground icing conditions, if atmospheric icing conditions does not exist, the
V2/VSR speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.

TAKE- OFF 3.03.04
P2 500
QUICK REFERENCE TABLES OCT 08
AA
PRESSURE ALTITUDE ZP=0 FT-- FLAPS 15

NORMAL CONDITIONS
T--- CORRECTED MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
E --- RUNWAY V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT)
M --- LENGTH
P(˚C) --- (M) 1000 m 1100 m 1200 m 1300 m
R 20304 3-
3 -3 21382 3-
3 -3 22356 3-
3 -3 23260 3-
3 -3
---10.0
10 0 104 104 109 107 107 112 110 110 115 113 113 117
- - - - - - - 20896 3-
3 -3 21878 3-
3 -3 22779 3-
3 -3
00
0.0 106 106 111 109 109 114 112 112 116
- - - - - - - 20613 3-
3 -3 21598 3-
3 -3 22503 3-
3 -3
50
5.0 105 105 110 108 108 113 111 111 115
- - - - - -- 20333 3-
3 -3 21318 3-
3 -3 22227 3-
3 -3
10 0
10.0 104 104 109 107 107 112 110 110 114
- - - - - - - 20062 3-
3 -3 21044 3-
3 -3 21954 3-
3 -3
15 0
15.0 104 104 109 107 107 111 109 109 114
- - - - - - - 19791 3-
3 -3 20771 3-
3 -3 21680 3-
3 -3
20 0
20.0 103 103 108 106 106 111 109 109 113
- - - - - - - 19529 3-
3 -3 20504 3-
3 -3 21412 3-
3 -3
25 0
25.0 102 102 107 105 105 110 108 108 112
- - - - - - - 19271 3-
3 -3 20241 3-
3 -3 21145 3-
3 -3
30 0
30.0 101 101 106 104 104 109 107 107 112
- - - - - - - 19021 3-
3 -3 19984 3-
3 -3 20883 3-
3 -3
35 0
35.0 101 101 105 104 104 108 106 106 111
- - - - - - - 18595 3-
3 -3 19543 3-
3 -3 20434 3-
3 -3
40 0
40.0 99 99 104 103 103 107 105 105 110
- - - - - - - 18156 3-
3 -3 19084 3-
3 -3 19961 3-
3 -3
45 0
45.0 98 98 103 101 101 106 104 104 108
- - - - - - - 17707 3-
3 -3 18616 3-
3 -3 19474 3-
3 -3
50 0
50.0 97 97 102 100 100 104 103 103 107
ICING CONDITIONS
R 18494 3-
3 -3 19570 3-
3 -3 20539 3-
3 -3 21421 3-
3 -3
---20.0
20 0 107 107 113 110 110 116 114 114 119 117 117 122
R 18093 3-
3 -3 19160 3-
3 -3 20130 3-
3 -3 21016 3-
3 -3
---10.0
10 0 105 105 111 109 109 115 113 113 118 116 116 121
R 17901 3-
3 -3 18963 3-
3 -3 19932 3-
3 -3 20818 3-
3 -3
---5.0
50 105 105 111 109 109 114 112 112 117 115 115 120
R 17624 3-
3 -3 18678 3-
3 -3 19642 3-
3 -3 20528 3-
3 -3
00
0.0 104 104 110 108 108 113 111 111 116 114 114 119
R 17360 3-
3 -3 18403 3-
3 -3 19362 3-
3 -3 20246 3-
3 -3
50
5.0 103 103 109 107 107 112 110 110 115 113 113 118

TAKE- OFF 3.03.04
P3 500
AA

NORMAL CONDITIONS
MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
T--- CORRECTED
T
M --- LENGTH 1700 m
P(˚C) --- (M) 1400 m 1500 m 1600 m
and+
R 24123 3-
3 -3 24790 3-
3 -3 24873 2-
2 -2 24873 2-
2 -2
---10.0
10 0 116 116 119 118 118 121 118 118 121 118 118 121
R 23596 3-
3 -3 24231 3-
3 -3 24510 2-
2 -2 24510 2-
2 -2
00
0.0 114 114 118 117 117 120 117 117 120 117 117 120
R 23347 3-
3 -3 23968 3-
3 -3 24333 2-
2 -2 24333 2-
2 -2
50
5.0 114 114 117 116 116 119 117 117 120 117 117 120
R 23074 3-
3 -3 23704 3-
3 -3 24165 2-
2 -2 24165 2-
2 -2
10 0
10.0 113 113 117 115 115 118 116 116 120 116 116 120
R 22801 3-
3 -3 23452 3-
3 -3 23998 2-
2 -2 23998 2-
2 -2
15 0
15.0 112 112 116 114 114 118 116 116 119 116 116 119
R 22529 3-
3 -3 23204 3-
3 -3 23780 3-
3 -3 23842 2-
2 -2
20 0
20.0 111 111 115 114 114 117 115 115 119 116 116 119
R 22261 3-
3 -3 22969 3-
3 -3 23530 3-
3 -3 23685 2-
2 -2
25 0
25.0 111 111 115 113 113 116 115 115 118 115 115 118
R 21993 3-
3 -3 22750 3-
3 -3 23286 3-
3 -3 23531 2-
2 -2
30 0
30.0 110 110 114 112 112 116 114 114 117 115 115 118
R 21730 3-
3 -3 22530 3-
3 -3 23054 3-
3 -3 23376 2-
2 -2
35 0
35.0 109 109 113 112 112 115 113 113 117 114 114 117
R 21272 3-
3 -3 22014 3-
3 -3 22485 2-
2 -2 22485 2-
2 -2
40 0
40.0 108 108 112 110 110 114 112 112 115 112 112 115
R 20790 3-
3 -3 21456 3-
3 -3 21547 2-
2 -2 21547 2-
2 -2
45 0
45.0 107 107 111 109 109 112 109 109 113 109 109 113
R 20182 3-
3 -3 20633 2-
2 -2 20633 2-
2 -2 20633 2-
2 -2
50 0
50.0 105 105 109 107 107 110 107 107 110 107 107 110
ICING CONDITIONS
R 22228 3-
3 -3 22972 3-
3 -3 23724 3-
3 -3 24477 3-
3 -3
---20.0
20 0 119 119 124 122 122 126 124 124 128 127 127 130
R 21831 3-
3 -3 2258453-- 3
2258453 23306 3-
3 -3 24001 7-
7 -7
---10.0
10 0 118 118 123 121 121 125 123 123 127 125 125 129
R 21635 3-
3 -3 22356 7-
7 -7 23022 7-
7 -7 23696 7-
7 -7
---5.0
50 118 118 122 120 120 124 122 122 126 124 124 128
R 21348 3-
3 -3 22083 7-
7 -7 22746 7-
7 -7 23398 7-
7 -7
00
0.0 117 117 122 119 119 124 121 121 125 123 123 127
R 21066 3-
3 -3 21818 7-
7 -7 22477 7-
7 -7 23113 7-
7 -7
50
5.0 116 116 121 119 119 123 121 121 125 123 123 126
Eng. : PW127F / PW127M BOOST OFF

TAKE- OFF 3.03.04
P4 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(˚C) --- (M) 1100 m 1200 m 1300 m 1400 m
20914 3-
3 -3 21896 3-
3 -3 22796 3-
3 -3 23614 3-
3 -3
---10.0
10 0 106 106 111 109 109 114 112 112 116 115 115 118
20333 3-
3 -3 21318 3-
3 -3 22226 3-
3 -3 23073 3-
3 -3
00
0.0 104 104 109 107 107 112 110 110 114 113 113 117
20052 3-
3 -3 21034 3-
3 -3 21944 3-
3 -3 22791 3-
3 -3
50
5.0 104 104 108 107 107 111 109 109 114 112 112 116
19774 3-
3 -3 20753 3-
3 -3 21662 3-
3 -3 22511 3-
3 -3
10 0
10.0 103 103 108 106 106 110 109 109 113 111 111 115
19503 3-
3 -3 20477 3-
3 -3 21385 3-
3 -3 22233 3-
3 -3
15 0
15.0 102 102 107 105 105 110 108 108 112 111 111 115
19238 3-
3 -3 20207 3-
3 -3 21110 3-
3 -3 21959 3-
3 -3
20 0
20.0 101 101 106 104 104 109 107 107 111 110 110 114
18982 3-
3 -3 19944 3-
3 -3 20843 3-
3 -3 21689 3-
3 -3
25 0
25.0 100 100 105 104 104 108 106 106 111 109 109 113
- - - - - - - 19689 3-
3 -3 20582 3-
3 -3 21425 3-
3 -3
30 0
30.0 103 103 107 106 106 110 108 108 112
- - - - - - - 19343 3-
3 -3 20228 3-
3 -3 21063 3-
3 -3
35 0
35.0 102 102 106 105 105 109 107 107 111
R - - - - - - - 18933 3-
3 -3 19803 3-
3 -3 20628 3-
3 -3
40 0
40.0 101 101 105 104 104 108 106 106 110
R - - - - - - - 18474 3-
3 -3 19326 3-
3 -3 20088 3-
3 -3
45 0
45.0 100 100 104 103 103 106 105 105 109
- - - - - - - 17974 3-
3 -3 18804 3-
3 -3 19424 3-
3 -3
50 0
50.0 99 99 102 101 101 105 103 103 107
ICING CONDITIONS
R 19295 3-
3 -3 20265 3-
3 -3 21150 3-
3 -3 21963 3-
3 -3
---20.0
20 0 110 110 115 113 113 118 116 116 121 119 119 123
R 18695 3-
3 -3 19660 3-
3 -3 20546 3-
3 -3 21366 3-
3 -3
---10.0
10 0 108 108 113 111 111 116 114 114 119 117 117 122
R 18411 3-
3 -3 19369 3-
3 -3 20253 3-
3 -3 21074 3-
3 -3
---5.0
50 107 107 112 110 110 116 113 113 118 116 116 121
R 18135 3-
3 -3 19085 3-
3 -3 19967 3-
3 -3 20785 3-
3 -3
00
0.0 106 106 111 109 109 115 112 112 117 115 115 120
R 17869 3-
3 -3 18810 3-
3 -3 19686 3-
3 -3 20502 3-
3 -3
50
5.0 105 105 111 108 108 114 112 112 117 114 114 119

TAKE- OFF 3.03.04
P5 500
QUICK REFERENCE TABLES NOV 11
AA

NORMAL CONDITIONS
T--- CORRECTED
M --- LENGTH 1800 m
P(˚C) --- (M) 1500 m 1600 m 1700 m and+
24251 3-- 3 24540 2-- 2 24450 2-- 2 24540 2-- 2
---10.0 117 117 120 117 117 121 117 117 121 117 117 121
23706 3-- 3 24184 2-- 2 24184 2-- 2 24184 2-- 2
0.0 115 115 118 117 117 120 117 117 120 117 117 120
23445 3-- 3 24011 2-- 2 24011 2-- 2 24011 2-- 2
5.0 114 114 118 116 116 119 116 116 119 116 116 119
23191 3-- 3 23765 3-- 3 23843 2-- 2 23843 2-- 2
10.0 113 113 117 115 115 119 116 116 118 116 116 118
22949 3-- 3 23507 3-- 3 23679 2-- 2 23679 2-- 2
15.0 113 113 116 115 115 118 115 115 118 115 115 118
22724 3-- 3 23257 3-- 3 23518 2-- 2 23518 2-- 2
20.0 112 112 116 114 114 117 115 115 118 115 115 118
22489 3-- 3 23020 3-- 3 23359 2-- 2 23359 2-- 2
25.0 111 111 115 113 113 117 114 114 117 114 114 117
22223 3-- 3 22803 3-- 3 23189 2-- 2 23189 2-- 2
30.0 111 111 114 113 113 116 114 114 117 114 114 117
R 21857 3-- 3 22382 3-- 3 22477 2-- 2 22477 2-- 2
35.0 110 110 114 111 111 115 112 112 115 112 112 115
21277 3-- 3 21587 2-- 2 21587 2-- 2 21587 2-- 2
40.0 108 108 112 109 109 113 109 109 113 109 109 113
20637 3-- 3 20700 2-- 2 20700 2-- 2 20700 2-- 2
45.0 107 107 110 107 107 110 107 107 110 107 107 110
197818 2-- 2 19818 2-- 2 19818 2-- 2 19818 2-- 2
50.0 105 105 108 105 105 108 105 105 108 105 105 108
ICING CONDITIONS
22671 7-- 7 23355 7-- 7 24047 7-- 7 24716 3-- 3
---20.0 121 121 125 123 123 127 125 125 129 126 126 130
22101 7-- 7 22764 7-- 7 23418 7-- 7 24077 2-- 2
---10.0 119 119 124 121 121 125 123 123 127 125 125 129
21826 7-- 7 22486 7-- 7 23122 7-- 7 23766 7-- 7
---5.0 119 119 123 121 121 125 123 123 126 125 125 128
21551 3-- 3 22211 7-- 7 22840 7-- 7 23465 7-- 7
0.0 118 118 122 120 120 124 122 122 126 124 124 127
21267 3-- 3 21941 7-- 7 22567 7-- 7 23174 7-- 7
5.0 117 117 121 119 119 123 121 121 125 123 123 127

TAKE- OFF 3.03.04
P6 500
AA
PRESSURE ALTITUDE ZP= 2000 FT-- FLAPS 15

NORMAL CONDITIONS
M --- LENGTH
P(˚C) --- (M) 1100 m 1200 m 1300 m 1400 m
20349 3-
3 -3 21334 3-
3 -3 22242 3-
3 -3 23089 3-
3 -3
---10.0
10 0 104 104 109 107 107 112 110 110 115 113 113 117
19771 3-
3 -3 20750 3-
3 -3 21660 3-
3 -3 22509 3-
3 -3
00
0.0 103 103 108 106 106 110 109 109 113 111 111 115
19490 3-
3 -3 20465 3-
3 -3 21372 3-
3 -3 22222 3-
3 -3
50
5.0 102 102 107 105 105 110 108 108 112 110 110 114
R 19218 3-
3 -3 20188 3-
3 -3 21090 3-
3 -3 21939 3-
3 -3
10 0
10.0 101 101 106 104 104 109 107 107 111 110 110 114
- - - - - - - 19913 3-
3 -3 20811 3-
3 -3 21657 3-
3 -3
15 0
15.0 103 103 108 106 106 111 109 109 113
- - - - - - - 19647 3-
3 -3 20539 3-
3 -3 21381 3-
3 -3
20 0
20.0 103 103 107 106 106 110 108 108 112
- - - - - - - 19390 3-
3 -3 20277 3-
3 -3 21112 3-
3 -3
25 0
25.0 102 102 107 105 105 109 107 107 111
- - - - - - - 19052 3-
3 -3 19927 3-
3 -3 20756 3-
3 -3
30 0
30.0 101 101 106 104 104 108 106 106 110
- - - - - - - 18656 3-
3 -3 19516 3-
3 -3 20333 3-
3 -3
35 0
35.0 100 100 104 103 103 107 105 105 109
- - - - - - - 18243 3-
3 -3 19085 3-
3 -3 19887 3-
3 -3
40 0
40.0 99 99 103 102 102 106 104 104 108
- - - - - - - 17771 3-
3 -3 18591 3-
3 -3 19297 3-
3 -3
45 0
45.0 98 98 102 101 101 104 103 103 106
- - - - - - - 17278 3-
3 -3 18074 3-
3 -3 18660 3-
3 -3
50 0
50.0 96 96 100 99 99 103 101 101 104
ICING CONDITIONS
R 18732 3-
3 -3 19698 3-
3 -3 20584 3-
3 -3 21403 3-
3 -3
---20.0
20 0 108 108 113 111 111 117 114 114 119 117 117 122
R 18151 3-
3 -3 19101 3-
3 -3 19983 3-
3 -3 20802 3-
3 -3
---10.0
10 0 106 106 112 109 109 115 113 113 117 115 115 120
R 17873 3-
3 -3 18815 3-
3 -3 19691 3-
3 -3 20507 3-
3 -3
---5.0
50 105 105 111 108 108 114 112 112 117 114 114 119
R 17607 3-
3 -3 18539 3-
3 -3 19407 3-
3 -3 20220 3-
3 -3
00
0.0 104 104 110 108 108 113 111 111 116 114 114 118
R 17348 3-
3 -3 18269 3-
3 -3 19130 3-
3 -3 19938 3-
3 -3
50
5.0 103 103 109 107 107 112 110 110 115 113 113 117

TAKE- OFF 3.03.04
P7 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1800 m
P(˚C) --- (M) 1500 m 1600 m 1700 m
and+
23726 3-
3 -3 24206 2-
2 -2 24206 2-
2 -2 24206 2-
2 -2
---10.0
10 0 115 115 118 117 117 120 117 117 120 117 117 120
23194 3-
3 -3 23769 3-
3 -3 23858 2-
2 -2 23858 2-
2 -2
00
0.0 114 114 117 115 115 119 116 116 119 116 116 118
22944 3-
3 -3 23501 3-
3 -3 23689 2-
2 -2 23689 2-
2 -2
50
5.0 113 113 116 115 115 118 115 115 118 115 115 118
22712 3-
3 -3 23244 3-
3 -3 23521 2-
2 -2 23521 2-
2 -2
10 0
10.0 112 112 116 114 114 117 115 115 118 115 115 118
22457 3-
3 -3 22997 3-
3 -3 23355 2-
2 -2 23355 2-
2 -2
15 0
15.0 111 111 115 113 113 117 114 114 117 114 114 117
22179 3-
3 -3 22771 3-
3 -3 23191 2-
2 -2 23191 2-
2 -2
20 0
20.0 111 111 114 112 112 116 114 114 117 114 114 117
21907 3-
3 -3 22549 3-
3 -3 23027 2-
2 -2 23027 2-
2 -2
25 0
25.0 110 110 114 112 112 115 113 113 117 113 113 117
21544 3-
3 -3 22184 3-
3 -3 22427 2-
2 -2 22427 2-
2 -2
30 0
30.0 109 109 113 111 111 114 112 112 115 112 112 115
21090 3-
3 -3 21569 2-
2 -2 21569 2-
2 -2 21569 2-
2 -2
35 0
35.0 108 108 111 109 109 113 109 109 113 109 109 113
20486 3-
3 -3 20724 2-
2 -2 20724 2-
2 -2 20724 2-
2 -2
40 0
40.0 106 106 110 107 107 110 107 107 110 107 107 110
19828 3-
3 -3 19878 2-
2 -2 19878 2-
2 -2 19878 2-
2 -2
45 0
45.0 105 105 108 105 105 108 105 105 108 105 105 108
19031 2-
2 -2 19031 2-
2 -2 19031 2-
2 -2 19031 2-
2 -2
50 0
50.0 102 102 105 102 102 105 102 102 105 102 102 105
ICING CONDITIONS
R 22140 7-
7 -7 22803 7-
7 -7 23460 7-
7 -7 24122 2-
2 -2
---20.0
20 0 119 119 124 122 122 126 124 124 127 126 126 129
R 21567 3-
3 -3 22230 7-
7 -7 22859 7-
7 -7 23486 7-
7 -7
---10.0
10 0 118 118 122 120 120 124 122 122 126 124 124 127
R 21272 3-
3 -3 21950 7-
7 -7 22575 7-
7 -7 23184 7-
7 -7
---5.0
50 117 117 121 119 119 123 121 121 125 123 123 127
R 20983 3-
3 -3 21677 7-
7 -7 22299 7-
7 -7 22897 7-
7 -7
00
0.0 116 116 120 118 118 122 120 120 124 122 122 126
R 20697 3-
3 -3 21407 7-
7 -7 22024 7-
7 -7 22618 7-
7 -7
50
5.0 115 115 120 118 118 122 120 120 123 121 121 125

TAKE- OFF 3.03.04
P8 500
AA

NORMAL CONDITIONS
T --- CORRECTED MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
M --- LENGTH
P(˚C) --- (M) 1200 m 1300 m 1400 m 1500 m
20187 3-- 3 21090 3-- 3 21938 3-- 3 22721 3-- 3
---10.0 104 104 109 107 107 111 110 110 114 112 112 116
19607 3-- 3 20498 3-- 3 21339 3-- 3 22137 3-- 3
0.0 103 103 107 105 105 110 108 108 112 110 110 114
19329 3-- 3 20214 3-- 3 21048 3-- 3 21842 3-- 3
5.0 102 102 106 105 105 109 107 107 111 110 110 113
19058 3-- 3 19934 3-- 3 20762 3-- 3 21551 3-- 3
10.0 101 101 106 104 104 108 106 106 111 109 109 113
18796 3-- 3 19661 3-- 3 20483 3-- 3 21265 3-- 3
15.0 100 100 105 103 103 107 106 106 110 108 108 112
18516 3-- 3 19370 3-- 3 20182 3-- 3 20957 3-- 3
20.0 100 100 104 102 102 106 105 105 109 107 107 111
18163 3-- 3 19001 3-- 3 19799 3-- 3 20564 3-- 3
25.0 99 99 103 101 101 105 104 104 108 106 106 110
17755 3-- 3 18575 3-- 3 19356 3-- 3 20103 3-- 3
30.0 98 98 102 100 100 104 103 103 106 105 105 109
17309 3-- 3 18107 3-- 3 18868 3-- 3 19517 3-- 3
35.0 96 96 100 99 99 103 102 102 105 104 104 107
16857 3-- 3 17631 3-- 3 18370 3-- 3 18893 3-- 3
40.0 95 95 99 98 98 101 100 100 104 102 102 105
16406 3-- 3 17158 3-- 3 17787 3-- 3 18270 3-- 3
45.0 94 94 98 96 96 100 99 99 102 100 100 103
R 15982 3-- 3 16714 3-- 3 17247 3-- 3 17549 2-- 2
50.0 93 93 97 95 95 99 97 97 100 98 98 101
ICING CONDITIONS
18580 3-- 3 19450 3-- 3 20263 3-- 3 21027 3-- 3
---20.0 108 108 113 111 111 116 114 114 118 116 116 121
18009 3-- 3 18860 3-- 3 196623-- 3 20417 3-- 3
---10.0 106 106 111 109 109 114 112 112 116 114 114 119
17738 3-- 3 18579 3-- 3 19372 3-- 3 20123 3-- 3
---5.0 105 105 110 108 108 113 111 111 116 114 114 118
17476 3-- 3 18307 3-- 3 19091 3-- 3 19835 3-- 3
0.0 104 104 109 107 107 112 110 110 115 113 113 117
17225 3-- 3 18044 3-- 3 18819 3-- 3 19555 3-- 3
5.0 103 103 108 106 106 111 109 109 114 112 112 116

TAKE- OFF 3.03.04
P9 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(˚C) --- (M) 1600 m 1700 m 1800 m and+
23254 3-- 3 23550 2-- 2 23550 2-- 2 23550 2-- 2
---10.0 114 114 117 115 115 118 115 115 118 115 115 118
22743 3-- 3 23192 2-- 2 23192 2-- 2 23192 2-- 2
0.0 112 112 116 114 114 117 114 114 117 114 114 117
22499 3-- 3 22989 3-- 3 23017 2-- 2 23017 2-- 2
5.0 112 112 115 113 113 116 113 113 117 113 113 117
22257 3-- 3 22677 6-- 6 22677 6-- 6 22677 6-- 6
10.0 111 111 115 112 112 116 112 112 116 112 112 116
22015 3-- 3 22342 6-- 6 22342 6-- 6 22342 6-- 6
15.0 110 110 114 111 111 115 111 111 115 111 111 115
21701 3-- 3 22181 6-- 6 22181 6-- 6 22181 6-- 6
20.0 110 110 113 111 111 114 111 111 114 111 111 114
R 21172 3-- 3 21463 2-- 2 21463 2-- 2 21463 2-- 2
25.0 108 108 112 109 109 112 109 109 112 109 109 112
20612 3-- 3 20671 2-- 2 20671 2-- 2 20671 2-- 2
30.0 107 107 110 107 107 110 107 107 110 107 107 110
19882 2-- 2 19882 2-- 2 19882 2-- 2 19882 2-- 2
35.0 105 105 108 105 105 108 105 105 108 105 105 108
19100 2-- 2 19100 2-- 2 19100 2-- 2 19100 2-- 2
40.0 103 103 106 103 103 106 103 103 106 103 103 106
18323 2-- 2 18323 2-- 2 18323 2-- 2 18323 2-- 2
45.0 100 100 103 100 100 103 100 100 103 100 100 103
17549 2-- 2 17549 2-- 2 17549 2-- 2 17549 2-- 2
50.0 98 98 101 98 98 101 98 98 101 98 98 101
ICING CONDITIONS
21727 7-- 7 22350 7-- 7 22948 7-- 7 23167 6-- 6
---20.0 119 119 123 120 120 124 122 122 126 123 123 127
211343-- 3 21763 7-- 7 22354 7-- 7 22498 6-- 6
---10.0 117 117 121 119 119 123 121 121 124 121 121 125
20834 3-- 3 21479 7-- 7 22065 7-- 7 22198 6-- 6
---5.0 116 116 120 118 118 122 120 120 124 120 120 124
20541 3-- 3 21201 7-- 7 21781 7-- 7 21912 6-- 6
0.0 115 115 119 117 117 121 119 119 123 119 119 123
20257 3-- 3 20926 3-- 3 21503 7-- 7 21633 6-- 6
5.0 114 114 118 117 117 120 118 118 122 119 119 122

TAKE- OFF 3.03.04
P 10 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(˚C) --- (M) 1200 m 1300 m 1400 m 1500 m
19040 3-
3 -3 19915 3-
3 -3 20743 3-
3 -3 21531 3-
3 -3
---10.0
10 0 101 101 106 104 104 108 106 106 110 109 109 113
18489 3-
3 -3 19342 3-
3 -3 20153 3-
3 -3 20927 3-
3 -3
00
0.0 99 99 104 102 102 106 105 105 109 107 107 111
18231 3-
3 -3 19071 3-
3 -3 19872 3-
3 -3 20640 3-
3 -3
50
5.0 99 99 103 101 101 106 104 104 108 106 106 110
17960 3-
3 -3 18789 3-
3 -3 19579 3-
3 -3 20337 3-
3 -3
10 0
10.0 98 98 102 101 101 105 103 103 107 106 106 109
17636 3-
3 -3 18449 3-
3 -3 19225 3-
3 -3 19969 3-
3 -3
15 0
15.0 97 97 101 100 100 104 102 102 106 105 105 108
R 17239 3-
3 -3 18033 3-
3 -3 18790 3-
3 -3 19517 3-
3 -3
20 0
20.0 96 96 100 99 99 103 101 101 105 104 104 107
16836 3-
3 -3 17609 3-
3 -3 18347 3-
3 -3 19055 3-
3 -3
25 0
25.0 95 95 99 98 98 101 100 100 103 102 102 106
R 16416 3-
3 -3 17169 3-
3 -3 17887 3-
3 -3 18574 3-
3 -3
30 0
30.0 94 94 98 96 96 100 99 99 102 101 101 104
R 15988 3-
3 -3 16720 3-
3 -3 17416 3-
3 -3 17984 3-
3 -3
35 0
35.0 92 92 97 95 95 99 97 97 101 99 99 102
15564 3-
3 -3 16278 3-
3 -3 16928 3-
3 -3 17378 3-
3 -3
40 0
40.0 91 91 95 94 94 97 96 96 99 98 98 101
R 15162 3-
3 -3 15860 3-
3 -3 16397 3-
3 -3 16827 3-
3 -3
45 0
45.0 90 90 94 93 93 96 94 94 98 96 96 99
R 14788 3-
3 -3 15474 3-
3 -3 15938 3-
3 -3 16212 2-
2 -2
50 0
50.0 89 89 93 91 91 95 93 93 96 94 94 97
ICING CONDITIONS
R 17495 3-
3 -3 18326 3-
3 -3 19111 3-
3 -3 19855 3-
3 -3
---20.0
20 0 104 104 109 107 107 112 110 110 115 113 113 117
R 16965 3-
3 -3 17772 3-
3 -3 18536 3-
3 -3 19263 3-
3 -3
---10.0
10 0 103 103 108 106 106 110 108 108 113 111 111 115
R 16715 3-
3 -3 17510 3-
3 -3 18264 3-
3 -3 18981 3-
3 -3
---5.0
50 102 102 107 105 105 109 107 107 112 110 110 114
R 16473 3-
3 -3 17256 3-
3 -3 18000 3-
3 -3 18706 3-
3 -3
00
0.0 101 101 106 104 104 109 107 107 111 109 109 113
R 16242 3-
3 -3 17014 3-
3 -3 17746 3-
3 -3 18444 3-
3 -3
50
5.0 100 100 105 103 103 108 106 106 110 108 108 113

TAKE- OFF 3.03.04
P 11 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(˚C) --- (M) 1600 m 1700 m 1800 m
and+
R 22246 3-
3 -3 22737 6-
6 -6 22737 6-
6 -6 22737 6-
6 -6
---10.0
10 0 111 111 115 113 113 116 113 113 116 113 113 116
R 21671 3-
3 -3 22104 6-
6 -6 22104 6-
6 -6 22104 6-
6 -6
00
0.0 109 109 113 111 111 114 111 111 114 111 111 114
R 21375 3-
3 -3 21853 6-
6 -6 21853 6-
6 -6 21853 6-
6 -6
50
5.0 109 109 112 110 110 114 110 110 114 110 110 114
R 21064 3-
3 -3 21621 3-
3 -3 21664 6-
6 -6 21664 6-
6 -6
10 0
10.0 108 108 111 110 110 113 110 110 113 110 110 113
R 20653 3-
3 -3 21137 3-
3 -3 21175 2-
2 -2 211752-- 2
211752
15 0
15.0 107 107 110 108 108 112 108 108 112 108 108 112
R 20138 3-
3 -3 20475 2-
2 -2 20475 2-
2 -2 20475 2-
2 -2
20 0
20.0 105 105 109 106 106 110 106 106 110 106 106 110
R 19614 3-
3 -3 19757 2-
2 -2 19757 2-
2 -2 19757 2-
2 -2
25 0
25.0 104 104 107 104 104 108 104 104 108 104 104 108
R 19025 2-
2 -2 19025 2-
2 -2 19025 2-
2 -2 19025 2-
2 -2
30 0
30.0 102 102 105 102 102 105 102 102 105 102 102 105
R 18301 2-
2 -2 18301 2-
2 -2 18301 2-
2 -2 18301 2-
2 -2
35 0
35.0 100 100 103 100 100 103 100 100 103 100 100 103
R 17598 2-
2 -2 17598 2-
2 -2 17598 2-
2 -2 17598 2-
2 -2
40 0
40.0 98 98 101 98 98 101 98 98 101 98 98 101
R 16905 2-
2 -2 16905 2-
2 -2 16905 2-
2 -2 16905 2-
2 -2
45 0
45.0 96 96 99 96 96 99 96 96 99 96 96 99
R 16212 2-
2 -2 16212 2-
2 -2 16212 2-
2 -2 16212 2-
2 -2
50 0
50.0 94 94 97 94 94 97 94 94 97 94 94 97
ICING CONDITIONS
R 20562 3-
3 -3 21223 7-
7 -7 21804 7-
7 -7 21944 6-
6 -6
---20.0
20 0 115 115 119 117 117 121 119 119 123 120 120 123
R 19957 3-
3 -3 20622 3-
3 -3 21216 7-
7 -7 21405 6-
6 -6
---10.0
10 0 113 113 117 116 116 119 118 118 121 118 118 122
R 19667 3-
3 -3 20326 3-
3 -3 20933 7-
7 -7 21149 6-
6 -6
---5.0
50 112 112 116 115 115 118 117 117 120 117 117 121
R 19384 3-
3 -3 20035 3-
3 -3 20657 7-
7 -7 20896 6-
6 -6
00
0.0 112 112 116 114 114 118 116 116 119 117 117 120
R 19112 3-
3 -3 19755 3-
3 -3 20376 3-
3 -3 20682 6-
6 -6
50
5.0 111 111 115 113 113 117 115 115 119 116 116 120

TAKE- OFF 3.03.04
P 12 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(˚C) --- (M) 1200 m 1300 m 1400 m 1500 m
- - - - - - - 18777 3-- 3 19567 3-- 3 20324 3-- 3
---10.0 101 101 105 103 103 107 105 105 109
- - - - - - - 18189 3-- 3 18952 3-- 3 19686 3-- 3
0.0 99 99 103 102 102 105 104 104 107
- - - - - - - 17812 3-- 3 18558 3-- 3 19275 3-- 3
5.0 98 98 102 100 100 104 103 103 106
- - - - - - - 17441 3-- 3 18172 3-- 3 18871 3-- 3
10.0 97 97 101 99 99 103 102 102 105
- - - - - - - 17059 3-- 3 17771 3-- 3 18454 3-- 3
15.0 96 96 100 98 98 102 101 101 104
- - - - - - - 16667 3-- 3 17361 3-- 3 18025 3-- 3
20.0 95 95 98 97 97 101 99 99 103
- - - - - - - 16263 3-- 3 16938 3-- 3 17584 3-- 3
25.0 93 93 97 96 96 99 98 98 101
- - - - - - - 15849 3-- 3 16506 3-- 3 17092 3-- 3
30.0 92 92 96 95 95 98 97 97 100
- - - - - - - 15429 3-- 3 16057 3-- 3 16473 3-- 3
35.0 91 91 95 93 93 97 95 95 98
- - - - - - - 15025 3-- 3 15497 3-- 3 15895 3-- 3
40.0 90 90 94 92 92 95 93 93 96
- - - - - - - 14605 3-- 3 15018 3-- 3 15403 3-- 3
45.0 89 89 93 90 90 94 91 91 95
R - - - - - - - 14190 3-- 3 14597 3-- 3 14919 2-- 2
50.0 87 87 91 89 89 92 90 90 93
ICING CONDITIONS
16486 3-- 3 17270 3-- 3 18013 3-- 3 18721 3-- 3
---20.0 101 101 106 104 104 109 107 107 111 109 109 113
15993 3-- 3 16753 3-- 3 17473 3-- 3 18160 3-- 3
---10.0 99 99 104 102 102 107 105 105 109 107 107 112
15752 3-- 3 16500 3-- 3 17209 3-- 3 17885 3-- 3
---5.0 98 98 103 101 101 106 104 104 108 107 107 111
15492 3-- 3 16230 3-- 3 16926 3-- 3 17590 3-- 3
0.0 98 98 102 101 101 105 103 103 107 106 106 110
15172 3-- 3 15896 3-- 3 16577 3-- 3 17227 3-- 3
5.0 97 97 101 100 100 104 102 102 106 105 105 108

TAKE- OFF 3.03.04
P 13 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(˚C) --- (M) 1600 m 1700 m 1800 m and+
21051 3-- 3 21616 6-- 6 21616 6-- 6 21616 6-- 6
---10.0 108 108 111 109 109 113 109 109 113 109 109 113
R 20393 3-- 3 20933 3-- 3 21179 2-- 2 21179 2-- 2
0.0 106 106 109 108 108 111 108 108 112 108 108 112
19967 3-- 3 20485 3-- 3 20663 2-- 2 20663 2-- 2
5.0 105 105 108 107 107 110 107 107 110 107 107 110
R 19548 3-- 3 20038 3-- 3 20071 2-- 2 20071 2-- 2
10.0 104 104 107 105 105 108 105 105 109 105 105 109
19111 3-- 3 19472 2-- 2 19472 2-- 2 19472 2-- 2
15.0 103 103 106 104 104 107 104 104 107 104 104 107
18625 3-- 3 18843 2-- 2 18843 2-- 2 18843 2-- 2
20.0 101 101 104 102 102 105 102 102 105 102 102 105
18104 3-- 3 18189 2-- 2 18189 2-- 2 18189 2-- 2
25.0 100 100 103 100 100 103 100 100 103 100 100 103
17510 3-- 3 17530 2-- 2 17530 2-- 2 17530 2-- 2
30.0 98 98 101 98 98 101 98 98 101 98 98 101
16870 3-- 3 16874 2-- 2 16874 2-- 2 16874 2-- 2
35.0 96 96 99 96 96 99 96 96 99 96 96 99
16223 2-- 2 16223 2-- 2 16223 2-- 2 16223 2-- 2
40.0 94 94 97 94 94 97 94 94 97 94 94 97
15571 2-- 2 15571 2-- 2 15571 2-- 2 15571 2-- 2
45.0 92 92 95 92 92 95 92 92 95 92 92 95
14919 2-- 2 14919 2-- 2 14919 2-- 2 14919 2-- 2
50.0 90 90 94 90 90 94 90 90 94 90 90 94
ICING CONDITIONS
19399 3-- 3 20050 3-- 3 20676 7-- 7 20927 6-- 6
---20.0 112 112 116 114 114 118 116 116 120 117 117 120
18818 3-- 3 19451 3-- 3 20063 3-- 3 20477 6-- 6
---10.0 110 110 114 112 112 116 114 114 118 116 116 119
18533 3-- 3 19156 3-- 3 19755 7-- 7 20269 7-- 7
---5.0 109 109 113 111 111 115 113 113 117 115 115 118
18227 3-- 3 18815 7-- 7 19330 7-- 7 19832 7-- 7
0.0 108 108 112 110 110 114 112 112 115 114 114 117
17850 3-- 3 18408 7-- 7 18910 7-- 7 19399 7-- 7
5.0 107 107 111 109 109 112 111 111 114 112 112 116

TAKE- OFF 3.03.05
P1 001
TAKE-- OFF SPEEDS VALUES SEP 10
The determination of the take-- off speeds is done in relation with the TOW determined
in 3.03.02 page 3.
R D If RTOW maxi = structural MTOW (NL), speeds are read in the table 3.03.05 p 2 or in
QRH. Read the speeds corresponding to the actual TOW.
D If Wa limitation: speeds are read in the QRT 3.03.04, with the day conditions (Zp, OAT,
corrected runway length). Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D f Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the day
conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight indicated
in the tables, even if the actual TOW is lower.
D If Wc limitation:
- Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the
speeds corresponding to the actual TOW.
- In case of tailwind, compare the previous speeds with the brake energy limitation
speeds 3.03.03 p 6/7 and take the lowest ones.
TAKE- OFF 3.03.05
P2 100
TAKE-- OFF SPEEDS VALUES OCT 08
NON LIMITING RUNWAYS TAKE- OFF SPEEDS
When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
WEIGHT SPEEDS (KT IAS)
k (LB)
kg
V1 = VR* V2
22000 (48500) 111 114
21500 (47400) 110 113
21000 (46305) 108 112
20000 (44100) 106 112
ICING CONDITIONS
k (LB)
kg
V1 = VR* V2
22000 (48500) 122 124
21500 (47400) 120 123
21000 (46305) 119 122
20000 (44100) 115 118
19000 (41895) 112 115
18000 (39690) 108 112
17000 (37485) 106 112
and below
R * Because of a longer time between VR and VLof due to water or slush runway
R contamination, increase VR by :
R ¯ 1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch),
R ¯ no correction below 6.3 mm (1/4 inch).
Eng : PW127
TAKE- OFF 3.03.05
P1 001
TAKE-- OFF SPEEDS VALUES SEP 10
The determination of the take-- off speeds is done in relation with the TOW determined
in 3.03.02 page 3.
R D If RTOW maxi = structural MTOW (NL), speeds are read in the table 3.03.05 p 2 or in
QRH. Read the speeds corresponding to the actual TOW.
D If Wa limitation: speeds are read in the QRT 3.03.04, with the day conditions (Zp, OAT,
corrected runway length). Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D f Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the day
conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight indicated
in the tables, even if the actual TOW is lower.
D If Wc limitation:
- Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the
speeds corresponding to the actual TOW.
- In case of tailwind, compare the previous speeds with the brake energy limitation
speeds 3.03.03 p 6/7 and take the lowest ones.
TAKE- OFF 3.03.05
P2 500
TAKE-- OFF SPEEDS VALUES OCT 08
NON LIMITING RUNWAYS TAKE- OFF SPEEDS
When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
k (LB)
kg
V1 = VR* V2
R 23000 (50700) 114 117
22500 (49600) 112 115
22000 (48500) 111 114
21500 (47400) 109 113
21000 (46300) 108 111
20000 (44100) 105 110
19000 (41900) 104 110
and below
ICING CONDITIONS
k (LB)
kg
V1 = VR* V2
R 23000 (50700) 123 126
R 22500 (49600) 122 125
22000 (48500) 120 123
R 21500 (47400) 119 122
21000 (46300) 117 121
R 20000 (44100) 114 118
19000 (41900) 110 114
R 18000 (39690) 107 111
17000 (37480) 104 110
and below
* Because of a longer time between VR and VLof due to water or slush runway
contamination, increase VR by :
¯ 1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch),
¯ no correction below 6.3 mm (1/4 inch).
R Model : 212A
TAKE-OFF 3.03.06
USE OF FOS P1 001

FOS TAKE OFF CHART FOR EXAMPLE SEP 02
AA
Note : The following take off chart is an example and cannot be used in operations.
R
F15 06/09/2001
ELEVATION = 200.0 (FT) LIMITATION CODES ATR72-500 JAR DGAC

T.O.R.A. = 1400.0 (M) 0- DRY CHECK 5 - TYRE SPEED V2/VS OPTIMIZED V1/VR OPTIMIZED
A.S.D.A. = 1500.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY AIR COND. OFF
T.O.D.A = 1500.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE NORMAL CONDITIONS
SLOPE = 1.00 (%) 3 - RUNWAY 8 - FINAL T.O WITHOUT REVERSE
LARGE WIDTH ASSUMED 4 - OBSTACLE 9 - VMC-
- WIND TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA) DRY RUNWAY
0- KT V1 VR V2 (IAS KT) CODES DQNH = +10.000 / -10.000 SCREEN HEIGHT 35 FT
A - DV1 DVR DV2/DV1 DVR DV2
T -
(DC) - -10 -5 0 10 20
-10.0 22000 + 0/ +0 NL NL NL NL
107 109 113 1-1
+0 +0 +0/ +0 +0 +0
0.0 21985 + 14/ -129 22000 + 0/ +0 NL NL NL
109 109 113 3-3 107 109 113 -1-1
+0 +0 +0/ -1-1-1 +0 +0 +0/ +0 +0 +0
5.0 21740 + 40/ -143 22000 + 0/ +0 NL NL NL
108 108 112 3-3 108 109 113 1-1
+1 +1 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
10.0 21480 + 142/ -144 22000 + 0/ +0 22000 + 0/ +0 NL NL
107 10è 111 3-3 108 109 113 1-1 107 109 113 1-1
+1 +1 +1/ -0 -0 -0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 21225 + 143/ -145 21916 + 83/ -132 22000 + 0/ +0 22000 + 0/ +0 NL
107 107 111 3-3 109 109 112 3-3 107 109 113 1-1 106 109 113 1-1
+0 +0 +0/ -1 -1 -1 +0 +0 +1/ -1 -1 +0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
20.0 20970 + 144/ -145 21683 + 131/ -132 22000 + 0/ +0 22000 + 0/ +0 NL
106 106 110 3-3 108 108 112 3-3 108 109 113 1-1 107 109 113 1-1
+0 +0 +0/ -1 +0 -1 +1 +1 +1/ +0 +0 -1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example 1 : Example 2 : Example 3 :
. Tail wind : 5 kt Same conditions as in example 1 . No wind
. ATOW : 20,5 t but with . ATOW : 20.5 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 21916 kg, which 21916+83=21 999 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 22 000.
Check ATOW below 22000 kg.
V1 = 109 kt V1 = 109 kt
Vr = 109 kt Vr = 109 kt
V2 = 112 kt V2 = 112 + 1 = 113 kt Read the speed associated
in FCOM 3.03.05 p2
CLIMB 3.04.00
P1 001
CONTENTS SEP 03
AA
3.04.00 CONTENTS
3.04.02 170 kt
- Ceiling
- Tables
3.04.03 190 kt
- Ceiling
- Tables
3.04.04 ICING CONDITIONS

- Tables at 170 kt
- Maximum Twin-engine operational ceiling at V MLBO
R 3.04.05 CLIMB GRADIENT

CLIMB 3.04.01
P1 300
INTRODUCTION OCT 09
AA
Climb charts are established for two indicated speeds (170 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
All charts are established with a center of gravity location corresponding to 25 %.

When using air conditioning in high mode, increase fuel consumption by 15 %.
NP = 77 % UTILIZATION
If NP = 77 % is used according to procedure described in 3.02.01 P. 2, add 15 % to the

time, distance and the fuel consumption.
USE of NP = 77 % in icing conditions is prohibited.
SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
R rate of climb of 300 ft/mn (see 3.04.03 p 1). This is the recommended cruise altitude to
R minimize the fuel consumption.
CLIMB IN ICING CONDITIONS

Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Climb charts in icing conditions are established for 170 kt at climb Power with Air
conditioning in normal mode.
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-- 20, ISA-- 10, ISA,
ISA + 10, ISA + 20).
The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and
can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division.
The maximum operational ceiling (twin engine) which is accessible when flying at
VMLB0 = 1.40 VS1G is given in 3.04.04 p.11.
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions. IN THIS
CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
Eng. : PW127
CLIMB 3.04.01
P1 500
INTRODUCTION OCT 09
AA
Climb charts are established for two indicated speeds (170 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
All charts are established with a center of gravity location corresponding to 25%.
When using air conditioning in high mode, increase fuel consumption by 10%.
SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
R rate of climb of 300 ft/mn (see 3.04.03 p 1). This is the recommended cruise altitude to
R minimize the fuel consumption.
CLIMB IN ICING CONDITIONS

Climb charts in icing conditions are established for 170 kt at climb Power with Air
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-- 20, ISA-- 10, ISA,
ISA + 10, ISA + 20).
The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and
can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division.
The maximum operational ceiling (twin engine) which is accessible when flying at
VMLBO = 1.40VS1G is given in 3.04.04 p.11.
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions.
IN THIS CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL
CONDITIONS.
Because of the variability of REAL ICING, climb performance published for icing

CLIMB 3.04.02
P1 300
170 kt NOV 11
AA
R TWIN- ENGINE CEILING - NORMAL CONDITIONS
Example :
18500 kg TWIN-- engine ceiling = 22000 ft
ISA + 10 g (300 ft/mn)
CLIMB AT 170 kt : TEMPERATURE CORRECTION

To be applied on charts given in the next pages
Per 5°C above ISA
- Add 1.3 mn per 10 000 ft for time
- Add 14 kg per 10 000 ft for consumption
- Add 6 Nm per 10 000 ft for distance
- Add 1 kt per 10 000 ft for mean speed
Per 5°C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 7 kg per 10 000 ft for consumption
- Substract 3 Nm per 10 000 ft for distance
- Substract 1 kt per 10 000 ft for mean speed.
CLIMB 3.04.02
P2 500
170KT OCT 08
AA
CLIMB 2 ENGINES --- NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS)

WEIGHT AT START OF CLIMB (1000KG)
FL 13 14 15 16 17
15 189 17 209 19 231 21 256 23 285
250 54 216 61 217 68 217 75 218 85 218
14 174 15 192 17 211 18 233 20 258
240 48 213 53 213 59 214 66 214 73 215
12 161 14 177 15 194 16 214 18 235
230 43 210 47 210 52 210 58 211 64 211
11 149 12 164 13 179 15 197 16 216
220 38 207 42 207 47 207 51 208 56 208
10 138 11 152 12 166 13 182 15 198
210 34 204 38 204 42 205 46 205 50 205
9 128 10 141 11 154 12 168 13 183
200 31 201 34 202 37 202 41 202 45 203
8 110 8 121 9 132 10 144 11 156
180 25 197 28 197 30 197 33 198 36 198
6 94 7 103 8 112 8 122 9 132
160 20 193 22 193 24 193 27 193 29 193
5 80 6 87 6 94 7 103 7 111
140 16 189 18 189 20 189 21 189 23 190
4 66 5 72 5 78 5 84 6 91
120 13 185 14 185 15 186 17 186 18 186
3 52 4 57 4 62 4 67 5 73
100 10 182 11 182 12 182 13 183 14 183
2 40 3 43 3 47 3 51 3 55
80 7 179 8 179 9 179 9 179 10 180
2 27 2 30 2 32 2 35 2 37
60 5 176 5 176 6 176 6 177 7 177
1 15 1 16 1 18 1 19 1 21
40 3 173 3 173 3 174 3 174 4 174
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
CLIMB 3.04.02
P3 500
170KT NOV 11
AA

CLIMB 3.04.03
P1 300
190 kt NOV 11
AA
R TWIN- ENGINE CEILING - NORMAL CONDITIONS
Example :
16000 kg TWIN-- engine ceiling = 22000 ft
ISA g (300 ft/mn)
CLIMB AT 190 kt : TEMPERATURE CORRECTION
To be applied on charts given in the next pages
Per 5°C above ISA
- Add 1.5 mn per 10 000 ft for time
- Add 17 kg per 10 000 ft for consumption
- Add 7 Nm per 10 000 ft for distance
- Add 0.7 kt per 10 000 ft for mean speed
Per 5°C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 10 kg per 10 000 ft for consumption
- Substract 5 Nm per 10 000 ft for distance
- Substract 0.5 kt per 10 000 ft for mean speed.
CLIMB 3.04.03
P2 500
190KT OCT 08
AA
ISA MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS)

FL 13 14 15 16 17
250
240
17 225 19 250
230 69 238 77 239
15 200 17 221 19 245 21 271
220 59 234 65 234 73 235 81 235
13 181 15 199 16 219 18 241 20 265
210 51 230 56 231 62 231 69 231 76 232
12 164 13 180 14 198 16 217 17 238
200 45 227 49 227 54 228 60 228 65 228
10 137 10 150 11 164 12 179 14 195
180 35 221 39 222 42 222 46 222 50 222
8 115 8 125 9 137 10 149 11 161
160 28 216 31 217 33 217 36 217 39 217
6 95 7 104 7 113 8 123 9 133
140 22 212 24 212 26 212 29 213 31 213
5 78 5 85 6 92 6 100 7 108
120 17 208 19 208 20 208 22 208 24 209
4 61 4 67 5 72 5 78 5 85
100 13 204 14 204 15 205 17 205 18 205
3 46 3 50 3 54 4 58 4 63
80 9 201 10 201 11 201 12 201 13 201
2 31 2 34 2 37 2 40 3 43
60 6 197 7 198 7 198 8 198 9 198
1 17 1 19 1 20 1 22 1 24
40 3 194 4 195 4 195 4 195 5 195
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
CLIMB 3.04.03
P3 500
190KT NOV 11
AA
R

CLIMB 3.04.04
P1 500
ICING CONDITIONS OCT 08
AA
CLIMB 2 ENGINES -- NP=82%

ICING CONDITIONS -- 170KT(IAS)
ISA-- 20(.C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
12 164 13 181 15 199 16 218 18 241
250 41 205 46 206 50 206 56 206 62 207
11 153 12 168 13 184 15 202 16 222
240 37 202 41 203 45 203 50 203 55 204
10 143 11 156 12 171 13 187 15 205
230 34 200 37 200 41 200 44 201 49 201
9 133 10 146 11 159 12 174 13 190
220 30 197 33 197 37 198 40 198 44 198
9 124 9 136 10 148 11 162 12 176
210 28 195 30 195 33 195 36 195 40 196
8 116 9 127 9 138 10 150 11 164
200 25 192 27 193 30 193 33 193 36 193
7 100 7 110 8 119 9 130 9 141
180 21 188 23 188 25 189 27 189 29 189
6 86 6 94 7 102 7 111 8 120
160 17 184 19 185 20 185 22 185 24 185
5 73 5 80 5 87 6 94 6 102
140 14 181 15 181 17 181 18 181 19 182
4 61 4 66 4 72 5 78 5 84
120 11 178 12 178 13 178 14 178 16 178
3 49 3 53 4 58 4 62 4 68
100 9 175 10 175 10 175 11 175 12 176
2 37 2 41 3 44 3 48 3 51
80 7 172 7 172 8 172 8 173 9 173
2 26 2 28 2 30 2 33 2 36
60 4 169 5 170 5 170 6 170 6 170
1 14 1 16 1 17 1 18 1 20
40 2 167 3 167 3 167 3 168 3 168
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)

CLIMB 3.04.04
P2 500
ICING CONDITIONS NOV 11
AA
R

CLIMB 3.04.04
P3 500
AA
ICING CONDITIONS --- 170KT(IAS)
ISA---10(.C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
14 185 16 204 17 226 19 249 22 278
250 50 211 56 212 62 212 69 213 77 213
13 171 14 188 16 207 17 228 19 252
240 44 208 49 208 54 209 60 209 67 210
12 158 13 174 14 191 15 209 17 231
230 40 205 44 205 48 206 53 206 59 207
11 147 12 161 13 176 14 193 15 212
220 36 202 39 203 43 203 47 203 52 204
10 136 11 149 12 163 13 178 14 195
210 32 200 35 200 39 200 42 200 46 201
9 126 10 138 11 151 11 165 13 180
200 29 197 32 197 35 198 38 198 41 198
7 109 8 119 9 130 10 141 10 154
180 23 193 26 193 28 193 31 193 33 194
6 93 7 102 7 111 8 120 9 131
160 19 189 21 189 23 189 25 189 27 189
5 79 5 86 6 93 6 101 7 110
140 15 185 17 185 18 185 20 186 22 186
4 65 4 71 5 77 5 84 6 91
120 12 181 13 182 15 182 16 182 17 182
3 52 3 57 4 62 4 67 4 72
100 10 178 10 179 11 179 12 179 13 179
2 40 3 43 3 47 3 51 3 55
80 7 175 8 176 8 176 9 176 10 176
2 27 2 30 2 32 2 35 2 38
60 5 173 5 173 6 173 6 173 7 174
1 15 1 17 1 18 1 19 1 21
40 3 170 3 170 3 171 3 171 4 171
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
CLIMB 3.04.04
P4 500
AA

CLIMB 3.04.04
P5 500
AA

ISA MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
17 212 19 236 22 263 24 294 28 335
250 62 218 70 218 78 219 89 220 102 221
15 193 17 214 19 237 21 263 24 295
240 54 214 60 214 67 215 75 215 85 216
14 177 15 195 17 216 18 238 21 265
230 48 211 53 211 59 211 65 212 73 212
12 163 14 179 15 197 16 217 18 240
220 42 208 47 208 52 208 57 209 64 209
11 150 12 165 13 181 15 199 16 219
210 38 205 42 205 46 205 50 206 56 206
10 139 11 152 12 167 13 183 15 201
200 34 202 37 202 41 203 45 203 49 203
8 119 9 130 10 142 11 155 12 169
180 27 197 30 198 33 198 36 198 39 198
7 101 7 110 8 120 9 131 10 143
160 22 193 24 193 26 194 29 194 31 194
6 84 6 92 7 100 7 109 8 119
140 18 189 19 190 21 190 23 190 25 190
4 69 5 76 5 82 6 89 6 97
120 14 186 15 186 16 186 18 186 19 186
3 55 4 60 4 65 4 70 5 76
100 10 182 11 182 12 183 13 183 15 183
3 41 3 45 3 48 3 52 3 57
80 7 179 8 179 9 179 10 180 10 180
2 28 2 30 2 33 2 35 2 38
60 5 176 5 176 6 176 6 177 7 177
1 15 1 16 1 18 1 19 1 21
40 3 173 3 173 3 174 3 174 4 174
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)

CLIMB 3.04.04
P6 500
AA

CLIMB 3.04.04
P7 500
AA

ISA+10(˚C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
22 256 25 289 29 329 34 380
250 83 224 95 225 109 226 128 227
19 228 22 255 24 286 28 323 32 373
240 70 220 79 220 90 221 102 222 120 223
17 206 19 229 21 255 24 285 27 322
230 61 216 68 217 76 217 86 218 98 219
15 187 17 207 18 230 21 255 23 286
220 53 213 59 213 66 214 73 214 83 215
13 171 15 189 16 209 18 231 20 257
210 47 210 52 210 57 210 64 211 71 211
12 157 13 173 15 191 16 210 18 232
200 42 207 46 207 51 208 56 208 62 208
10 133 11 146 12 160 13 175 14 193
180 33 202 36 202 40 202 44 203 48 203
8 111 9 122 10 134 11 146 12 160
160 26 197 29 198 32 198 35 198 38 198
6 92 7 101 8 110 8 120 9 131
140 21 193 23 194 25 194 27 194 30 194
5 75 6 82 6 89 7 97 7 105
120 16 190 18 190 19 190 21 190 23 190
4 58 4 64 5 69 5 75 5 82
100 12 186 13 186 14 186 15 186 17 187
3 44 3 48 3 52 4 56 4 61
80 9 182 9 183 10 183 11 183 12 183
2 30 2 33 2 35 2 38 3 41
60 6 179 6 180 7 180 7 180 8 180
1 16 1 18 1 19 1 21 1 23
40 3 176 3 177 3 177 4 177 4 177
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)

CLIMB 3.04.04
P8 500
AA

CLIMB 3.04.04
P9 500
AA

ISA+20(˚C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
250
27 296 31 340
240 103 227 119 228
23 257 26 291 30 332 35 383
230 84 223 96 223 111 224 130 225
20 228 22 256 25 288 28 326 33 378
220 72 219 81 219 92 220 105 221 123 222
17 205 19 228 22 255 24 286 28 325
210 62 215 69 216 78 216 88 217 100 217
15 185 17 205 19 228 21 254 24 285
200 54 212 60 212 67 213 75 213 84 214
12 152 13 168 15 186 16 205 18 227
180 41 206 46 206 51 207 56 207 62 207
10 125 11 138 12 152 13 166 14 183
160 32 201 35 201 39 202 43 202 47 202
8 104 8 114 9 125 10 136 11 149
140 25 197 28 197 30 197 33 197 37 197
6 85 7 93 7 101 8 111 9 121
120 20 193 22 193 24 193 26 194 28 194
5 67 5 73 6 80 6 87 7 95
100 15 189 16 190 18 190 19 190 21 190
3 50 4 55 4 60 4 65 5 71
80 11 186 12 186 13 186 14 187 15 187
2 34 2 37 3 40 3 44 3 48
60 7 183 8 183 8 183 9 183 10 184
40 1 18
4 180
1 20
4 180
1 22
4 180
2 24
5 180
2 26
5 181
15 0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
(MIN) (KG)
(NM) TAS.(KT)

CLIMB 3.04.04
P 10 500
AA

CLIMB 3.04.04
P 11 500
AA
MAXIMUM OPERATIONAL CEILING (Twin engine)

ICING CONDITIONS - FLAPS 0° - VMLBO = 1,40 VSR
Example :
18000 kg
ISA + 20 g Maximum operational ceiling = 24000 ft

CLIMB 3.04.05
P1 001
CLIMB GRADIENT SEP 03
AA
INTRODUCTION
The Standard Instrument Departure Procedures (SID) can require a climb gradient to
clear obstacles or to join a flight level at a given distance.
The gross climb gradients are displayed in the following graphs for :
-One engine out - one engine at Maxi Continuous Power - IAS = Final Take Off Speed
-Two engines at Max Climb Power - IAS = 170 kt
-Two engines at Max Climb Power - IAS = VMLB
DIRECTION FOR USE
If a departure require a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) :
-if the climb gradient at Z2 (the highest altitude) is better than X, then the
procedure can be applied
-if the climb gradient at Z2 is lower than X, then determine the climb gradient at
0.5x (Z1 + Z2):
- if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID
procedure can be applied
- if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID
can not be used
CLIMB 3.04.05
P2 001
AA
LEFT INTENTIONAL BLANK

CLIMB 3.04.05
P3 200
AA
GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MAX CONTINUOUS POWER
IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.18 VS - ICING CONDITIONS FLAPS 15 / 1.30 VS
Eng. : PW127
CLIMB 3.04.05
P4 200
AA
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 170 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0
Eng. : PW127
CLIMB 3.04.05
P3 500
CLIMB GRADIENT NOV 11
AA
R GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MCT- IAS=VMLB

CLIMB 3.04.05
P4 500
AA
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 170 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0 R

CLIMB 3.04.05
P5 200
AA
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER

IAS = VMLB
Eng. : PW127
CLIMB 3.04.05
P5 500
AA
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER - IAS = VMLB

CRUISE 3.05.00
P1 001
CONTENTS JUN 97
AA
3.05.00 CONTENTS
3.05.02 MAX CRUISE
3.05.03 ICING CONDITIONS
R
CRUISE 3.05.01
P1 050
INTRODUCTION DEC 97
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
To reach cruise figures :

- level off
- keep climb torque
- when cruise IAS is obtained :
select CRZ on PWR MGT
When using air conditioning in high mode increase fuel consumption by 1.5 %, and
subtract 3 kt on True Airspeed.
Max Cruise tables are given with NP = 86 % and NP = 77 %.
USE OF LOW PROPELLER SPEED

USE OF NP = 77 % IS FORBIDDEN IN ICING CONDITIONS
CRUISE IN ICING CONDITIONS

Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA -10, ISA, ISA + 10, ISA + 20).
When using air conditioning in high mode, increase fuel consumption by 1.5 % and
R subtract 10 kt on True Airspeed.
Because of the variability of REAL ICING, cruise performance published for icing
Eng. : PW127
CRUISE 3.05.01
P1 500
INTRODUCTION APR 08
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
To reach cruise figures :

- level off
- keep climb torque
- when cruise IAS is obtained :
¯ select CRZ on PWR MGT
When using air conditioning in high mode increase fuel consumption by 3%, and
Max Cruise tables are given with NP = 82 %.
CRUISE IN ICING CONDITIONS

Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA - 10, ISA, ISA + 10, ISA + 20).
When using air conditioning in high mode, increase fuel consumption by 1.5% and
Because of the variability of REAL ICING, cruise performance published for icing

CRUISE 3.05.02
P1 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
13 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
91.9 94.0 88.3 83.4 78.8
456 469 451 433 417
252 252 245 239 233
60 267 272 269 265 261
94.2 94.5 84.8 80.2 75.7
457 463 430 413 397
252 250 239 233 228
80 275 279 270 267 262
94.5 90.8 81.4 76.9 72.7
452 442 409 393 378
250 245 233 227 222
100 281 280 272 268 264
94.2 86.7 78.5 74.2 70.2
448 420 391 376 362
248 238 228 222 217
120 287 281 274 270 266
90.1 83.5 76.1 72.1 68.1
430 403 376 362 347
241 233 223 218 212
140 288 284 277 273 269
85.6 79.9 73.2 69.8 66.0
409 384 359 347 333
235 227 218 213 208
160 289 285 279 276 271
80.6 75.5 69.5 66.3 63.0
386 363 340 327 316
227 220 212 207 202
180 289 285 280 276 272
75.1 70.5 65.5 62.6 59.7
361 340 319 308 298
219 212 205 200 195
200 287 284 279 276 272
69.7 65.6 61.3 58.9 56.2
336 317 298 289 279
211 204 197 193 188
220 286 283 278 275 271
64.6 60.9 57.1 55.0 52.8
312 295 278 270 262
203 196 189 185 180
240 284 281 276 273 269
62.1 58.6 54.9 53.0 51.0
300 284 268 260 253
199 192 184 181 176
250 283 279 274 271 268
TQ % NP=82 %
KG/H/ENG
IAS
TAS
CRUISE 3.05.02
P2 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
14 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.2 94.3 88.3 83.4 78.8
457 470 451 433 417
252 252 244 238 233
60 267 272 269 265 261
94.5 94.5 84.7 80.2 75.7
458 463 429 413 397
252 250 238 233 227
80 275 278 270 266 262
94.5 90.8 81.3 76.8 72.7
452 442 409 393 378
250 244 233 227 222
100 281 280 272 267 263
94.1 86.6 78.5 74.2 70.2
447 420 391 376 362
247 238 227 222 217
120 286 281 274 269 265
90.1 83.5 76.1 72.0 68.1
429 403 376 361 347
241 233 223 217 212
140 288 283 277 272 268
85.6 79.8 73.2 69.7 66.0
409 384 359 346 333
234 226 217 212 207
160 288 284 278 275 270
80.5 75.4 69.4 66.3 63.0
386 363 339 327 316
227 220 211 206 201
180 288 285 279 275 271
75.0 70.4 65.4 62.5 59.6
361 340 319 308 297
219 212 204 199 194
200 287 283 278 275 270
69.6 65.5 61.1 58.7 56.1
335 317 298 289 279
210 203 196 191 187
220 285 281 277 273 269
64.4 60.8 56.9 54.8 52.6
311 294 278 269 261
202 195 187 183 179
240 282 279 274 270 267
62.0 58.4 54.7 52.9 50.8
300 283 267 260 252
197 190 183 179 175
250 281 277 272 269 265
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P3 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
15 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.5 94.6 88.3 83.4 78.8
458 471 451 433 417
252 252 244 238 232
60 267 272 268 264 260
94.5 94.5 84.7 80.1 75.7
458 463 429 413 397
252 250 238 232 227
80 275 278 270 266 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
250 244 232 227 221
100 281 279 271 267 263
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
247 238 227 221 216
120 286 281 273 269 265
90.0 83.4 76.1 72.0 68.0
429 402 375 361 347
241 232 222 217 211
140 287 283 276 271 267
85.5 79.8 73.1 69.7 65.9
409 383 358 346 333
234 226 217 212 206
160 288 284 278 274 269
80.5 75.3 69.4 66.2 62.9
386 363 339 327 316
226 219 210 205 200
180 287 284 278 274 269
74.9 70.3 65.2 62.4 59.5
360 339 319 308 297
218 211 203 198 193
200 286 282 277 273 269
69.5 65.4 61.0 58.6 56.0
335 316 297 289 278
209 202 194 190 185
220 283 280 275 271 267
64.3 60.6 56.7 54.6 52.5
310 294 277 269 261
201 193 186 181 177
240 281 277 271 268 264
61.8 58.2 54.5 52.7 50.6
299 282 267 259 252
196 189 181 177 173
250 279 275 269 266 262
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P4 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
16 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.8 94.5 88.2 83.3 78.8
460 471 451 433 417
252 252 244 238 232
60 267 272 268 264 260
94.5 94.5 84.7 80.1 75.6
458 463 429 413 397
251 249 238 232 226
80 275 278 269 265 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
249 243 232 226 220
100 280 279 271 266 262
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
247 237 226 221 215
120 285 280 272 268 264
90.0 83.4 76.0 72.0 68.0
429 402 375 361 347
240 232 221 216 210
140 287 282 275 270 266
85.5 79.7 73.1 69.6 65.9
409 383 358 346 333
233 225 216 211 205
160 287 283 276 272 268
80.3 75.2 69.3 66.1 62.8
385 363 339 327 315
226 218 209 204 198
180 286 283 276 272 268
74.8 70.2 65.1 62.3 59.4
360 339 318 307 297
217 210 201 196 191
200 285 281 275 271 266
69.3 65.2 60.8 58.4 55.9
334 316 297 288 278
208 201 193 188 183
220 282 278 273 269 264
64.1 60.4 56.5 54.5 52.3
310 293 276 268 260
199 192 184 180 175
240 279 274 269 265 261
61.6 58.0 54.3 52.5 50.4
298 282 266 259 251
195 187 179 175 170
250 277 272 267 263 259
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P5 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
17 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.1 94.5 88.2 83.3 78.7
461 471 451 433 417
252 251 243 237 231
60 267 272 267 263 259
94.5 94.5 84.6 80.0 75.6
458 463 429 413 397
251 249 237 231 225
80 274 277 269 264 260
94.5 90.7 81.2 76.7 72.5
453 441 409 393 378
249 243 231 225 220
100 280 279 270 265 261
94.0 86.5 78.3 74.0 70.0
447 419 391 376 362
246 237 226 220 214
120 285 279 272 267 262
89.9 83.3 75.9 71.9 67.9
429 402 375 361 347
240 231 221 215 209
140 286 281 274 269 264
85.4 79.6 73.0 69.5 65.8
408 383 358 346 333
233 224 215 210 204
160 286 282 275 271 266
80.2 75.1 69.1 65.9 62.7
385 362 338 326 315
225 217 208 203 197
180 285 281 275 271 266
74.6 70.0 64.9 62.1 59.2
359 338 318 307 296
216 208 200 195 190
200 283 279 273 269 264
69.1 65.0 60.7 58.3 55.7
333 315 296 288 278
207 199 191 187 181
220 280 276 270 266 262
63.8 60.2 56.3 54.2 52.1
309 292 275 268 260
197 190 182 177 172
240 277 272 266 262 257
61.3 57.7 54.1 52.2 50.1
297 281 265 258 250
193 185 177 172 167
250 275 269 263 259 254
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P6 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
18 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.5 94.5 88.2 83.2 78.7
462 471 451 433 417
252 251 243 237 231
60 267 271 267 262 258
94.5 94.5 84.6 80.0 75.5
458 463 429 413 397
251 249 236 231 225
80 274 277 268 264 259
94.5 90.6 81.2 76.6 72.5
453 441 409 393 378
249 243 230 224 219
100 279 278 269 264 260
93.9 86.5 78.3 74.0 70.0
447 419 391 376 361
246 236 225 219 213
120 284 279 271 266 261
89.8 83.2 75.8 71.8 67.8
429 402 375 361 347
239 230 220 214 208
140 285 280 273 268 263
85.3 79.5 72.9 69.4 65.7
408 383 358 346 333
232 224 214 208 203
160 285 281 274 269 264
80.1 74.9 69.0 65.8 62.6
384 362 338 326 315
224 216 206 201 196
180 284 280 273 269 264
74.4 69.8 64.8 62.0 59.1
358 338 317 307 296
215 207 198 193 188
200 282 277 271 267 262
68.9 64.8 60.5 58.1 55.5
333 314 296 287 277
205 198 189 184 179
220 278 274 268 263 258
63.6 59.9 56.0 54.0 51.8
308 291 275 267 259
196 188 179 174 169
240 274 269 262 258 252
61.1 57.4 53.8 51.9 49.8
296 280 264 257 249
191 183 174 169 163
250 272 266 259 254 248
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P7 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
19 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.9 94.5 88.1 83.2 78.6
464 471 450 433 416
252 251 242 236 230
60 267 271 266 262 257
94.5 94.5 84.5 79.9 75.5
458 464 429 413 397
250 248 236 230 224
80 273 276 267 263 258
94.5 90.5 81.1 76.6 72.4
453 441 409 393 377
248 242 230 224 218
100 279 277 268 263 259
93.9 86.4 78.2 73.9 69.9
447 419 391 376 361
245 235 224 218 212
120 284 278 269 265 260
89.7 83.1 75.8 71.7 67.8
428 402 375 361 347
238 229 219 213 207
140 284 279 271 266 261
85.1 79.4 72.8 69.4 65.6
408 382 357 346 333
231 223 212 207 201
160 284 279 272 268 263
79.9 74.8 68.8 65.7 62.4
384 361 338 326 315
223 214 205 200 194
180 283 278 271 267 262
74.2 69.6 64.6 61.8 58.9
358 337 317 306 296
213 205 196 191 185
200 280 275 269 264 259
68.7 64.6 60.2 57.8 55.2
332 313 295 286 276
204 196 187 182 176
220 276 271 265 260 254
63.3 59.6 55.7 53.6 51.4
307 290 273 266 258
194 186 176 171 165
240 271 266 258 253 246
60.8 57.1 53.4 51.5 49.4
295 279 263 256 248
189 180 170 164 158
250 269 262 253 248 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P8 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
20 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.4 94.5 88.1 83.1 78.6
466 471 450 433 416
252 250 241 235 229
60 267 270 265 261 256
94.5 94.5 84.4 79.9 75.4
459 464 429 412 396
250 248 235 229 223
80 273 276 266 262 257
94.5 90.4 81.0 76.5 72.3
453 441 409 392 377
247 241 229 222 216
100 278 276 267 262 257
93.8 86.3 78.1 73.9 69.8
446 419 390 376 361
244 234 223 217 211
120 283 277 268 263 258
89.6 83.0 75.7 71.7 67.7
428 401 374 361 347
237 228 217 211 205
140 283 278 270 265 260
85.0 79.2 72.6 69.3 65.5
407 382 357 345 332
230 221 211 206 199
160 283 278 270 266 261
79.7 74.6 68.7 65.5 62.3
383 361 337 325 314
221 213 203 198 192
180 281 276 269 264 259
74.0 69.4 64.4 61.6 58.7
357 336 316 305 295
212 204 194 189 183
200 278 273 266 261 255
68.4 64.3 60.0 57.5 54.9
331 313 294 285 276
202 194 185 179 172
220 274 268 261 256 249
63.0 59.3 55.3 53.2 50.9
306 289 272 265 256
191 183 172 166 159
240 268 262 252 246 238
60.4 56.7 52.9 50.9 48.7
294 277 261 254 246
186 176 165 158 149
250 265 257 246 238 227
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P9 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
21 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.5 94.5 88.0 83.1 78.5
467 472 450 432 416
252 249 241 234 228
60 267 269 265 260 255
94.5 94.5 84.4 79.8 75.3
459 464 429 412 396
249 247 234 228 222
80 272 275 265 260 255
94.5 90.3 80.9 76.4 72.2
453 440 408 392 377
247 240 228 221 215
100 277 275 266 261 256
93.7 86.2 78.1 73.8 69.8
446 418 390 376 361
243 233 222 215 209
120 282 276 267 262 257
89.5 82.9 75.5 71.6 67.6
428 401 374 361 347
237 227 216 210 204
140 282 277 268 263 258
84.8 79.1 72.5 69.2 65.4
407 381 357 345 332
229 220 210 204 198
160 282 276 269 264 258
79.5 74.4 68.5 65.3 62.1
382 360 337 325 314
220 212 202 196 190
180 279 274 267 262 256
73.8 69.1 64.1 61.4 58.4
356 336 315 305 294
210 202 192 186 180
200 276 270 263 257 251
68.1 64.0 59.6 57.2 54.6
330 312 293 284 275
200 191 181 175 167
220 271 265 256 250 242
62.6 58.8 54.8 52.6 50.1
304 288 270 263 254
189 179 167 159 148
240 265 257 245 236 222
60.0 56.1 52.1 49.8
292 275 258 251
182 172 157 145
250 260 250 234 219
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P 10 500
MAX CRUISE OCT 08
AA
CRUISE 2 ENGINES
22 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.5 94.5 87.9 83.0 78.4
467 472 450 432 416
251 249 240 233 227
60 266 269 264 259 254
94.5 94.5 84.3 79.7 75.3
459 464 429 412 396
248 246 233 227 220
80 271 274 264 259 254
94.5 90.2 80.9 76.3 72.2
453 440 408 392 377
246 239 226 220 214
100 277 274 264 259 254
93.6 86.1 78.0 73.7 69.7
446 418 390 375 361
243 232 220 214 208
120 281 274 265 260 255
89.3 82.8 75.4 71.5 67.5
427 401 374 360 346
235 226 215 208 202
140 281 275 267 261 255
84.7 78.9 72.4 69.0 65.2
406 381 357 345 332
228 219 208 202 195
160 280 275 267 262 255
79.3 74.2 68.3 65.1 61.9
381 359 336 324 313
219 210 200 193 187
180 278 272 264 259 252
73.5 68.9 63.9 61.1 58.1
355 335 314 304 293
208 200 189 183 175
200 273 268 259 253 245
67.8 63.6 59.2 56.7 54.0
328 310 292 283 273
197 188 177 170 160
220 268 261 251 243 231
62.2 58.3 53.9 51.1
303 286 268 258
185 174 158 141
240 260 250 232 209
59.5 55.3
290 272
178 164
250 254 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS

CRUISE 3.05.02
P 11 500
MAX CRUISE NOV 11
AA
R

CRUISE 3.05.03
P1 500
AA

CRUISE 3.05.03
P2 500
AA

CRUISE 3.05.03
P3 500
AA

CRUISE 3.05.03
P4 500
AA

CRUISE 3.05.03
P5 500
AA

CRUISE 3.05.03
P6 500
AA

CRUISE 3.05.03
P7 500
AA

CRUISE 3.05.03
P8 500
AA

CRUISE 3.05.03
P9 500
AA
R

CRUISE 3.05.03
P 10 500
AA

CRUISE 3.05.03
P 11 500
AA

CRUISE 3.05.03
P 12 500
AA

CRUISE 3.05.03
P 13 500
AA

CRUISE 3.05.03
P 14 500
AA

CRUISE 3.05.03
P 15 500
AA

CRUISE 3.05.03
P 16 500
AA

CRUISE 3.05.03
P 17 500
AA

CRUISE 3.05.03
P 18 500
AA

HOLDING 3.06.01
P1 300
INTRODUCTION SEP 13
AA
Holding charts are established :

- in clean configuration
- with air conditioning in normal mode.
- with NP = 86 % and NP = 77 % propeller speed
R - at VMHB0 in icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of
consumption.
When using air conditioning in high mode, fuel consumption is increased by 4 %.
The temperature effect is negligible.
ICING CONDITIONS
moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
sleet and ice crystals).
Tables are computed only with NP = 86 %
Eng. : PW127
HOLDING 3.06.01
P1 500
INTRODUCTION NOV 11
AA
Holding charts are established :
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
R - at VMHB0 in icing conditions
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of
consumption.
When using air conditioning in high mode, fuel consumption is increased by 2%.
The temperature effect is negligible.
ICING CONDITIONS
moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
sleet and ice crystals).

HOLDING 3.06.02
P1 500
NORMAL CONDITIONS NOV 11
AA
R

HOLDING 3.06.03
P1 500
R AA

DESCENT 3.07.01
P1 001
INTRODUCTION JUL 98
AA
R Descent charts are established in clean configuration for one reference weight
R (15000 kg = 33000 lb) and 3 speed laws :
- 200 kt
- 220 kt
- 240 kt
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3°, 4° or 5°)
2) maintain descent speed and gradient of descent
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 24 kg (53 lb) for the consumption
WEIGHT CORRECTION
D on fuel consumption
Increase the fuel consumption by :

R + 4 % at 1500 ft/mn of rate of descent
R + 5 % at 2000 ft/mn of rate of descent
+ 2 % at 3° descent gradient
for a 1000 kg (2200 lb) weight decrease.
D No correction for weight increase.
D No influence on time and distance.
USE OF NP = 77 %
The effect of reduced propeller speed is negligible on the performance.
The use of reduced propeller speed is forbidden in icing conditions.
DESCENT 3.07.01
P1 500
INTRODUCTION OCT 08
AA
Descent charts are established in clean configuration for one reference weight
(15000 kg = 33000 lb) and 3 speed laws :
- 200 kt
- 220 kt
- 240 kt
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3° with pressurization in NORMAL
mode, 4° or 5° with pressurization in FAST mode)
2) maintain descent speed and gradient of descent
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
D on fuel consumption
Increase the fuel consumption by :

+ 4 % at 1500 ft/mn of rate of descent
+ 5 % at 2000 ft/mn of rate of descent
for a 1000 kg (2200 lb) weight decrease.
D No correction for weight increase.
D No influence on time and distance.

DESCENT 3.07.02
P1 500
NORMAL CONDITIONS OCT 08
AA
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 119 15 81 19 145 15 102 19 180 15 126
250 63 47 70 52 76 57
18 115 14 79 18 140 14 99 18 174 14 122
240 60 45 66 49 72 54
17 112 14 77 17 136 14 96 17 167 14 118
230 57 43 63 47 68 51
17 108 13 75 17 131 13 93 17 160 13 114
220 54 40 59 44 65 48
16 105 13 73 16 126 13 90 16 154 13 110
210 51 38 56 42 61 46
15 101 12 71 15 121 12 87 15 147 12 105
200 48 36 53 39 57 43
14 94 11 67 14 112 11 81 14 135 11 97
180 42 31 46 35 50 38
13 87 10 63 13 102 10 75 13 122 10 89
160 36 27 40 30 44 33
11 79 9 59 11 92 9 69 11 110 9 81
140 31 23 34 25 37 28
10 72 8 54 10 83 8 63 10 97 8 73
120 25 19 28 21 31 23
9 65 7 50 9 73 7 58 9 85 7 65
100 20 15 22 17 24 18
7 57 6 45 7 63 6 52 7 72 6 57
80 15 11 17 13 18 14
6 49 5 40 6 53 5 45 6 59 5 49
60 10 8 11 9 13 9
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)

DESCENT 3.07.02
P2 500
NORMAL CONDITIONS OCT 08
AA
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
FL 3˚ 4˚ 5˚ 3˚ 4˚ 5˚ 3˚ 4˚ 5˚
21 146 17 103 14 77 20 159 16 111 13 84 18 177 15 124 12 92
250 74 55 44 74 55 44 74 55 44
21 143 16 101 14 75 19 155 15 108 13 83 18 172 14 121 12 90
240 71 53 42 71 53 42 71 53 42
20 139 16 99 13 74 19 151 15 106 12 81 17 166 14 118 12 88
230 68 51 40 68 51 40 68 51 40
19 136 15 97 13 73 18 147 14 103 12 80 17 161 13 115 11 86
220 64 48 39 64 48 39 64 48 39
19 132 15 95 12 71 17 142 14 101 12 78 16 156 13 112 11 84
210 61 46 37 61 46 37 61 46 37
18 128 14 93 12 70 17 138 13 98 11 76 16 151 12 108 11 82
200 58 44 35 58 44 35 58 44 35
17 120 13 88 11 67 15 129 12 92 10 73 14 140 12 102 10 78
180 52 39 31 52 39 31 52 39 31
15 111 12 83 10 64 14 119 11 86 10 69 13 129 11 95 9 73
160 46 34 27 46 34 27 46 34 27
14 102 11 77 9 61 13 109 10 80 9 65 12 117 10 87 8 68
140 39 29 24 39 29 24 39 29 24
12 92 10 72 8 57 11 98 9 73 8 61 11 105 9 79 8 63
120 33 25 20 33 25 20 33 25 20
10 82 9 65 7 52 10 86 8 66 7 56 9 92 8 71 7 57
100 27 20 16 27 20 16 27 20 16
9 71 7 58 6 48 8 74 7 58 6 51 8 79 7 62 6 52
80 20 15 12 20 15 12 20 15 12
7 59 6 50 5 43 7 61 6 50 5 45 6 65 6 53 5 45
60 14 11 8 14 11 8 14 11 8
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
(MN) (KG)
(NM)

DESCENT 3.07.03
P1 200
ICING CONDITIONS JUL 98
AA
DESCENT 2 ENGINES
NP=86%
R 15000 KG ICING CONDITIONS
FLIGHT
LEVEL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 125 15 87 19 154 15 107 19 172 15 133
250 63 500 69 522 766 57
18 120 14 83 18 146 14 102 18 165 14 127
240 60 488 66 500 722 54
17 116 14 81 17 141 14 99 17 159 14 122
230 57 45 63 47 68 511
17 112 14 78 17 136 13 95 17 153 13 117
220 54 433 599 44 6
65 488
16 108 13 76 16 130 13 92 16 147 13 113
210 511 411 566 422 61 466
15 104 12 73 15 125 12 89 15 140 12 108
200 488 38 533 39 57 433
14 96 12 69 14 114 11 82 14 128 11 99
180 422 3
34 466 335 500 38
13 88 11 64 13 104 10 75 13 116 10 90
160 36 29 400 30 44 33
11 79 9 59 11 93 9 68 11 104 9 81
140 31 225 334 225 337 28
10 71 9 54 10 83 8 61 10 92 8 72
120 2
25 21 28 21 31 23
9 62 8 48 9 72 7 54 9 79 7 63
100 20 117 22 117 224 18
7 54 7 43 7 60 6 47 7 67 6 54
80 115 13 117 13 18 114
6 45 5 37 6 49 5 40 6 55 5 45
60 10 9 11 9 13 9
5 36 4 31 5 38 4 33 5 42 4 35
40 6 5 6 5 7 5
3 24 3 24 3 24 3 24 3 24 3 24
15 0 0 0 0 0 0
(MN) (KG)
(NM)
Eng. : PW127
DESCENT 3.07.03
P1 500
AA
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 122 15 83 19 151 15 105 19 186 15 131
250 63 47 70 52 75 57
18 119 14 81 18 145 14 102 18 179 14 127
240 60 45 66 49 71 54
17 115 14 79 17 140 14 99 17 173 14 122
230 57 43 63 47 68 51
17 111 13 77 17 135 13 96 17 166 13 118
220 54 40 59 44 65 48
16 107 13 75 16 130 13 92 16 159 13 113
210 51 38 56 42 61 46
15 104 12 73 15 125 12 89 15 152 12 109
200 48 36 53 39 57 43
14 96 11 69 14 115 11 83 14 139 11 100
180 42 31 46 35 50 38
13 88 10 64 13 105 10 77 13 126 10 92
160 36 27 40 30 44 33
11 81 9 60 11 95 9 70 11 112 9 83
140 31 23 34 25 37 28
10 73 8 55 10 84 8 64 10 99 8 75
120 25 19 28 21 31 23
9 65 7 50 9 74 7 58 9 86 7 66
100 20 15 22 17 24 18
7 57 6 45 7 64 6 52 7 73 6 57
80 15 11 17 13 18 14
6 49 5 41 6 53 5 45 6 60 5 49
60 10 8 11 9 13 9
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
(MN) (KG)
(NM)

DESCENT 3.07.03
P2 500
AA
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
FL 3˚ 4˚ 5˚ 3˚ 4˚ 5˚ 3˚ 4˚ 5˚
21 151 17 105 14 78 20 164 16 114 13 85 18 183 15 129 12 95
250 74 55 44 74 55 44 74 55 44
21 147 16 103 14 77 19 160 15 112 13 84 18 178 14 125 12 93
240 71 53 42 71 53 42 71 53 42
20 143 16 101 13 76 19 156 15 109 12 82 17 172 14 122 12 91
230 68 51 40 68 51 40 68 51 40
19 140 15 99 13 75 18 151 14 107 12 81 17 167 13 118 11 88
220 64 48 39 64 48 39 64 48 39
19 136 15 96 12 73 17 147 14 104 12 79 16 161 13 115 11 86
210 61 46 37 61 46 37 61 46 37
18 132 14 94 12 72 17 142 13 101 11 77 16 156 12 112 11 84
200 58 44 35 58 44 35 58 44 35
17 123 13 89 11 69 15 132 12 95 10 74 14 144 12 104 10 80
180 52 39 31 52 39 31 52 39 31
15 114 12 84 10 65 14 122 11 89 10 70 13 132 11 97 9 75
160 46 34 27 46 34 27 46 34 27
14 104 11 78 9 62 13 111 10 82 9 66 12 120 10 89 8 70
140 39 29 24 39 29 24 39 29 24
12 94 10 72 8 57 11 100 9 75 8 61 11 107 9 81 8 64
120 33 25 20 33 25 20 33 25 20
10 83 9 65 7 53 10 88 8 67 7 56 9 94 8 72 7 58
100 27 20 16 27 20 16 27 20 16
9 72 7 58 6 48 8 75 7 59 6 51 8 80 7 63 6 52
80 20 15 12 20 15 12 20 15 12
7 60 6 50 5 43 7 62 6 51 5 45 6 65 6 53 5 46
60 14 11 8 14 11 8 14 11 8
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
(MN) (KG)
(NM)

APPROACH-LANDING 3.08.00
P1 001
CONTENTS JUL 01
AA
3.08.00 CONTENTS
3.08.01 APPROACH CLIMB LIMITING WEIGHT
3.08.02 FINAL APPROACH SPEEDS
3.08.03 LANDING DISTANCES
R 3.08.04 EXAMPLE OF LANDING CHART COMPUTED WITH THE FOS

P1 001
APPROACH CLIMB LIMITING WEIGHT JUN 97
AA
R D Aircraft configuration :
R - Flaps 15 - Gear up
R - Affected propeller feathered
R - Remaining engine power set to GO AROUND"
R - Air conditioning : OFF
R D Steady gradient :
R 2,1 %
R D Go around speeds :
R - Refer to Procedures and Techniques" chapter, in 2.02 or to the QRH.
R D Approach climb limiting weight :

R Normal Conditions : Refer to the graph on 3.08.01 page 2.
R Icing Conditions : determine the approach climb limiting weight in normal
R conditions, then apply the decrement following the table 3.08.01 page 3.
P1 001
AA
R D Aircraft configuration :
R - Flaps 15 - Gear up
R - Affected propeller feathered
R - Remaining engine power set to GO AROUND"
R - Air conditioning : OFF
R D Steady gradient :
R 2,1 %
R D Go around speeds :
R - Refer to Procedures and Techniques" chapter, in 2.02 or to the QRH.
R D Approach climb limiting weight :

R Normal Conditions : Refer to the graph on 3.08.01 page 2.
R Icing Conditions : determine the approach climb limiting weight in normal
R conditions, then apply the decrement following the table 3.08.01 page 3.
APPROACH- LANDING 3.08.01
P2 300
APPROACH CLIMB LIMITING WEIGHT OCT 08
AA
NORMAL CONDITIONS FLAPS 15

One propeller feathered - one engine : GO AROUND POWER -
AIR CONDITIONING OFF - ANTI-- ICING OFF - GEAR UP

P3 100
AA
ICING CONDITIONS
In icing conditions, decrease the approach climb gradient limiting weight determined on
paragraph 3.08.01 P 2 by the following values.
WEIGHT KG / LB CORRECTION KG / LB
R 27 000 / 59 500 - 1 900 / - 4 200
R 25 000 / 55 100 - 1 750 / - 3 900
R 23 000 / 50 700 - 1 600 / - 3 600
R 21 000 / 46 300 - 1 450 / - 3 200
R 20 000 / 44 000 - 1 350 / - 3 000
R 19 000 / 41 800 - 1 250 / - 2 800
R 18 000 / 39 600 - 1 200 / - 2 700
R 17 000 / 37 500 - 1 100 / - 2 500
R 16 000 / 35 200 - 1 050 / - 2 400
and below
Eng. : PW127
P3 200
APPROACH CLIMB LIMITING WEIGHT OCT 08
AA
ICING CONDITIONS
In icing conditions, decrease the approach climb gradient limiting weight determined on
paragraph 3.08.01 P 2 by the following values.
WEIGHT KG / LB CORRECTION KG / LB
27 000 / 59 500 - 1 650 / - 3 650

25 000 / 55 100 - 1 500 / - 3 300
23 000 / 50 700 - 1 400 / - 3 100
21 000 / 46 300 - 1 300 / - 2 800
20 000 / 44 000 - 1 250 / - 2 750
19 000 / 41 800 - 1 150 / - 2 500
18 000 / 39 600 - 1 100 / - 2 400
17 000 / 37 500 - 1 050 / - 2 350
16 000 / 35 200 - 1 000 / - 2 200
and below

P1 300
FINAL APPROACH SPEEDS JUL 98
AA

Wind factor :
The highest of
- 1/3 of the reported head wind velocity
-or-
- the gust in full
R Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 30°
Weight VmHB IAS limited by VMCL
(1000 kg) Normal conditions Icing conditions
13 95 95
14 95 95
15 95 97
16 95 100
17 96 104
18 99 107
19 102 110
20 105 114
21 107 117
21.5 109 118

(1000 lb) Normal Conditions Icing conditions
29 95 95
31 95 95
33 95 97
35 95 100
37 95 103
39 98 106
41 101 109
43 103 112
45 106 115
47 108 118
Eng. : PW127
P1 500
FINAL APPROACH SPEEDS SEP 10
AA

Wind factor :
The highest of
- 1/3 of the reported head wind velocity
- or--
- the gust in full
Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 30°
(1000 kg) Normal conditions Icing conditions
13 95 95
14 95 95
15 95 97
16 95 100
17 96 104
18 99 107
19 102 110
20 105 114
21 108 117
22 111 120
22.5 113 122
R 23 115 124

(1000 lb) Normal conditions Icing conditions
29 95 95
31 95 95
33 95 97
35 95 100
37 95 104
39 98 106
41 101 109
43 103 112
45 106 115
47 109 118
49 112 121
49.5 113 122
R 50.7 115 124
P1 050
LANDING DISTANCES DEC 97
AA
GENERAL
The actual distance to land an aircraft and come to a complete stop, is measured from
a point 50 ft above the landing surface. This point is supposed to be above the
threshold.
The deceleration mean is the normal braking system, antiskid being operative and both
PL at Gl (no reverse).
To determine the required runway length for landing, apply national operational
regulation.
For information purpose, the actual landing distances are given on contamined or wet
runways.
Different cases may be considered :
D Normal landing - No significant failure :
Check before departure that available runway length with forecasted landing weight
is at least equal to the required landing length
D Abnormal landing - Significant failure known before departure (in accordance
with MEL) :
Check before departure that available runway length is at least equal to actual
landing distance, taking into account performance abatements due to failures and is
increased by operational regulatory coefficients.
D Abnormal landing - Significant failure resulting from in-flight events :
Check before landing that available runway length is at least equal to actual landing
distance, taking into account performance abatements due to failures.
ACTUAL LANDING DISTANCE (M) - SEA LEVEL
NORMAL CONDITIONS - FLAPS 30°
R WEIGHT (1000 kg) 13 14 15 16 17 18 19 20 21 21,35
R
R R DRY 540 540 540 540 540 560 580 605 625 635
R U
R N
R W WET 690 690 695 695 705 730 760 790 815 825
R A
R Y C
R
R O WATER
R C N OR
630 660 695 730 765 805 840 880 920 930
T
R O A SLUSH
R N M < 1/2 in
R D I
R I N
R COMPACT
T A 660 700 740 780 815 855 890 930 965 980
R T SNOW
R I
E
R O D
R N
B ICE 1035 1090 1145 1200 1255 1310 1365 1420 1475 1490
R z Y
Eng. : PW127
P2 050
LANDING DISTANCES SEP 02
AA
ACTUAL LANDING DISTANCE (M)
ICING CONDITIONS - FLAPS 30
WEIGHT (x 1000 kg) 13 14 15 16 17 18 19 20 21 21,35
R DRY 585 585 585 590 590 610 635 660 685 695
U
N
WET 755 765 770 770 775 815 840 875 905 920
W
A
C
Y
O WATER
N OR
670 705 745 785 825 865 910 950 995 1010
C T SLUSH
A (< 1/2 in)
O
M
N I
D N
I A COMPACT 730 775 820 865 910 950 995 1040 1085 1100
T T SNOW
E
I
D
O
N B ICE 1125 1190 1250 1315 1380 1445 1510 1570 1635 1660
Y
CORRECTION ON LANDING DISTANCES

- Wind : S dry or wet runway
R add 10 % per 5 kt tailwind
R subtract 2 % per 5 kt headwind
S contaminated runway
add 12 % per 5 kt tailwind
subtract 3 % per 5 kt headwind
- Airport elevation : S dry or wet runway
add 2 % per 1000 ft above sea level
S contaminated runway
- Effect of reverse : landing distances are decreased by
D 4 % on dry runway
D 7% on wet runway
D 7% on runway contaminated by water or slush
D 11% on runway contaminated by compact snow
D 30% on runway contaminated by ice.
Caution : On contaminated runway, performances without reverser only are to be used for
flight preparation.
Note : Landing on damp runway. A runway is damp when it is not perfectly dry, but when the
water which is on it does not give it a shiny appearance.
For damp runway, we consider no performance limitation.
Eng. : PW127
P1 200
AA
GENERAL
The actual distance to land an aircraft and come to a complete stop, is measured from
a point 50 ft above the landing surface. This point is supposed to be above the
threshold.
The deceleration mean is the normal braking system, antiskid being operative and both
PL at Gl (no reverse).
To determine the required runway length for landing, apply national operational
regulation.
For information purpose, the actual landing distances are given on contamined or wet
runways.
Different cases may be considered :
D Normal landing - No significant failure:
Check before departure that available runway length with forecasted landing weight
is at least equal to the required landing length
D Abnormal landing - Significant failure known before departure (in accordance
with MEL) :
Check before departure that available runway length is at least equal to actual
landing distance, taking into account performance abatements due to failures and is
increased by operational regulatory coefficients.
D Abnormal landing - Significant failure resulting from in-- flight events :
Check before landing that available runway length is at least equal to actual landing
distance, taking into account performance abatements due to failures.
NORMAL CONDITIONS - FLAPS 30°
R WEIGHT (x 1000 13 14 15 16 17 18 19 20 21 22 22.5 23
kg)
DRY 530 530 530 530 530 550 570 590 610 630 640 660
R
U
N
WET 690 690 690 690 700 730 760 780 810 840 850 860
W
A C
Y O WATER
N OR
T SLUSH 640 680 710 750 780 820 860 900 940 980 1000 1020
C A 1/2 in
O M
N I
D N
I A COMPACT 690 720 760 790 830 860 900 930 970 1000 1020 1030
T T SNOW
I E
O D
N
B ICE 1010 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530 1560
Y

P2 200
ICING CONDITIONS - FLAPS 30°
R WEIGHT (x 1000 13 14 15 16 17 18 19 20 21 22 22.5 23
kg)
DRY 570 570 570 570 570 600 620 640 670 690 710 720
R
U
N
WET 760 760 760 760 770 800 830 860 890 920 940 950
W
A C
Y O WATER
N OR
T SLUSH 700 740 780 820 860 900 950 990 1040 1080 1100 1130
C A 1/2 in
O M
N I
D N
I A COMPACT 760 800 840 880 920 960 1000 1040 1080 1120 1140 1160
T T SNOW
I E
O D
N
B ICE 1140 1200 1260 1320 1390 1450 1520 1580 1640 1710 1740 1770
Y
CORRECTION ON LANDING DISTANCES

Wind : • dry or wet runway
subtract 2 % per 5 kt headwind
• contaminated runway
subtract 2 % per 5 kt heawind
Airport elevation : • dry or wet runway
• contaminated runway
Effect of reverse: landing distances are decreased by
R • 2 % on dry runway
• 4 % on wet runway
• 8 % on runway contaminated by water or slush
• 10 % on runway contaminated by compact snow
• 30 % on runway contaminated by ice
Caution : On contaminated runway, performances without reverser only are to be used for
flight preparation.
Note : Landing on damp runway
A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
USE OF FOS P1 001
FOS LANDING CHART EXAMPLE SEP 02
AA
Note : The following landing chart is an example and cannot be used in operations.
R LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR72-500 JAR DGAC
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
– WIND F35 QNH = 1013.25 (HPA) F35

– (KT) APPROACH F25 APPROACH F25
0– CAT I LANDING WEIGHT (KG) CAT I
A – DRY RUNWAY CODE WET RUNWAY
T –
(DC) - -10 –5 0 10 20 –10 –5 0 10 20
–10.0 20301 21850 21850 18300 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 2 2
0.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
5.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 2 1 1 1 2 2 1 1
10.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
15.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
20.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example :
. Tail wind : 5 kt
. Wet runway
. Temperature : 15_C
The maximum landing weight (Regulatory Landing Weight) is 18 483 kg because of the
runway limitations.
ONE ENGINE INOPERATIVE 3.09.02
P2 300
FLIGHT PREPARATION JUL 98
AA
NET CEILING
Considering the atmospheric conditions of the day, read your net ceiling on one of the
two following graphs :
D NORMAL CONDITIONS Ć FLAPS 0
R 25
ISA - 10
Zp(nc) (1000 FT)
R TO USE THIS GRAPH, REFER TO THE

EXAMPLE GIVEN IN PAGE 4
R ISA
R ISA ( oC) in DASHED LINE
R ISA + 10 OAT ( oC) in CONTINUOUS LINE
R
R
R ISA + 20
R 20
R ISA + 30
R
R
R
R ISA + 40
R
R
R 15
R
R
R OAT = - 40oC
R
OAT = - 30oC
R
R OAT = - 20oC
R
OAT = - 10oC
R AIR CONDITIONING ON
OAT = 0oC
R
10
AIR CONDITIONING OFF
R
R OAT = + 10oC
FCOM72–3–09–02–002–300
R
R OAT = + 20oC
R
R
R
OAT = + 30oC
R 5
R
14 15 16 17 18 19 20 21 22
WEIGHT (x 1000 KG)
R Examples :
R 1 16500 KG ; ISA +20°C ⇒ Net ceiling : Zp(nc) = 15600 ft
R 2 18000 KG ; OAT = -30°C ⇒ Net ceiling : Zp(nc) = 17400 ft
Eng. : PW127
P2 500
AA
NET CEILING
Considering the atmospheric conditions of the day, read your net ceiling on one of the
two following graphs :
D NORMAL CONDITIONS - FLAPS 0
R
Examples :
1 16750 KG ; ISA +20°C ⇒ Net ceiling : Zp(nc) = 15525 ft
2 17000 KG ; ISA°C ⇒ Net ceiling : Zp(nc) = 18000 ft

P3 300
AA
D NET CEILING IN ICING CONDITIONS Ć FLAPS 15

R 24
R TO USE THIS GRAPH, REFER TO THE

Zp(nc) (1000 FT)
ISA - 10
R EXAMPLE GIVEN IN PAGE 4
R
ISA ( oC) in DASHED LINE
R 22
ISA OAT ( oC) in CONTINUOUS LINE
R
R
R ISA + 10
R 20
R
R ISA + 20
R
R 18
R ISA + 30
R
R
R 16
R
R Zp (OAT 5)
R
R 14
R
R
R
R 12
R
R OAT = - 40oC
R OAT = - 30oC
R 10 AIR CONDITIONING ON OAT = - 20oC
R AIR CONDITIONING OFF
R OAT = - 10oC
R
R
R 8 OAT = 0oC
R OAT = + 5oC
FCOM72–3–09–02–003–300
R
R
R 6
OAT = + 15oC
R
R
R OAT = + 25oC
R 4
R 14 15 16 17 18 19 20 21 22
WEIGHT (x 1000 KG)
R Examples :
R 1 18000 KG ; OAT = -30°C ⇒ Net Ceiling : Zp(ic) = 16000 ft.
R 2 18000 KG ; ISA +20°C ⇒ The corresponding OAT is greater than 5°C, so
R refer to the Normal Conditions graph (page 2) : for 18000 KG and ISA+20°C, the
R Net Ceiling is : Zp(nc) = 12950 ft.
R Transition altitude from Icing to Normal Conditions for ISA+20°C (intersection between
R ISA+20°C line and OAT = 5°C line : Zp(OAT 5) = 15200 ft.
Eng. : PW127
P4 300
AA
R D DHR EXAMPLES IN ICING CONDITIONS

R In Icing Conditions, two kinds of DHR have to be considered :
R - The level off net ceiling corresponds to an OAT less than 5°C : all the descent is
R performed in Icing Conditions (Example 1 )
R - The level off net ceiling corresponds to an OAT greater than 5°C : the descent is
R performed in Icing Conditions until OAT = 5°C, and in Normal Conditions for OAT
greater
R than 5°C (Examples 2 and 3 )
R 1 Initial parameters at engine failure :
R 25000 ft ; Icing Conditions ; 18000 kg ; OAT = -30°C ; No wind
R ê Read the net ceiling on the Icing Conditions graph (page 3) : Zp(ic) = 16000 ft.
R The height above the ceiling is : 25000 - 16000 = 9000 ft.
R ê Refering to page 6, the distance to reach the ceiling of 16000 ft is : 200 - 60 = 140 NM.
R 25000 ft ; Icing Conditions ; 18000 kg ; ISA + 20°C ; No wind

R ê Refering to the Icing Conditions graph (page 3), for 18000 kg and ISA+20°C, the
R associated OAT is greater than 5°C, so read on this graph :
R - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 10900 ft ;
R - The transition altitude from Icing to Normal Conditions for ISA+20°C (intersection between
R ISA+20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft.
R ê The level off net ceiling is read on the Normal Conditions graph (page 2) : Zp(nc) = 12950 ft.
R a) Determine the distance covered in Icing Conditions using the graph page 6 :
R D(ic) = d(25000-10900) - d(15200-10900) = d(14100) - d(4300) = 95 - 35 = 60 NM ;
R b) Determine the distance covered in Normal Conditions using the graph page 5 :
R D(nc) = d(15200-12950) = d(2250) = 230 - 135 = 95 NM ;
R c) The total distance to reach the ceiling of 12950 ft is :
R D = D(ic) + D(nc) = 60 + 95 = 155 NM
R 3 Same example than 2 , but with weight = 16500 kg :
R ê Refering to the Icing Conditions graph (page 3), for 16500 kg and ISA+20°C, the
associated
R OAT is greater than 5°C. So, read on this graph the transition altitude from Icing to Normal
R Conditions for ISA+20°C : Zp(OAT 5) = 15200 ft.
R ê On the Normal Conditions graph (page 2), you read a net ceiling Zp(nc) = 15600 ft that is
R higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) =
R 15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0°, Anti/De-icing
Off).
R It is prohibited to go up to Zp(nc).
R ê The total distance to reach the ceiling of 15200 ft is determined using the graph page 6 :
R D = D(ic) + d(25000 - 15200) = d(9800) = 200 - 55 = 145 NM.
D CORRECTIONS ON GEOMETRICAL ALTITUDE
To take into account the actual atmospheric conditions (pressure, temperature), refer to the
operating data 3.01 chapter.
Eng. PW127
P3 500
AA
R
D NET CEILING IN ICING CONDITIONS - FLAPS 15
Examples :
1 17000 KG ; ISA C  Net Ceiling : Zp(ic) = 17000 ft.
2
18000 KG ; ISA +20C  The corresponding OAT is greater than 5C, so
refer to the Normal Conditions graph (page 2) : for 18000 KG and ISA+20C, the
Net Ceiling is : Zp(nc) = 13300 ft.
Transition altitude from Icing to Normal Conditions for ISA+20C (intersection between
ISA+20C line and OAT = 5C line : Zp(OAT 5) = 15200 ft.
P4 500
AA
D DHR EXAMPLES IN ICING CONDITIONS

In Icing Conditions, two kinds of DHR have to be considered :
- The level off net ceiling corresponds to an OAT less than 5°C : all the descent is
performed in Icing Conditions (Example 1 )
- The level off net ceiling corresponds to an OAT greater than 5°C : the descent is
performed in Icing Conditions until OAT = 5°C, and in Normal Conditions for OAT
greater
than 5°C (Examples 2 and 3 )
25000 ft ; Icing Conditions ; 17000 kg ; ISA ; No wind
Á Read the net ceiling on the Icing Conditions graph (page 3) : Zp(ic) = 17000 ft.
The height above the ceiling is : 25000 - 17000 = 8000 ft.
Á Refering to page 6, the distance to reach the ceiling of 17000 ft is : 200 - 65 = 135 NM.
2 Initial parameters at engine failure :
25000 ft ; Icing Conditions ; 18000 kg ; ISA + 20°C ; No wind

Á Refering to the Icing Conditions graph (page 3), for 18000 kg and ISA+20°C, the
associated OAT is greater than 5°C, so read on this graph :
R - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 12200 ft ;
- The transition altitude from Icing to Normal Conditions for ISA+20°C (intersection between
ISA+20°C line and OAT = 5°C line) : Zp(OAT 5) = 15200 ft.
R Á The level off net ceiling is read on the Normal Conditions graph (page 2) : Zp(nc) = 13300 ft.
a) Determine the distance covered in Icing Conditions using the graph page 6 :
R D(ic) = d(25000-- 12200) - d(15200-- 12200) = d(12800) - d(3000) = 113 - 42 = 71 NM ;
b) Determine the distance covered in Normal Conditions using the graph page 5 :
R D(nc) = d(15200-- 13300) = d(1900) = 230 - 145 = 85 NM ;
c) The total distance to reach the ceiling of 13400 ft is :
D = D(ic) + D(nc) = 71 + 85 = 156 NM
3 Same example than 2 , but with weight = 16750 kg :
Á Refering to the Icing Conditions graph (page 3), for 16750 kg and ISA+20°C, the
associated
OAT is greater than 5°C. So, read on this graph the transition altitude from Icing to Normal
Conditions for ISA+20°C : Zp(OAT 5) = 15200 ft.
R Á On the Normal Conditions graph (page 2), you read a net ceiling Zp(nc) = 15525 ft that is
higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) =
15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0°, Anti/De--icing
Off).
It is prohibited to go up to Zp(nc).
Á The total distance to reach the ceiling of 15200 ft is determined using the graph page 6 :
D = D(ic) + d(25000 - 15200) = d(9800) = 200 - 55 = 145 NM.
D CORRECTIONS ON GEOMETRICAL ALTITUDE
To take into account the actual atmospheric conditions (pressure, temperature), refer to the
operating data 3.01 chapter.
Eng. PW127F / PW127M BOOST OFF

P5 300
FLIGHT PREPARATION APR 08
AA
DOWN HILL RULE
Single engine net ceiling being computed, following graphs give net descent flight path
down to this ceiling with the LO BANK speed VmLB associated to the day conditions
(flaps 0° normal conditions or flaps 15° icing conditions).
NORMAL CONDITIONS
Examples :
Height above ceiling = 7000 ft
No wind
Distance to reach the ceiling = 230 - 75 = 155 Nm

Wind = - 80 kt (headwind)
Distance to reach the ceiling = 130 - 55 = 75 Nm.
R Eng. : PW127 or PW127F / PW127M

P6 300
FLIGHT PREPARATION APR 08
AA
ICING CONDITIONS
Examples :
No wind
Distance to reach the ceiling = 200 - 60 = 140 Nm

Wind = - 40 kt (headwind)
Distance to reach the ceiling = 150 - 70 = 80 Nm.
R Eng. : PW127 or PW127F / PW127M

P7 300
FLIGHT PREPARATION OCT 08
AA
R 200 KT IAS DESCENT

It the particular case where no obstacle is limiting, the hereafter graphs give the net
descent flight path down to the selected level at 200 kt IAS with flaps 0°.
NET DESCENT FLIGHT PATH - NORMAL CONDITIONS - ISA
NET DESCENT FLIGHT PATH - NORMAL CONDITIONS - ISA+20
R Eng. : PW127 or PW127F / PW127M BOOST OFF

P8 300
FLIGHT PREPARATION OCT 08
AA
R NET DESCENT FLIGHT PATH - ICING CONDITIONS - ISA
NET DESCENT FLIGHT PATH - ICING CONDITIONS - ISA +20
R Eng. : PW127 or PW127F / PW127M BOOST OFF

PROCEDURE P1 001
IN FLIGHT JUL 98
AA
PROCEDURE
J IF OBSTACLE PROBLEM EXISTS
In order to maintain the highest level possible, the drift down procedure should be
used :
D MCT on operative engine
R D Decision related to decision points
R D Deceleration in flight level down to drift down speed which then will be maintained
(IAS mode).
- In normal conditions VmLB0
- In icing conditions VmLB 15 (flaps 15 will be selected when below VFE)
D LO BANK mode selection
- If, having reached drift down ceiling altitude, obstacle problem persists, the drift
down procedure is continued to make an ascending cruise.
- If, after drift down, obstacles are cleared, the subsequent cruise will be performed
using maximum continuous thrust on the remaining engine and the cruise 1 engine
tables.
If possible, the flight levels 70/80 are recommended to optimize the cruise speed.
Note : A particular attention will be payed to the fuel balance. When the dissymmetry
reaches 100 kg (220 lb), the use of the fuel crossfeed is recommended to
balance the wings.
R
R
R
PROCEDURE P2 001
IN FLIGHT DEC 97
AA
R J If no obstacle problem exists
R Drift down procedure is not necessary. A descent at maximum continuous power will
R be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain
R this value by increasing the speed.
R Aircraft will be levelled when reaching the chosen cruise altitude.
R When possible, FL 70/80 is recommended in order to optimize the speed.
R Use 200 kt IAS descent tables (3.09.16 or 17) and 1 engine cruise tables (3.09.20 or
R 25).
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R Note : A special attention should be paid to the fuel unbalance.

R It is recommended to balance the tanks using the fuel crossfeed when the
R dissymmetry reaches 100 kg (or 200 lbs).
PROCEDURE P3 001
IN FLIGHT JUL 98
AA
DRIFT DOWN DESCENT TABLES

METHOD OF USE
Choose in the next pages, the table corresponding to atmospheric conditions (normal or
icing, n ISA).
R Select aircraft weight and flight level when failure occurs.
R Example : 21000 kg, FL 240
INIT. GW INITIAL FLIGHT LEVEL

(1000 KG) 160 180 200 220 240 250
105 37.4 165 58.1 193 67.2 218 75.5 232 79.8 239 81.9
21 138 237 138 360 138 410 138 455 138 475 138 485
15300 15500 15500 15600 15600 15600
R Values to be used as example only.
R The table gives drift down ceiling (15600 ft) and air distance to cover to reach this altitude
(232 Nm).
R It is also possible to determine air distance to cover to reach an intermediate level.
From FL 240 down to FL 200, Air Dist = 232 Ć 193 = 39 Nm
The ground distance corresponding to the air distance according to the wind value is
given in the chart hereafter :
Air Distance Wind (kt)

Nm
- 80 - 40 0 40 80
10 5 8 10 12 15
20 11 15 20 25 29
30 16 23 30 37 44
40 21 31 40 49 59
50 26 38 50 62 74
60 32 46 60 74 88
70 37 54 70 86 103
80 42 61 80 99 118
90 48 69 90 111 132
100 53 76 100 124 147
R COMPUTATION ASSUMPTIONS IN ICING CONDITIONS

R The drift down tables are computed with flaps 15° and ice accretion above icing altitude
R (TAT p 7°C) and with flaps 0° without ice accretion below icing altitude (TAT u 7°C).
R
NORMAL DRIFT DOWN DESCENT P1 500
IN FLIGHT OCT 08
AA
R

IN FLIGHT OCT 08

IN FLIGHT OCT 08
AA
R

IN FLIGHT OCT 08

ICING DRIFT DOWN DESCENT P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT JUL 98
AA
DRIFT DOWN DESCENT

GROSS FLIGHT PATH AT DRIFT DOWN SPEED
AIR CONDITIONING ON
1 ENGINE AT MCT (NP=100%) ICING CONDITIONS
R FLAPS 15/0 ISA+20
R
R INIT. GW INITIAL FLIGHT LEVEL
R (1000KG)
R 160 180 200 220 240 250
R 200 70.2 214 75.0 227 79.4 239 83.0 249 86.3 253 87.4
R 130 497 130 524 131 548 131 566 131 581 131 585
R
R
22 11700 11800 11900 11900 12000 12000
R 170 60.2 188 66.4 200 70.6 213 74.6 225 78.6 231 80.6
R 127 411 127 447 127 469 127 489 127 509 128 519
R 21 13100 13200 13300 13300 13400 13400
R 121 43.2 138 49.4 139 49.7 153 54.5 161 56.7 169 59.5
R 124 285 124 321 124 316 124 341 124 349 124 363
R
R
20 14400 14500 14600 14700 14700 14700
R 25 9.4 63 23.5 89 32.9 109 40.0 126 45.6 133 48.0
R 121 60 121 147 121 202 121 240 121 269 121 281
R 19 15100 15100 15100 15100 15100 15100
R
R 89 34.7 147 56.6 177 67.7 199 75.3 216 81.3 226 84.6
R 117 223 117 355 117 417 117 457 117 487 117 504
R 18 15400 15700 15800 15900 15900 15900
R 98 37.9 153 58.9 185 70.4 207 78.2 215 80.8
R 114 229 114 348 114 409 114 448 114 460
R
R
17 17200 17500 17600 17600 17700
R 101 39.1 155 59.2 184 69.9 197 74.3
R 110 222 110 330 110 383 110 404
R 16 19200 19400 19600 19600
R 93 35.8 148 56.5 166 62.9
R 106 191 106 296 106 326
R
R
15 21300 21500 21600
R 92 35.3 123 47.3
R 102 176 103 233
R 14 23300 23500
R
R
R
R 13
DISTANCE (NM) TIME (MN)
INITIAL SPEED (KT) FUEL (KG)
LEVEL OFF (FT)
Eng. : PW127
IN FLIGHT OCT 08

IN FLIGHT OCT 08

200KT IAS NORMAL DESCENT P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

200KT IAS ICING DESCENT P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

NORMAL CONDITIONS CRUISE P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

ICING CONDITIONS CRUISE P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08
CRUISE 1 ENGINE
ICING CONDITIONS
ISA+10 (.C) 1 ENG AT MAX CONTINUOUS (NP=100%)
WEIGHT FLIGHT LEVEL

(1000KG) 120 140 160 180 200 220
80.3 75.0 70.2 65.9 61.5 57.0
13 472 180 440 173 412 166 386 159 360 152 334 142
45.9 217 48.8 215 51.8 213 54.7 211 57.8 208 60.7 202
80.1 74.9 70.0 65.7 61.1 56.3
14 472 178 440 171 411 164 385 157 358 147 331 134
45.6 215 48.4 213 51.2 211 53.9 208 56.4 202 57.6 190
80.0 74.7 69.8 65.3 60.5
15 471 177 439 169 410 161 384 152 356 139
45.2 213 47.9 210 50.5 207 52.6 202 53.7 191
79.8 74.5 69.5 64.8
16 470 175 438 166 409 157 381 144
44.8 211 47.3 207 49.3 202 50.3 192
79.6 74.1 69.0
17 469 172 437 162 407 150
44.2 208 46.3 202 47.4 193
79.3 73.6
18 468 168 435 156
43.4 203 44.7 194
78.8
19 466 163
42.2 197
20
21
22
TQ %
KG/H/ENG IAS
NM/100KG TAS
IN FLIGHT OCT 08
CRUISE 1 ENGINE
ICING CONDITIONS
ISA+20 (.C) 1 ENG AT MAX CONTINUOUS (NP=100%)
WEIGHT FLIGHT LEVEL

(1000KG) 120 140 160 180 200 220
75.8 71.2 66.1 61.5 57.4 53.6
13 454 178 425 172 395 160 367 153 342 144 319 135
48.2 219 51.1 217 53.2 210 56.4 207 59.2 202 61.2 195
75.7 71.0 65.9 61.2 57.0
14 453 177 425 170 394 158 366 149 340 138
47.8 217 50.6 215 52.5 207 55.1 201 56.8 193
75.6 70.9 65.6 60.8
15 453 175 424 167 393 154 364 142
47.4 215 50.1 212 51.3 202 52.9 192
75.5 70.7 65.2
16 452 173 423 165 391 148
46.9 212 49.4 209 49.4 193
75.4 70.4
17 452 170 422 162
46.3 209 48.5 205
75.2 70.1
18 451 167 420 157
45.5 205 47.3 199
74.9 69.6
19 450 163 419 151
44.5 200 45.6 191
74.5 68.9
20 449 158 417 139
43.2 194 42.4 177
73.9
21 448 149
41.0 183
22
TQ %
KG/H/ENG IAS
NM/100KG TAS

NORMAL HOLDING P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

ICING HOLDING P1 500
IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

IN FLIGHT OCT 08

FLIGHT PLANNING 3.10.01
P1 001
FUEL POLICY SEP 13
AA
RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum of the following
quantities :
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2 mn/14 kg - 30 lb)
B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
- Take-- off and initial climb (average quantity 1 mn/14 kg - 30 lb)
- Climb at selected speed
- Cruise
- Descent from cruising level to 1.500 ft above destination airport
- Approach and landing (average quantity 3 mn/24 kg - 55 lb)
R C. RESERVE FUEL - CONTINGENCY FUEL
According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It includes go-- around climb to
cruising level, cruise descent and approach procedure.
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed with the estimated mass
or arrival at the alternate or the destination aerodrome, when no alternate is required.
FLIGHT PLAN
R When no FOS precalculated flight plan is available, fuel to destination can be determined
by using the graph given in 3.10.02 with a good approximation.
Computations include the average quantities for taxi in and out, take-- off initial climb,
approach and landing.
5 % of trip fuel is included in the computation.
P1 500
FUEL POLICY SEP 13
AA
RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum of the following
quantities :
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2 mn/14 kg - 30 lb)
B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
- Take-- off and initial climb (average quantity 1 mn/24 kg - 53 lb)
- Climb at selected speed
- Cruise
- Descent from cruising level to 1.500 ft above destination airport
- Approach and landing (average quantity 3 mn/30 kg - 66 lb)
C. “EN ROUTE” RESERVE FUEL
According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It includes
go-- around climb to cruising level, cruise at long range speed, descent and
approach procedure.
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed with the estimated mass
or arrival at the alternate or the destination aerodrome, when no alternate is required.
FLIGHT PLAN
R When no FOS precalculated flight plan is available, fuel to destination can be determined
by using the graph given in 3.10.02 with a good approximation.
Computations include the average quantities for taxi in and out, take-- off initial climb,
approach and landing.
5 % of trip fuel is included in the computation.

P1 300
FUEL TO DESTINATION CALCULATION NOV 11
AA

P2 300
TIME TO DESTINATION CALCULATION OCT 08
AA

P1 500
ALTERNATE CALCULATION NOV 11
AA

P1 300
FERRY FLIGHTS OCT 08
AA

P2 300
AA

P3 300
AA

P4 300
AA

SPECIAL OPERATIONS 3.11.00
P1 001
CONTENTS SEP 13
AA
3.11.00 CONTENTS
3.11.01 FLIGHT WITH LANDING GEAR DOWN
3.11.02 DISPATCH WITH FLAPS RETRACTED
3.11.03 DISPATCH WITH ANTI SKID INOPERATIVE
3.11.04 DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE
3.11.05 DISPATCH WITH EEC OFF
3.11.06 DISPATCH WITH ONE AFU INOPERATIVE
3.11.07 DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
3.11.08 DISPATCH WITH ATPCS OFF
3.11.09 ETOPS
3.11.10 OPERATIONS ON NARROW RUNWAYS
3.11.11 DRY UNPAVED RUNWAYS
3.11.12 DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE
3.11.13 DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE
3.11.14 DISPATCH WITH ONE WHEEL BRAKE DEACTIVATED
3.11.15 FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED
3.11.16 HIGH LATITUDES OPERATIONS
3.11.17 STEEP SLOPE APPROACH
3.11.18 RUNWAYS SLOPE BEYOND 2%
3.11.19 OPERATIONS IN CIS COUNTRIES
3.11.20 Reserved
3.11.21 20 kt TAILWIND TAKE OFF
R 3.11.22 ELECTRONIC FLIGHT BAG (EFB)

P2 001
DISPATCH INTRODUCTION JUL 01
AA
All dispatch cases are described in the AFM, part 7-02.
Many dispatches may be taken into account using the FOS software that given
accurate computation.
Nevertheless, no combination of dispatches is allowed.

P1 300
FLIGHT WITH LANDING GEAR DOWN JUL 98
AA
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take off weight and fuel consumption.
Flight in icing conditions is prohibited with gear down.
The propeller speed used is 86 %.
R Refer to the MEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT

R Penalties on performance affect the WAT; Decrease the weight determined with the WAT
R table (3.03.03 P 1) by 23 %.
APPROACH CLIMB PERFORMANCE

Decrease the basic limiting weight by 13 %.
FLIGHT PLANNING
Climb
Climb at 160 kt with both engines at maximum climb power setting. The tables in
3.11.01 p 2 to 9 give the time, distance and fuel consumption according to take-off
weight.
Cruise
The maximum speed with landing gear down is 185 kt.
The maximum recommended altitude is 16000 ft.
The recommended cruise speed is 160 kt.
Pages 3.11.01 p 10 to 13 give cruise tables at this speed.

Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route
should reflect this concern.
Engine failure
The weight penalty on single engine ceiling computation is 21%, consequently
decrease the single engine ceiling by :
ACTUAL WEIGHT KG (lb) ISA - 10 ISA ISA + 10 ISA + 20

21 000 (46 295) - 29 % - 32 % - 36 % - 45 %
20 000 (44 090) - 28 % - 30 % - 34 % - 40 %
19 000 (41 885) - 27 % - 29 % - 32 % - 36 %
18 000 (39 680) - 26 % - 28 % - 31 % - 33 %
and below
HOLDING
Page 3.11.01 p. 14 gives the holding parameters.
Eng. : PW127
P1 500
FLIGHT WITH LANDING GEAR DOWN NOV 11
AA
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take off weight and fuel consumption.
Flight in icing conditions is prohibited with gear down.
Refer to the MEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT

Penalties on performance affect the WAT; Decrease the weight determined with the WAT
table (3.03.03 p 1) by 23 %.
APPROACH CLIMB PERFORMANCE

Decrease the basic limiting weight by 13 %.
FLIGHT PLANNING
Climb
Climb at 160 kt with both engines at maximum climb power setting. The tables in
3.11.01 p 2 to 9 give the time, distance and fuel consumption according to take-- off weight.
Cruise
The maximum speed with landing gear down is 185 kt.
The maximum recommended altitude is 16000 ft.
The recommended cruise speed is 160 kt.
Pages 3.11.01 p 10 to 13 give cruise tables at this speed.
Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route
should reflect this concern.
Engine failure
The weight penalty on single engine ceiling computation is 21%.
R Pages 3.11.01 p 17 gives the single engine ceiling with landing gear down.
Descent
R Page 3.11.01 p 15 gives the descent parameters.
HOLDING
Page 3.11.01 p 14 gives the holding parameters.

P2 500

P3 500
AA

P4 500
AA

P5 500
AA

P6 500
AA

P7 500
AA

P8 500
AA

P9 500
AA

P 10 500
AA

P 11 500
AA

P 12 500
AA

JUL 00
R 28.6 29.6 31.3 33.8

252 238 223 215
131 131 132 132
31.4 32.5 34.8 37.5
262 249 237 229
136 136 137 137
34.2 35.6 38.3 41.3
273 260 251 245
141 141 141 142
37.3 39.0 41.9 45.3
284 274 265 261
146 146 146 146
40.4 42.4 45.6 49.5
296 288 279 277
150 151 151 151
43.8 46.0 49.5 53.7
309 302 295 294
155 155 155 155
47.3 49.6 53.6 58.1
323 317 312 311
159 159 159 159
50.9 53.4 57.8 62.5
338 331 328 330
163 163 163 164
54.5 57.4 62.1 67.2
353 347 345 349
167 167 167 168
56.4 59.4 64.2 69.6
360 355 353 360
169 169 169 170
R
P 13 500
AA

P 14 500
FLIGHT WITH LANDING GEAR DOWN LB NOV 11
AA

P 15 500
AA

P 16 500
AA

P 17 500
AA
Eng. : PW127F / PW127M : BOOST OFF

P1 001
DISPATCH WITH FLAPS RETRACTED JUN 97
AA
R D Refer to the AFM supplements (7.02.03), or use the FOS.
R
P1 100
DISPATCH WITH ANTISKID INOPERATIVE OCT 08
AA
D Refer to the MMEL for the operating procedures.
TAKE- OFF
D Enter the quick reference tables with a corrected runway length reduced by
400 m.
LANDING
D Multiply landing distance by 1.4.

DISPATCH WITH AUTOFEATHER P1 200
SYSTEM INOPERATIVE OCT 08
AA
TAKE- OFF
D Increase V1 limited by VMCG by 5 kt.
D Increase VR by 2 kt.
D Increase VMCA by 3 kt.
D Enter the quick reference tables with a runway length reduced by 40%.
D Decrease the maximum second segment weight by :
MAXIMUM 2nd SEGMENT WEIGHT CORRECTIONS
27 000 kg (59 520 lb) 4 000 kg (8 800 lb)
23 000 kg (50 700 lb) 3 400 kg (7 500 lb)
19 000 kg (41 900 lb) 2 800 kg (6 200 lb)
LANDING
D Increase VMCL by 3 kt.

P1 200
DISPATCH WITH EEC OFF OCT 08
AA
TAKE- OFF
D Take-- off must be performed with BLEED VALVES OFF and ATPCS OFF.
D Decrease the maximum second segment weight by the following values, taking into
account the ATPCS OFF effect :
27 000 kg (59 520 lb) 5 300 kg (11 700 lb)
23 000 kg (50 700 lb) 4 500 kg (9 900 lb)
19 000 kg (41 900 lb) 3 600 kg (7 950 lb)

P1 001
DISPATCH WITH ONE AFU INOPERATIVE JUN 97
AA
D Refer to the Dispatch with ATPCS OFF (3.11.08)
R
DISPATCH WITH ONE TQ P1 001
INDICATOR INOPERATIVE JUL 98
AA
R D Refer to the MEL.

P1 200
DISPATCH WITH ATPCS OFF SEP 13
AA
TAKE- OFF
D Select ATPCS OFF and BLEED VALVES OFF
D Decrease the maximum 2nd segment weight by :
27 000 kg (59 520 lb) 4 000 kg (8 800 lb)
23 000 kg (50 700 lb) 3 400 kg (7 500 lb)
19 000 kg (41 900 lb) 2 800 kg (6 200 lb)
LANDING
R D Increase VMCL by 3 kt.

P1 001
ETOPS DEC 97
AA
NOT ALLOWED
R
DISPATCH WITH ONE ACW GENERATOR P1 001
CHANNEL INOPERATIVE SEP 07
AA
D Refer to AFM 7_02.01

DISPATCH WITH SPOILERS CONTROL P1 001
SYSTEM INOPERATIVE SEP 07
AA

DISPATCH WITH ONE WEEL BRAKE P1 001
DEACTIVATED SEP 07
AA

FERRY FLIGHT WITH PITCH ELEVATORS P1 001
DISCONNECTED SEP 07
AA

P1 001
HIGH LATITUDES OPERATIONS SEP 07
AA

P1 001
STEEP SLOPE APPROACH SEP 07
AA

P1 001
RUNWAYS SLOPE BEYOND 2% SEP 07
AA

P1 001
OPERATIONS IN CIS COUNTRIES SEP 07
AA
D Refer to AFM 7_09

P1 001
20 kt TAILWIND TAKE OFF NOV 11
AA
D Refer to AFM 72-- 212A : 7_01_22

SEP 05
3.12.00 CONTENTS
3.12.10 GENERAL DESCRIPTION
R 3.12.20 LIST OF OEB

OPERATIONS ENGINEERING BULLETINS 3.12.10
P1 001
GENERAL DESCRIPTION SEP 05
AA
R Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of Flight
Test Department, as the need arises to transmit in advance technical or procedural
information before technical solutions is developped and implemented.
R ALL OEB are distributed to ALL FCOM holders.
R Information in OEB is responsibility of ATR in the same manner as the whole FCOM, and
may not be approved by Airworthiness Authorities at the time of release.
R In case of conflict with the certified Flight Manual, the latter will supersede.
R When an operator implements a modification cancelling an OEB, this operator may not
take into account this OEB anymore for the concerned aircraft.
P1 001
LIST OF EFFECTIVE OEB SEP 07
AA
O.E.B.
DATE SUBJECT VALIDITY
No/ISSUE
01/02 15 NOV 89 MFC : Loss of 2d B module CANCELLED BY MOD 2450
02/01 18 MAR 91 AP / YD operation CANCELLED
03/01 16 NOV 93 UNDUE GPWS WARNING CANCELLED BY MOD 3876
04/01 09 JAN 95 KLN 90 A GPS operation
05/01 NOV 95 (on ground) propeller brake CANCELLED BY :

and engine shut off procedure - Mod 4571 for models
211-- 212
- Mod 4599 for models
201-- 202
06/01 DEC 95 Mechanical failure of the CANCELLED by mod 4495

elevators connecting axle
07/01 MAR 05 PEC OFF operations CANCELLED by mod 4883

(or SB ATR72-- 73-- 1005)
08/01 OCT 97 GNSS HT 1000 operation CANCELLED by mod 4885
09/01 OCT 97 VHF INTERFERENCES CANCELLED by mod 4885

ON GNSS HT 1000
10/02 DEC 98 KLN 90 B GPS operation All aircraft fitted with

MOD 4890 or 5022
11/01 SEP 03 AUTO PILOT coupling limi- CANCELLED by mod 5274

tation in dual GNSS configu-
ration
12/01 MAR 05 STATIC INVERTER DOUBLE Pending Modification 5544

LOSS application
13/01 JAN 07 COCKPIT VOICE All aircraft fitted with

RECORDER mod 5736
P2 001
LIST OF EFFECTIVE OEB DEC 14
AA
O.E.B.
DATE SUBJECT VALIDITY
No/ISSUE
25/01 JAN 15 Propeller blade pitch change

mechanism damage.
P1 002
Issued by
O.E.B. N° 1 DESCRIPTION BTV/PN 15 NOV 89
AA
SUBJECT : MFC - LOSS OF A SECOND B MODULE
1 - Reason for issue

Warning to crews before applying a modification.
2 - Background information
The centralizing function of warning, particularly the MASTER CAUTION" light
flashing is performed by modules 1B and 2B of MFC.
The loss of a B module therefore is normally indicated by
- the local MFC Fault amber light,
- the MFC amber light on CAP,
- single chime (SC),
- and the MC light flashing, (a function done by the second B module),
Before applying a modification, in case of loss of this second B module,
the MC light no longer flashes.
3 - ATR action
A modification is already defined by the necessary equipment was not available at
the time of aircraft delivery. Planned date : December 89.
4 - Procedure (Pending application of modification 2450)

After the loss of a MFC B module, crewmembers must be told that whenever the
MC illuminates without flashing, it means they have lost their second B module.
Validity : Pending application of Mod : 2450

P1 001
Issued by
O.E.B. N° 2 DESCRIPTION BTV/PN 18 MAR 91
AA
SUBJECT : AP/YD OPERATION

Sustained lateral oscillations (shudder) have been encountered on the ATR 72
aircraft when flying in heavy turbulence, with the YAW DAMPER engaged.
The oscillation appears to be induced by coupling in the yaw damper overall control
loop. The amplitude of the oscillation may be uncomfortable to passengers but
associated rudder deflections remain limited to values acceptable from a structural
point of view.
The oscillations have only been reported at low altitude, low airspeed, flaps
extended.
The oscillations stop as soon as the yaw damper is disengaged.
3 - ATR action
HONEYWELL has been advised of this problem. An auto pilot modification has been
identified to eliminate the oscillation. This modification will be available no later than
Autumn 1991.
4 - Procedure
- Whenever sustained oscillations occur in the yaw axis, disengage the yaw
damper.
- The yaw damper may be reengaged when clear of turbulence or above 180 kts
- This procedure will remain in effect until the modified auto pilot is installed on the
aircraft.
Validity : All aircraft until further notice

P1 001
Issued by
O.E.B. N° 6 DESCRIPTION BTV/PN DEC 95
AA
SUBJECT : MECHANICAL FAILURE OF THE ELEVATORS CONNECTING AXLE

Four cases of mechanical failure of the elevators connecting axle have been
encountered.
This failure causes an actual elevators disconnection, similar in its consequences,
to the disconnection through the pitch disconnect clutch mechanism, although not
monitored by the PITCH DISCONNECT" red alert.
This event is identified by dissimilar control columns positions and/or movements.
3 - ATR action
A modification of the mentioned axle is in progress and will be retrofitted current
year 1996.
4 - Procedure
If an inadvertent elevators disconnection is identified in the absence of any
corresponding warning :
- on ground : cancel the revenue flight (apply ferry flight procedure if necessary as
described in AFM supplement chapter 7-02)
- in flight : reduce speed to 180 kt and apply PITCH DISCONNECT procedure.
Validity : All ATR 72 until further notice

P1 001
Issued by
O.E.B. N_7 DESCRIPTION DO/TV SEP 05
AA
SUBJECT : PEC OFF operations
1. REASON FOR ISSUE
In the PEC OFF condition, if the NP becomes inferior to 77% at idle power, the engine
eventually will not spool up when advancing the power lever.
2. BACKGROUND
Np < 77% at idle power is never reached at normal operating speeds, therefore this
problem could only be met in training flights during stall exercices or touch and go
maneuvers.
3. ATR ACTION
Implementation of modification 4883 or SB ATR72-73-1005 cancels this OEB.
4. PROCEDURES
- Flight at airspeeds inferior to 90kt is prohibited in the PEC OFF condition
- Training : In the PEC OFF condition touch and go and stall maneuvers are
prohibited.
Validity : For models with engines PW127 with PEC or PW127F

P1 001
Issued by
O.E.B. N° 8 DESCRIPTION BTV/PN OCT 97
AA
SUBJECT : GNSS HT 1000 OPERATION
Some software discrepancies have been identified affecting the holding" and course to
intercept" modes.
Under some conditions, the side of the holding turn is misrecognized by the system,
although correctly written in the scratch pad.
Under some conditions, a course to intercept" maneuver is not displayed or flown

correctly.
3 - ATR action
Honeywell Trimble will issue software modifications to eliminate this problem no later than
DEC 97.
4 - Procedures
Flying a holding pattern or a course to intercept" using the HT 1000 system is

prohibited.
Validity : All aircraft fitted with Mod 4654

P1 001
Issued by
O.E.B. N° 9 DESCRIPTION BTV/PN OCT 97
AA
SUBJECT : VHF Interferences on GNSS HT 1000
Under some conditions, a VHF transmission can jam the GPS signals and degrade the
performances of the GNSS.
VHF frequencies that can generate the problem are the following ones :
121.15 - 121.175 - 121.20 - 121.225 - 121.25
131.20 - 131.225 - 131.25 - 131.275 - 131.30 - 131.325 - 131.35
This problem is observed only with some COLLINS type 22 VHF transceivers.
3 - ATR action
A GNSS software modification is currently being prepared. This modification will improve
the behaviour of the system, should a jamming occur.
COLLINS is investigating the origin of the problem on the VHF side. A modification
should be available not later than mid 1998.
4 - Procedures
If a GNSS/GPS jamming is observed during a VHF transmission (typically RAIM

exceeds limit" or Unable RNP" messages displayed), switch to another frequency if
practical.
Otherwise, avoid long duration transmissions and crosscheck navigation with other
conventional means.
Validity : All aircraft fitted with mod 0043 + 4654

P1 001
Issued by
O.E.B. N° 11 DESCRIPTION DO/TV SEP 03
AA
SUBJECT :AUTO PILOT coupling limitation in dual GNSS configuration
FD and AP coupling not possible on cross side RNV in case of one RNV failure.
2 - Applicability
Before embodiment of modification 5274.
CPL DATA INVALID message on ADU when attempting to couple the cross side RNV.
4 - ATR action
Auto Pilot modification is being implemented and will be ready within four months.
5 - Procedures
With one GNSS failed, use AP CPL on the operative GNSS side only.
Validity : ATR72-212A with modification 5243 and without modification 5274

P1 001
Issued by
O.E.B. N° 12 DESCRIPTION DO/TV SEP 05
AA
SUBJECT : STATIC INVERTER DOUBLE LOSS

Warning to crew before modification application.
2 - Applicability
All aircraft not fitted with modification 5544.
In flight it is difficult to identify which bus is in short-circuit.
Considering also the particular pilot workload following system failure and that
several circuit breakers must be opened for the faulty unit isolation.
4 - ATR action
A modification is already defined and must be applied for OEB cancellation.
5 - Procedures
Note : ATR recommend application of SB ATR72-24-1026 (mod 5546) which
facilitates identification of involved C/B by means of orange caps.
STATIC INVERTER DOUBLE LOSS
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
R C/B 3XA INV1 127VU position AB3 . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . RESET
KEEP FLYING WITH BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL (light ON)
n If no static inverter recovered
C/B 3XD 26VAC STBY BUS 122VU position Q39 . . . . . . . . . . . OFF
C/B 4XD 115VAC STBY BUS 122VU position Q40 . . . . . . . . . . . OFF
R C/B 3XA INV1 127VU position AB3 . . . . . . RESET
C/B 10XA INV2 124VU position AB4 . . . . . . RESET
BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON (ISOL light OFF)
Validity : pending application of modification 5544 or SB ATR72-24-1027

P1 001
Issued by
O.E.B. N° 25 EV DEC 14
AA
SUBJECT :Propeller blade pitch change mechanism damage.
1 - Reason for issue.
This OEB is issued to inform and provide operators with operational recommendations
about in--service events of sudden and high powerplant vibrations resulting from
mechanical damages on the propellers.
TYPICAL EVENT DESCRIPTION:

Investigations showed that all the reported events occurred in the following context:
- On engine 2
- During descent at high speed (close to VMO)
- When reducing PL towards FI
Subsequent associated symptoms:

- Sudden and high powerplant vibrations
- Abnormal powerplant parameters
- Transient or steady alerts (PEC or ACW Faults)
2 - ATR action.
Investigations are in progress to identify the root cause of the reported events and define
appropriate corrective actions.
3 - Procedure.
Even if all the reported cases occurred on engine 2, the recommended procedure aims
at confirming/identifying the affected engine first and then to shut it down.
The identification of the affected engine can be performed thanks to engine
parameters fluctuations monitoring or alerts displayed on one side.
However, the identification may be less obvious depending on the damages and the
level of vibrations. In this case, the following procedure will request to perform Power
Lever and Propeller speed variations on one engine at a time and to assess which
engine makes vibrations change (increase or decrease).
In any case, every vibration occurrence is to be reported to maintenance.
If the power levers has to be reduced to flight idle position during descent at high speed
(close to VMO), it is recommended to perform a smooth and progressive power levers
reduction.
IN CASE OF SUDDEN AND HIGH VIBRATIONS:

ICING CONDITIONS......................................................CHECK
Unbalanced blade icing may also generate propeller vibrations.
In this case refer to:
- QRH 3.21 AT FIRST INDICATION OF ICE ACCRETION procedure, or
- QRH 1.09 SEVERE ICING procedure
.../...
Model : 212A
P2 001
Issued by
O.E.B. N° 25 EV DEC 14
AA
.../...
3 - Procedure.
ENG PARAMETERS ......................................................CHECK

Check for any fluctuations of powerplant parameters that may indicate the affected
engine, mainly TQ and Np. Check also for transient or steady alerts (PEC, ACW faults or
any other alerts) that may be associated with powerplant vibrations and indicate the
affected engine.
If affected engine cannot be identified via engine parameters, flight crew should move
one PL at a time : it may help to determine the affected side, as the vibrations level and
frequency may change with PL position.
HIF AFFECTED ENGINE IS IDENTIFIED

PL affected eng.........................................................FI
CL affected eng.........................................................FTR THEN FUEL SO
LAND ASAP
SINGLE ENG OPERATION procedure (2.04)....APPLY
HIF AFFECTED ENGINE CANNOT BE IDENTIFIED

PL 2 .............................................................................FI
CL 2..............................................................................FTR
HIF VIBRATIONS SIGNIFICANTLY CHANGE

Engine 2 failure is suspected and should be shut down
CL 2..............................................................................FUEL SO
LAND ASAP
SINGLE ENG OPERATION procedure (2.04)...................APPLY
HIF VIBRATIONS PERSIST

Restore engine 2 and same check repeated on engine 1
CL 2 ................................................................................AUTO
PL 2 ................................................................................AS RQRD
PL 1 ................................................................................FI
CL 1 ................................................................................FTR
HIF VIBRATIONS SIGNIFICANTLY CHANGE

Engine 1 failure is suspected and should be shut down
CL 1...................................................................................FUEL SO
LAND ASAP
SINGLE ENG OPERATION procedure (2.04)........................APPLY
Model : 212A

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FLIGHT CREW OPERATING MANUAL 0.00.

0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)

0.02.00 REASON OF TEMPORARY REVISIONS (R.T.R.)

0.03.00 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)

0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)

0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)

0.06.00 REASON OF THE REVISION

0.07.00 SHIPPING NOTE NORMAL PAGES (S.N.N.P.)

0.08.00 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)

0.09.00 LIST OF MOD / MP / SB (L.O.M.)

0.10.00 CROSS REFERENCE TABLE (C.R.T.)

0.40.00 ORGANIZATION OF THE MANUAL

0.50.00 STANDARD NOMENCLATURE

0.60.00 UNITS CONVERSION TABLE

No. T.R. DATE IN DESTROYED POSITION REMARKS

DATE REASON OF REVISIONS AFFECTED PAGES

You must hold in your manual the following pages

N°REV EDITION DATE INSERTION DATE NAME

DATE REASON FOR ISSUE CHAP INVOLVED

DATE REASON FOR ISSUE CHAP INVOLVED

DATE REASON FOR ISSUE CHAP INVOLVED

DATE REASON FOR ISSUE CHAP INVOLVED

DATE REASON FOR ISSUE CHAP INVOLVED

DATE REASON FOR ISSUE CHAPTER

- Yellow pages to be turned to white 2.01 - 2.02 - 2.05

DATE REASON FOR ISSUE CHAP INVOLVED

-MOD 3832 or 5103 or 5146 : REPLACE COLLINS TCAS COMĆ 1.05-1.10-2.01

-MOD 5313: EGPWS 1.15-2.01-2.04

-MOD 3756 : MFC certified software (UK CAA only) 2.01.09 p1

-OXYGEN SYSTEM DESCRIPTION IMPROVEMENT 1.07.20

* ACTION ON PART III

Yellow pages to be turned to white 1.05-2.01-2.04

DATE REASON FOR ISSUE PAGES INVOLVED

- Use of rudder 2.02.06 p5

- MOD 5243 : DUAL GNSS 1.10.30 p11

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

" ADD " = Add "DESTROY" = Destroy " …….." = Revised

Action P CH SE Page Seq Date Validation Criteria

...... 0 01 00 001 020 DEC 14 L.T.R. EP

...... 0 02 00 001 001 DEC 14 R.T.R.

...... 0 04 00 001 020 DEC 14 L.E.T.P. EP

...... 0 05 00 001 001 DEC 14 L.N.R.

...... 0 06 00 027 001 SEP 13 R.N.R.

...... 0 08 00 001 020 DEC 14 L.E.N.P. EP

...... 0 09 00 001 020 DEC 14 L.O.M. EP

...... 0 10 00 001 020 DEC 14 C.R.T. EP

...... 1 10 10 003 001 DEC 14

ADD 1 10 40 001 020 DEC 14 MOD 1838 or 3130 or 5236

...... 2 01 05 001 001 DEC 14

...... 2 02 01 001 001 DEC 95

ADD 3 12 20 001 001 SEP 07

ADD 3 12 34 001 001 DEC 14

You must hold in your manual the following normal pages

0 00 00 001 001 JUL 99 CONTENTS

M P CH SE Page Seq Date Label

M P CH SE Page Seq Date Label

0 60 00 001 001 JUL 99 UNITS CONVERSION TABLE

M P CH SE Page Seq Date Label