ATR72_FCOM

December 18, 2017 | Author: Anonymous 4rEDPV5 | Category: Aerospace Engineering, Aviation, Aerospace, Aircraft, Aeronautics
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FLIGHT CREW OPERATING MANUAL PRELIMINARY PAGES

0.00.00 P1

CONTENTS AA

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CONTENTS

0.01.00

LIST OF TEMPORARY REVISIONS (L.T.R.)

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REASON OF TEMPORARY REVISIONS (R.T.R.)

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SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)

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LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)

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LIST OF NORMAL REVISIONS (L.N.R.)

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REASON OF THE REVISION

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SHIPPING NOTE NORMAL PAGES (S.N.N.P.)

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LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)

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LIST OF MOD / MP / SB (L.O.M.)

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CROSS REFERENCE TABLE (C.R.T.)

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ORGANIZATION OF THE MANUAL

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STANDARD NOMENCLATURE

0.60.00

UNITS CONVERSION TABLE

001 JUL 99

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FLIGHT CREW OPERATING MANUAL P1

L.T.R. LIST OF TEMPORARY REVISIONS

POSITION

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No. T.R.

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REMARKS

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FEB 09

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MAY 11

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JUN 12

REV 35 SEP 13

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13MAY14

REV 36 DEC 14

MOD 6690

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SEE RTR

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001

DEC 14

REASON OF THE TEMPORARY REVISIONS

DATE APR 06

REASON OF REVISIONS

ENV

AFFECTED PAGES

Stick Pusher/Shaker YES TEST Improvement Introduction of Mod 5506 : ACARS FUEL LO LVL Procedure Updating Introduction of Mod 5561 : Messier--Bugatti Wheels and Brakes

1.02.10

DEC 06

Mod 5713 : Video Cabin System

2.02.23

MAR 07

Mod 5736 : OEB 13 : Cockpit Voice Recorder

3.12.20 3.12.33

MAY 07

Mod 8442 : MPC : Indicating / Recording system, install MPC with QAR Thales.

2.02.21

JUL 07

Mod 8460 : Install 100% oxygen distribution for all passenger seats (70pax)

2.01.05

FEB 09

- Mod 5390 :Video Cockpit surveillance - Volcanic Ash : content description and procedure - Hot Environment Start procedure - Reverse phases informations added - Operations out of the notch informations added

2.02.22 2.05.03 3.08.03

1.00.00 ; 1.00.25 2.02.08 2.03.06 2.02.11 2.02.11

FEB 11

- Mod 6156 : Extend Environmental Envelope to - 45 C

2.01.03

MAY 11

- New emergency procedure: UNRELIEABLE AIRSPEED INDICATION

2.04.05

JUN 12

- Missing pages for 72--200/210 series - Some Emergency procedure update for 72--212A following AFM 72--212A revision. - Fuel feed lo pr procedure updated for 72--212A

- 2.03.24 - 2.04 - 2.05.03

0.02.00

FLIGHT CREW OPERATING MANUAL R.T.R.

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001

APR 15

REASON OF THE TEMPORARY REVISIONS

DATE

REASON OF REVISIONS OPERATIONS ENGINEERING BULLETINS / LIST OF EFFECTIVE p002_001 updated

AFFECTED PAGES

3.12.20

New OEB

APR 15

ENV

OEB n_27 : Uncommanded auto-- feather

3.12.35

OEB n_28 : MFC 1B and/or MFC 2B fault

3.12.36

PROCEDURES AND TECHNIQUES / OPERATING SPEEDS Go Around Speed VGA : Procedure reviewed and Mod 4450 and 4580 added.

2.02.01

LIMITATIONS / SYTEMS Hydraulic System and landing gear Updated procedures

2.0105

FLIGHT INSTRUMENTS / CLOCKS Indicating / Recording systems Replace GMT clocks : New page p001_040 Mod : 5236

1.10.40

0.02.00

FLIGHT CREW OPERATING MANUAL R.T.R. REASON OF THE TEMPORARY REVISIONS

DATE

AUG 15

SEP 15

REASON OF REVISIONS

P3

001

ENV

SEP 15

AFFECTED PAGES

PROCEDURES AND TECHNIQUES / FLIGHT CONTROLS PITCH reviewed p002_001

2.02.06

EMERGENCY PROCEDURES / MISCELLANEOUS Comments reviewed p010_001

2.04.05

PROCEDURES FOLLOWING FAILURE POWER PLANT V APP : Procedure reviewed p007_001

2.05.02

PROCEDURES FOLLOWING FAILURE FLIGHT CONTROL Pitch disconnect : Procedure reviewed p006_001 p007_001

2.05.06

OPERATIONS ENGINEERING BULLETINS / LIST OF EFFECTIVE p002_001 updated

3.12.20

NEW OEB 19 : Ultimely pilot seat unlocking

3.12.34

NEW PAGINATION FOR : OEB 25 : Propeller blade pitch change mechanism damage OEB 27 : Uncommanded auto-- feathe OEB 28 : MFC 1B and/or MFC 2B fault

3.12.35 3.12.36 3.12.37

FUEL SYSTEM / GENERAL Updated for pages difusion p010_001 & p010_020

1.11.10

PROCEDURES AND TECHNIQUES / FLIGHT CONTROLS :PITCH reviewed p002_020

2.02.06

PROCEDURES FOLLOWING FAILURE FLIGHT CONTROL Pitch disconnect : Impact procedure updated p006_100

2.05.06

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FLIGHT CREW OPERATING MANUAL

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List of EffectiveTemporary Pages

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FLIGHT CREW OPERATING MANUAL L.N.R. LIST OF NORMAL REVISIONS

P1

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DEC 14 (edited in MAR 15 )

INSERTION DATE

NAME

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0.06.00 P9

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0.06.00 P 10

REASON OF THE REVISION

001 JUL 99

AA

DATE JUN 96

REASON FOR ISSUE - INTRODUCTION OF A NEW PROCEDURE TO FACE SLIGHT ENGINE PARAMETERS FLUCTUATION. - WORDING

DEC 96

* * -

IMPROVEMENT OF PEC FAULT PROCEDURE ACTION ON PART III RESTRUCTURING HARMONIZATION INTRODUCTION OF ETOPS FOR PW124 ENGINES ACTION ON PART I RESTRUCTURING HARMONIZATION WITH ATR 42.500 BEFORE INCLUDING THE NEW ATR 72.210A

* ACTION ON PART II - HARMONIZATION * JUN 97

* * -

MINOR CORRECTIONS DC GEN LOAD LIMITATION PARKING BRAKE ACCU PRESSURE BATTERIES DISPONIBILITY IMPROVEMENT OF PROCEDURE ACTION ON PART III CORRECTION OF ICING-DRIFT DOWN DESCENT FOR THE PW127 ENGINES (KVS 1g = 1.30 INSTEAD OF 1.38) INTRODUCTION OF MODEL 72.212A INTRODUCTION OF MODIFICATION 4366 ELECT. PWR SPLY 4786 DELETE WATER TANK & TOILET SINK 4373 SPRING TAB ACTION ON PART I ADDITIONAL INFORMATION WORDING AND STANDARDIZATION ACTION ON PART II WORDING STANDARDIZATION - GRAPHS - PROCEDURES ENGINE PARAMETERS IDLE GATE FLIGHT CONTROLS MINIMUM ICING SPEEDS PROCEDURE IMPROVEMENT BUS EQUT LIST

CHAP INVOLVED 2.02.11 2.03.13 2.05.02 2.05.02 3.03 3.08 3.09

2.01-2.02-2.03 2.04-2.05 2.02-2.04-2.05 2.02 2.03 2.04 2.05 3.09 ALL 1.04Ć1.06Ć1.10 1.00 1.09-2.02 1.03 1.16 1.00 → 1.16 2.01-2.02 2.01-2.02-2.03 2.04 2.01 2.01 2.02.06 2.02.08 2.03-2.04-2.05 2.05.04

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

0.06.00 P 11

001 JUL 99

AA

DATE

REASON FOR ISSUE

JUN 97

* -

DEC 97

* INTRODUCTION OF MODIFICATIONS - 4654 : GNSS HT1000 INSTALLATION - 4295 : ANTI-MOD OF 4111 * * -

JUL 98

* -

ACTION ON PART III NEW EXAMPLES NET CEILING CAT II INTRODUCTION T/O WEIGHT DECREMENT GRAPHS FOR CLOSE AND REMOTE OBSTACLE

4366 : NEW ELECTRICAL SUPPLY 4711 : ETOPS FOR MODEL 212A ACTION ON PART II WORDING FOR VS1G/VSR UPDATING OF ENG PARAMETERS LIMITATION OXYGEN LIMITATION LAYOUT HARMONIZATION PROCEDURE IMPROVEMENT ACTION ON PART III UPDATING OF AIR CONDITIONING EFFECT METHODOLOGY GRAPH SCALES IMPROVEMENT FOR CLOSE AND REMOTE OBSTACLES CLIMB TABLES UPDATING FOR 212A MODEL LANDING DISTANCES CORRECTIONS INTRODUCTION OF NARROW RUNWAYS FOR MODEL 212A INTRODUCTION OF MODIFICATIONS 4511 CONTAINERS TRANSPORTATION NEW LOOK

- 4804 PAX OXYGEN 100 % - 4885 GNSS B RNAV - 4890 GPS KLN 90 B RNAV * -

4942 STBY ALTIMETER IN M/FT ACTION ON PART I ADD GNSS/GPS ON STANDARD NOMENCLATURE WORDING

- FDEP NEW PRESENTATION

CHAP INVOLVED 3.09 3.08 3.03

1.15-2.02 2.02-2.03-2.042.05 2.04 3.11 2.01-2.02 2.01 2.01 2.03-2.04-2.05 3.03 3.03 3.04 3.08 3.11 1.00-1.031.06-1.08-2.04 1.07 1.15 2.01-2.02 1.04-1.15 2.01-2.02 1.10 0.00 1.01-1.08-1.11 1.13-1.15-1.16 1.10

FLIGHT CREW OPERATING MANUAL R.N.R.

0.06.00 P 12

REASON OF THE REVISION

001 JUL 99

AA

DATE JUL 98

JUL 99

REASON FOR ISSUE ACTION ON PART II NEW LAYOUT SYSTEMS PART ENGINE PARAMETERS CORRECTION OPERATIONS IN WIND CONDITIONS VMLB GO AROUND RATIO CORRECTION FDEP/FLIGHT NUMBER SMOKE PROCEDURES UPDATING BEL : L/G EXT ITEM MANAGEMENT OF THE MANUAL TYPING ERROR, WORDING, LAYOUT ACTION ON PART III TAKE-OFF COMPUTATION UPDATING WITH AIR CONDITIONING ON FOR ATR 72-210 A - ADDITIONAL INFORMATION CONCERNING ICING CONDITIONS - INTRODUCTION OF FUEL CORRECTIONS FOR DESCENT IN FT/MN - ONE ENGINE NET CEILING COMPUTATION METHODOLOGY UPDATING - TYPING ERROR, WORDING, LAYOUT YELLOW PAGES TO BE TURNED TO WHITE * * -

DELETED PAGES * INTRODUCTION OF MODIFICATION - 4439 : CARBON EPOXY BOX IN THE FIN - 5040 : PHOTOLUMINESCENT FLOOR PATH MARKING - 5022 : NEW VERSION GPS KLN90B/RNAV - 3795 : NEW LOOK HOSTESS PANEL - 8146 : ELECTRICAL FAN - 5017 or 5018 or 8214 or 8215 : EMER ATTENDANT CALL - 5140 : OXYGEN 100 % PASSENGERS - 4358 : SERVICE DOOR OPEN DEVICE - 5008 : ICING LT - SUPPRESSION OF GM 9000 * ACTION ON PART I - OXYGEN JAR/OPS : 14000 ft → 13000 ft - PRECISION FOR NAC OVHT - HARMONIZATION - WORDING - CORRECTION OF NH % IN CASE OF CONT RELIGHT

CHAP INVOLVED 2.01 2.01 2.02 2.02 2.03 2.04 2.05 2 2 3.03 3.04-3.06 3.07 3.09 3 1.07-1.13-2.01 2.02-2.03-2.04 0.00-1.05-2.05 2.01 1.00-2.01.08 1.15-2.01.07 2.02.17-3.12 1.00 1.03 1.05 1.07 1.07 1.13 2.03-1.06 1.07 1.08 1.10 1.13 1.16

FLIGHT CREW OPERATING MANUAL R.N.R.

0.06.00 P 13

REASON OF THE REVISION

001 JUL 99

AA

DATE JUL 99

REASON FOR ISSUE * ACTION ON PART II - CORRECTION OF NP TRANSIENT LIMIT FOR PW127 AND PW127F - HARMONIZATION OF GPS LIMITATIONS LAYOUT - VMLB : FOR LEST CLIMB GRADIENT IN FLAP 0 CONFIGURATION - INTRODUCTION OF A RUNWAY STATION" PART IN LANDING GEAR /BRAKES CHAPTER - ADVICE IN CASE OF ROLLING T/O - PRECISION ON LANDING SPEEDS - PROCEDURE ENG FLAME OUT AT TAKE OFF - COMMENTS OF DUAL DC GEN LOW PROCEDURE - AIRCRAFT ATTITUDE IN CASE OF DITCHING - PROCEDURE ENG OIL LO PR (A/C WITH CONT RELIGHT) - PROCEDURE BRK TEMP HOT - OXYGEN JAR/OPS : 14000 ft → 13000 ft - TYPING ERROR - MINOR CHANGES * ACTION ON PART III - RESERVE TAKE-OFF TIME UPDATING FOR FAA - LOOSE SNOW DEFINITION - NON DRY RUNWAYS DEFINITION - BRAKES ENERGY LIMITATION FOR TAILWIND UP TO 15 KT (MOD 3522) - EFFECT OF REVERSE FOR LANDING OR CONTAMINATED RUNWAY - FUEL POLICY UPDATING

CHAP INVOLVED 2.01.04 2.01.07 2.02.01 2.02.09 2.02.12 2.02.12 2.04.02 2.04.04 2.04.05 2.05.02 2.05.07 2.01-2.05 2.02-2.04-2.05 2.06 3.02.01 3.03.01 3.03.03 3.03.03 3.08.03 3.10.01

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

0.06.00 P 14

001 JUL 01

AA

DATE JUL 00

REASON FOR ISSUE * NEW MODIFICATIONS -8167 : Spring Tab retrofit -4584 : Leak detection system, temperature limit -5021 : GPS KLN90B+ -5176 : GNSS -4928, 5007 : VHF 8.33kHz instead of 25kHz -5150 : Advanced forward CG limit with carbon epoxy box -5213 : Increased MZFW from 20,300kg to 20,500kg * ACTION ON PART I -Minor modifications -CNTNR SMK pb logic -TCAS/ATC -STBY altimeter allowable deviation correction -ICE DET indication light logic * ACTION ON PART II -Center of Gravity Envelope graph -Oxygen limitations layout improvement -TCAS layout improvement -Final Approach Speed definition -Task Sharing in CAT II operation -Icing fluids type II/IV (final text to be issued later) -Cockpit preparation : oxygen test -ENG Flame Out at Take Off Procedure -Severe Icing Procedure -PEC 1 (2) FAULT Procedure * ACTION ON PART III -Applicable VC for Torque tables -Close obstacles in Icing Conditions graph improvement -Correction on landing distances : contaminated runways -Flight with landing gear down Cruise/Holding 2 Engines tables Minor modifications Yellow pages to be turned to white

CHAP INVOLVED 1.02 - 1.06 - 1.09 2.02 - 2.05 1.03 1.04 - 1.10 - 1.15 2.01 1.04 - 1.10 - 1.15 2.01 1.05 1.05 - 2.01 2.01 1.01 - 1.10 - 1.16 1.08 1.10 1.10 1.13 2.01.02 2.01.05 2.01.06 - 2.03 2.02.01 2.02.04 2.02.08 2.03.07 2.04.02 2.04.05 2.05.02 3.02.02 3.03.03 3.08.03 3.11.01 1.01 - 1.10 - 1.16 2.03 - 2.04 - 2.05 3.03 1.02 - 1.06 - 1.09 2.02 - 2.05

FLIGHT CREW OPERATING MANUAL R.N.R.

0.06.00 P 15

REASON OF THE REVISION

001 JUL 01

AA

DATE JUL 01

REASON FOR ISSUE * NEW MODIFICATIONS - 4839 or 4656 : couple GNSS and Collins DME - 5146 TCAS Collins TTR 921 installation - 5205 ATC/TCAS Acquire altitude via BUS ARINC 429 - 8259 TCAS Collins on King avionics * ACTIONS ON PART I - Minor modifications -

AP disengagement for PITCH TRIM AYSM New values for standby altimeter Improvement of time sequence diagram for boots inflation MODE SEL AUTO : Improvement of FAULT conditions description * ACTIONS ON PART II - Correction of the adverse weather table - MODE SEL AUTO : Improvement of FAULT conditions description - Oxygen limlitations layout improvement - PROP BRK UNLK procedure improvement harmonization with the MMEL - Procedure EMERGENCY DESCENT boxed item - Introduction of a new procedure : ONE PROPELLER REMAINING AT NP 100 % AFTER CLB PWR SELECTION * ACTIONS ON PART III - FOS charts examples insertion - Yellow pages to be turned to white

CHAPTER 1.15 1.15 2.05 1.05 - 1.10 - 2.01 2.02 1.02 - 1.11 - 1.16 3.02 1.04 1.10 1.13 1.13

2.02 2.05 2.01 2.05 2.04 2.05

3.03 - 3.08 2.01 - 2.02 - 2.05 3.11

FLIGHT CREW OPERATING MANUAL R.N.R.

0.06.00 P 16

REASON OF THE REVISION

001 SEP 02

AA

DATE SEP 02

REASON FOR ISSUE * NEW MODIFICATIONS -MOD 5285 : HF 9000 PROVISION

CHAP INVOLVED 1.05.10

-MOD 3832 or 5103 or 5146 : REPLACE COLLINS TCAS COMĆ PUTER

1.05-1.10-2.01 -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 -OBSTACLE CLEARANCE NOTE IN ICING CONDITIONS -ENGINE NP LIMITATION RECALL -ENGINE PARAMETERS TOLERANCE DESCRIPTION -TEST ATPCS: ELECTRICAL SYSTEM NOTE INSERTION -EMERGENCY DESCENT PROCEDURE UPDATING ACCORDĆ ING TO THE AFM -EXCESSIVE ITT: ENGINE MANUFACTURER REQUIREMENT -EFFECT OF MOD 4366 ON BUS EQPT LIST * ACTION ON PART III -TAKE OFF METHODOLOGY EXAMPLES IN ACCORDANCE WITH THE CONTAMINATION DECREMENT FIGURES -FOS CHART PRINTING IMPROVEMENT

2.01.04 2.02.08 2.02.08 2.02.11 2.03.07 2.04.05 2.05.02 2.05.04

3.03.02 3.03.06-3.08.04

Minor modifications COLOR OF OVERHEAD PANEL ARROWS Yellow pages to be turned to white

2.05.04 1.05-2.01-2.04

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

0.06.00 P 17

001 SEP 03

AA

DATE SEP 03

REASON FOR ISSUE Yellow pages to be turned to white - MOD 5377 + 5434 : COCKPIT DOOR SECURITY SYSTEM

- Use of rudder - MOD 5243 : DUAL GNSS * NEW MODIFICATIONS - MOD 5403 : CERTIFICATION OF GNSS P-RNAV * ACTION ON PART I - Flaps schematic - MOD 5016 impact on weather radar electrical supply * ACTION ON PART II - TCAS limitations : crew actions following resolution advisory - Minimum speed if ice accretion is observed is 1.30VS (pw127 aircraft only) - Daily trim check - Parking brake ACC pressure (Model 102-202-212-212A) - Unfeathering propeller during cold weather operation (PEC aircraft only) - Take off with bleed off - After landing TCAS on STBY - Cargo operations with one pack only - New severe icing procedure - TCAS : TA only in case of single engine operations - PEC Fault procedure : before landing CL 100 OVRD - STBY Horizon not lost when EMER BUS OFF - Icing conditions monitoring - Bus equipment list (MOD 4366 only) - Procedures following failure: steep slope approach prohibited - Bleed leak occurence on ground * ACTION ON PART III - Methodology for the TOW determination: clearer presentation - Climb gradient charts OTHERS - Management reason (no technical revision) - Minor modifications

PAGES INVOLVED 1.00.00p1 1.00.25 p1 to p4 1.00.30 p1 to p2 2.01.10 p1 to p4 2.02.06 p5 1.10.30 p11 1.15.60 p1 to p9 2.01.07 p1&p1A 2.01.07 p 1 1.09.50 p5/6 1.15.50 p6 2.01.06 p1 2.02.08 p4 2.03.07 p3 2.03.05 p 2 2.03.09 p2&p3 2.03.19 p1 2.03.10 p1 2.04.03 p4&6 2.04.05 p9 2.05.02 p1 2.05.02 p29 2.05.04 p5 2.05.04 p15 2.05.04 p17 2.05.06 p1, p6, p7, p10, p11, p12 2.05.08 p3 3.03.02 p3 3.04.00 p1 3.04.5 p1 to p5 2.04.02 p3 1.00.40 p10-1.03.30p1 1.07.30 p1-1.15.40 p8 2.05.07 p7-3.03.0 3p2

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

0.06.00 P 18

001 SEP 04

AA

DATE SEP 04

REASON FOR ISSUE (MAJOR EVENTS) *ăINTRODUCTION OF MODIFICATIONS -ă5467 : EGPWS -ă5487 : FID -ă8330, 8333, 5465 : Securized Cockpit Door -ă8371 : Oxygen 30% PAX * ACTION ON PART I -ăAbbreviations updating for EGPWS and P-RNAV -ăSignification of fluorescent painting for PB -ăName of level 1" CAP lights -ăCOMPT TEMP panel graph improvement -ăPressurization AUTO MODE with UNLOCKED DOOR on ground for 72-101-201-211 -ăENTRANCE light electrical supply -ăCVR page updating (case of 120 minutes) -ăAIRFRAME DE-ICING PB FAULT logic * ACTION ON PART II -ăUse of JP4 is prohibited -ăTowing with TOWBARLESS system is prohibited -ăSecurized Cockpit Door Jammed procedure improvement -ăSevere Icing detection / procedure improvement -ăTyping error for PL in approach -ăATPCS Test before ENG run up -ăNO NH during ENG START procedure improvement -ăNew FUEL LEAK procedure *ăACTION ON PART III *ăMinor modifications -ăTyping errors

CHAP INVOLVED 1.15.40 1.05.10 - 2.03.07 1.00.25 - 1.00.30 2.01.10 1.07.20 - 2.01.05 0.50.00 1.00.20 p4 1.02.10 1.03.30 1.03.40 1.06.60 1.10.50 1.13.30 2.01.04 2.01.05 2.01.10 p3 2.02.08 2.02.12 2.03.06 - 2.03.07 2.05.02 p3 2.05.03 None

1.11.10 - 2.05.02 2.05.12

FLIGHT CREW OPERATING MANUAL R.N.R.

0.06.00 P 19

REASON OF THE REVISION

001 SEP 05

AA

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 05

Yellow pages to be turned to white

CHAP INVOLVED

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 of 72-500 model

2.01.02 - 3.03.02

- 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

* ACTION ON PART III - 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

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

0.06.00 P 20

001 SEP 06

AA

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 06

Yellow pages to be turned to white - Stick Pusher/Shaker YES TEST Improvement - Introduction of Mod 5506 : ACARS - FUEL LO LVL Procedure Updating - Introduction of Mod 5561 : Messier--Bugatti Wheels and Brakes

CHAP INVOLVED 1.02.10 2.02.22 2.05.03 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 with the affected engine feathered

2.05.02

- Chapter Title Correction

2.05.03

- MFC Module Equipment List : see QRH

2.05.10

* ACTION ON PART III - Typing error

3.03.02

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 21

REASON OF THE REVISION

001 SEP 07

AA

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 07

Yellow pages to be turned to white - Mod 5713 Video Cabin System - Mod 5736 : OEB13 : Cockpit voice recorder - Mod 8442 : MPC : indicating / recording system, install MPC with QAR Thales - Mod 8460 : Install 100% oxygen distribution (70pax)

CHAP INVOLVED

2.02.23 3.12.20 3.12.33 2.02.21 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 approach informations update. - Part 2.04 EMERGENCY PROCEDURES improvement

2.02.12

- Miscellaneous : OXGEN LO PR procedure and comments update

2.05.12

2.04.00 2.04.02 2.04.03 2.04.04 2.04.05

* ACTION ON PART III - Special operations : harmonization with supplements and appendix located in AFM. Links towards AFM added.

3.11.00 3.11.12 to .19

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R. REASON OF THE REVISION

P 22

001 APR 08

AA

DATE

REASON FOR ISSUE (MAJOR EVENTS)

CHAP INVOLVED

APR 08 * NEW MODIFICATIONS - New engine PW127M - GNSS HT1000 RNAV, Mod 5768

Whole Manual 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

* ACTION ON PART III - None except PW127M

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 23

REASON OF THE REVISION

001 OCT 08

DATE

REASON FOR ISSUE (MAJOR EVENTS)

CHAP INVOLVED

OCT 08

* NEW MODIFICATION : - Boost Function on PW127M engine : Mod 5908 - TAWS and T2CAS : Mod 5724

1.16.45 & 2.05.02 2.01.09

* ACTION ON PART 0 - None * ACTION ON PART I - Wording and contents correction / improvements - PW127M mention added * ACTION ON PART II - Fuel RT and TS1 added - “Deceleration Height” wording correction, only for 72-- 212A - Missing page - Normal Procedures : Exterior inspection action corrections : pitot probes, nav and strobe lights - Procedures following failure : contents pages updated SINGLE ENG OPERATION : - 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 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 Titles correction in the following procedures : - BOTH HYD SYS LOSS - DE-- /ANTI-- ICING ENG FAULT DE-- ICING MODE SEL FAULT : wording correction in comments paragraph All MFC FAULT procedures amended : - Module precised on procedure items - “CAUTION for LDG GEAR cannot be retraced” added for MFC 1A+2A, and 1A+2B. * ACTION ON PART III : - PW127M mention added, some PW124 performances reedited - and page replacement following wrong page diffusion

1.02.10 ; 1.05.10 1.10.50 ; 1.15.60 1.16.10 2.01.04 2.02.12 2.02.21 page 18A

2.03.05 2.05.00 2.05.02

2.05.04

2.05.05 2.05.05 2.05.09 2.05.09 2.05.10 2.05.14

3.02 to 3.11 3.04.01

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 24

REASON OF THE REVISION

DATE

REASON FOR ISSUE (MAJOR EVENTS)

OCT 09

* TR 26 blanking: (yellow pages to be turned to white) Mod5390 : Video Cockpit surveillance Volcanic Ash: content description and procedure Reverse phases informations added and Operations out of the notch informations added Hot Environment Start procedure * New Mods: New Messier-- Bugatti Brakes : Mod 6055 TAWS and T2CAS improvements : Mod 6135 - Wording correction : “...gear NOT down...” - Mod4422: impact rectified: Invert handle of pax door * ACTION ON PART II - Time values removed, source of confusion for pilots - APM procedure wording improvements - PL1+2 .... to be checked at Ground Idle - APM item to be set and checked before take off, 2engines running - Fuel saving informations added (reduced power setting in cruise) - CCAS alerts non-- inhibited added - ENG FLAME OUT AT TAKE OFF: Autofeather item moved - Reminder to apply “SMOKE” procedure first added in all relevant smoke procedures. - AIR COND SMOKE : warning changed to caution - DUAL DC GEN LOSS: memory item for basic page - DITCHING and FORCED LANDING : “TAWS” wording - 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 - 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 - DC EMER BUS OFF: wording IAS instead of ANEMO - BOTH MAIN HYD PUMP LOSS: Lost equipment list improved - Title changed into DUTCH ROLL TENDENCY / RUDDER CENTERING UNIT FAIL and procedure improved - Minimum icing speed corrected to 10kt (page variant 001 only) - PROBES HTG FAULT: alert wording corrected - EFIS COMP: memory item, procedure improved and comments * ACTION ON PART III : - Fuel saving information added - Take Off methodology reviewed

001 OCT 09 CHAP INVOLVED

1.00.25 2.02.08 2.02.11 2.03.06 3.08.03 2.01.09 1.15.40 1.07.30 1.13.30&2.05.09 2.02.21 2.03.06 2.03.08&2.03.10 2.03.13 2.04.01&2.05.01 2.04.02 2.04.03 2.04.04 2.04.05

2.05.02

2.05.04 2.05.05 2.05.06 2.05.09 2.05.12 3.04.01 3.03.02&3.03.05

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 25

REASON OF THE REVISION

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 10

* ACTION ON PART I - Wording correction. - ELT(EmergencyBeacon) moredetailed. - Mod 3795 impacted (color for DC svce PB pressed in ON). - Oxygen pressure informations simplified. - Mod 6135:TAWS system description. * ACTION ON PART II - Crosswind reviewed. - CAT 2 informations updated. - Fuel crossfeed procedure : note updated. - Wording corrected for de-- /anti icing and control columns. - Start-- up sequence: informations updated and. - Push back and Power back operations added Normal Procedures : - Recorder test informations improved. - Preliminary cockpit preparation: slight improvements. - ATPCS test (dynamic and static) informations improved. - Before prop rotation procedure: take off bugs set and checks. - After landing procedure: engine/ATPCS test... Emergency procedures: - CCAS alert corrected. - BOTH ENGINES FLAME OUT procedure: improvements. - AIR COND SMOKE: amber engine caution. - RECOVERY AFTER STALL OR UNCOMMANDED ROLL CONTROLprocedure reviewed. Following failures procedure: - CCAS alert corrected. - ENG NAC OVHT : wording improvement. - 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 - ELEVATOR JAM: comments reviewed - ANTI SKID FAULT: anti skid set to OFF item added. - PACK VALVE FAULT : condition corrected. - DUCT OVHT: temperature alert correction. - SMK DET FANS FAULT: procedure title changed to generalize. - MFC 2A+2B FAULT: item added for correctio n. * ACTION ON PART III : - Take Off methodology : wording correction. - Final approach speed info added for 23 Tons. - Actual landing distances reviewed and info added for 23 Tons.

001 SEP 10 CHAP INVOLVED

1.03.30 1.05.10 1.06.20 1.07.20 1.15.40 2.01.03 2.02.04 2.02.07 2.02.08 2.02.11 2.03.06

2.03.08 2.03.19 2.04.01 2.04.02 2.04.03 2.04.05 2.05.01 2.05.02

2.05.06 2.05.07 2.05.08 2.05.13 2.05.14 3.03.05 3.08.02 3.08.03

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 26

REASON OF THE REVISION

DATE

REASON FOR ISSUE (MAJOR EVENTS)

NOV 11

TR 27 blanking: Mod 6156:cold soak. TR 28 blanking: Unreliable airspeed indication procedure. * ACTION ON PART 0 - email contact adress updated for support. * ACTION ON PART I - Wording and contents correction / improvements - T2CAS improvement (mod 6135) added to precise the content validity. - Mod validity expression corrected (only for page 4_050) - Anti Icing advisory sytem: content and graph corrections - Wording correction (only for page 8_120) * ACTION ON PART II - Limitations : MTOW 23T (mod 6219) upgrade and, Airspeed and operational parameters : page updated - T2CAS improvement “ACSS T2CAS” (mod 6135) added to precise the content validity in the applicability paragraph. - Contents page updated - Procedures and techniques : Operation below - 35° C ground temperature : page updated - Normal Procedures entirely reviewed - Wording and contents correction / improvements - Emergency procedures: - Contents page updated →New procedure : ENG FIRE AT TAKE OFF →Procedure improved: IN FLIGHT ENG FIRE OR....DAMAGE and ON GROUND ENG FIRE OR.....DAMAGE. →New procedure : ENG FLAME OUT AT TAKE OFF * ACTION ON PART III : - Wording and contents correction / improvements Approach landing - landing distance updated Flight planning - Fuel to destination calculation : Graph updated - Alternate calculation : Graph updated - Contents and Title corrected and updated. - 20kt tailwind take off (if applicable) reference to the AFM. MTOW to 23T: Upgrade of performance DATA. Take Off - Quick reference tables

001 NOV 11 CHAP INVOLVED

2.01.03& 2.02.20 2.04.05 0.40.00 1.01.10 1.05.20 1.10.50 1.13.20 1.15.40 2.01.02 2.01.03 2.01.06 2.02.00 2.02.20 2.03 (full chapter) 2.05.06 2.04.00 2.04.02 2.04.02 2.04.02 3.06.01 3.08.03 3.10.02 3.10.03 3.11.00 3.11.21 3.04/3.05/3.06 3.09/3.11 3.03.04

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 27

REASON OF THE REVISION

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 13

TR 29 blanking: - Missing pages for 72--200/210 series. - Some Emergency procedure update for 72--212A following AFM 72--212A revision. - Fuel feed lo pr procedure updated for 72--212A . * 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. * ACTION ON PART I - MFC/GENERAL : Updated procedures p008_001;p008_020; p008_500. - AIR/PRESSURIZATION : The landing altitude corrected p006_001. - COMMUNICATIONS/TCAS : New variant added p004_450. - ELECTRICAL SYSTEM/AC CONSTANT FREQUENCY : Schematic corrected p001_020;p002_001. - FLIGHT INSTRUMENTS/EFIS : Wording correction p004_001. * ACTION ON PART II - LIMITATIONS/AIRSPEED AND OPERATIONAL PARAMETERS : New modification 6965 added. - LIMITATIONS/POWER PLANT : Freezing point correction for the fuel (JET A1) p005_001. - PROCEDURES AND TECHNIQUES/ADS-- B OUT : New fonctionalities avionics with Mod 8626 - PROCEDURES AND TECHNIQUES/AFCS : Caution and Notes reviewed p005_001. - PROCEDURES AND TECHNIQUES/OPERATIONS BELOW - 35_C GROUND TEMPERATURE : New modification 6965 added . - PROCEDURES AND TECHNIQUES/MPC : Notes added p012_100. - NORMAL PROCEDURES/BEFORE PROPELLER ROTATION : Updated procedures and new variant for the aircraft fitted with mod 5908 (Boost).p001_001;p001_500. - NORMAL PROCEDURES/TAKE OFF : Updated procedures and new variant for the aircarft fitted with mod 5908 (Boost) p002_250;p002_500. - NORMAL PROCEDURES/BEFORE DESCENT-- DESCENT : Updated procedure and wording correction p001_001;p002_001. - NORMAL PROCEDURES/BEFORE LANDING : Updated procedures and wording correction p001_001;p001_250. - NORMAL PROCEDURES/ LANDING : Updated procedure p001_001. - NORMAL PROCEDURES/DAILY CHECKS : Caution added p001_001;p001_050;p001_100;p001_150;p001_500. - PROCEDURES FOLLOWING FAILURE/AIR : Wording correction p004_001. - PROCEDURES FOLLOWING FAILURE/DE/ANTI ICE : Wording correction p006_001. - PROCEDURES FOLLOWING FAILURE/AVIONICS : Procedure (EFIS COMP) reviewed p002_001.

001 SEP 13 CHAP INVOLVED

2.03.24 2.04 2.05.00 & 2.05.03

0.50.00 1.01.10 1.03.40 1.05.20 1.06.30 1.10.30 2.01.03 2.01.04 2.02.00 &2.02.25 and 1.05.10 2.02.04 2.02.20 2.02.21 2.03.10 2.03.14 2.03.16 2.03.18 2.03.19 2.03.24 2.05.08 2.05.09 2.05.12

0.06.00

FLIGHT CREW OPERATING MANUAL R.N.R.

P 28

REASON OF THE REVISION

DATE

REASON FOR ISSUE (MAJOR EVENTS)

SEP 13

* ACTION ON PART II : - LOADING - FUEL - BALANCE CHART/CARGO LANDING : Link correction for WBM p001_001. * ACTION ON PART III : - HOLDING/INTRODUCTION : Wording correction p001_300. - APPROACH LANDING/LANDING DISTANCES : Wording correction p002_051. - FLIGHT PLANNING/FUEL POLICY : Wording correction p001_001; p001_500. - SPECIAL OPERATIONS/CONTENTS : New item (EFB)p001_001. - SPECIAL OPERATIONS/DISPATCH WITH ATPCS OFF : Wording correction p001_200. - SPECIAL OPERATIONS/EFB : New procedures p001_001;p002_001;p003_001;p004_001;p005_001;p006_001; p007_001;p008_001.

DEC 14

* ACTION ON PART I : - FLIGHT INSTRUMENTS / AIR DATA SYSTEM : Updated procedures p003_001. - FLIGHT INSTRUMENTS / CLOCKS : Mod 3130 and 5236 added p001_020 and p002_020 * ACTION ON PART II : - PROCEDURES AND TECHNIQUES / OPERATING SPEEDS : Definitions Vmin OPS,VFTO,VAPP,VGA,VFGA added - LIMITATIONS / INSTRUMENTS : Updated procedures p001_001. * ACTION ON PART III : - NEW OEB : Updated list of effective p002_001 - OEB n_25 : Propeller blade pitch change mechanism damage

001 DEC 14 CHAP INVOLVED

2.06.02 3.06.01 3.08.03 3.10.01 3.11.00 3.11.08 3.11.22

1.10.10 1.10.40 2.02.01 2.01.05 3.12.20 3.12.34

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212A 212A

2 02 01 2 02 01

003 500 JUL 99 004 001 NOV 11 ALL

212A

2 02 02

001 001 DEC 96 ALL

2 02 03 2 02 03

001 001 NOV 93 002 080 NOV 11 ALL

2 02 03 2 02 03

003 001 JUN 96 004 001 DEC 94 ALL

2 02 04 2 02 04

001 001 NOV 11 002 001 DEC 94 ALL

2 02 04 2 02 04

003 280 JUN 97 004 001 DEC 96 ALL

2 02 04 2 02 04

005 001 SEP 13 006 001 DEC 96 ALL

2 02 04 2 02 04

007 001 JUL 98 008 100 SEP 10 ALL

2 02 04 2 02 04

009 050 SEP 10 010 050 SEP 10 ALL

MOD 1112 MOD 1112

2 02 04 2 02 04

011 100 SEP 10 012 050 SEP 10 ALL

MOD 0069+1112 MOD 1112

MOD 3037

MOD 3168+3608+4673

MOD 1112

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L.E.N.P.

0-08 page 24-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 02 05 2 02 05

001 001 JUN 96 002 001 DEC 96 ALL

2 02 06 2 02 06

001 001 JUN 97 002 020 DEC 97 ALL

2 02 06 2 02 06

003 100 JUL 00 004 001 JUN 97 ALL

2 02 06

005 001 SEP 03 ALL

2 02 07

001 001 SEP 10 ALL

2 02 08 2 02 08

001 001 OCT 09 002 001 JUN 96 ALL

2 02 08 2 02 08

003 001 JUN 95 004 500 APR 08 ALL

212A

2 02 08 2 02 08

005 001 DEC 95 006 500 JUL 01 ALL

212A

2 02 08 2 02 08

007 550 JUL 01 008 050 JUL 01 ALL

2 02 08 2 02 08

009 050 DEC 96 010 550 JUL 01 ALL

2 02 08 2 02 08

011 001 DEC 96 012 001 JUL 99 ALL

2 02 08 2 02 08

013 001 SEP 04 014 001 DEC 96 ALL

2 02 08 2 02 08

015 001 JUL 99 016 001 DEC 95 ALL

2 02 08 2 02 08

017 001 SEP 10 018 001 DEC 96 ALL

MOD 3529 or 3530 MOD 4373 or 8167

212A

MOD 5008 MOD 4111 MOD 4111

212A

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L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 2 02 08 2 02 08

019 001 JUL 01 020 001 JUL 01 ALL

2 02 08 2 02 08

021 001 JUL 98 022 001 JUL 98 ALL

2 02 08 2 02 08

023 001 OCT 09 024 001 OCT 09 ALL

2 02 08

025 100 OCT 09 ALL

2 02 09 2 02 09

001 001 JUL 99 002 001 JUL 99 ALL

2 02 09

003 001 JUL 99 ALL

2 02 10 2 02 10

001 080 JUL 98 002 001 JUL 98 ALL

2 02 10 2 02 10

003 001 JUL 98 004 220 JUL 98 ALL

2 02 10 2 02 10

005 280 JUL 98 006 001 JUL 98 ALL

2 02 10 2 02 10

007 001 DEC 94 008 001 JUN 97 ALL

2 02 10

009 001 JUN 95 ALL

2 02 11 2 02 11

001 001 SEP 10 002 500 APR 08 ALL

MOD 4111

MOD 3973 or 4371 or 4457

MOD 1368+4457 MOD 1368+4457

212A

2 02 11 002A 001 SEP 10 ALL

Turn

0-08 page 25-104

2 02 11 2 02 11

003 500 APR 08 004 001 JUN 97 ALL

212A

2 02 11 2 02 11

005 500 APR 08 006 500 APR 08 ALL

212A 212A

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L.E.N.P.

0-08 page 26-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 02 11

007 500 OCT 09 ALL

2 02 12 2 02 12

001 001 SEP 07 002 100 APR 08 ALL

2 02 12 2 02 12

003 001 SEP 13 004 500 OCT 08 ALL

2 02 12

005 500 JUL 01 ALL

2 02 14 2 02 14

001 001 SEP 06 002 001 SEP 06 ALL

2 02 15 2 02 15

001 020 SEP 07 002 220 SEP 07 ALL

2 02 16

001 001 JUN 97 ALL

2 02 17 2 02 17

001 110 JUL 00 002 110 JUL 00 ALL

2 02 19

001 001 SEP 06 ALL

2 02 21 2 02 21

001 100 SEP 07 002 100 SEP 07 ALL

2 02 21 2 02 21

003 100 SEP 07 004 100 SEP 07 ALL

2 02 21 2 02 21

005 100 SEP 07 006 100 SEP 07 ALL

2 02 21 2 02 21

007 100 SEP 07 008 100 SEP 07 ALL

2 02 21 2 02 21

009 100 SEP 07 010 100 SEP 07 ALL

2 02 21 2 02 21

011 100 OCT 09 012 100 SEP 13 ALL

PW127-127F-127M

MOD 4457 212A

MOD (3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259) +(3973 or 4371 or 4457)

MOD 5176 MOD 5176

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L.E.N.P.

0-08 page 27-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 02 21 2 02 21

013 100 SEP 07 014 100 SEP 07 ALL

2 02 21 2 02 21

015 100 SEP 07 016 100 SEP 07 ALL

2 02 21 2 02 21

017 100 SEP 07 018 100 SEP 07 ALL

2 02 21 018A 100 OCT 08 ALL

Turn

2 02 22 2 02 22

001 100 SEP 06 002 100 SEP 06 ALL

MOD 5506 MOD 5506

2 02 22 2 02 22

003 100 SEP 06 004 100 SEP 06 ALL

MOD 5506 MOD 5506

2 02 22 2 02 22

005 100 SEP 06 006 100 SEP 06 ALL

MOD 5506 MOD 5506

2 02 22 2 02 22

007 100 SEP 06 008 100 SEP 06 ALL

MOD 5506 MOD 5506

2 03 00

001 001 NOV 11 ALL

2 03 01

001 001 NOV 11 ALL

2 03 02

001 001 NOV 11 ALL

2 03 03 2 03 03

001 001 NOV 11 002 001 NOV 11 ALL

2 03 03

003 001 NOV 11 ALL

2 03 04

001 001 NOV 11 ALL

2 03 05 2 03 05

001 500 NOV 11 002 500 NOV 11 ALL

202-212-212A 202-212-212A

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L.E.N.P.

0-08 page 28-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 03 05 2 03 05

003 500 NOV 11 004 500 NOV 11 ALL

202-212-212A 202-212-212A

2 03 05 2 03 05

005 500 NOV 11 006 500 NOV 11 ALL

202-212-212A 202-212-212A

2 03 05

007 500 NOV 11 ALL

202-212-212A

2 03 06 2 03 06

001 001 NOV 11 002 001 NOV 11 ALL

2 03 06 2 03 06

003 001 NOV 11 004 001 NOV 11 ALL

2 03 06 2 03 06

005 001 NOV 11 006 001 NOV 11 ALL

2 03 06 2 03 06

007 001 NOV 11 008 250 NOV 11 ALL

2 03 06 2 03 06

009 001 NOV 11 010 001 NOV 11 ALL

2 03 06 2 03 06

011 250 NOV 11 012 001 NOV 11 ALL

2 03 07 2 03 07

001 001 NOV 11 002 001 NOV 11 ALL

2 03 07 2 03 07

003 001 NOV 11 004 001 NOV 11 ALL

2 03 07 2 03 07

005 001 NOV 11 006 001 NOV 11 ALL

2 03 07 2 03 07

007 001 NOV 11 008 001 NOV 11 ALL

2 03 07 2 03 07

009 001 NOV 11 010 250 NOV 11 ALL

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457

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L.E.N.P.

0-08 page 29-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 03 07 2 03 07

011 001 NOV 11 012 001 NOV 11 ALL

2 03 07 2 03 07

013 250 NOV 11 014 001 NOV 11 ALL

2 03 08

001 001 NOV 11 ALL

2 03 09 2 03 09

001 001 NOV 11 002 001 NOV 11 ALL

2 03 10

001 001 SEP 13 ALL

2 03 11 2 03 11

001 250 NOV 11 002 250 NOV 11 ALL

2 03 12 2 03 12

001 001 NOV 11 002 001 NOV 11 ALL

2 03 13 2 03 13

001 001 NOV 11 002 001 OCT 09 ALL

2 03 14 2 03 14

001 001 NOV 11 002 500 SEP 13 ALL

2 03 14

003 001 NOV 11 ALL

2 03 15 2 03 15

001 250 NOV 11 002 001 NOV 11 ALL

2 03 15

003 001 NOV 11 ALL

2 03 16 2 03 16

001 001 SEP 13 002 001 SEP 13 ALL

2 03 17

001 001 NOV 11 ALL

2 03 18

001 250 SEP 13 ALL

2 03 19

001 001 SEP 13 ALL

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

PW127M

MOD 3973 or 4371 or 4457+5908

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457

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0-08 page 30-104

L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 2 03 20

001 001 NOV 11 ALL

2 03 21 2 03 21

001 001 NOV 11 002 001 NOV 11 ALL

2 03 22

001 001 NOV 11 ALL

2 03 23

001 001 NOV 11 ALL

2 03 24 2 03 24

001 500 SEP 13 002 001 NOV 11 ALL

2 03 24

003 001 NOV 11 ALL

2 04 00

001 001 SEP 13 ALL

2 04 01 2 04 01

001 001 JUN 94 002 001 OCT 09 ALL

2 04 02 2 04 02

001 500 SEP 13 002 500 SEP 13 ALL

212A 212A

2 04 02 002A 500 SEP 13 ALL

212A

PW127F-127M

2 04 02 2 04 02

003 150 SEP 10 004 220 DEC 97 ALL

MOD 3973 or 4371 or 4457 MOD 4111+4366

2 04 02

005 500 NOV 11 ALL

212A

2 04 03 2 04 03

001 500 SEP 13 002 500 SEP 13 ALL

212A 212A

2 04 03 2 04 03

003 500 SEP 13 004 502 SEP 13 ALL

212A 212A

2 04 03 2 04 03

005 050 JUL 98 006 502 SEP 13 ALL

102-202-212-212A 212A

2 04 04 2 04 04

001 250 SEP 07 002 200 JUL 99 ALL

MOD 1603+4116+4366 MOD 1603+4116

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L.E.N.P.

0-08 page 31-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 04 05 2 04 05

001 150 SEP 13 002 500 SEP 13 ALL

MOD 3973 or 4371 or 4457

2 04 05 2 04 05

003 001 DEC 96 004 001 JUL 99 ALL

2 04 05 2 04 05

005 500 SEP 13 006 001 SEP 89 ALL

2 04 05 2 04 05

007 001 OCT 09 008 001 NOV 11 ALL

2 04 05 2 04 05

009 500 SEP 13 010 001 JUL 99 ALL

PW127F-127M

2 04 05 2 04 05

011 500 SEP 13 012 500 SEP 13 ALL

212A PW127F-127M

2 04 05

013 500 NOV 11 ALL

2 05 00 2 05 00

001 500 SEP 13 002 001 OCT 09 ALL

2 05 00 2 05 00

003 001 OCT 08 004 001 SEP 10 ALL

2 05 01 2 05 01

001 001 APR 08 002 001 OCT 09 ALL

2 05 02 2 05 02

001 500 OCT 09 002 001 APR 08 ALL

2 05 02 2 05 02

003 001 APR 08 004 001 OCT 08 ALL

2 05 02 2 05 02

005 001 SEP 10 006 001 SEP 10 ALL

2 05 02 2 05 02

007 001 APR 08 008 500 APR 08 ALL

212A

212A

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457

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0-08 page 32-104

L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 2 05 02 2 05 02

009 050 APR 08 010 500 SEP 10 ALL

MOD 4111 MOD 3973 or 4371 or 4457

2 05 02 2 05 02

011 500 APR 08 012 001 APR 08 ALL

MOD 3973 or 4371 or 4457

2 05 02 2 05 02

013 500 OCT 09 014 001 APR 08 ALL

MOD 4111

2 05 02 2 05 02

015 500 APR 08 016 500 SEP 10 ALL

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

2 05 02 2 05 02

017 500 OCT 09 018 001 APR 08 ALL

MOD 3973 or 4371 or 4457

2 05 02 2 05 02

019 001 OCT 09 020 500 SEP 10 ALL

2 05 02 2 05 02

021 500 APR 08 022 500 APR 08 ALL

2 05 02 2 05 02

023 001 APR 08 024 560 OCT 08 ALL

PW127M

2 05 03 2 05 03

001 001 APR 08 002 500 SEP 13 ALL

212A

2 05 03 2 05 03

003 500 APR 08 004 001 APR 08 ALL

MOD 4686 or 8148

2 05 04 2 05 04

001 550 OCT 09 002 150 OCT 09 ALL

MOD 4366 +(3973 or 4371 or 4457) MOD 4116 +4366

2 05 04 2 05 04

003 001 OCT 09 004 001 OCT 09 ALL

2 05 04 2 05 04

005 001 OCT 09 006 001 APR 08 ALL

2 05 04 2 05 04

007 001 APR 08 008 001 OCT 09 ALL

PW127F-127M PW127-127F-127M PW127F-127M

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L.E.N.P.

0-08 page 33-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 05 04 2 05 04

009 001 APR 08 010 001 OCT 08 ALL

2 05 04 2 05 04

011 001 APR 08 012 500 APR 08 ALL

2 05 04 2 05 04

013 550 APR 08 014 500 APR 08 ALL

2 05 05 2 05 05

001 001 APR 08 002 001 OCT 09 ALL

2 05 05

003 500 OCT 08

2 05 05

004 001 APR 08 ALL

2 05 06 2 05 06

001 001 APR 08 002 001 APR 08 ALL

2 05 06

003 500 APR 08

2 05 06

004 001 NOV 11 ALL

2 05 06 2 05 06

005 001 APR 08 006 001 OCT 09 ALL

2 05 06 2 05 06

007 001 APR 08 008 001 SEP 10 ALL

2 05 06 2 05 06

009 500 APR 08 010 001 SEP 10 ALL

2 05 06 2 05 06

011 001 APR 08 012 001 NOV 11 ALL

2 05 07 2 05 07

001 001 APR 08 002 001 APR 08 ALL

2 05 07 2 05 07

003 001 APR 08 004 001 APR 08 ALL

MOD 3246+4111 MOD 4116+4366 MOD 4116

PW127-127F-127M

MOD (3973 or 4371 or 4457)

PW127-127F-127M

MOD (3973 or 4371 or 4457)

MOD 4373 or 8167

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L.E.N.P.

0-08 page 34-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 05 07 2 05 07

005 001 APR 08 006 001 APR 08 ALL

2 05 07

007 001 SEP 10 ALL

2 05 08 2 05 08

001 001 APR 08 002 001 APR 08 ALL

2 05 08 2 05 08

003 001 APR 08 004 001 SEP 13 ALL

2 05 08 2 05 08

005 001 APR 08 006 001 SEP 10 ALL

2 05 08 2 05 08

007 001 APR 08 008 001 APR 08 ALL

2 05 08

009 001 APR 08 ALL

2 05 09 2 05 09

001 001 SEP 13 002 500 APR 08 ALL

2 05 09 2 05 09

003 001 OCT 08 004 500 APR 08 ALL

2 05 09 2 05 09

005 001 OCT 08 006 500 APR 08 ALL

2 05 09

007 001 OCT 09 ALL

2 05 10 2 05 10

001 001 APR 08 002 050 ARP 08 ALL

2 05 11

001 001 APR 08 ALL

2 05 12 2 05 12

001 001 APR 08 002 001 SEP 13 ALL

2 05 12 2 05 12

003 001 APR 08 004 550 APR 08 ALL

MOD 1368+(3973 or 4371 or 4457)

212A

MOD 3973 or 4371 or 4457

MOD 4366

212A

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MOD 5205

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L.E.N.P.

0-08 page 35-104 DEC 14

P CH SE Page Seq Date Label Validity expression 2 05 12

005 001 APR 08 ALL

2 05 13 2 05 13

001 001 SEP 10 002 001 SEP 10 ALL

2 05 13

003 001 APR 08 ALL

2 05 14 2 05 14

001 001 OCT 08 002 001 OCT 08 ALL

2 05 14 2 05 14

003 001 OCT 08 004 001 OCT 08 ALL

2 05 14 2 05 14

005 500 OCT 08 006 001 OCT 08 ALL

2 05 14 2 05 14

007 001 OCT 08 008 001 OCT 08 ALL

2 05 14 2 05 14

009 500 SEP 10 010 001 OCT 08 ALL

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 2 06 03

001 001 NOV 93 002 001 JUN 95 ALL

2 06 03 2 06 03

003 001 MAY 91 004 001 NOV 92 ALL

2 06 03 2 06 03

005 001 NOV 92 006 001 NOV 92 ALL

2 06 03 2 06 03

007 001 NOV 92 008 001 SEP 89 ALL

MOD 3973 or 4371 or 4457

MOD 3973 or 4371 or 4457

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0-08 page 36-104

L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 2 06 03 2 06 03

009 001 OCT 89 010 001 NOV 92 ALL

2 06 04 2 06 04

001 001 DEC 94 002 001 DEC 94 ALL

2 06 04 2 06 04

003 001 DEC 94 004 001 JUL 99 ALL

2 07 00

001 001 JUN 94 ALL

3 01 00

001 001 DEC 94 ALL

3 01 01 3 01 01

001 001 JUN 97 002 001 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 3 01 04

001 001 DEC 94 002 001 JUN 95 ALL

3 01 05

001 001 JUN 97 ALL

3 02 00

001 100 APR 08 ALL

PW127F-127M

3 02 01 3 02 01

001 500 JUL 01 002 150 JUN 97 ALL

PW127F-US

3 02 02 3 02 02

001 100 OCT 08 002 100 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 02 02 3 02 02

003 100 OCT 08 004 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 02 02 3 02 02

005 500 OCT 08 006 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

RO

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

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0-08 page 37-104

L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 3 02 02 3 02 02

007 500 OCT 08 008 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 02 02 3 02 02

009 500 OCT 08 010 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 02 02 3 02 02

011 500 OCT 08 012 250 DEC 97 ALL

PW127F - PW127M MOD 3973 or 4371 or 4457

3 02 02 3 02 02

013 250 DEC 97 014 250 DEC 97 ALL

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

3 02 02 3 02 02

015 250 DEC 97 016 250 DEC 97 ALL

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

3 02 02 3 02 02

017 250 DEC 97 018 250 DEC 97 ALL

MOD 3973 or 4371 or 4457 MOD 3973 or 4371 or 4457

3 03 00

001 001 JUL 01 ALL

3 03 01 3 03 01

001 001 JUL 99 002 100 APR 08 ALL

3 03 02 3 03 02

001 001 JUN 96 002 001 JUL 00 ALL

3 03 02 3 03 02

003 001 OCT 09 004 550 OCT 08 ALL

3 03 02 3 03 02

005 560 OCT 08 006 560 OCT 08 ALL

PW127F - PW127M BOOST OFF MOD 5555 PW127F - PW127M BOOST OFF MOD 5555

3 03 03 3 03 03

001 500 APR 08 002 500 APR 08 ALL

PW127F - 127M PW127F - 127M

PW127F-127M

PW127F - PW127M

3 03 03 002A 500 APR 08 ALL

PW127F-127M

3 03 03 3 03 03

003 300 OCT 08 004 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 03 03 004A 500 OCT 08 ALL

PW127F - PW127M

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MOD (4671 or 5555)

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L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 3 03 03

Turn

0-08 page 38-104

005 500 OCT 08 ALL

PW127F - PW127M

3 03 03 005A 500 OCT 08 ALL

PW127F - PW127M

3 03 03

006 550 OCT 08 ALL

PW127F - PW127M BOOST OFF MOD 3522

3 03 03

007 550 OCT 08 ALL

PW127F - PW127M BOOST OFF MOD 3522

3 03 04 3 03 04

001 500 APR 08 002 500 OCT 08 ALL

PW127F PW127F - PW127M BOOST OFF

3 03 04 3 03 04

003 500 OCT 08 004 500 OCT 08 ALL

PW127F - PW127M BOOST OFF PW127F - PW127M BOOST OFF

3 03 04 3 03 04

005 500 NOV 11 006 500 OCT 08 ALL

PW127F - PW127M BOOST OFF PW127F - PW127M BOOST OFF

3 03 04 3 03 04

007 500 OCT 08 008 500 NOV 11 ALL

PW127F - PW127M BOOST OFF PW127F - PW127M BOOST OFF

3 03 04 3 03 04

009 500 NOV 11 010 500 OCT 08 ALL

PW127F - PW127M BOOST OFF PW127F - PW127M BOOST OFF

3 03 04 3 03 04

011 500 OCT 08 012 500 NOV 11 ALL

PW127F - PW127M BOOST OFF PW127F - PW127M BOOST OFF

3 03 04

013 500 NOV 11 ALL

PW127F - PW127M BOOST OFF

3 03 05 3 03 05

001 001 SEP 10 002 500 OCT 08 ALL

3 03 06

001 001 SEP 02 ALL

3 04 00

001 001 SEP 03 ALL

3 04 01

001 500 OCT 09 ALL

PW127F-127M

3 04 02 3 04 02

001 300 NOV 11 002 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

PW127F - PW127M

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0-08 page 39-104

L.E.N.P.

P CH SE Page Seq Date Label Validity expression 3 04 02

003 500 NOV 11 ALL

PW127F - PW127M

3 04 03 3 04 03

001 300 NOV 11 002 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 04 03

003 500 NOV 11 ALL

PW127F - PW127M

3 04 04 3 04 04

001 500 OCT 08 002 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 04 3 04 04

003 500 OCT 08 004 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 04 3 04 04

005 500 OCT 08 006 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 04 3 04 04

007 500 OCT 08 008 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 04 3 04 04

009 500 OCT 08 010 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 04

011 500 NOV 11 ALL

PW127F - PW127M

3 04 05 3 04 05

001 001 SEP 03 002 001 SEP 03 ALL

3 04 05 3 04 05

003 500 NOV 11 004 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 04 05

005 500 NOV 11 ALL

PW127F - PW127M

3 05 00

001 001 JUN 97 ALL

3 05 01

001 500 APR 08 ALL

PW127F-127M

3 05 02 3 05 02

001 500 OCT 08 002 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

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0-08 page 40-104

L.E.N.P.

P CH SE Page Seq Date Label Validity expression 3 05 02 3 05 02

003 500 OCT 08 004 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 05 02 3 05 02

005 500 OCT 08 006 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 05 02 3 05 02

007 500 OCT 08 008 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 05 02 3 05 02

009 500 OCT 08 010 500 OCT 08 ALL

PW127F - PW127M PW127F - PW127M

3 05 02

011 500 NOV 11 ALL

PW127F - PW127M

3 05 03 3 05 03

001 500 NOV 11 002 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

003 500 NOV 11 004 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

005 500 NOV 11 006 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

007 500 NOV 11 008 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

009 500 NOV 11 010 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

011 500 NOV 11 012 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

013 500 NOV 11 014 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

015 500 NOV 11 016 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

3 05 03 3 05 03

017 500 NOV 11 018 500 NOV 11 ALL

PW127F - PW127M PW127F - PW127M

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0-08 page 41-104

L.E.N.P.

DEC 14

P CH SE Page Seq Date Label Validity expression 3 06 00

001 001 MAY 93 ALL

3 06 01

001 500 NOV 11 ALL

PW127F - 127M

3 06 02

001 500 NOV 11 ALL

PW127F - PW127M

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MOD ((3973 or 4371)) or (4457)

MOD 5736

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DEC 14

MODIF

PARTS

TITLE VALIDITY

0043

1.2.3

COMMUNICATIONS/NAVIGATION REPLACE KING RADIO NAV EQUIPMENT BY COLLINSEQUIPMENT (WITH EFIS)

0069

2

AUTO FLIGHT - AFCS. USE A CAT II.APPROVED AP/FD DOWN TO 50 FEET.

1112

1.2.3

AUTO FLIGHT - RETROFIT CAT II CAPABILITE TO A/C DELIVERED CAT 1 CAPABILITY

1368

1.2.3

ICE & RAIN PROTECTION - INSTALL INNER WING DE-ICING SYSTEM

1383

2

GENERAL - CHARACTERISTIC WEIGHTS MTOW 21.500KG,MLW 21.350KG,MZFW19.700KG-DEFINE PERFORMANCES

1603

1.2

ELECTRICAL POWER - INSTALL TRU ON PROVISION

1861

1.2

FUSELAGE - ATR 72 (ST3) FUSELAGE DEFINITION

2141

1

WATER/WASTE - TOILET TANK - INSTALL DC MOTOR

2456

2

COMMUNICATIONS - RELOCATE VHF2 ANTENNA ON UPPER FUSELAGE

2549

1

DOORS - PASSENGER/CREW DOOR MODIFY 2ND HANDRAIL ATTACHMENT FITTINGS

2735

1.2.3

ENGINE INDICATING - CHANGE SOFTWARE AS 06 IN E.E.C

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL 3037

1.2

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DEC 14

MODIF

PARTS

TITLE VALIDITY

3064

1

COMMUNICATIONS - RELOCATE FDEP WITH ACARS INSTALLATION

3168

2

AUTO FLIGHT - REPLACE AFC COMPUTER

ALL

ALL 3240

INDICATING & RECORDING SYSTEMS INSTALL OF FDAU V2 PLUS ALL

3246

1.2

ELECTRICAL POWER - ADD BATTERIES DISCHARGE INDICATION IN FLIGHT

3262

1.2

ICE & RAIN PROTECTION - ICE DETECTION - INSTALL A LIGHTED VISUAL ICING INDICATOR

3305

1.2

IGNITION - MODIFY THE CONTROL SYSTEM

ALL

ALL

ALL 3360

1

NAVIGATION - COLLINS - REPLACE COLLINS ATC/S TRANSPONDER

3465

1

ELECTRICAL POWER - REPLACE AC GCU

3522

2.3

GENERAL - CERTIFICATION ATR 72 FOR 15 KT TAILWIND LANDING

3530

1.2

FLIGHT CONTROLS - ELEVATORS INSTALL CLUTCH RECONDITIONING DEVICE ON EXISTING PROVISION (PRODUCTION SCHEME)

3552

1

INDICATING & RECORDING SYSTEMS REPLACE FDAU V2 PLUS BY A FDAU WITH PW127 SOFTWARE

3596

1

ENGINE INDICATING - REPLACE FUEL FLOW INDICATORS (KG/LB)

ALL ALL

ALL

ALL

ALL

ALL 3608

1.2

FLIGHT CONTROLS - ELEVATORS INSTALL FORCE DETECTOR RODS ON EXISTING FULL PROVISIONS ALL

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MODIF

PARTS

TITLE VALIDITY

3625

1.2

NAVIGATION - INSTALL A SFE TCAS COMPUTER

3645

1

COMMUNICATIONS - ACARS - MODIFY INSTALLATION FOR COMPATIBILITY WITH FDAUV2+

3651

2.3

GENERAL - INCREASE MTOW AT 22000 KGS

3663

1.2

GENERAL - INSTALL OVERBOARD EXHAUST FOR HBOV, SHROUD BLEED FUEL FLOW TRANSMITTER AND JET PUMP OF ATR72.210

3795

1

EQUIPMENT/FURNISHINGS - NEW CABIN LAYOUT - REPLACE 70 VU

3827

1.2

PROPELLERS - ADD FAILURE INDICATION OF SYNCHROPHASER

3832

1

NAVIGATION - COLLINS - REPLACE COLLINS TCAS-COMPUTER

ALL

ALL

ALL

ALL

ALL

ALL

ALL 3849

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3986

1

LANDING GEAR - NLG EMERGENCY EXTENSION SYSTEM - ADD FREE FALL ASSISTER

4019

1

DOORS - PASSENGER/CREW DOOR REPLACE A 2ND HANDRAIL BY A SEMI AUTOMATIC HANDRAIL

4050

1

ICE & RAIN PROTECTION - AIRFOIL & PROPELLER DE-ICING - INSTALL AN AUTOMATIC CYCLE SELECTION CONTROL

ALL

ALL

ALL

ALL

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TITLE VALIDITY

4080

1

EQUIPMENT/FURNISHINGS EMERGENCY EQUIPMENT - REPLACE EMERGENCY LOCATOR TRANSMITTER

4111

1.2

CONTINUOUS IGNITION TRANSFORMATION IN "MAN IGNITION"

4116

1.2

HYDRAULIC POWER - RELOCATE GREEN PUMP CONTROL CIRCUIT BREAKER

4169

1

ENGINE - STANDARD PRACTICES ENGINES - GENERAL - ADAPT FLIGHT IDLE

4213

1

FLIGHT CONTROLS - FLAPS - MODIFY FLAPS CTL LOGIC (SHUNT)

4237

1.2

INDICATING & RECORDING SYSTEMS INSTALL STANDARD L52 MFC

4238

1.2

INDICATING & RECORDING SYSTEMS INSTALL STANDARD L23 MFC

4358

1

DOORS - SERVICE DOOR - REPLACE THE OLD OPENING DEVICE BY A NEW RIGID MECHANISM

4366

1.2

AUTO FLIGHT - MODIFY ELECTRICAL POWER SUPPLIES

4371

1.2.3

PROPELLERS CONTROL - PROPELLERS 14SF - 11E - INSTALL ELECTRONIC REGULATION ON ATR 72-200

4373

1.2

FLIGHT CONTROLS - AILERONS CONTROLS - INSTALL SPRING TAB WITH "ANTI-RAFALE" SYSTEM

4411

1.2

OXYGEN - DISTRIBUTION - MODIFY THE SYSTEM FOR 25% OF THE PASSENGERS

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL

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DEC 14

MODIF

PARTS

TITLE VALIDITY

4439

2

FUSELAGE - SECT. 18 - INSTALL VERTICAL FIN WITH CARBON EPOXY BOX

4457

1.2.3

PROPELLERS - INSTALL 568F PROPELLERS ON ATR 72-210

4571

1

INDICATING & RECORDING SYSTEMS INSTALL MFC S4 ON ATR 72-210

4584

1

PNEUMATIC - AIR LEAK DETECTION SYSTEM - REPLACE SENSING ELEMENTS

4585

1

FUSELAGE - CENTER SECTION (STA 11132 TO 13319) - INSTALL SOUND INSULATION BLANKETS

4651

1.2.3

ENGINE - INSTALL PW 127F ENGINE

4656

1

NAVIGATION - GNSS - PROVIDE DME'S COUPLING

4671

2.3

GENERAL - INCREASE MTOW TO 22500 KGS & MZFW TO 20300 KGS & MLW TO 22350 KGS

4673

2

FLIGHT CONTROLS - AILERON TRIM PROHIBIT TRIM OPERATION WITH AP ENGAGED

4686

2

FUEL - QUANTITY INDICATION - ADD LOW LEVEL DETECTION SYSTEM

4928

1

COMMUNICATIONS - VHF SYSTEM INSTALL.8.33KHz CHANNEL SPACING VHF SYSTEM

5008

1.2

ICE & RAIN PROTECTION - ICE DETECTION - MOD. OPERATION OF "ICING" LEGEND OF ICE DETECT/PTT PUSHBUTTON SWITCH

ALL

ALL

ALL

ALL

ALL RO0051

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ALL

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DEC 14

MODIF

PARTS

TITLE VALIDITY

5016

1

NAVIGATION - RADAR - INSTALL NEW PRIMUS 660 WEATHER RADAR

5017

1

COMMUNICATIONS - CABIN & FLIGHT CREW CALL SYSTEM - ADD "EMER CALL" ON A NEW-LOOK CONFIG. ATTENDANT HANDSET

5020

2

NAVIGATION - HT1000 - INSTALLATION ON GNSS / GPS BUS WIRING PROVISION

5040

1

LIGHTS - EMERGENCY LIGHTINGGROUND MARKING OF EVACUATION WAY IN PAX CABIN

5146

1.2

NAVIGATION - TCAS - TCAS COLLINS TTR 921 INSTALLATION

5150

2

STRUCTURE - EXTENSION OF THE FWD CG LIMITS

5176

1.2

NAVIGATION - GNSS - LOAD SOFTWARE FINAL BASINE

5205

1.2

NAVIGATION - TCAS - ACQUIRE ALTITUTDE VIA BUS ARINC 429

5213

2

GENERAL - INCREASE MZFW BY 200 KG

ALL

ALL

ALL

ALL

ALL

ALL

ALL

ALL ALL 5236

INDICATING RECORDING SYSTEMS REPLACE REVUE THOMMEN WATCH TYPE Q17-941-22-05

5310

NAVIGATION - EGPWS MK VIII - BASIC MODES ACTIVATION AND PROVISION FOR ENHANCED ( 5313)

ALL

ALL 5313

1.2

NAVIGATION - EGPWS MK VIII

5377

1.2

EQUIPMENT/FURNISHINGS - WIRING FOR COCKPIT ENTRANCE SECURISED

ALL

ALL

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MODIF

PARTS

TITLE VALIDITY

5403

2

NAVIGATION - GNSS - CERTIFICATION OF GNSS P-RNAV

5434

1.2

EQUIPMENT/FURNISHINGS - INSTALL DOOR ON ELECTRICAL PROVISION

5465

2

EQUIPMENT/FURNISHINGS - SECURIZED DOOR - REPLACE FITTINGS ON STRUCTURE

5467

1.2

NAVIGATION - EGPWS - INSTALL EGPWS MKVIII P/N 965-1206-011

5487

1.2

NAVIGATION - ELEMENTARY SURVEILLANCE - FID TRANSMISSION

5506

2

COMMUNICATIONS - INSTALL ACARS COLLINS CMU 4000 AND VOL2

ALL

ALL

ALL

ALL

ALL

ALL 5555

2

GENERAL - INCREASE MZFW AND MTOW BY 300 KGS OF 72-500 MODEL

5561

3

LANDING GEAR - MLG-REPLACE DUNLOP WHEELS & BRAKES BY MESSIER BUGATTI ONES

5567

1

INDICATING/RECORDING SYSTEM INSTALL MPC

5736

3

GENERAL - COCKPIT VOICE RECORDER

5768

2

NAVIGATION - GNSS - SINGLE GNSS FOR RNAV/GNSS

ALL

ALL

ALL ALL

ALL 6690

1.05

NAVIGATION - REPLACE TCAS COMPUTER (INTEGRATION OF CHANGE 7.1) ALL

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0-10 page 1-104

C.R.T.

DEC 14

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.

End

F.S.N.

M.S.N.

REGISTRATION

RO0051

0861

YR-ATH

RO0052

0867

YR-ATI

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ORGANIZATION OF THE MANUAL

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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-- [email protected] 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.

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0.40.00 P2

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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.

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ORGANIZATION OF THE MANUAL

SEP 05

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.

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ORGANIZATION OF THE MANUAL

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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.

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001 SEP 13

AA

GLOSSARY OF STANDARD NOMENCLATURE AAS ABNORM (ABN) AC R ACARS AC BTC AC BTR ACCU AC EBTC ACW ADC R ADF ADI ADS ADU A/EREC AFCS A/FEATH AFT AFU AGB AGL AH AHRS AHRU AIL ALT ALTM ALTN AMP ANN AOA AP APC APP ARM ARINC A/S ASAP ASD ASI ASTR ASYM ATC

Anti-- icing Advisory System Abnormal Alternating Current Airborne Communication Addressing and Reporting System AC Bus Tie Contactor AC Bus Tie Relay Accumulator AC Emer Bus Transfer Contactor Alternating Current Wild Frequency Air Data Computer Automatic Direction Finder Attitude Director Indicator Air Data System Automatic Display Unit Auto Erection Automatic Flight Control System Auto Feathering Rear Part Auto Feather Unit Accessory Gear Box Above Ground Level Ampere-- Hours Attitude and Heading Reference System Attitude and Heading Reference Unit Aileron Altitude Altimeter Alternate Ampere Annunciator Angle of Attack Auto-- Pilot Active Phase Control Approach Armed Aeronautical Radio Incorporated Antiskid As Soon As Possible Accelerate Stop Distance Air Speed Indicator AC Standby Bus Transfer Relay Asymmetry Air Traffic Control

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STANDARD NOMENCLATURE AA

R

ATE ATPCS ATT ATTND AUTO AUX AVAIL AZ BARO BAT BC BITE BPCU BPU BRG BRK B-- RNAV BRT BSC BTC BTR BXR CAB CAC CAP CAPT CAT C/B CCAS CCW CD CDI CFC CG CHAN CHC CHG CIS C/L CL CL CLA CLB

Automatic Test Equipment Automatic Take off Power Control System Attitude Attendant Automatic Auxiliary Available Azimuth Barometric Battery Back Course Built in Test Equipment Bus Power Control Unit Battery Protection Unit Bearing Brake Basic Area Navigation Bright Battery Start Contactor Bus Tie Contactor Bus Tie Relay Battery Transfer Relay Cabin Crew Alerting Computer Crew Alerting Panel Captain Category Circuit Breaker Centralized Crew Alerting System Counter clockwise Coefficient of Drag Course Deviation Indicator Constant Frequency Contactor Center of Gravity Channel Charge Contactor Charge Commonwealth of Independent States Check List Condition Lever Coefficient of Lift Condition Lever Angle Climb

001 SEP13

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CLR CM CMPTR COM COMPT CONFIG CONT CORRECT CPL CRC CRS CRT CRZ CTL CVR CW DADC DADS DC DEC DELTA P DEV DFDR DFZ 600 DGR DH DIFF DISCH R DIM DIST DME DN DSPL EADI EBCC EBTC ECU EEC EFIS EGHR EHSI EHV ELEC

Clear Crew Member Computer Communication Compartment Configuration Continuous Correction Auto Pilot Coupling Continuous Repetitive Chime Course Cathodic Ray Tube Cruise Control Cockpit Voice Recorder Clockwise Digital Air Data Computer Digital Air Data System Direct Current Declination, Decrease Differential Pressure Deviation Digital Flight Data Recorder Flight Control Computer Degraded Decision Height Differential Discharge Dimming Distance Distance Measuring Equipment Down Display Electronic Attitude Director Indicator Emergency Battery Charge Contactor Emer Bus Transfer contactor Electronic Control Unit Engine Electronic control Electronic Flight Instrument System External Ground Handling Relay Electronic Horizontal Situation Indicator Electro Hydraulic Valve Electrical

001 SEP 13

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STANDARD NOMENCLATURE AA

ELV EMER ENG EPC EQPT ESS ET ETOPS EXT EXC F FAIL FCOC FD FDAU FDEP FEATH, FTR FF FGC FGS FI FLT R FMA R FMS F/O FOS FQI FT FTO FU FWD GA GAL GC GCU GEN GI GMT GND GNSS GPS GPU (E)GPWS GRD G/S

Elevation Emergency Engine External Power Contactor Equipment Essential Elapsed Time Extended Twin Operations Exterior, External External Power/Service Bus Contactor Farenheit Failed, Failure Fuel Cooled Oil Cooler Flight Director Flight Data Acquisition Unit Flight Data Entry Panel Feathered, Feathering Fuel Flow Flight Guidance Computer Flight Guidance System Flight Idle Flight Flight Mode Annunciators Flight Management System First Officer Flight Operations Software Fuel Quantity Indication Foot, Feet Final Take Off Fuel Used Forward Go Around Galley Generator Contactor Generator Control Unit Generator Ground Idle Greenwitch Mean Time Ground Global Navigation Satellite System Global Positioning System Ground Power Unit (Enhanced) Ground Proximity Warning System Ground Glide Slope

001 SEP 13

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STANDARD NOMENCLATURE AA

GSPD GXS HBV HD HDG HDLG (HDL) HEBTC HF HI HLD HMBTC HMU HOBV HP HSI HTG R HU HYD IAF IAS IDT IGN ILS IMU IN INC IND IN/HG INHI INOP INS INST INT INU INV IRS ISOL ISV ITT KHZ KT LAT LAV

Ground Speed ACW Generator/Service Bus Contactor Handling Bleed Valve Head Down Heading Handling Hot Emer Battery Transfer Contactor High Frequency High Hold Hot Main Battery Transfer Contactor Hydromechanical Unit Handling Overboard Valve High Pressure Horizontal Situation Indicator Heating Head Up Hydraulic Initial Approach Fix Indicated Air Speed Ident Ignition Instrument Landing System Initial Measurement Unit Inertial Navigation Increase Indicator Inches of Mercury Inhibit Inoperative Inertial Navigation System Instrument Interphone Inertial Navigation Unit Inverter Inertial Reference System Isolation Isolation Shut-off Valve Inter Turbine Temperature Kilo-Hertz Knot Lateral Lavatory

001 JUL 00

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LB LBA LDG L/G LH LIM LNAV LO LOC LO-- PR LP R LRU LT LVL

Pound Lowest Blade Angle Landing Landing Gear Left Hand Limitation Lateral Navigation Low Localizer Low Pressure Low Pressure Line Repleceable Unit Light Level

MAC MAN MAP MAX MB MBCC MBTC MC MCDU R MCT MEA MECH MFC MFCU MGT MHZ MIC MIN MISC MKR MLS MLW MM MMO MOD MSG MSN MTOW MW MZFW

Mean Aerodynamic Chord Manual Ground Mapping Maximum Millibar Main Battery Charge Contactor Main Bus Transfer Contactor Master Caution Multifunction Control Display Unit Maximum Continous Thrust Minimum En route Altitude Mechanic Multi Function Computer Mechanical Fuel Control Unit Management Megahertz Microphone Minimum Miscellaneous Marker Microwave Landing System Maximum Landing Weight Millimeter Maximum Operating Mach Modification Messages Manufacturer Serial Number Maximum Take off Weight Master Warning Maximum Zero Fuel Weight

NAC

Nacelle

P6

001 SEP 13

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NAV NDB NDB (GPS) NEG NH NIL NL NM NORM NP NPU N/W NWS OAT OBS OT OUTB OVBD OVERTEMP R OVHP OVHT OVRD OXY PA PB PCU PEC PF PFTS PIU PL PLA PNF PNL POS P-- RNAV PRESS PRIM PRKG PROC PROP PRV PSEU PSI PSU PSV PT PT (TCAS)

Navigation Non Directional Beacon Navigation Data Base Negative High Pressure Spool Rotation Speed Nothing, No Object Low Pressure Spool Rotation Speed Nautical Mile Normal Propeller Rotation Speed Navigation Processor Unit Nose Wheel Nose Wheel Steering Outside Air Temperature Omni Bearing Selector Other traffic Outboard Overboard Overtemperature OverHead Panel Overheat Override Oxygen Passenger Address Push Button Propeller Control Unit Propeller Electronic Control Pilot Flying Power Feeder Thermal Sensor Propeller Interface Unit Power Lever Power Lever Angle Pilot Non Flying Panel Position Precision Area Navigation Pressurization, Pressure Primary Parking Procedure Propeller Pressure Regulating Valve Proximity Switch Electronic Unit Pound per Square Inch Pax Service Unit Propeller Servo Valve Point Proximity traffic

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001 SEP 13

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PTT PTW PVM PWM PWR QAR QT QTY RA (TCAS) RA RAD/ALT RAD/INT RAIM RCAU RCDR RCL RCU RECIRC REV RGA RGB RH RLY RMI RNP RPM RQD RTO R RTOW RUD SAT SB SBTC SBY SC SCU SDTC SEL SGL SGU SID SMK SMKG S/O (SO) SOV SPD SPLR

Push To Talk, Push To Test Pitch Thumb Wheel Propeller Valve Module Pulse Width Modulation Power Quick Access Recorder Quart Quantity Resolution Advisory Radio Altitude Radio Altitude Radio/Interphone Receiver Autonomous Integrity Monitoring Remote Control Audio Unit Recorder Recall Releasable Centering Unit Recirculation Reverse Reserve Go-- Around Reduction Gear Box Right Hand Relay Radio Magnetic Indicator Required Navigation Performance Revolution Per Minute Required Reserve Take-- Off Regulatory Take-- Off Weight Rudder Static Air Temperature Service Bulletin Stand By bus Transfer Contactor Stand By Single Chime, Starter Contactor Signal Conditioning Unit Static Inverter Override Transfer Contactor Selector Single Symbol Generator Unit Standard Instrument Departure Smoke Smoking Shut Off Shut Off Valve Speed Spoiler

001 OCT 08

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SPLY SSR STAB R STAR STBY STR STRG SVCE SW SYNPHR SYS TA (TCAS) TAD TAS TAT TAWS TBD TCF TCS TEMP TGT TK TLU TM T/O (TO) TOD TOR R TOW TQ TRU TTG UBC U/F UHF UNCPL UNDV UNLK UTLY

Supply Service Bus Select Relay Stabilizer Standard Terminal Arrival Routes Stand By Service Bus Transfer Relay Steering Service Switch Synchrophaser System TRAFFIC Advisory Terrain Awareness Display True Air Speed Total Air Temperature Terrain Awareness Waring System To be Determined Terrain Clearance Floor Touch Control Steering Temperature Target Tank Travel Limiting Unit Torque Motor Take off Take-- Off Distance Take-- Off Run Take Off Weight Torque Transformer Rectifier Unit Time To Go Utility Bus Contactor Underfloor Ultra High Frequency Uncouple Undervoltage Unlock Utility

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001 SEP 13

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001 SEP 13

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VC VENT VERT VHF VMCA VMCG VMCL VMO VNAV

R WX

Calibrated Airspeed Ventilation Vertical Very High Frequency Minimum Control Speed in flight Minimum Contorl Speed on ground Minimum Conrol Speed during landing approach Maximum Operating Speed Vertical Navigation

Weather Mode

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0.60.00 P1

001 JUL 99

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0.60.00 P2

001 JUL 99

1.00.00

AIRCRAFT GENERAL P1 CONTENTS

001 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) DESCRIPTION LOCKING SYSTEM DESCRIPTION CALL PANEL CONTROL PANEL LOCKING SYSTEM ON/OFF CONTROL ELECTRICAL SUPPLY / SYSTEM MONITORING VIDEO CABIN SURVEILLANCE (if installed)

25.1 25.2 25.3 25.4 25.5 25.6 25.7 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

1.00.20

AIRCRAFT GENERAL P 2A COCKPIT

001 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.

1.00.20

AIRCRAFT GENERAL P4

001 SEP 04

COCKPIT PHILOSOPHY 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) OUT (RELEASED)

ON, AUTO, NORM OFF, MAN, ALTN, SHUT

COLOR

INDICATION

No light illuminated except flow bars BLUE

GREEN WHITE AMBER RED

Normal basic operation Temporarily required system in normal operation Back up or alternate system selected Selection other than normal basic operation Caution indication Warning indication

AIRCRAFT GENERAL

1.00.25 P1

COCKPIT DOOR SECURITY SYSTEM

200 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)

AIRCRAFT GENERAL

1.00.25 P2

COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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

4

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. 1

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.

CALL push-button switch : It is used to sound the buzzer in the cockpit for at least 2 seconds 3

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)

AIRCRAFT GENERAL

1.00.25 P3

COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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)

AIRCRAFT GENERAL

1.00.25 P4

COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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 EQUIPMENT Cockpit Door Locking System

Cockpit Door Fault light

R Mod : 5377 + (5434 or 8330 or 8333)

DC BUS SUPPLY (C/B) DC BUS 2

ESS BUS 2 (on central pedestrial cockpit door control panel)

1.00.25

AIRCRAFT GENERAL P5 VIDEO CABIN SURVEILLANCE 25.7 - VIDEO CABIN SURVEILLANCE

NOT APPLICABLE

Mod : 5377 + (5434 or 8330 or 8333)

200 OCT 09

AIRCRAFT GENERAL

1.00.30 P1

DOORS AA

160 SEP 03

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. Opened position is forward. Door operation can be performed manually from inside or outside of the airplane (refer to 1.07.30). INTERNAL DOOR A forward opening hinged door separates the forward cargo compartment and the passenger compartment. A latch operated by a knob on the cabin side and a safety key from the cargo side is provided. In case of emergency it can be forced opened in either direction. R Except when a Cockpit Door Security System is installed (see in this case 1.00.25), smoke doors separate the forward cargo compartment from the cockpit. Four safety pins are provided (two on each side) in order to remove the doors in case of emergency. Mod : 4019

Model : 102Ć202Ć212Ć212 A

JUN 97

HDL

R

Model : 102-202-212-212 A

JUN 97

R

Model : 102-202-212-212 A

JUN 97

R

Model : 102-202-212-212 A

JUN 97

R

Model : 102-202-212-212 A

JUN 97

R

or 212 A

JUN 97

R

Model : 102-202-212-212 A

AIRCRAFT GENERAL

1.00.40 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

AIRCRAFT GENERAL

1.00.40 P8

LIGHTING

050 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. LAT PASS sw Monitor lateral passengers lighting. CEILING LT SW Monitor the passengers ceiling lighting. ENTRANCE sw Monitor entrance lighting. CARGO sw Monitor cargo lighting. READING LT sw When depressed passenger reading lights are operational. VENT sw (when installed) When depressed, passenger ventilation fan operates. EMER LT sw Controls emergency exit light and evacuation path marking causing emergency lights to illuminate (overriding crew switching). DIM LT sw Associated light, when selected, are dimmed.

3

4

5

6

7

8

9

10

Mod : 3795

SEP 03

R

(on lateral panel)

MFC

1.01.10 P5

155

GENERAL SYSTEM

ENGINE BLEEDS

LIGHT

FUNCTION LIGHT TEST BLEED 1 SHUT-OFF VALVE BLEED 1 HP VALVE BLEED 1 "FAULT" IND BLEED 2 SHUT-OFF VALVE BLEED 2 HP VALVE BLEED 2 "FAULT" IND CROSS-FEED VALVE

JUN 97

1A

F F F

ATCPS ARM LIGHT ENGINE 1 UPTRIM

ATPCS

PROP 1 A/FEATH INHIBITION ON GROUND OF ENG 1 ELECTRICAL FEATH PUMP ACTIVATION BY CL 1 ENGINE 2 UPTRIM

F F F

MODULE 1B 2A

F F

F F F F

PROP 2 A/FEATH INHIBITION ON GROUND OF ENG 2 ELECTRICAL FEATH PUMP ACTIVATION BY CL 2 BRAKING RELEASING

PROP BRAKE

ENGINE

IDLE GATE

F

PROP BRAKE UNLK IND AUTOMATIC DC AUX PUMP CUT OFF AFTER PROP BRAKE LOCKING FAULT START 2 ILLUMINATION WHEN PROP BRAKE ENGAGED AND GUST LOCK NOT ENGAGED PROP BRK ILLUMINATION ON CAP WHEN GUST LOCK IS RELEASED AND PROP BRAKE STILL ENGAGED DC AUX PUMP INHIBITION OF LOCAL "OIL LOW PRESS" ALERT DURING ENGINE 1 SHUT-DOWN INHIBITION OF LOCAL "OIL LOW PRESS" ALERT DURING ENGINE 2 SHUT-DOWN HIGH FLIGHT IDLE IDLE GATE CTL

Mod : 4169 + (4237 or 4238)

F F F

F F F

F F F

F F F

F F

F F F F

F F

F F

F

F F

IDLE GATE AMBER ALERT

ENGINE START START IND LIGHTS

F

2B

F

F

F F F

F

MFC

1.01.10 P6

080

GENERAL

JUN 97

AA

SYSTEM

FUNCTION

CENTRAL PANEL

ENGINE 1 DE (OR ANTI) ICING FAULT ENGINE 2 DE (OR ANTI) ICING FAULT AIRFRAME DE-ICING (BOOTS A)

F F

MODULE 1B 2A

F F F

AIRFRAME DE-ICING (BOOTS B) AIRFRAME DE-ICING FAULT

F F

F F

F

F

LEFT SIDE WINDOW ANTI-ICING PWR SPLY RIGHT SIDE WINDOW ANTI-ICING PWR SPLY LEFT SIDE WINDOW ANTI-ICING FAULT DETECTION RIGHT SIDE WINDOW ANTI-ICING FAULT DETECTION AAS (IND)

F

F

F

F

LANDING GEAR CONTROL

F F F

MODES AUTO. SEL. PROP 1 ANTI-ICING PROP 2 ANTI-ICING PROP 1 ANTI-ICING FAULT PROP 2 ANTI-ICING FAULT

PRIMARY RED UNLK IND

BRAKE OVERTEMP ALERT (L/H) BRAKE OVERTEMP ALERT (R/H) BRAKE OVERTEMP TEST WEIGHT ON WHEELS (SYSTEM 1)

F F

2B

F F

F F

F

F

F

F

F

F

F F

F

F F F F

WEIGHT ON WHEELS (SYSTEM 2) NOSE WHEEL STEERING

Mod : 4050

F

ENGINE 2 DE (OR ANTI) ICING

PRIMARY DOWNLOCK IND OVERHEAD SECONDARY RED UNLK IND PANEL SECONDARY DOWNLOCK IND LDG GEAR NOT DOWN" WARNING

LANDING

GEAR

WINDOWS

PROPELLERS

AIRFRAME

ICE AND RAIN PROTECTION

ENGINES

ENGINE 1 DE (OR ANTI) ICING

1A

F

F

F F

1.01.10

MFC P7

500 APR 08

GENERAL AA

1A

MODULE 1B 2A

RED “FLAPS UNLK” WARNING

F

F

AMBER “FLAP ASYM” ALERT IN FLIGHT INHIBITION OF FLAPS UNLK TEST (MAINTENANCE)

F

ASYM TEST (MAINTENANCE)

F

SYSTEM

FUNCTION

2B

F F

F F

F

STICK PUSHER STALL WARNING

FLIGHT CONTROL

FLAPS

EXTENSION AND ASYM PROTECTION RETRACTION AND ASYM PROTECTION

STICK PUSHER INHIBITION STICK PUSHER/SHAKER FAULT IND

F F

STALL WARNING STICK SHAKER

F F F F F

F

PITCH TRIM

F

F

WHOOLER

TLU RUDDER TRIM

STICK PUSHER TEST

F

RELEASABLE CENTERING UNIT AUTO DISCONNECT DURING YAW TRIM ACTION OR YAW DAMPER ENGAGEMENT

F

F

TRAVEL LIMITATION UNIT AUTOMATIC CONTROL INDICATION

F

F

BLUE HYDRAULIC PUMP (CTL)

F

HYDRAULIC

PITCH TRIM ASYM WARNING

GREEN PUMP LO PR INDICATION AURAL ALERTS MASTER WARNING AND MASTER CAUTION

CCAS

AMBER ALERTS ON CAP RED “CONFIG” “ENG OIL” “PROP BRK” ALERTS ON CAP RED “FLAPS UNLK” ALERT ON CAP

F

F F F F F

F F F F

F F

F F

F F F

Model : 212A

1.01.10

MFC P8

500

GENERAL

SEP 13

AA

SYSTEM

MODEL

FUNCTION

PACK 1 PACK 1 FAULT IND

1A

MODULE 1B 2A

F F F F F F F F

PACK 2 PACK 2 FAULT IND

AIR

ALL

R

GND TURBO FAN 1

F

GND TURBO FAN 2 OUTFLOW VALVE AUTO OPENING AFTER LANDING

F

F F

OVBD VALVE PWR RLY CTL

F

OVBD VALVE FAULT IND

F F F F

X VALVE UNDER FLOOR VALVE PWR RLY CTL EXTRACT FAN EXTRACT FAN SHUT DOWN RLY COMMAND

F

CARGO DOOR UNLK IND CARGO DOOR CTL DOORS

102 or 202 or 212

F F

EMER HATCH UNLK IND FWD COMPT DOOR UNLK IND CARGO DOOR CTL PANEL

2B

F 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.

1

Recording of these failures is performed by the MFC 1A module. "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

1.01.10

MFC P 11 GENERAL

001 SEP 06

AA

R

For Reading of MFC Maintenance Memory, see AMM JIC 314800 PRO 10000

1.01.10

MFC P 12 GENERAL AA

R

LEFT INTENTIONALLY BLANK

001 SEP 06

1.01.10

MFC P 13 GENERAL AA

R

LEFT INTENTIONALLY BLANK

001 SEP 06

1.01.10

MFC P 14 GENERAL AA

R

LEFT INTENTIONALLY BLANK

001 SEP 06

1.01.10

MFC P 15 GENERAL AA

R

LEFT INTENTIONALLY BLANK

001 SEP 06

1.01.10

MFC P 16 GENERAL AA

LEFT INTENTIONALLY BLANK

001 SEP 13

OCT 08

R

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

Flaps 0° Flaps 15° Flaps 30°

180 kt 145 kt

R Mod : 4373 or 8167

VLE

VMO

180 kt

250 kt

1.02.10

CCAS P8

500 APR 08

GENERAL 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 SHAKER ACTIVATION FLAPS 0°

R

FLAPS 15°

STICK PUSHER ACTIVATION

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°

Model : 212A

1.02.10

CCAS P9

500 APR 08

GENERAL

Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall threshold as follows : AIRCRAFT CRITICAL ANGLE OF ATTACK ALERT and STICK SHAKER ACTIVATION FLAPS 0°

FLAPS 15°

TAKE OFF

8.0°

8.4°

EN ROUTE

8.0°

8.4°

STICK PUSHER ACTIVATION

FLAPS 30°

7.7°

FLAPS 0°

FLAPS 15°

10.6°

10.9°

10.6°

10.9°

FLAPS 30°

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

1.02.10

CCAS P 12 GENERAL

200 SEP 06

AA

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

R

Model : 102-- 202-- 212-- 212A

1.02.10

CCAS P 13 GENERAL

200 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 S Monitor : - STICK PUSHER lights OFF R - C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in. R

R

R

R R

- STICK PUSHER SHAKER - TEST 1 : S Stall cricket and left stick shaker are activated S After 5 seconds : - GPWS FAULT illuminates amber on CAP * - MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber - STICK PUSHER SHAKER - TEST 2 : S Stall cricket and right stick shaker are activated S After 5 seconds : - GPWS FAULT illuminates amber on CAP * - MC, FLT CTL on CAP and stick pusher FAULT pb illuminate amber - STICK PUSHER SHAKER - TEST 3 : S CHAN 1, CHAN 2 illuminate S Stall cricket and both stick shakers are activated S After 5 seconds, GPWS FAULT illuminates amber on CAP * * only when Enhanced GPWS not installed Note : If ICING AOA is illuminated : - YES procedure is the same. - Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate - Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate - Test 3 procedure is the same except that stick pusher is activated in the same time as shakers.

 “CHAN” lights

Illuminate green to check the two angle of attack channels for correct operation.

Model : 102-- 202-- 212-- 212A

CCAS

1.02.10 P 14

GENERAL

200 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

GENERAL

080 JUN 97

AA

ROFA–01–03–10–003–A080AA

SCHEMATIC

Mod. : 3973 or 4371 or 4457

AIR

1.03.20 P1

PNEUMATIC SYSTEM 20.1 DESCRIPTION

070 DEC 97

(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

PNEUMATIC SYSTEM

150 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

PNEUMATIC SYSTEM

100 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

PNEUMATIC SYSTEM

100 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).

 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).

à 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

060 JUL 00

R

ROFA–01–03–20–007–A060AA

T LOOP

Mod : 3973 or 4371 or 4457

T LOOP

1.03.30

AIR P1 AIR CONDITIONING

200 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

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

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

1.03.40

AIR P8 PRESSURIZATION

R

001 SEP 06

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 2 3

AFCS advisory display, control box and computer (cockpit and electronic rack). Yaw and pitch servo actuators. Roll servo actuator.

AFCS

1.04.10 P9

GENERAL

070 JUN 97

AA

10.3 ELECTRICAL SUPPLY/MFC LOGIC ELECTRICAL SUPPLY DC BUS SUPPLY (C/B)

AC BUS SUPPLY (C/B)

DC EMER BUS (on overhead panel CMPTR)

- Nil -

DC STBY BUS (on overhead panel ADU)

- Nil -

Servo controls

DC STBY BUS (on overhead panel SERVO)

- Nil -

AP OFF lights + AP DISC circuit

DC ESS BUS (on overhead panel WARN)

- Nil -

EQUIPMENT AP/FD computer + YD DISC circuit + control box + GUIDANCE" indication (*) ADU

(*) if installed MFC LOGIC See chapter 1.01.

Mod. : 4366

AFCS

1.04.20 P2

AUTO PILOT/YAW DAMPER

050 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

1.05.00

COMMUNICATIONS P1

030

CONTENTS

SEP 02

AA

1.05.00

CONTENTS

1.05.10

GENERAL

10.1

DESCRIPTION

10.2

CONTROLS

10.3

ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING

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

COMMUNICATIONS

1.05.10 P2

GENERAL

020 JUL 00

AA

VHF COMMUNICATION SYSTEM

ROFA-01-05-10-02-020

Two systems are provided. Each system has its own transceiver to provide communications on more than 2000 channels from 118.000 to 136.975 MHz with 8.33 KHz spacing, and is controlled by a VHF control box with dual channel selection.

In case of audio control panel loss, two AUDIO SEL pbs allow to select one VHF on each side.

Mod : 4928 or 5007

COMMUNICATIONS

1.05.10 P3

GENERAL

070 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

COMMUNICATIONS

1.05.10 P5

020

GENERAL

JUL 00

ROFA-01-05-10-005-020

AA

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  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. à 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)

COMMUNICATIONS

1.05.10 P6

GENERAL

020 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)

1.05.10

COMMUNICATIONS P7 GENERAL

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

OCT 08

R R

RAD PTT SW on NOSE WHEEL STEERING CONTROL HANDWHEEL

COMMUNICATIONS

1.05.10 P9

GENERAL AA

070 JUL 99

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

1.05.10

COMMUNICATIONS P 10 GENERAL

050 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 : ELT96A / ELT97A

R

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

COMMUNICATIONS

1.05.10 P 11

GENERAL AA

LEFT INTENTIONALLY BLANK

001 JUL 98

COMMUNICATIONS

1.05.10 P 16

GENERAL AA

LEFT INTENTIONALLY BLANK

001 JUN 97

1.05.20

COMMUNICATIONS P1

R

TCAS

350 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.

R Mod : 3074 or 3625 or 8259 or 5146 or 3832 or 5103 or 6135

1.05.20

COMMUNICATIONS P2 TCAS

200 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

R R

R

TCAS test function - The TCAS should be tested by pressing the “TEST” button during cockpit preparation. - Use of the self-- test function in flight will inhibit TCAS operation for up to 20 seconds depending upon the number of targets being tracked. - During the self test, mode S ATC transponder will not transmit.

Mod : 0043 + (3074 or 3113 or 3625 or 8259 or 3832 or 5146 or 5103 or 6135)

1.05.20

COMMUNICATIONS P3 TCAS

350 NOV 11

AA

DEFINITIONS

A

B

C

D

E

F

G

H

I

R

Advisory A message given to the pilot containing information relevant to collision avoidance. Corrective resolution advisory : A resolution advisory that advises the pilot to deviate from current vertical speed, e.g., CLIMB when the aircraft is levelled. Intruder A target that has satisfied the TCAS threat detection logic and thus requires a traffic advisory. 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. 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. Proximate traffic : Nearby aircraft within ±1200 ft and 6NM which are neither an RA nor a TA. Resolution advisory (RA) : Aural and visual information provided to the flight crew to avoid a potential collision. Threat : A target that has satisfied the threat detection logic and thus requires a resolution advisory. 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.

Mod : 3074 or 3625 or 8259 or 5146 or 5103 or 6135

1.05.20

COMMUNICATIONS P4 TCAS

450 SEP 13

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

B

C

D

E

F

G

H

I

“CLIMB, CLIMB” : (Climb at the rate depicted by the green (fly to) arc on the TCAS VSI). ”DESCEND, DESCEND” : (Descend at the rate depicted by the green (fly to) arc.) ”MONITOR VERTICAL SPEED” : Initial preventive RAs (adjust vertical speed to a value within the illuminated green arc). ”MAINTAIN VERTICAL SPEED, MAINTAIN” : (No crossing maintain rate RAs (corrective)). ”MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN” : (Altitude crossing, maintain rate RAs (corrective)). ”CLEAR OF CONFLICT” : (Range is increasing, and separation is adequate, return to assigned clearance). ”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. ”LEVEL OFF, LEVEL OFF” : (Adjust vertical speed to a value within the illuminated green arc) ”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.

Mod : (3074 or 3113 or 3625) + (5103 or 5146 or 8259 or 6135) + (6754 or 6690)

1.05.20

COMMUNICATIONS P5 TCAS

350 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

B

C

D

“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. ”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. ”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. ”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

R

Mod : 3074 or 3113 or 3625 or 8259 or 5146 or 5103 or 6135

1.05.20

COMMUNICATIONS P6

350

TCAS

NOV 11

AA

TCAS OPERATING CHARACTERISTICS S NON ICING CONDITIONS of inhibition CONFIGURATION FLAPS 0_ FLAPS 15_ TO FLAPS 15_ Approach FLAPS 30_

RA CLIMB

RA INCREASE CLIMB

AUTHORIZED AUTHORIZED AUTHORIZED AUTHORIZED

AUTHORIZED INHIBITED AUTHORIZED INHIBITED

S ICING CONDITIONS of inhibition CONFIGURATION FLAPS 0_ Z < 20 000 ft Z > 20 000 ft FLAPS 15_ TO FLAPS 15_ Approach FLAPS 30_

RA CLIMB

RA INCREASE CLIMB

AUTHORIZED INHIBITED AUTHORIZED AUTHORIZED INHIBITED

INHIBITED INHIBITED INHIBITED 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

DC POWER

220 JUL 99

AA

R

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 engine driven generator 2 supplies the DC BUS 2, * The BTC is open. D If one engine driven generator fails (p. 21/22) * The BTC closes (BTC green flow bar illuminates), * The entire electrical network is supplied by the remaining engine driven generator. D If both engine driven generators fail (p. 23/24) * DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the TRU, if selected ON. * DC EMER BUS is supplied from the emergency battery or from the TRU, if selected ON. D If both engine driven generators fail and TRU is inoperative (p. 25/26) * When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this bus may be recovered by selecting OVERRIDE pb.

Mod : 1603

Model : 102-202-212-212 A

100 SEP 10

green

Mod: 3795

ELECTRICAL SYSTEM

1.06.20 P 15/16

DC POWER

Mod : 1603

220 JUN 97

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

1.06.30

ELECTRICAL SYSTEM P1 AC CONSTANT FREQUENCY

020 SEP 13

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.

R

Note : Two AC electrical networks are supplied by the inverters : 115 VAC and 26 VAC. Only one is shown on the schematics. Mod : 1603

1.06.30

ELECTRICAL SYSTEM P2 AC CONSTANT FREQUENCY

001 SEP 13

AA

R

DISTRIBUTION (115 and 26 V) INV 1 normally supplies : - AC BUS 1 - AC STBY BUS INV 2 normally supplies : - 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

ELECTRICAL SYSTEM

1.06.60 P1

DISTRIBUTION EQUIPMENT LIST AA

070 JUN 97

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 PROTECTION

-

31

INDICATING/REĆ CORDING

- MFC 1B (Primary)

33

LIGHTS

- GENERAL ILLUMINATION : LEFT LATERAL RAMP (1 FLUORESCENT LIGHT OUT OF 2) - CAPT LTS : DOME, CHARTHOLDER, CONSOLE, READING - F/O DOME (Normal) - STORM - F/O PANELS - NAVIGATION (BackĆup of DC SVCE BUS) - ANNUNCIATOR LT TEST - BEACON (BackĆup of DC SVCE BUS)

Mod. : 4366

CAPT STATIC PORTS STBY STATIC PORTS LH SIDE WINDOW ANTI ICING RH WINDSHIELD HTG IND

ELECTRICAL SYSTEM

1.06.60 P2

DISTRIBUTION EQUIPMENT LIST

170 JUN 97

AA

ATA SYSTEM 34 NAVIGATION

-

FUNCTION 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

-

79

OIL

- PRESS, TEMP IND 1

Mod. : (3973 or 4371 or 4457) + 4366

FUEL FLOW, FUEL USED IND 1 FUEL TEMP IND 1 FUEL CLOG IND 1 EEC 1 GROUND IDLE SOLENOID SPLY

ELECTRICAL SYSTEM

1.06.60 P3

170

DISTRIBUTION EQUIPMENT LIST

JUN 97

AA

DC BUS 2 ATA SYSTEM 21 AIR CONDITIONING

FUNCTION - 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 PROTECTION

-

31

INDICATING/REĆ CORDING

- F/O CLOCK

LANDING GEAR

- WOW 2 CTL - Secondary IND

32

Mod. : 4116 + 4366

DE ICE VALVES 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

- MFC 2B (Primary)

ELECTRICAL SYSTEM

1.06.60 P4

DISTRIBUTION EQUIPMENT LIST

070 JUN 97

AA

ATA SYSTEM 33 LIGHTS

FUNCTION - 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

36

PNEUMATIC

- HP VALVE 2

52

DOORS

- ALERTS

61

PROPELLERS

- OVSPD TEST ENG 2 - AFU 2 (Normal)

73

ENGINE FUEL and CTL

-

79

OIL

- Press, Temp IND 2

Mod. : 4366

* - 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

FUEL FLOW, FUEL USED IND 2 FUEL TEMP IND 2 FUEL CLOG IND 2 EEC 2 (Normal) IDLE GATE FAIL IND

ELECTRICAL SYSTEM

1.06.60 P5

DISTRIBUTION EQUIPMENT LIST

070 JUN 97

AA

HOT EMER BAT BUS ATA SYSTEM 24 ELECTRICAL POWER

FUNCTION - 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 CORDING

- MFC 1 MOD A (Auxiliary) (BackĆup of DC ESS BUS)

34

NAVIGATION

- STBY HORIZON BackĆup - ADC 1 (BackĆup) - ADC 2 (BackĆup)

Mod. : 4366

ELECTRICAL SYSTEM

1.06.60 P6

DISTRIBUTION EQUIPMENT LIST

250 SEP 04

AA

HOT MAIN BAT BUS ATA SYSTEM 24 ELECTRICAL POWER

-

R

FUNCTION 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) ENG FIRE EXTINGUISHING CTL and IND (Back-up of DC EMER BUS) DC AUX HYD PUMP GND SPLY, CTL and IND (Back-up of DC BUS 2) MFC 2A (Auxiliary) (Back-up of DC EMER BUS)

26

FIRE DETECTION

-

29

HYDRAULIC POWER

-

31

INDICATING/ RECORDING

-

33

LIGHTS

- ENTRANCE

61

PROPELLERS

- A/F AUX PUMPS PWR

Mod : 3552

Model : 102-202-212-212 A

ELECTRICAL SYSTEM

1.06.60 P7

DISTRIBUTION EQUIPMENT LIST AA

390 JUL 00

DC EMER BUS ATA SYSTEM 21 AIR CONDITIONING

22

AUTOĆFLIGHT

23

COMMUNICATIONS

24

ELECTRICAL POWER

26

FIRE DETECTION

27

FLIGHT CONTROLS

28

FUEL

29

HYDRAULIC POWER

30

ICE and RAIN PROTECTION

R Mod. : 4366 + (4373 or 8167)

FUNCTION - OVERBOARD and UNDERFLOOR VALVES CTL and IND and AIR COOLING HIGH FLOW IND - PRESSURE IND and EXCESS ALTITUDE IND - PNEUMATIC OUTFLOW VALVES - AP/FD COMPUTER and GUIDANCE IND (when installed) - VHF - F/O COCKPIT AMPLIFIER - RCAU - 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) - ENG FIRE EXTINGUISHING CTL and IND (NorĆ mal) - FIRE HANDLE IND ENG 1 and 2 - FIRE DETECTION ENG 1 and 2 - PITCH TRIM NORMAL COMMAND - RUDDER TRIM - AILERON TRIM - AILERON LOCKING IND - LP VALVES 1 and 2 and IND (BackĆup of DC BUS 1 - DC BUS 2) - BLUE PUMP CTL and IND - GREEN PUMP IND - AAS IND and ALERTS - 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 Model : 102Ć202Ć212Ć212A

1.06.60

ELECTRICAL SYSTEM P8 DISTRIBUTION EQUIPMENT LIST

570 APR 08

AA

ATA SYSTEM 31 INDICATING/RECORDING

FUNCTION - CAPT CLOCK - FDAU ON GROUND - MFC 1B (Auxiliary) (Back-up of DC BUS 1) - MFC 2A (Primary) - MFC 2B (Auxiliary) (Back-up of DC BUS 2)

32

LANDING GEAR

- ANTISKID OUTBOARD - NOSE WHEEL STEERING - WOW 1 CTL

33

LIGHTS

-

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

-

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

CAPT PANELS PYLON STBY COMPASS LAVATORY (EMERGENCY) F/O DOME (Back-up of DC BUS 1)

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.

Model : 212A

ELECTRICAL SYSTEM

1.06.60 P9

DISTRIBUTION EQUIPMENT LIST

350 JUL 00

AA

DC ESS BUS ATA SYSTEM 21 AIR CONDITIONING

-

22

AUTOFLIGHT

23

COMMUNICATIONS

24

ELECTRICAL POWER

26

FIRE DETECTION

-

27

FLIGHT CONTROLS

28

FUEL

-

R Mod. : (3529 or 3530) + (4373 or 8167)

-

FUNCTION 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 AP OFF IND AP DISC BY QUICK DISCONNECT 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 2 DC (BackĆup) GCU 1 and 2 ACW (Back-up) BPCU ACW (Back-up) DC SVCE and UTLY BUSSES 1 and 2 CTL MAIN BAT CHG IND INV 2 FAULT IND AC 2 and STBY BUSSES CTL (BUSSES REMAIN SUPPLIED BY INV 1)

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 CLUTCH REENGAGEMENT SYSTEM AILERON LOCKING CTL FQI and 2 CROSS FEED VALVE STARTING PUMP 1 and 2 and MOTIVE FLOW VALVES 1 and 2

Model : 102-202-212-212A

160 JUN 97

R Mod : (3973 or 4371 or 4457) + 4116

ELECTRICAL SYSTEM

1.06.60 P 11

DISTRIBUTION EQUIPMENT LIST

070 JUN 97

AA

DC STBY BUS ATA SYSTEM 22 AUTO FLIGHT

FUNCTION - AP/FD SERVOS - ADU

27

FLIGHT CONTROLS

- FLAPS CTL

29

HYDRAULIC POWER

- PRESS TRIPLE IND - INTERCONNECTING VALVE

32

LANDING GEAR

-

33

LIGHTS

- EMERGENCY

34

NAVIGATION

Mod. : 4366

* -

PRIMARY IND LANDING GEAR CTL (HYDRAULIC VALVE) ANTISKID INOP and BRAKE OVTEMP IND R and L INBOARD and OUTBOARD BRAKES TEMP XMITTERS

VOR/ILS/MKR 1 SGU 1 CAPT EADI RMI F/O ADF 1 OMEGA CAPT EHSI

SEP 04

R

Model : 102-202-212-212 A

1.06.60

ELECTRICAL SYSTEM P 22 DISTRIBUTION EQUIPMENT LIST

020 SEP 06

AA

115 ACW BUS 1

R

ATA SYSTEM 29 HYDRAULIC

FUNCTION - BLUE PUMP PWR

30

ICE AND RAIN PROTECTION

-

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

CAPT PITOT CAPT ALPHA CAPT TAT STBY PITOT (normal)

1.06.60

ELECTRICAL SYSTEM P 23 DISTRIBUTION EQUIPMENT LIST

001 SEP 06

AA

115 ACW BUS 2

R

ATA SYSTEM 29 HYDRAULIC

FUNCTION - GREEN PUMP PWR

30

ICE AND RAIN PROTECTION

-

F/O PITOT 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

EMERGENCY EQUIPMENT

1.07.20 P1

OXYGEN SYSTEM

050 JUL 99

AA

20.1 DESCRIPTION

(See schematic p 7/8)

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 cew for a duration of 120 mn at demand flow (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). R - In case of smoke or noxious gas emission, with the dilution control in the 100 % position, oxygen is provided to 3 cockpit crewr for a duration of 15 minutes at demand flow. CABIN ATTENDANT PORTABLE UNITS R

- two 120 l (4.25 cu ft) portable oxygen bottles are stowed under the cabin attendant 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. PASSENGERS The main system provides passenger protection through a PAX SUPPLY valve. It controls flow to oxygen masks installed under the hat racks.

R

Oxygen system capability allows to supply 25 % of the passengers with a continuous diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and 10 000 ft) in addition to the cockpit crew 120 minutes consumption.

Mod : 4411

1.07.20

EMERGENCY EQUIPMENT P2 OXYGEN SYSTEM

001 SEP 10

AA

20.2 CONTROLS OXYGEN PANEL

1

HP ind. Oxygen bottle pressure is displayed in PSI X 1000.

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 pb ON :

R

pb released

:

(pb pressed in) Passengers supply valve is open. ON illuminates blue. Passengers supply valve is closed.

EMERGENCY EQUIPMENT

1.07.20 P 7/8

OXYGEN SYSTEM

001 SEP 04

AA

20.4 SCHEMATICS

R (number depends on configuration)

EMERGENCY EQUIPMENT

1.07.30 P1

EMERGENCY EVACUATION

370 SEP 03

AA

EMERGENCY EVACUATION IN CASE OF DITCHING

R

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

EMERGENCY EQUIPMENT

1.07.30 P2

EMERGENCY EVACUATION

370 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

GENERAL

001 JUL 99

AA

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

Forward cargo and after cargo are each equipped with one optical smoke detector. Ambient transmittance is monitored by reflection measurement. Toilets are equipped wih one photoelectric smoke detector. In case of smoke detection, SMOKE" signal is sent to CCAS through the MFC. 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.

JUN 97

R

Model : 102-202-212-212 A

FIRE PROTECTION

1.08.10 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.

5

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.

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 - CCAS is activated, ENG FIRE red light illuminates on CAP.

R 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.

JUN 97

R

Model : 102-202-212-212 A

FIRE PROTECTION

1.08.10 P6

GENERAL AA

LEFT INTENTIONALLY BLANK

001 JUN 97

JUN 97

R

Model : 102-202-212-212 A

FLIGHT CONTROLS

1.09.00 P1

060

CONTENTS AA

1.09.00

CONTENTS

1.09.10

GENERAL

1.09.20 20.1 20.2 20.3

ROLL DESCRIPTION CONTROLS ELECTRICAL SUPPLY

1.09.30 30.1 30.2 30.3 30.4 30.5

PITCH DESCRIPTION CONTROLS ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING LATERAL MAINTENANCE PANEL SCHEMATIC

1.09.40 40.1 40.2 40.3 40.4

YAW DESCRIPTION CONTROLS ELECTRICAL SUPPLY/MFC LOGIC SCHEMATIC

1.09.50 50.1 50.2 50.3 50.4 50.5

FLAPS DESCRIPTION CONTROLS ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING LATERAL MAINTENANCE PANEL SCHEMATIC

1.09.60 60.1 60.2 60.3

GUST LOCK DESCRIPTION CONTROLS ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING

R Mod. : 4373 or 8167

JUL 00

FLIGHT CONTROLS

1.09.10 P1

GENERAL

060 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

FLIGHT CONTROLS

1.09.20 P1

ROLL

060 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

FLIGHT CONTROLS

1.09.60 P1

GUST LOCK

060 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

FLIGHT CONTROLS

1.09.60 P2

GUST LOCK

060 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

FLIGHT CONTROLS

1.09.60 P3

060

GUST LOCK

JUL 00

AA

60.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT

DC BUS SUPPLY (C/B)

Aileron lock ind.

DC EMER BUS (on lateral panel AIL TRIM & AIL LOCK WARN)

Aileron lock CTL

DC ESS BUS (on lateral panel GUST LOCK AIL)

MFC LOGIC See chapter 1.01. SYSTEM MONITORING The following conditions are monitored by visual and aural alerts. - Disagree between Aileron locking actuators and gust lock control (Temporized alert 8 sec). . "MC" flashing amber . "FLT CTL" amber light illuminates on CAP . "AIL LOCK" amber light illuminates on the pedestal . Aural alert is single chime (SC) R

R R R R R R

- Aileron locking actuators not fully retracted and PL on TO position . "MW" flashing red . "CONFIG" red light illuminates on CAP . "FLT CTL"amber light illuminates on CAP . Aural alert is Continuous Repetitive Chime (CRC) - Disagree between Aileron locking actuators and gust lock control during the T.O. CONFIG TEST. . "MW" flashing red . "CONFIG" red light illuminates on CAP . "FLT CTL"amber light illuminates on CAP . Aural alert is Continuous Repetitive Chime (CRC)

R Mod : 4373 or 8167

FLIGHT INSTRUMENTS

1.10.10 P1

AIR DATA SYSTEM

030 SEP 02

AA

10.1 DESCRIPTION

(See schematic p 13/14)

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.

R Mod : 3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259

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

230

8

10

FLIGHT INSTRUMENTS

1.10.10 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. Altitude pointer One revolution of pointer represents 1000 ft altitude change. 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 :

3

4

FL (ft)

NORM/NORM (ft)

NORM/STBY (ft)

R

0

55

70

R

5.000

60

150

R

10.000

70

200

R

20.000

100

260

R

25.000

120

300

R R

1.10.10

FLIGHT INSTRUMENTS P6

030

AIR DATA SYSTEM

SEP 02

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

FLIGHT INSTRUMENTS

1.10.10 P7

AIR DATA SYSTEM

030 SEP 02

AA

9

10

11

12

13

14

15

R

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. 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 Relative vertical speed indicator - Arow to the top : intruder climbing - Arrow to the bottom : intruder descending 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. Resolution advisory flag - Appears only if the indicator is not able to display RA's or vertical speed. 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. TA ONLY" indication - This flag appears if the TCAS is in TA ONLY" mode.

Mod : 3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259

FLIGHT INSTRUMENTS

1.10.10 P 10

AIR DATA SYSTEM

Mod : 3973 or 4371 or 4457

050 JUN 97

FLIGHT INSTRUMENTS

1.10.10 P 11/12

070

AIR DATA SYSTEM

JUN 97

AA

10.3 ELECTRICAL SUPPLY/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT ADC 1/ADC 2

DC BUS SUPPLY (C/B) HOT EMER BAT BUS (BackĆup on overhead panel ADC 1/2 HOT) DC EMER BUS (primary on overhead panel ADC 1/2 EMER)

AC BUS SUPPLY (C/B)

- Nil -

CAPT airspeed ind. and vertical speed ind. TAS/Temperature ind.

- Nil -

26 VAC STBY BUS (on overhead panel ASI VSI ALTM)

CAPT altimeter + recording FDAU

- Nil -

26 VAC STBY BUS (on overhead panel ALTM)

F/O airspeed ind. and vertical speed ind.

- Nil -

26 VAC BUS 2 (on overhead panel ASI VSI)

F/O altimeter

- Nil -

26 VAC BUS 2 (on overhead panel ALTM)

DC BUS 1 (on overhead panel STBY ALTM)

- Nil -

Standby altimeter vibrator

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

R

Mod : 3074 or 3113 or 3625 or 3832 or 5103 or 5146 or 8259

FLIGHT INSTRUMENTS

1.10.20 P1

ATTITUDE HEADING REFERENCE SYSTEM

001 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

FLIGHT INSTRUMENTS

1.10.20 P2

ATTITUDE HEADING REFERENCE SYSTEM

001 DEC 96

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).

FLIGHT INSTRUMENTS

1.10.20 P3

ATTITUDE HEADING REFERENCE SYSTEM

001 DEC 96

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.

FLIGHT INSTRUMENTS

1.10.20 P4

ATTITUDE HEADING REFERENCE SYSTEM

LEFT INTENTIONALLY BLANK

001 DEC 96

FLIGHT INSTRUMENTS

1.10.20 P5

ATTITUDE HEADING REFERENCE SYSTEM

001 DEC 96

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.

FLIGHT INSTRUMENTS

1.10.20 P6

001 DEC 96

ATTITUDE HEADING REFERENCE SYSTEM

20.3 ELECTRICAL SUPPLY/SYSTEM MONITORING ELECTRICAL SUPPLY DC BUS SUPPLY (C/B)

AC BUS SUPPLY (C/B)

DC EMER BUS (on overhead panel NORM)

- Nil -

DC BUS 2 (on overhead panel AUX)

- Nil -

DC BUS 2 (on overhead panel NORM)

- Nil -

AHRS 2 aux power supply in flight

DC BUS 1 (on overhead panel FLT)

- Nil -

AHRS 2 aux power supply on ground

DC EMER BUS (on overhead panel GND)

- Nil -

CAPT RMI

DC BUS 2 (on overhead panel 28 VDC)

26 VAC BUS 2 (on overhead panel 26 VAC)

F/O RMI

DC STBY BUS (on overhead panel 28 VDC)

26 VAC BUS (on overhead panel 26 VAC)

Standby horizon power supply

DC ESS BUS (on overhead panel NORM STBY HORIZON)

- Nil -

Standby horizon aux power supply

HOT EMER BAT BUS (on overhead panel AUX STBY HORIZON)

- Nil -

EQUIPMENT AHRS 1 power supply AHRS 1 aux power supply AHRS 2 power supply

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

1.10.30

FLIGHT INSTRUMENTS P 10 EFIS AA

100 SEP 06

EFIS CONTROL PANEL (ECP)

1

2

3

4

5

6

7

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. 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. 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 : . 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. HSI/DIM/WX/DIM knobs - Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness. Automatic setting is also performed when ambient brighness changes. - Inner knob (WX DIM) is used to select ON/OFF weather radar traces, and to set average brightness in relation to other traces. 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. 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. Refer to 1.15.60.

Mod : 5243 or (5506 + (4885 or 5020 or 5176))

FLIGHT INSTRUMENTS

1.10.30 P 15/16

070

EFIS

JUN 97

AA

30.3 ELECTRICAL SUPPLY EQUIPMENT

DC BUS SUPPLY (C/B)

SGU 1 Power supply ALT switching indication

AC BUS SUPPLY (C/B) - Nil -

DC STBY BUS (on overhead panel EFIS SG 1)

CAPT EADI

DC STBY BUS (on overhead panel EADI)

- Nil -

CAPT EHSI

DC STBY BUS (on overhead panel EHSI)

- Nil -

- Nil -

26 VAC STBY BUS (on overhead panel RMI)

SGU 1 NAV Reference CRS1/HDG panel RMI 2 SGU 2 power supply ALT switching indication

- Nil DC BUS 2 (on overhead panel EFIS SG 2)

F/O EADI

DC BUS 2 (on overhead panel EADI)

- Nil -

F/O EHSI

DC BUS 2 (on overhead panel EHSI)

- Nil -

SGU 2 NAV Reference ALT/CRS 2 panel CRS1/HDG panel (HDG 2 reference) RMI 1

Mod. : 4366

- Nil -

26 VAC BUS 2 (on overhead panel RMI)

040 APR 15

Mod : 5236

DEC 14

R Mod : 1838 or 3130 or 5236

040 APR 15

Mod : 5236

DEC 14

R Mod : 1838 or 3130 or 5236

FLIGHT INSTRUMENTS

1.10.50 P1

FLIGHT RECORDERS

001 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

R

All crew communications transmitted through the RCAU are recorded. In addition, a CVR microphone, located below the overhead panel, acquires cockpit conversation and aural alerts for recording. Cabin crew announcements are also recorded. Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the parking break is set. DFDR Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts them into digital data. The 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.

FLIGHT INSTRUMENTS

1.10.50 P2

FLIGHT RECORDERS

070 JUL 00

AA

50.2 CONTROLS FLIGHT DATA ENTRY PANEL (FDEP)

1 2

3

R R R

Events pb When momentarily depressed, the tape records are marked to identify a special event. STATUS FDAU light Illuminates amber when the FDAU is failed. STATUS SYST light Illuminates amber when : - the DFDR is failed, or - the DFDR or QAR (if installed) electrical power is lost, or - QAR (if installed) 80% full.

Mod : 3645

1.10.50

FLIGHT INSTRUMENTS P4 FLIGHT RECORDERS AA

RECORD PANEL

R Mod : 3240 or 3552

050 NOV 11

1.11.10

FUEL SYSTEM P3 GENERAL

001 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.

R

In normal operation, the electrical pump is only used to start the engine. After start, jet pump takes over automatically. 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).

1.11.10

FUEL SYSTEM P5 GENERAL

550 APR 08

AA

10.2 CONTROLS FUEL PANEL

1

2

3

4

5

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. 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. 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. 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. TANK FUEL TEMP. IND. (cf description p7) Model : 212A

FUEL SYSTEM

1.11.10 P6

GENERAL

050 JUL 98

AA

FUEL QTY PANEL

1

2

3

FUEL QTY indications Fuel quantity in each tank is displayed in kg. 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. 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.

1

R

2

3

A fuel flow/fuel used ind. is provided for each engine. FF indication The mass fuel flow to the engine is indicated by a pointer on a scale graduated in kg/h X 100 FU counter On the digital read out, fuel used is indicated in kg. This value is computed by integration of the fuel flow parameter. 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

1.11.10

FUEL SYSTEM P7

060

GENERAL AA

SEP 04

X FEED ADVISORY LIGHT

Illuminates blue on memo panel when the crossfeed valve is selected open. TANK FUEL TEMPERATURE INDICATOR

R

A temperature measuring device is installed in the left feeder compartment. 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

SEP 15

1.11.10

FUEL SYSTEM P 11/12 GENERAL

500 APR 08

AA

Model : 212A

1.11.10

FUEL SYSTEM P 13/14 GENERAL

500 APR 08

AA

10.5 SCHEMATIC

Model : 212A

HYDRAULIC SYSTEM

1.12.10 P3

GENERAL

001 DEC 97

AA

10.2 CONTROLS HYD PWR PANEL

1

2

3

R 4

5

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). 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. 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 circuits are connected. ON lt illuminates white. OVHT lt The lt illuminates amber and the CCAS is activated when pump case drain line overheat is detected (T > 121° C/250° F) 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

1.13.20

ICE AND RAIN PROTECTION P1 ANTI ICING ADVISORY SYSTEM

001 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

R R

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 - Switching the deicing and anti icing systems OFF when leaving the icing conditions. - 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 :

R

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.

ICE AND RAIN PROTECTION

1.13.20 P3

ANTI ICING ADVISORY SYSTEM

180 JUL 00

AA

20.2 CONTROLS ICE DETECTOR PANEL

1

R R R R 2

3

ICE DET INDICATION LIGHT ICING illuminates steady amber when ice accretion is detected, provided both horns anti icing and airframe de icing are selected ON. ICING flashes amber when ice accretion is detected and horns anti icing and/or airframe de icing are not selected ON. FAULT illuminates amber when a system failure is detected (detector fault, loss of power supply). 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 - 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 Flashes

Blue on memo panel when the airframe deicing system is selected ON. 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

ICE AND RAIN PROTECTION

1.13.30 P2

ENGINE AND WING PROTECTION

001 JUL 01

AA

TIME SEQUENCE DIAGRAM NORMAL MODE (PILOTED BY MFC)

R R

BEGINNING OF THE FOLLOWING SEQUENCE AT : - 60 sec (FAST MODE (SAT > -20_C) -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.

1.13.30

ICE AND RAIN PROTECTION P3 ENGINE AND WING PROTECTION

080 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

2

- Air temperature upstream of the de-- ice valves exceeds 230°C. The alert is inhibited when pb is released. 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 but a downstream pressure is detected.

Mod. : 4050

ICE AND RAIN PROTECTION

1.13.30 P4

ENGINE AND WING PROTECTION

080 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 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

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

ICE AND RAIN PROTECTION

1.13.30 P 4A

ENGINE AND WING PROTECTION

080 JUL 01

AA

6

R R

MODE SEL AUTO pb Pb released Normal operation (automatic operating mode). The DE-ICING MODE SEL pb 4 is inoperative. The cycle selection is provided ADC1, MFC1B, ADC2 and MFC2B 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

ICE AND RAIN PROTECTION

1.13.30 P 7/8

ENGINE AND WING PROTECTION

080 JUL 01

AA

SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - 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

1.13.40

ICE AND RAIN PROTECTION P1 PROPELLER ANTI ICING

500 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

1.13.40

ICE AND RAIN PROTECTION P2 PROPELLER ANTI ICING

550 APR 08

AA

40.2 CONTROLS PROPELLER ANTI ICING PANEL

1

PROP pb Controls the respective propeller heating elements. ON

2

(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. 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

ICE AND RAIN PROTECTION

1.13.40 P 2A

PROPELLER ANTI ICING

080 JUL 01

AA 3

R R R R

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. The cycle selection is provided by ADC 1, MFC 1B, ADC 2 and MFC 2B FAULT

Illuminates amber and the CCAS is activated when MFC (1B or 2B) 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

ICE AND RAIN PROTECTION

1.13.40 P3

080

PROPELLER ANTI ICING

JUL 01

AA

40.3 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING ELECTRICAL SUPPLY DC BUS SUPPLY (C/B)

AC BUS SUPPLY (C/B)

Propeller 1 anti-icing PWR

- Nil -

AC wild BUS 1 (on lateral panel PROP1 ANTI ICING PWR SPLY

Propeller 2 anti-icing PWR

- Nil -

AC wild BUS 2 (on lateral panel PROP2 ANTI ICING PWR SPLY

EQUIPMENT

Prop anti-icing CTL and Ind

DC EMER BUS (on lateral panel PROP CTL and IND)

Note : Propeller anti icing is inhibited when Np is below 63%. MFC LOGIC See chapter 1.01.

R

SYSTEM MONITORING The following conditions are monitored by visual and aural alerts : - One or more blade heating unit (s) inoperative. • See PROP ANTI-ICING FAULT procedure in chapter 2.05.09. - MFC 1B or 2B and/or ADC failure, discrepancy between outputs. • See MODE SEL AUTO FAULT procedure in chapter 2.05.09.

Mod. : 4050

ICE AND RAIN PROTECTION

1.13.70 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. 70.3 ELECTRICAL SUPPLY EQUIPMENT Captain wiper F/O wiper

DC BUS SUPPLY (C/B) DC ESS BUS (on lateral panel CAPT) DC BUS 2 (on lateral panel F/O)

LANDING GEAR

1.14.20 P3

LANDING GEAR

070 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

LANDING GEAR

1.14.20 P7

LATERAL MAINTENANCE PANEL

080 JUN 97

AA

20.4 LATERAL MAINTENANCE PANEL 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

1.14.40

LANDING GEAR P5 BRAKES ANTI SKID AA

R

001 SEP 06

NAVIGATION SYSTEM

1.15.00 P1

CONTENTS AA

1.15.00

CONTENTS

1.15.10 10.1 10.2 10.3

VOR/ILS/MKR/DME SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY

1.15.20 20.1 20.2 20.3

ADF SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY

1.15.30 30.1 30.2

RADIO ALTIMETER DESCRIPTION ELECTRICAL SUPPLY

1.15.40 40.1 40.2 40.3 40.4

GROUND PROXIMITY WARNING SYSTEM DESCRIPTION CONTROLS ELECTRICAL SUPPLY/SYSTEM MONITORING SCHEMATIC

1.15.50 50.1 50.2 50.3

WEATHER RADAR DESCRIPTION CONTROLS ELECTRICAL SUPPLY

1.15.60 60.1 60.2 60.3 60.4

GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) DESCRIPTION CONTROLS ELECTRICAL SUPPLY SCHEMATIC

1.15.65

OMEGA (if installed)

R Mod : 4654 or 4885 or 5020

090 JUL 99

NAVIGATION SYSTEM

1.15.20 P3

ADF SYSTEM

010 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.

20.3 ELECTRICAL SUPPLY

R

Mod : 0043

EQUIPMENT

DC BUS SUPPLY (C/B)

ADF 1

DC STBY BUS (on overhead panel ADF 1)

ADF 2 (if installed)

DC BUS 2 (on overhead panel ADF 2)

1.15.40

NAVIGATION SYSTEM P 1 GPWS

100 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

1.15.40

NAVIGATION SYSTEM P 2 GPWS

080 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

1.15.40

NAVIGATION SYSTEM P 2A GPWS

080 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

1.15.40

NAVIGATION SYSTEM P 3 GPWS AA

080 SEP 05

S FLAPS IN LANDING CONFIGURATION When the aircraft penetrates the envelope, the TERRAIN -TERRAIN" voice alert is generated and the red GPWS" warning lights illuminate.

MODE 3 - ALTITUDE LOSS AFTER TAKE-OFF When the aircraft penetrates the envelope, the DON'T SINK" voice alert is generated and the red GPWS" warning lights illuminate.

R Mod : 5313 or 5467

1.15.40

NAVIGATION SYSTEM P4 GPWS

080 OCT 09

AA

MODE 4 - UNSAFE TERRAIN CLEARANCE S GEAR UP

R

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 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

1.15.40

NAVIGATION SYSTEM P 4A GPWS

080 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

1.15.40

NAVIGATION SYSTEM P 5 GPWS AA

080 SEP 05

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 generated and the red GPWS" warning lights illuminate.

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

1.15.40

NAVIGATION SYSTEM P 6 GPWS

100 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

1.15.40

NAVIGATION SYSTEM P 6A GPWS

080 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

1.15.40

NAVIGATION SYSTEM P 6B GPWS

100 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

1.15.40

NAVIGATION SYSTEM P 6C GPWS

080 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

1.15.40

NAVIGATION SYSTEM P 7 GPWS

080 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 - GPWS red lights on both pilot panels turn on - 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 - GPWS red lights turn off - 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

1.15.40

NAVIGATION SYSTEM P 7A GPWS

080 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 configuration is inhibited to avoid nuisance warnings in case of landing R OVRD R with reduced flap setting. OFF all basic GPWS modes inhibited.

Mod : 5313 or 5467

1.15.40

NAVIGATION SYSTEM P 7B

080

GPWS

SEP 05

AA

GPWS Light

FAULT OFF

illuminates amber when some or all GPWS basic modes are lost. 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 TERR

illuminates blue when Weather Radar display is selected on EFIS. illuminates blue when Terrain display is selected on EFIS.

R Mod : 5313 or 5467

1.15.40

NAVIGATION SYSTEM P 8

080

GPWS

SEP 05

AA

40.3 ELECTRICAL SUPPLY/SYSTEM MONITORING ELECTRICAL SUPPLY EQUIPMENT

R

EGPWS computer GPWS-G/S alert GPWS light TERR pb

DC BUS SUPPLY (C/B)

DC BUS 1 (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

NAVIGATION SYSTEM

1.15.40 P 9/10

GPWS AA

40.4 SCHEMATIC

R Mod : 5313 or 5467

080 SEP 05

NAVIGATION SYSTEM

1.15.50 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

NAVIGATION SYSTEM

1.15.50 P2

WEATHER RADAR

010 JUL 00

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 : TST position :

Mod : 5016

(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. (TEST displayed on the EFIS) displays a test pattern to verify the system.

NAVIGATION SYSTEM

1.15.50 P3

WEATHER RADAR

010 JUL 00

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

NAVIGATION SYSTEM

1.15.50 P4

WEATHER RADAR

010 JUL 00

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

NAVIGATION SYSTEM

1.15.50 P5

WEATHER RADAR AA

LEFT INTENTIONALLY BLANK

Mod : 5016

010 JUL 00

NAVIGATION SYSTEM

1.15.50 P6

010

WEATHER RADAR

SEP 03

AA

50.3 ELECTRICAL SUPPLY

Mod : 5016

EQUIPMENT

DC BUS SUPPLY (C/B)

AC BUS SUPPLY (C/B)

Weather radar

DC BUS 1

26 VAC STBY BUS

(on overhead panel 28 VDC)

(on overhead panel 26 VAC)

1.15.60

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

GNSS

P1

130 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...) - 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 : 5176 + (4839 or 4656)

1.15.60

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

GNSS

P2

190 SEP 06

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, interfaced to the unique instrumentation (no dual GNSS).

Mod : (4885 or 5020 or 5176) + 5506

1.15.60

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

GNSS

P3

190 SEP 06

AA

EFIS CONTROL PANEL

1

2

3

4

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. V/L pb Action on this pushbutton causes selection of the VOR/LOC mode. RNV pb Action on this pushbutton causes selection of the GNSS mode. Refer to 1.10.30.

Mod : (4885 or 5020 or 5176) + 5506

NAVIGATION SYSTEM

1.15.60

GLOBAL NAVIGATION SATELLITE SYSTEM

P4

110

GNSS

JUL 00

AA

EHSI - MAP DISPLAY

V

<

1 2 3

15

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. Distance counter Indicates the distance computed by GNSS to the next waypoint. Waypoints G

next waypoint (magenta)

G

other waypoint (white)

f indicates an airport indicates a VOR

Mod : 5176

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

1.15.60 P5

GNSS

110 JUL 00

AA

4

5

6

7

8

9

Ground speed indicator Indicates the ground speed calculated by the GNSS. 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. Wind indicator An arrow and a figure indicates the direction and the velocity (in kt) of the wind. 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. WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. 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. OFS (cyan) Indicates that a parallel offset has been activated. RADAR status

13 14 15

Vertical deviation Scale and Index

Mod : 5176

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

1.15.60 P6

GNSS

110 JUL 00

AA

EHSI - ARC DISPLAY

V

1

2 3 4

NAV source annunciation Identifies the source which supplies the EHSI. This information is blue when only one crew member uses GPS. It becomes amber when both Capt and F/O use GPS as navigation source. Distance counter Indicates the distance computed by GPS to the next waypoint. Ground speed indicator Indicates the ground speed calculated by the GPS. Desired track indication

5

Lateral deviation to the track

6

WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. TO/FROM annunciator

7 8

RADAR status

9

APP/OFS APP illuminates cyan when in approach phase. OFS illuminates cyan when an offset has been activated.

Mod : 5176

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

1.15.60 P7

GNSS

110 JUL 00

AA

EHSI - FULL MODE

V

1

2 3 4

NAV source annunciation Identifies the source which supplies the EHSI. This information is blue when only one crew member uses GPS. It becomes amber when both Capt and F/O use GPS as navigation source. Distance counter Indicates the distance computed by GPS to the next waypoint. Ground speed indicator Indicates the ground speed calculated by the GPS. Desired track indication

5

Lateral deviation to the track

6

WPT/DGR alerting WPT illuminates amber when approaching a waypoint DGR illuminates amber when the UNABLE RNP" message is displayed on the MCDU. TO/FROM annunciator

7 8

RADAR status

9

APP/OFS APP illuminates cyan when in approach phase. OFS illuminates cyan when an offset has been activated.

Mod : 5176

1.15.60

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

P8

210

GNSS

OCT 08

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: DEFAULT RNP (NM) Unable RNP Time to Alarm (s) PHASE OF FLIGHT OCEANIC 12 80 EN ROUTE

2

80

TERMINAL

1

60

APPROACH

0.3

10

- 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 : 5176 + 5768

NAVIGATION SYSTEM

1.15.60

GLOBAL NAVIGATION SATELLITE SYSTEM

P9

GNSS

270 JUL 00

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. 60.3 ELECTRICAL SUPPLY

Mod : 1603 + 5176

EQUIPMENT

DC BUS SUPPLY

GNSS

DC STBY BUS (on overhead panel GPS)

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

GNSS AA

LEFT INTENTIONALLY BLANK

R Mod : 4654 or 4885 or 5020 or 5176

1.15.60 P 10

090 JUL 00

NAVIGATION SYSTEM GLOBAL NAVIGATION SATELLITE SYSTEM

GNSS AA

60.4 SCHEMATIC

Mod : (4654 or 4885 or 5020 or 5176) + (4839 or 4656)

1.15.60 P 11/12

110 JUL 01

OCT 08

R 1.16.45

BOOST FUNCTION (If installed) - PW127M ONLY

1.16.10

POWER PLANT P1 GENERAL

550 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 Rotation 100 % Np Weight:

: 3.93 m (12.9 ft) : clockwise (looking forward) : 1200 RPM : 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

1.16.20

POWER PLANT P2 SYSTEMS DESCRIPTION

550 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

SYSTEMS DESCRIPTION

001 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.

1.16.20

POWER PLANT P4 SYSTEMS DESCRIPTION

550 APR 08

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

1.16.20

POWER PLANT P5 SYSTEMS DESCRIPTION

550 APR 08

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

1.16.20

POWER PLANT P6 SYSTEMS DESCRIPTION

550 APR 08

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

1.16.20

POWER PLANT P 7/8 SYSTEMS DESCRIPTION

550 APR 08

AA

CROSS SECTION

20.6 SCHEMATICS

EXTERNAL VIEW (RIGHT)

EXTERNAL VIEW (LEFT)

R

Model : 212A

POWER PLANT

1.16.20 P 9/10

SYSTEMS DESCRIPTIONS

001 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

1.16.20

POWER PLANT P 11/12 SYSTEMS DESCRIPTION

550 APR 08

AA

PROPELLER REGULATION SCHEMATIC

R

Model : 212A

1.16.30

POWER PLANT P1

550 APR 08

SYSTEMS OPERATING

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) PWR MGT selector BLEED position

EEC

Power Control + Np min

POWER LEVER

HMU

NH

PVM

Blade angle governing + reverse

PVM

Np max + Feathering

HMU

Engine shutdown (HP Fuel shutdown valve)

PWR MGT Selector POWER LEVER (PL) CONDITION LEVER (CL)

R

PEC

Model : 212A

1.16.30

POWER PLANT P2 SYSTEMS OPERATING

550 APR 08

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

1.16.30

POWER PLANT P3 SYSTEMS OPERATING

550 APR 08

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

SYSTEMS OPERATING

070 JUL 98

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

1.16.30

POWER PLANT P5 SYSTEMS OPERATING

550 APR 08

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

1.16.30

POWER PLANT P6 SYSTEMS OPERATING

550 APR 08

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

1.16.30

POWER PLANT P8 SYSTEMS OPERATING

500 APR 08

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

1.16.30

POWER PLANT P9 SYSTEMS OPERATING

001 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

1.16.30

POWER PLANT P 10 SYSTEMS OPERATING

550 APR 08

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

1.16.40

POWER PLANT P1

550 APR 08

CONTROLS 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 Both PL above 49° Both torques above 46% Aircraft on ground PWR MGT selector TO ATPCS pb ON Both PL above 49° Both torques above 46% Aircraft in flight R

uptrim and auto feathering functions armed auto feathering function armed Model : 212A

1.16.40

POWER PLANT P2

500 APR 08

CONTROLS AA

TRIGGERING CONDITIONS One torque below 18% SEQUENCE AFTER TRIGGER Time ATPCS ARMED ON GROUND

Trigger 2.15 s B B uptrim is triggered and bleed autofeather is activated 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

t "

B ARMED IN FLIGHT

autofeather is activated on the 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

1.16.40

POWER PLANT P3 CONTROLS

500 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

1.16.40

POWER PLANT P4 CONTROLS

550 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

1.16.40

POWER PLANT P6 CONTROLS

550 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

1.16.40

POWER PLANT P7 CONTROLS

500 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 Actual torque is displayed. 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 Actual torque is displayed. 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 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%. R

Model : 212A

1.16.40

POWER PLANT P8 CONTROLS

500 APR 08

NP IND

R

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 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%.

Model : 212A

POWER PLANT

1.16.40 P9

CONTROLS

001 JUL 98

AA

ITT IND

1

R

2

3

4

Digital counter Actual ITT (T6) is displayed. 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) Alert lt Illuminates amber and the CCAS is activated when ITT > 800°C or 715°C in hotel mode. 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.

1.16.40

POWER PLANT P 10 CONTROLS

500 APR 08

NH/NL IND

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

1

2

3

R

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 OIL LOW PRESS It Illuminates red when OIL PRESS indication drops below 40 PSI. A separate pressure switch activates the CCAS at 40 PSI. 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 Model : 212A

POWER PLANT

1.16.40 P 12

CONTROLS

001 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. 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.

R

1.16.40

POWER PLANT P 13 CONTROLS

400 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 START

2

R

Enables engine cranking. Ignition is inhibited. 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. 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. Model : 212A

1.16.40

POWER PLANT P 15 CONTROLS

550 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

1.16.45

POWER PLANT P1 BOOST FUNCTION AA

Not applicable.

001 OCT 08

1.16.50

POWER PLANT P1 LATERAL MAINTENANCE PANEL

550 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

2

Used to select EEC or PEC depending on appropriate maintenance test on Engine TRIM switches or LRU (line replaceable unit) code failures. Engine TRIM test and LRU switches

3

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. BUS ARINC switches

Bus arinc function is tested.

R

Model : 212A

1.16.50

POWER PLANT P2

550 APR 08

LATERAL MAINTENANCE PANEL 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

1.16.60

POWER PLANT ELECTRICAL SUPPLY/

P3

550 APR 08

MFC LOGIC/SYSTEM MONITORING

EQUIPMENT Propeller brake Feather pump test

DC BUS SUPPLY (C/B) DC ESS BUS (on lateral panel PWR SUPPLY CTL IND) DC SVCE BUS (on lateral panel FEATH PUMP TEST)

PEC 1 + 2 (NORMAL) associated PVM and PIU

DC EMER BUS (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)

2.01.00

LIMITATIONS P 1 CONTENTS AA

2.01.00 2.01.01 2.01.02 2.01.03 2.01.04 2.01.05 2.01.06 2.01.07 2.01.08 R 2.01.09 2.01.10

C0NTENTS GENERAL WEIGHT AND LOADING AIRSPEED AND OPERATIONAL PARAMETERS POWER PLANT SYSTEMS TCAS (if installed) GPS (if installed) CABIN LIGHTING TAWS (if installed) COCKPIT DOOR SECURITY SYSTEM (if installed)

001 OCT 08

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

R

as limited by emergency exits configuration. Other limitations such as that given by the emergency evacuation demonstration must be respected.

Model : 102-202-212-212A

LIMITATIONS

2.01.02 P1

700

WEIGHT AND LOADING

SEP 05

AA

DESIGN WEIGHT LIMITATIONS MAXIMUM WEIGHT

KG

LB

TAXI

22 970

50 640

TAKE OFF

22 800

50 265

LANDING

22 350

49 273

ZERO FUEL

20 800

45 856

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).

Mod : 5555

Model : 212A

LIMITATIONS

2.01.03 P1

AIRSPEED AND OPERATIONAL PARAMETERS

001 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).

2.01.03

LIMITATIONS P2 AIRSPEED AND OPERATIONAL PARAMETERS AA

ROFA-- 02-- 01-- 03-- 002-- A500AA

STALL SPEEDS - VSR

R

Eng. : PW127F / PW127M

500 APR 08

2.01.03

LIMITATIONS P3 AIRSPEED AND OPERATIONAL PARAMETERS

500 APR 08

AA

V1 LIMITED BY VMCG

CAS (KT)

V1 LIMITED BY VMCG (FLAPS 15)

OUTSIDE AIR TEMPERATURE (DG.C)

R

Eng. : PW127F / PW127M

2.01.03

LIMITATIONS P4 AIRSPEED AND OPERATIONAL PARAMETERS

500 APR 08

AA

ROFA--02--01--03--004--A500AA

VMCA

CAS (KT)

VMCA (FLAPS 15)

VMCL

R

Flaps

VMCL (CAS)

30

98 kt

15

98 kt

Eng. : PW127F / PW127M

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

2.01.03

LIMITATIONS P6 AIRSPEED AND OPERATIONAL PARAMETERS

001 SEP 10

TAKE OFF AND LANDING (CONT’D) The maximum crosswind demonstrated is: - Take-- off: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt - Landing Flaps 30°: . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt Braking Action

TO

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

Maximum Crosswind (TO and LDG)

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

2.01.04

LIMITATIONS P1

OCT 08

POWER PLANT AA

500

ENGINES ENGINE PARAMETERS Operating limits with no unscheduled maintenance action required. Beyond these limits, refer to maintenance manual. POWER SETTING

TIME LIMIT

TQ (%)

ITT (°C)

NH (%)

NL (%)

NP (%)

OIL PRESS (PSI)

OIL TEMPERATURE (°C)

RESERVE TAKE OFF

10 mn (***)

100 (**)

800

103.2

104.2

101

55 to 65

0 to 125 (3)

TAKE OFF

5 mn

90 (**)

(*)

101.9

101.4

101

55 to 65

0 to125 (3)

MAXIMUM CONTINUOUS

NONE (***)

90.9 (**)

800

103.2

104.2

101

55 to 65

0 to 125 (3)

40 mini (****)

- 40 to 125 (3)

55 to 65

125 (3)

GROUND IDLE

66 mini

HOTEL (4) MODE STARTING

715 5s

950 (2)

OTHER TRANSIENT

- 54 min

800

106 (*****)

5s 20 s(1) (2) 20 mn

120 120

840

106.4

106.8

108

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. - MCT rating is the max power certified for continuous use. In-- flight emergencies R are the only conditions for which MCT use is authorized. R (****) 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

2.01.04

LIMITATIONS P2 POWER PLANT

500 OCT 08

AA

Note : Operation up to 106.3% torque is time unlimited when NP is below 94%

R

Model. : 212A

2.01.04

LIMITATIONS P3 POWER PLANT

500 OCT 08

AA

ITT LIMITS

R

Model. : 212A

2.01.04

LIMITATIONS P4 POWER PLANT

500 OCT 08

AA

(1) - Determine and correct cause of overtorque. - Record in engine log book for maintenance. (2) - Determine and correct cause of overtemperature. - Record in engine log book for maintenance. (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

2.01.04

LIMITATIONS 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)

R

FUELS

FREEZING POINT (°C)

Starting

Operation

MAXIMUM FUEL TEMP (°C)

JET A JET A1 RT, TS1 JP 5

- 40 - 47 - 60 - 46

- 34 - 34 - 34 - 26

- 38 - 48 - 60 - 33

+ 57 + 57 + 57 + 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.

2.01.04

LIMITATIONS P6 POWER PLANT 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

001 SEP 06

2.01.05

LIMITATIONS P1

030

SYSTEMS

APR 15

AA

AIR - PRESSURIZATION MAXIMUM DIFFERENTIAL PRESSURE MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN SELECTION MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION

6.35 PSI - 0.5 PSI 0.35 PSI 1 PSI 20 000 ft

ELECTRICAL SYSTEM SOURCE DC GEN

INV

ACW GEN

TRU

MAX LOAD 400 A 600 A 800 A 500 VA 575 VA 750 VA 20 KVA 30 KVA 40 KVA 60 A 90 A

TIME LIMIT NONE 2 mn 8s NONE 30 mn 5 mn NONE 5 mn 5s NONE 5 mn

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. Mod : 1603

LIMITATIONS

2.01.05 P1

030

SYSTEMS AA

SEP 04

AIR - PRESSURIZATION MAXIMUM DIFFERENTIAL PRESSURE MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL OPEN SELECTION MAXIMUM ALTITUDE FOR ONE BLEED OFF OPERATION

6.35 PSI - 0.5 PSI 0.35 PSI 1 PSI 20 000 ft

ELECTRICAL SYSTEM SOURCE DC GEN INV ACW GEN TRU

MAX LOAD 400 A 600 A 800 A 500 VA 575 VA 750 VA 20 KVA 30 KVA 40 KVA 60 A 90 A

TIME LIMIT NONE 2 mn 8s NONE 30 mn 5 mn NONE 5 mn 5s NONE 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

SYSTEMS

100 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 25 % 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.

Mod : 4411

2.01.06

LIMITATIONS 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-R

TCAS operation is approved for use in Visual meteorological conditions (VMC) and 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-R

Evasive maneuvring must be made with the autopilot disengaged, and limited to the 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-R

For “PEC” fitted ATR 72’s: Prior to perform RA’s climb or increase climb, the crew must select the power MGT rotary selector to MCT.

R R

For “Non-- PEC” ATR 72’s: Prior to perform RA’s climb or increase climb, the crew 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.

2.01.06

LIMITATIONS P2 TCAS

050 NOV 11

AA

TCAS (CONT’D) 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. 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 R

NOTE:

R R

WARNING : If reaching stall warning, priority must be given to airspeed even if it requires deviating from the TCAS RA command.

In case of TCAS RA, the RA must be followed.

2.01.06

LIMITATIONS P3

050

TCAS

NOV 11

AA

TCAS (CONT’D) 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. FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION FLIGHT REGIME

WEIGHT ALTITUDE TEMP.

POWER

FLAPS

GEAR

Take off

FAR25/JAR25

Take off

15

Spin up to go around power during maneuver from power for level flight

AIRSPEED INITIAL

MIN.

Up

V2 + 20

1.13 VS1g

15

UP

1.51 VS1g

1.13 VS1g

Spin up to go around power during maneuver from power required for 3° Glide Slope

Transition from 30 to 15

DN to Up

VAPP +10

1.13 VS1g

Power for level flight increase to Max Continuous

Up

Up

Long Range Cruise

Higher of 1.13 VS1g if defined or buffet onset

Climb limit

Approach

FAR25/JAR25 Climb limit

Landing Transitioning to go around at RA

FAR25/JAR25

Enroute

Critical Wt/Alt

Climb limit

giving 1.3G to buffet onset

Temperature range up to ISA + 27° - Enroute - Take off - Approach and landing Wings Level Assumed Altitude range

0 0 0

25000 ft 6000 ft 7000 ft

2.01.06

LIMITATIONS P4 TCAS

050 NOV 11

AA

TCAS (CONT’D) 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. 8--

Inhibition schemes 8.1-- Non icing conditions CONFIGURATION

RA CLIMB

RA INCREASE CLIMB

FLAPS 0

AUTHORIZED

AUTHORIZED

FLAPS 15 TO

AUTHORIZED

INHIBITED

FLAPS 15 APPROACH

AUTHORIZED

AUTHORIZED

FLAPS 30

AUTHORIZED

INHIBITED

CONFIGURATION

RA CLIMB

RA INCREASE CLIMB

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

8.1-- Icing conditions

R NOTE :

Maneuvers based solely on information displayed on the traffic display are not authorized.

2.01.06

LIMITATIONS P5 TCAS

080 NOV 11

AA

TCAS (CONT’D) 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. 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

2.01.07

LIMITATIONS GLOBAL POSITIONING SYSTEM

P1

GPS

700 APR 08

AA

GPS 1 - GENERAL The Honeywell/Trimble GNSS HT1000 : - complies with TSO C 129 and TSO C115B, - is installed in compliance with, AC 20--130A and AC 20--138 for navigation use - is installed in compliance with FAA AC 20--129 for the advisory Baro--VNAV use - hasbeendemonstrated tomeet primarymeans of navigation inoceanic/remote areasin

accordance with FAA Notice 8110-- 60 or equivalent in dual HT1000 configuration. - hasbeen demonstratedto meet the En-- routecontinental B-- RNAVrequirements of JAA TGL no2,REV1 or equivalent in single or dual HT1000 configuration. - has been demonstrated to meet the P-- RNAV requirements of JAA TGL no10. - hasbeendemonstratedtomeettheRNAV(GNSS)non-- precisionapproachrequirement of AC 20-- 138 and RNPAPCH specificationboth insingle ordual HT1000configuration. 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 HT1000-- 060 software version or any later approved

version. - The approval of thesystem isbased onthe assumptionthat thenavigation databasehas been validated for intended use. - This system is approved in dual configuration for use for oceanic and remote operations as a primary navigation means. - In single HT1000 configuration, the system is approved for use for oceanic and remote operations when only one long range navigation system is required. - This system is approved for RNAV En-- route continental (B-- RNAV) and RNAV terminal area operations like RNAV SID/STAR (P-- RNAV). NOTE : This system is approved in any of the following configurations: AP coupling, FD only or raw data (HSI information).

.../...

Mod : 5768

2.01.07

LIMITATIONS GLOBAL POSITIONING SYSTEM GPS

P 1A

700 APR 08

AA

GPS (CONT’D) - This system is also approved as a supplemental navigation means for conventional En-- route continental operations, conventional terminal operations (SID/STAR) and conventional non-- precision approach (e.g. NDB, VOR/DME, LOC,...) provided : SApproved navigation equipments, other than GNSS, required for the route to be flown are installed and operational. SWhen the system is used to fly non-- precision approach not promulgated as RNAV (GNSS) approach or when procedure coordinates (SID/STAR, Approach) cannot be guaranteed as WGS84, raw data (conventional navigation information) are displayed to verify the correct RNAV (GNSS) guidance. - Both single and Dual HT1000 configurations are approved for RNAV (GNSS) non-- precision approach provided: SThe crew respects the published MDA (without VNAV credit) SThe published approach procedure is referenced to WGS84 coordinates or equivalent. SBefore starting the approach, crew checks that for dual configuration at least one GNSS is operating without DGR annunciation or for single configuration GNSS is operating without DGR annunciation. SAPP annunciation must be displayed in cyan on EHSI for final approach. NOTE : Pilots intending to conduct an RNP APCH procedure must fly the full leg starting from IAF otherwise the system will not switch to APP mode (RNP and EHSI scale will remain at 1NM) SRNAV (GNSS) non-- precision approaches are performed only if a non-- GNSS approach procedure is available at destination or at alternate destination. SRNAV (GNSS) non-- precision approaches must be aborted in case of DGR annunciation on EHSI and/or UNABLE RNP message on MCDU affecting the RNAV (GNSS) used for guidance. SApproved navigation equipments, other than RNAV(GNSS), required for the approach to be flown (at destination and at any required alternate airport) are installed and operational. NOTE : ILS, LOC, LOC BC, LDA, SDF and MLS approaches are not covered. - The RNAV (GNSS) system is approved for use as advisory Baro-- VNAV system. NOTE : VDEV function must be permanently cross-- checked by conventional means (primary altimeters displays) - If GNSS must be used in oceanic/remote area, B-- RNAV (if DME are not available), P-- RNAV or for approach phases, the availability of the GPS integrity (RAIM or FDE functions) must be checked by the operator using prediction tool available in the GNSS during the pre-- flight planning phase or any other approved tool. .../... Mod : 5768

2.01.07

LIMITATIONS GLOBAL POSITIONING SYSTEM GPS

P 1B

700 APR 08

AA

GPS (CONT’D) 3 - PROCEDURES FOLLOWING FAILURE - DUAL GNSS :

SFor RNAV (GNSS) non-- precision approach : in the event of both DGR alarm illuminations or if “VERIFY POSITION” message occurs, perform a go around unless suitable visual reference is available. SIn case of loss of navigation or navigation degradation leading to the loss of the required navigation performance crew must inform ATC and revert to alternate navigation means. - SINGLE GNSS :

SFor RNAV (GNSS) non-- precision approach, in the event of DGR alarm illumination or if “UNABLE RNP” message occurs, perform a go around unless suitable visual reference is available. SIn case of loss of navigation or navigation degradation leading to the loss of the required navigation performance crew must inform ATC and revert to alternate navigation means.

Mod : 5768

LIMITATIONS

2.01.08 P1

CABIN LIGHTING

100 SEP 04

AA

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

R Mod : 5040

2.01.09

LIMITATIONS P 1 TAWS

080 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

2.01.10

LIMITATIONS P 1 COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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. 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. When the situation in the cockpit permits, the flight crew should identify the person requesting entry prior to unlocking the door. 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. 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)

2.01.10

LIMITATIONS P 2 COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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)

2.01.10

LIMITATIONS P 3

400

COCKPIT DOOR SECURITY SYSTEM

SEP 04

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

2.01.10

LIMITATIONS P 4 COCKPIT DOOR SECURITY SYSTEM

200 SEP 04

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. H If entry is not authorized by the flight crew : 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. H If entry is authorized by the flight crew : 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

2.02.00

PROCEDURES AND TECHNIQUES P1 CONTENTS AA

001 SEP 13

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

PROCEDURES AND TECHNIQUES

2.02.01 P1

OPERATING SPEEDS

500 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 1.25 applied to Vsmin becomes 1.18 when applied to VSR 1.3 applied to Vsmin becomes 1.23 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

2.02.01

PROCEDURES AND TECHNIQUES P2 OPERATING SPEEDS

500 APR 15

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 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.)

R

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

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.

Model : 212A

PROCEDURES AND TECHNIQUES

2.02.01 P2

OPERATING SPEEDS

500 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.

R

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

Model : 212A

PROCEDURES AND TECHNIQUES

2.02.01 P3

500

OPERATING SPEEDS

JUL 99

AA

MINIMUM MANEUVER/OPERATING SPEEDS Minimum maneuver/ operating speeds are defined in order to provide sufficient margin against stall. They will vary with : -

Normal or icing conditions, weight, configuration, type of maneuver (HI or LO BANK).

They are defined by a minimum ratio to the appropriate stall speed given in FCOM 2.01.03 or by V2 when applicable. NORMAL CONDITIONS FLAPS 0 15 30

VmHB 11.23 23 VSR andd nott lless th than VMCL during approach

VmLB 1.18 VSR V2 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

2.02.01

PROCEDURES AND TECHNIQUES P4 OPERATING SPEEDS

001 APR 15

AA

CONSERVATIVE MANEUVERING SPEEDS When performance consideration does not dictate use of minimum maneuver / operating speeds, the following conservative maneuvering speeds are recommended. 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 R Normal conditions : 1.23 VSR flaps 15 or 1.1 VMCA whichever is higher. R Icing conditions : 1.24 VSR flaps 15 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.

2.02.01

PROCEDURES AND TECHNIQUES P4 OPERATING SPEEDS

001 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.

2.02.03

PROCEDURES AND TECHNIQUES P2 AIR

080 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

2.02.04

PROCEDURES AND TECHNIQUES P1 AFCS AA

R

R

001 NOV 11

PROCEDURES AND TECHNIQUES

2.02.04 P3

AFCS

280 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

2.02.04

PROCEDURES AND TECHNIQUES P5 AFCS

001 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.

PROCEDURES AND TECHNIQUES

2.02.04 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 :

R R R R R R

PF (if no contact) Announce GO AROUND Depress GA pbs on PLs Advance PLs to ramp Call FLAPS one notch" and rotate to GO AROUND pitch attitude Follow FD bars and cancel AP Disconnect Alarm Accelerate to or maintain VGA (2-02-01 p4)

- Command GEAR UP When climb is stabilized : - Command HDG/LO BANK/IAS Engage AUTO PILOT

PNF - Announce minimum

- Retract FLAPS one notch - Check NP= 100 %, adjust if necessary When positive rate of climb is achieved : - Announce Positive climb" - Set gear up - Engage HDG, BANK and IAS on 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.

2.02.04

PROCEDURES AND TECHNIQUES P8 AFCS

100 SEP 10

AA

CAT 2 OPERATIONS " GENERAL CAT 2 approaches are flown with AP + FD ON. R " EQUIPEMENT REQUIRED Approach with AP Autopilot

1

FD bars

1 (PF side)

AP quick disconnect

1 (PF side)

AP OFF warning (light and aural)

1

ADU

1

ILS receiver

2

AHRS

2

Standby Horizon

1

CRT

3 (2 PF side)

SGU

2

Radio altimeter DH indicator

1 (with 2 displays) 2

GA pushbutton

1 (PF side)

Windshield wipers

1 (PF side)

Yaw damper Airspeed indicators Altimeters

1 2: -- CM2 side must be operative (*) - If CM1 is PF, CM1 side must be operative

3

Hydraulic system

Blue + Green

Electrical system

DC: BUS1 / BUS2 / EMER / STBY / ESS ; AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2

MFC modules

3

(*): The standby airspeed instrument can be easily monitored only from the CM1 position (Captain position).

Mod: 1112

2.02.04

PROCEDURES AND TECHNIQUES P9 AFCS

050 SEP 10

AA

R

Maximum demonstrated crosswind: AutoPilot Headwind

30 kt

Tailwind

10 kt

Crosswind

15 kt

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

NORMAL APPROACH AND LANDING SEQUENCE J

Mod : 1112

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

2.02.04

PROCEDURES AND TECHNIQUES P 10

050

AFCS

SEP 10

AA

R

J

Before capture D PF has to perform the following tasks: - NAV set to ILS frequency, ADF set as required. - CRS set to final approach course. - APP armed. - IAS as required. D

PNF has to perform the following task: - NAV and ADF set as required

From capture to decision height Note: The call-- outs are written in bold with “ ...”. Tasks and call- outs CAT 2 events PF J

Localizer capture

Glide slope capture

“LOC STAR”

“GS STAR”

PNF

- Set runway HDG - Set ILS on NAV & CRS - Check CAT 2 on ADU Set GA altitude

Check GA altitude

Request normal sequence for LDG configuration (!): Outer marker or equivalent position (not lower than 1000ft)

Set LDG configuration in sequence

“OUTER (!) ALTITUDE CHECKED, STABILIZED(@)” Check altitude on RA and altimeter, and if aircraft is stabilized

Check altitude on RA and altimeter and if aircraft stabilized

“WE CONTINUE” 800 ft RA (#)

“800 FT, DUAL CPL, NO STAR“ Check dual coupling and no star on LOC and G/S modes

Check dual coupling and no star on LOC and G/S modes

“CHECK” 500 ft RA

“500”

DH + 100 ft RA

“100 ABOVE” Looks outside for visual references

DH / auto call-- out

Monitors the instruments

“DECISION”

(@): Stabilized means: - On the final approach segment flight path. - Landing flaps selected, VAPP reached. - Final checklist completed. (#): Any failure that is not completely treated before 800ft AGL, or that occurs below 800ft AGL shall always lead to a missed approach. Mod. : 1112

2.02.04

PROCEDURES AND TECHNIQUES P 11

100

AFCS

SEP 10

AA

R

J

If visual references sufficient Tasks and call- outs

CAT 2 events Visual at DH

PF

PNF

“LANDING”

80 ft RA

“80”

50 ft RA

“50”

Disconnect AP 20 ft RA

“20” Reduce PL and flare visually

J

If visual references insufficient

CAT 2 events No visual at DH

Tasks and call- outs PF “GO AROUND, SET POWER, FLAPS ONE NOTCH” - Press GA pb - Advance PL to the ramp - Follow FD bars

Positive rate of climb

Mod : 0069 + 1112

PNF

- Request gear retraction - Request HDG, low bank, IAS, VGA - Request AP engagement

- Retract flaps one notch - Adjust power

“POSITIVE CLIMB” - Retract gear - Select HDG, low bank, IAS, VGA - Engage AP

12 SEP 10 R

PNF

PF

PNF PNF PF

PNF PF

PROCEDURES AND TECHNIQUES

2.02.06 P1

FLIGHT CONTROLS

001 JUN 97

ATR 72 is equipped with classical mechanical primary flight controls on all three axis. The following peculiarities must be highlighted : R

PROCEDURES AND TECHNIQUES

2.02.06 P2

FLIGHT CONTROLS

020 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

2.02.06

PROCEDURES AND TECHNIQUES P2 FLIGHT CONTROLS

020 SEP 15

AA

R PITCH : In order to maintain sufficient aircraft controllability in case of mechanical jamming with one control surface, pitch elevators coupling system can be disabled by an uncoupling mechanism Activation of this mechanism : - requires the application of a high effort (52 daN/114 Ibs) between both control columns, (to minimize the risk of untimely disconnection). - trigger a red warning « PITCH DISC » on the CAP. - allows the flight to be safely achieved : refer to procedures following failures. Caution: Pitch effort must not be applied on both control columns simultaneously. Such efforts will result in structural damage. Once disconnected both elevators can be reconnected by applying the PITCH RECONNECTION ON GROUND procedure (refer to 2.05.06)

Mod. : 3529 or 3530

PROCEDURES AND TECHNIQUES

2.02.06 P3

FLIGHT CONTROLS

100 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

PROCEDURES AND TECHNIQUES

2.02.06 P4

FLIGHT CONTROLS

001 JUN 97

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.

PROCEDURES AND TECHNIQUES

2.02.06 P5

FLIGHT CONTROLS

001 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.

2.02.07

PROCEDURES AND TECHNIQUES P1 FUEL SYSTEM

001 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.

2.02.08

PROCEDURES AND TECHNIQUES P1 ADVERSE WEATHER

001 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.

2.02.08

PROCEDURES AND TECHNIQUES P4

500 APR 08

ADVERSE WEATHER 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 ICE ACCRETION

is possible (FIight in atmospheric icing conditions), 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

15

1.35 VSR

1.27 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.

R

Eng. : PW127F / PW127M

PROCEDURES AND TECHNIQUES

2.02.08 P6

ADVERSE WEATHER

500 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 R

R

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

MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO

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

PROCEDURES AND TECHNIQUES

2.02.08 P7

ADVERSE WEATHER

550 JUL 01

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

F

MINIMUM Maneuver/Operating ICING SPEED . . BUGGED and OBSERVED

R

F

R

BE ALERT TO SEVERE ICING DETECTION. In case of severe icing, refer to 2.04.05.

Notes:1. When ice accretion is visually observed, DE ICERS MUST BE SELECTED and maintained ON as long as icing conditions exist. 2. Ice detector may also help the crew to determine continuous periods of ice accretion as the ICING 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

PROCEDURES AND TECHNIQUES

2.02.08 P8

050

ADVERSE WEATHER

JUL 01

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 R R

Note : Experience has shown that the last part to clear is the ice evidence probe. As long as this condition is not reached, the icing speeds must be observed and the ICING AOA caption must not be cancelled.

Mod : 4111

PROCEDURES AND TECHNIQUES

2.02.08 P 10

ADVERSE WEATHER AA

550 JUL 01

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

Model : 212A

PROCEDURES AND TECHNIQUES

2.02.08 P 12

ADVERSE WEATHER

001 JUL 99

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.

R

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).

... / ...

PROCEDURES AND TECHNIQUES

2.02.08 P 13

ADVERSE WEATHER

001 SEP 04

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).

PROCEDURES AND TECHNIQUES

2.02.08 P 15

ADVERSE WEATHER

001 JUL 99

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.

2.02.08

PROCEDURES AND TECHNIQUES P 17 ADVERSE WEATHER

001 SEP 10

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.

PROCEDURES AND TECHNIQUES

2.02.08 P 19

ADVERSE WEATHER

001 JUL 01

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

PROCEDURES AND TECHNIQUES

2.02.08 P 20

ADVERSE WEATHER

001 JUL 01

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

R R R R 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 icing/anti icing procedures are performed. These increased pitch forces are strictly limited to the rotation phase and disappear after take off. In very exceptional circumstances, because of increased rotation forces, the pilot can consider that take off is impossible and consequently initiate an aborted take off . The consequences of this decision are catered for by a specific performance penalty (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 DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and then R 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.

PROCEDURES AND TECHNIQUES

2.02.08 P 21

ADVERSE WEATHER

001 JUL 98

AA

R R R R R R

OPERATIONS IN WIND CONDITIONS Landing The recommended landing flap configuration is the same as the standard landing flap setting, even with strong crosswind. Large flaps extension does not impair the controllability in any manner. Moreover it minimizes the flare duration and allows a quicker 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

PROCEDURES AND TECHNIQUES

2.02.08 P 22

ADVERSE WEATHER

001 JUL 98

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.

2.02.08

PROCEDURES AND TECHNIQUES P 23 ADVERSE WEATHER

001 OCT 09

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. (.../...)

2.02.08

PROCEDURES AND TECHNIQUES P 24 ADVERSE WEATHER

001 OCT 09

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. (.../...)

2.02.08

PROCEDURES AND TECHNIQUES P 25 ADVERSE WEATHER

100 OCT 09

6 - PROCEDURE

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

Mod : 4111

PROCEDURES AND TECHNIQUES

2.02.09 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 TAKE-OFF LANDING

BRAKING ACTION GOOD

FRICTION COEFFICIENT 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 4 : Slush or water for depths between 6 and 13 mm 5 : Slush or water for depths between 3 and 13 mm 6 : Compact snow 7 : Ice 8 : Runway with high risk of hydroplaning

PROCEDURES AND TECHNIQUES

2.02.09 P2

LANDING GEAR/BRAKES

001 JUL 99

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.

PROCEDURES AND TECHNIQUES

2.02.09 P3

LANDING GEAR/BRAKES

001 JUL 99

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.

PROCEDURES AND TECHNIQUES

2.02.10 P1

FLIGHT PATTERNS AA

R R

R R R R R R R R

R

Mod : 3973 or 4371 or 4457

080 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P2

FLIGHT PATTERNS AA

R R R R R R R R

001 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P3

FLIGHT PATTERNS AA

R R R R R

R R R R R R R R

001 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P4

FLIGHT PATTERNS 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

220 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P5

FLIGHT PATTERNS 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

280 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P6

FLIGHT PATTERNS AA

R R R R R R R R R R R R R R R R R

001 JUL 98

PROCEDURES AND TECHNIQUES

2.02.10 P8

FLIGHT PATTERNS AA

R

001 JUN 97

2.02.11

PROCEDURES AND TECHNIQUES 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 START 1

0

10

ON illuminated

STARTER/GENERATOR

CLA

25

45

62 (ON extinguished)

Starter

FUEL SO

generator

* FTR

IGNITION EEC ON

EEC ELECTRICAL SUPPLY OF STARTER/GENERATOR

PLA

MAIN BAT.

(MAIN BAT. + GEN 2)

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.

2.02.11

PROCEDURES AND TECHNIQUES P2

APR 08

POWER PLANT AA

500

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). R

Eng. : PW127F / PW127M

2.02.11

PROCEDURES AND TECHNIQUES P 2A POWER PLANT

001 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.

2.02.11

PROCEDURES AND TECHNIQUES P3 POWER PLANT

500 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).

R

Eng. : PW127F / PW127M

PROCEDURES AND TECHNIQUES

2.02.11 P4

POWER PLANT

001 JUN 97

2 - RELEASING SEQUENCE (ENG2 in hotel mode)

R

R R

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

2.02.11

PROCEDURES AND TECHNIQUES P5

500 APR 08

POWER PLANT DIFFERENCE BETWEEN AN EEC FAULT CONDITION AND AN ENGINE FLAME OUT IN FLIGHT

ENGINE FLAME OUT(*)

EEC FAULT

POWER EVOLUTION

Immediate power loss

Moderate variation (either way)

EEC FAULT LIGHT

Not lit

Immediate illumination

NH

Rapidly below 74 %

Always above 74 %

ITT

rapidly below 350° C

Always above 350° C

POWER LEVER

Totally inefficient

Generally inefficient refer to FCOM 1.16.30

ASSOCIATED DC GEN LT

DC GEN Fault illuminates rapidly

Normal

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. R

Eng. : PW127F / PW127M

2.02.11

PROCEDURES AND TECHNIQUES P6

500 APR 08

POWER PLANT 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. R

Eng. : PW127F / PW127M

2.02.11

PROCEDURES AND TECHNIQUES P7 POWER PLANT

500 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

2.02.12

PROCEDURES AND TECHNIQUES P1 FLIGHT CHARACTERISTICS

001 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

2.02.12

PROCEDURES AND TECHNIQUES P2 FLIGHT CHARACTERISTICS

100 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

2.02.12

PROCEDURES AND TECHNIQUES P3 FLIGHT CHARACTERISTICS

001 SEP 13

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.

2.02.12

PROCEDURES AND TECHNIQUES P4 FLIGHT CHARACTERISTICS

500 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

PROCEDURES AND TECHNIQUES

2.02.12 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

2.02.14

PROCEDURES AND TECHNIQUES FLIGHT INSTRUMENTS

P1

AHRS

001 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. R

AHRS normally survive to electrical transients asociated with engine start. 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 holding patterns are to be flown rather than circles. R R

2.02.14

PROCEDURES AND TECHNIQUES FLIGHT INSTRUMENTS WEATHER RADAR

P2

001 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.

2.02.15

PROCEDURES AND TECHNIQUES P1 TCAS

020 SEP 07

AA

R

TCAS

R R R

Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC 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 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

2.02.15

PROCEDURES AND TECHNIQUES P2

220 SEP 07

TCAS AA

R

TCAS (CONT’D)

R R R

Applicable only when a ATR TCAS solution is installed. In case of TCAS STC (Supplier Type Certificate) solution installed, operator must consider STC provider documentation. 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.”.

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 - 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.

PNF

CPT - Confirm “We climb.”.

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

PROCEDURES AND TECHNIQUES

2.02.16 P1

GPWS

001 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).

PROCEDURES AND TECHNIQUES GLOBAL POSITIONING SYSTEM

2.02.17 P1

GPS

110 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

PROCEDURES AND TECHNIQUES GLOBAL POSITIONING SYSTEM

2.02.17 P2

110

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

2.02.19

PROCEDURES AND TECHNIQUES P1 HIGH LATITUDES OPERATIONS

001 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P1

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

LEFT INTENTIONALY BLANK

P2

100 SEP 07

2.02.21

PROCEDURES AND TECHNIQUES MPC

P3

MULTI PURPOSE COMPUTER AA

R

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P4

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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..

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P5

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC

P6

MULTI PURPOSE COMPUTER AA

R

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P7

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.2 APM FUNCTION DESCRIPTION (cont’d) 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P8

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.2 APM FUNCTION DESCRIPTION (cont’d) 2.2.8 - APM ARCHITECTURE

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P9

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.2 APM FUNCTION DESCRIPTION (cont’d) 2.2.9 - COCKPIT APM INTEGRATION

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P 10

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER

P 11

100 OCT 09

AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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.

R R

R R R

R

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. This rotary selector can be moved after MPC is powered on, and after starting up of the two engines. On ground just before flight and as soon as the crew has computed the take off weight on the load sheet, the crew must select the corresponding weight by moving the rotary selector. It should be set to the minimum weight then to take off weight nearest position. The take off weight will be taken into account by the system only if rotary selector has been changed. Note : Any change of rotary selector in flight will have no effect. Computation If the crew 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 12

MULTI PURPOSE COMPUTER

100 SEP 13

AA

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d) 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P 13

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.3 - APM FUNCTION LIMITATIONS/PROCEDURES (cont’d) 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

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 14

100 SEP 07

MULTI PURPOSE COMPUTER AA

R

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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

2.02.21

PROCEDURES AND TECHNIQUES MPC MULTI PURPOSE COMPUTER AA

R

P 15

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 2.4 - EHS FUNCTION (cond’t) The EHS aircraft architecture is as follows :

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 16

100 SEP 07

MULTI PURPOSE COMPUTER AA

R

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 17

MULTI PURPOSE COMPUTER AA

R

100 SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 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.

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 18

100

MULTI PURPOSE COMPUTER AA

R

SEP 07

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 3 - DMU PART(cond’t) MPC MAIN MENU After an MPC selection on the MCDU, the following initial menu is displayed.

2.02.21

PROCEDURES AND TECHNIQUES MPC

P 18A

100

MULTI PURPOSE COMPUTER AA

OCT 08

APPLICABLE ONLY TO AIRCRAFT FITTED WITH MODIFICATION 5567 OR 8367 OR 8442 LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) : AFDAU APIU APM ARINC ASCB CSDB DAR DMU EHS GSE MPC MSIS PCMCIA QAR (SS)FDR

Auxiliary Flight Data Acquisition Unit Aircraft Performance Interface Unit Aircraft Performance Monitoring Aeronautical Radio Inc Avionics Standard Communication Bus Commercial Standard Digital Bus Digital ACMS Recorder Data Management Unit Enhanced Surveillance Ground Support Equipment Multi Purpose Computer Minimum Severe Icing Speed Personal Computer Memory Card International Association Quick Access Recorder (Solid State) Flight Data Recorder

2.02.22

PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System

P1

100 SEP 06

AA

CONTENT 1 - GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3 - DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3.1 - SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3.2 - FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 4 - OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 - COMMON FEATURES FOR USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 - DEPARTURE CLEARANCE DCL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 - DIGITAL ATIS D-- ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 6 6 7

5 - ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System AA

LEFT INTENTIONALY BLANK

Mod : 5506

P2

100 SEP 06

2.02.22

PROCEDURES AND TECHNIQUES ACARS

P3

Aircraft Communication Addressing and Reporting System

100 SEP 06

AA

1- GENERAL The ACARS system is optional. It may be customized by the operator to meet their requirements. This chapter provides a generic description of system. Refer to Collins Operator’s Guide for detailed description of all features. The ACARS (Aircraft Communication Addressing and Reporting System) is a data link system which enables exchange of data between an aircraft and a ground based station over an ARINC or SITA network. 2- LIMITATIONS ACARS is approved as a ”non essential” system for the transmission of Departure Clearance (DCL) and Digital Automatic Terminal Information Service (D-- ATIS) in accordance with ED-- 85 and ED-- 89A. This approval does not constitute an operational approval. DCL and D-- ATIS messages can be transmitted and received over ACARS if they are verified per approved operational procedures. Terminal Weather Information for Pilots (TWIP) and Oceanic Clearance (OCL) functions are not certified and must not be used for flight management.

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS

P4

Aircraft Communication Addressing and Reporting System

100 SEP 06

AA

3- DESCRIPTION The ACARS system is optional. It may be customized by the operator to meet their requirements. This chapter provides a generic description of system. Refer to Collins Operator’s Guide for detailed description of all features. 3- 1 SYSTEM DESCRIPTION The airborne ACARS system consists of : - a CMU (Communication Management Unit) installed in one 80VU avionics shelf, - a MCDU (Multifunction Control Display Unit) installed on the pedestal ; the MCDU is the main interface for preparing, sending downlink messages and reading uplink messages; MCDUs are shared between GNSS and ACARS (i.e. GNSS and ACARS can be accessed from each MCDU), - a printer for printing out, if necessary, messages received and displayed on MCDU, - a VHF (VHF3); this VHF is dedicated to ACARS and cannot be used for voice communications, - two ACARS MSG attention getter lights which illuminates upon reception of ATS messages, - aircraft discretes for OOOI (Out of gate, take Off, a/c On ground, a/c In gate) information. The system is interfaced with: - FDAU for engine parameters and Fuel On Board, - GNSS for position and time, - ATC control panel for Flight Identification.

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS Aircraft Communication Addressing and Reporting System

P5

100 SEP 06

AA

3- DESCRIPTION (cont’d) 3- 2 SYSTEM FUNCTIONS The ACARS system main pages are the following: - AOC STD (Airline Operation Control Standard) pages : these pages are identified by DL in page header; they give access to predefined report pages and free text page. - ATS (Air Traffic Services) pages : these pages are identified by ATS in page header; ATS Departure Clearances and D-- ATIS are available in ATS MENU page. - TECHNICAL pages : these pages are used for system initialisation and identified by ACARS in header. All functions are detailled in Collins Operator’s Guide.

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS

P6

100

Aircraft Communication Addressing and Reporting System

SEP 06

AA

4- OPERATIONS 4- 1 COMMON FEATURES FOR USE The Departure Clearance and D-- ATIS requests are to be prepared on MCDU in relevant ATS pages. In case of loss of data link capability, usual voice procedures will be used. When the crew is notified that there is no link with the ground station, ”NOCOMM” message, or in case of system failure, he must revert to voice procedures. Upon illumination of ”ACARS MSG” attention getter lights, the crew should check messages on MCDUs. The crew may have to send a new request or revert to voice procedures as required by ATS. 4- 2 DEPARTURE CLEARANCE DCL This service provides pilot with a data link departure clearance (DCL) within the scope of preset operational procedures. The DCL service should be initiated by the aircrew between 10 min and 3 min (or otherwise specified) before the clearance is needed. If DCL is not completed 3 min (or otherwise specified) before departure, the crew must revert to voice procedure. The Reclearance capability must not be performed by the DCL service. In the event of datalink reclearance being received, the Aircrew must ignore it and must revert to voice procedures. If the Aircrew is not able to accept the operational contents of the DCL message, he must revert to voice procedures otherwise he must send the Clearance Echoback message. A negative message may be sent back; in that case, the crew has to revert to voice procedure. Message content consistency The aircrew before take-- off must check the consistency of the SID delivered in the DCL message with departure runway and flight plan information. He must revert to voice procedures in case of inconsistency. Departure Clearance frequency has to be monitored in case a voice DCL back-- up procedure is necessary. All Departure Clearance delivered by voice supersede any datalink Departure Clearance message.

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS

P7

100

Aircraft Communication Addressing and Reporting System

SEP 06

AA

4- OPERATIONS (cont’d) 4- 3 DIGITAL ATIS D- ATIS Where a D-- ATIS is available, it supplements the existing Voice-- ATIS, the information are identical in both content and format and are updated simultaneously. The crew, after sending an ATIS request, must complete the ATIS service (reception) within 4 minutes or otherwise indicated. Otherwise, the crew must resubmit his ATIS request or revert to voice procedures. The crew must acknowledge receipt of the D-- ATIS answer at contact with ATC. For the crew, the voice procedures will be the back up of the D-- ATIS service. Message content consistency The crew must cross check the global consistency between D-- ATIS information parameters. In particular, the crew must check the name of the ATC airfield in the D-- ATIS request and in the ATIS message received The crew must check that radio communication and radio navigation means frequencies required by D-- ATIS are operational. The following data must be cross-- checked with Voice-- ATIS: - bird presence and presence of artificial obstacle on selected runway, - meteorological and wind data for landing, - type of approach, - active runway, - dew point temperature, - altimeter setting.

Mod : 5506

2.02.22

PROCEDURES AND TECHNIQUES ACARS

P8

Aircraft Communication Addressing and Reporting System AA

LIST OF SPECIFIC ABBREVIATIONS (see also 0.50.00) : ACARS AOC STD ARINC (D-- )ATIS ATC ATS CMU DCL MCDU OCL OOOI SID TWIP

Mod : 5506

Aircraft Communication Addressing and Reporting System Airline Operation Control Standard Aeronautical Radio Inc (Digital-- ) Automatic Terminal Information Service Air Traffic Control Air Traffic Services Communication Management Unit Departure Clearance Multifunction Control Display Unit Oceanic Clearance Out of gate, Take Off, A/C O Ground, A/C In Gate Standard Instrument Departure Terminal Weather Information for Pilots

100 SEP 06

2.03.00

NORMAL PROCEDURES P1 CONTENT

001 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

2.03.01

NORMAL PROCEDURES P1 FOREWORD

001 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.

2.03.02

NORMAL PROCEDURES 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.

2.03.03

NORMAL PROCEDURES P1 PANEL SCAN SEQUENCE AA

OVERHEAD PANEL SCAN SEQUENCE

001 NOV 11

2.03.03

NORMAL PROCEDURES P2 PANEL SCAN SEQUENCE AA

INSTRUMENTS PANELS SCAN SEQUENCE

001 NOV 11

2.03.03

NORMAL PROCEDURES P3 PANEL SCAN SEQUENCE AA

PEDESTAL SCAN SEQUENCE

001 NOV 11

2.03.04

NORMAL PROCEDURES P1 FLIGHT PREPARATION

001 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.

2.03.05

NORMAL PROCEDURES P1 EXTERIOR INSPECTION

500 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 . . . . . . . . . . . . . . . . . . . . . . . . MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PAGE 2 PAGE 3 PAGE 4 PAGE 4 PAGE 4 PAGE 4 PAGE 5 PAGE 5 PAGE 5 PAGE 6 PAGE 6 PAGE 6 PAGE 7 PAGE 7 PAGE 7

... / ...

Model : 202-- 212-- 212A

2.03.05

NORMAL PROCEDURES P2 EXTERIOR INSPECTION

500 NOV 11

EXTERIOR INSPECTION DRAWING

... / ... Model : 202-- 212-- 212A

2.03.05

NORMAL PROCEDURES P3 EXTERIOR INSPECTION

500 NOV 11

AA

EXTERIOR INSPECTION ACTIONS MAIN LEFT LANDING GEAR AND FAIRING

R

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

... / ... Model : 202-- 212-- 212A

2.03.05

NORMAL PROCEDURES P4 EXTERIOR INSPECTION

500 NOV 11

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 MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN ICE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LEFT ENGINE

R

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 RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION LEFT FORWARD FUSELAGE

R

WING AND EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED 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

2.03.05

NORMAL PROCEDURES P5 EXTERIOR INSPECTION

500 NOV 11

AA

EXTERIOR INSPECTION ACTIONS (CONT’D) NOSE

R

R

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

R R R

PITOT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION EXTERNAL DC AND AC ELECTRICAL POWER ACCESS DOORS . . . . . . CHECK EMERGENCY EXIT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED EMERGENCY EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION RIGHT ENGINE

R

R

INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION 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. RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES : CLOSED OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

... / ... Model : 202-- 212-- 212A

2.03.05

NORMAL PROCEDURES P6 EXTERIOR INSPECTION

500 NOV 11

AA

EXTERIOR INSPECTION ACTIONS (CONT’D) RIGHT WING LEADING EDGE WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION RIGHT WING TRAILING EDGE

R

HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION FLAPS RAIL SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

MAIN RIGHT LANDING GEAR AND FAIRING

R R R

MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION AIR CONDITIONING GROUND CONNECTION . . . . . . . . . . . . . . . . . . . . CHECK PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR 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 SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Model : 202-- 212-- 212A

2.03.05

NORMAL PROCEDURES P7 EXTERIOR INSPECTION

500 NOV 11

AA

EXTERIOR INSPECTION ACTIONS (CONT’D) RIGHT AFT FUSELAGE R

VHF ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAIL PROP AND TAIL SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OUTFLOW VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CHECK CHECK CHECK CHECK

TAIL R

FLIGHT CONTROLS ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED VOR ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STABILIZER DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION LOGO LIGHTS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION STABILIZER, ELEVATORS AND TABS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FIN, RUDDER AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TAIL CONE, NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . CHECK VORTEX GENERATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LEFT AFT FUSELAGE WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENTRY EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION

Model : 202-- 212-- 212A

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P1

WITH THE USE OF GPU

001 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.

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P2

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P3

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P4

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P5

001 NOV 11

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) - ENG 2 FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM 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 %

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P6

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P7

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P8

250 NOV 11

AA

CENTRAL PANEL - FUEL QUANTITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK FUEL TEST : Depress Test P/B and check : - Check 8888 8888 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISPLAYED - MC+SC+FUEL in CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - Both LO LVL amber lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED When Test P/B is released, check FOB is displayed. Note: Do not perform fuel test during refueling ; the test closes temporarily the refueling valves - ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK - CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR - PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN DEPRESSED IN/NO LIGHT - BOOST (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - 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 Mod: 3973 or 4371 or 4457

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P9

WITH THE USE OF GPU

001 NOV 11

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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P 10

001

WITH THE USE OF GPU

NOV 11

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. - Oxygen flow sounds through loudspeakers 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

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P 11

WITH THE USE OF GPU

250 NOV 11

AA

CAPTAIN INSTRUMENT PANEL - CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET - AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Check - No Flag - Airspeed pointer at zero - VMO pointer indicates 250 kt - RMI EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING - EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT - EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM EGPWS TEST: Depress Test P/B and check : - 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 generated - G/S amber lights turn off - GPWS red lights on both pilot panels turn on - PULL UP aural alert is generated - GPWS red lights turn off - GPWS red lights on both pilot panel turn on - 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 generated - GPWS red lights turn off - After 12sec, 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 -

GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK TAT/SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2 DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

F/O LATERAL CONSOLE - EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED - OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK F/O SWITCHING PANEL : - ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . . . CHECK EXTINGUISHED - AUDIO 2 SEL Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED - AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK EXTINGUISHED Mod: 3973 or 4371 or 4457

2.03.06

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU

P 12

001 NOV 11

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 - Airspeed pointer at zero - VMO pointer indicates 250 kt - CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P1

WITH HOTEL MODE

001 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. - ENG 2 FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P2

001 NOV 11

AA

R ENGINE FIRE PROTECTION TEST: Check the following items : - ENG 2 FIRE HANDLE . . . . . . . . . . . . . . IN, LATCHED, and lock wired - Any light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 2 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 - 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

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P3

001 NOV 11

AA

R - SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED - FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Check RUN LIGHT ON + FEED LO PRESS extinguished - WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON - PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED 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.

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P4

001

WITH HOTEL MODE

NOV 11

AA

R CAUTION - If ITT >950°c - If 840°°C < ITT < 950°°C for more than 5s - If 800 C°° < ITT < 840°°C for more than 20s

}..............FUEL S O }............. FUEL S O }..............FUEL S O

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

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P5

001 NOV 11

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 - LDG GEAR INDICATOR . . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHT

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P6

001 NOV 11

AA

R - 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 - 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.

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P7

001 NOV 11

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

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P8

001 NOV 11

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.

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P9

001 NOV 11

AA

R - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON - AIL LOCK light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED - EFIS CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / SET - EFIS Test : - Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Check composite mode on EADI - Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF - Set EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON Check composite mode on EHSI - Set EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON - DH TEST P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS Check Radio Alti Test is operative - RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY - COCKPIT DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . CHECK COCKPIT DOOR DAILY CHECK:

refer to 2.03.24

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P 10

250 NOV 11

AA

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. - ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK - CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLR - PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN/NO LIGHT - BOOST (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - PWR MGT rotary selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO - STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG - FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET - ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - ENG PANEL : - EEC 1 & 2 P/B . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT - ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT - MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK Check no light Check the rotary selector is facing the green mark

Mod: 3973 or 4371 or 4457

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P 11

001 NOV 11

AA

R - AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK Depress the TEST P/B and check - Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK - MC + SC + AIR in CAP (1 flash) . . . . . . . . . . . . . . . . . . . . . . . . CHECK - MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . . ILLUMINATED - CAB PRESS INDICATORS (ALT, RATE, DIFF) . . . . . . . . . . . . . . . . . . . CHECK Check - No Flag - CAB ALT =Airfield ALT - Rate = 0 - DIFF PRESS = 0 - STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT - RDU TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD ILLUMINATED - FLAPS INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - FLAPS ASYM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED - PITCH TRIM ASYM LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED - BRAKE TEMP HOT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED - ANTI SKID PANEL . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN / NO LIGHT - HYD GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - LDG GEAR INDICATOR . . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHT 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

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION

P 12

001

WITH HOTEL MODE

NOV 11

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) - 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. - 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 %

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P 13

250 NOV 11

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 - Airspeed pointer at zero - VMO pointer indicates 250 kt - RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING - EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT - EGPWS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM EGPWS TEST: Depress Test P/B and check : - 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 generated - G/S amber lights turn off - GPWS red lights on both pilot panels turn on - PULL UP aural alert is generated - GPWS red lights turn off - GPWS rd lights on both pilot panels turn on - 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 generated - GPWS red lights turn off - After 12sec, 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 - GPWS G/S P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT - ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG - VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - TAT / SAT indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - ADC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 or 2 Mod: 3973 or 4371 or 4457

2.03.07

NORMAL PROCEDURES PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE

P 14

001 NOV 11

AA

R

- DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - F/O LATERAL CONSOLE : - EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED - OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - F/O SWITCHING PANEL : - ATT/HDG, VOR/ILS, EFIS SG Lights . . . . . . . . . . CHECK EXTINGUISHED - AUDIO 2 SEL Light . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED - AHRS 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED - F/O INSTRUMENT PANEL : - APM TEST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM APM TEST (daily): . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24

- GPWS - GS P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT - ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG - VSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - DSP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK HEADING - EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATT - AIRSPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK . Check : - No Flag - Airspeed pointer at zero - VMO pointer indicatrs 250 kt - CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

2.03.08

NORMAL PROCEDURES P1 FINAL COCKPIT PREPARATION

001 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

2.03.09

NORMAL PROCEDURES P1 HOTEL MODE START UP

001 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 - PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED 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.

2.03.09

NORMAL PROCEDURES P2 HOTEL MODE START UP

001 NOV 11

AA

CAUTION - If ITT > 950°°c } - If 840°°C < ITT ISA +25°C, advance PL 2 up to the GUST LOCK stop.

2.03.10

NORMAL PROCEDURES 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

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

R

2.03.11

NORMAL PROCEDURES 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

- LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CM2

When NP stabilized at around 71% : - ACW GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK - ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED - HYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CM2

- PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CM2

- ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

CM2

- HYD TRIPLE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 3 x 3000 PSI

CM2

- ANTISKID TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM ANTISKID TEST : Depressed ANTISKID TEST P/B and check : - On CCAS : - WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER - On the local alarm: - FFFF appears for few seconds . . . . . . . . . . . . . . . . . . . . AMBER

Mod: 3973 or 4371 or 4457

2.03.11

NORMAL PROCEDURES 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

CM1

- LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK When NP stabilized at around 71% :

CM2

- ACW GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK

CM2

- ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN

CM1

- COCKPIT COM HATCH1 . . . . . . . . . . . . . . . . . . . . CHECK CLOSED

CM2

- XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED

CM1

- Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CM2

- OVHD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT Except exhaust mode FAULT light for 2mn.

ALL

- BEFORE TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

Mod: 3973 or 4371 or 4457

2.03.12

NORMAL PROCEDURES P1 TAXI

001 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................................

2.03.12

NORMAL PROCEDURES P2 TAXI

001 NOV 11

AA

R CM1

- CABIN REPORT . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT

ALL

- TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

2.03.13

NORMAL PROCEDURES P1 BEFORE TAKE OFF

001 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

2.03.13

NORMAL PROCEDURES P2 CRUISE

001 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.

2.03.14

NORMAL PROCEDURES P1 TAKE OFF

001 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

2.03.14

NORMAL PROCEDURES P2 TAKE OFF

500 SEP 13

AA

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 - 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

2.03.14

NORMAL PROCEDURES P3 TAKE OFF

001 NOV 11

AA

When passing WHITE bug (White in Normal conditions) :

R 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

2.03.15

NORMAL PROCEDURES P1 CLIMB - CRUISE

250 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 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

2.03.15

NORMAL PROCEDURES P2 CLIMB - CRUISE

001 NOV 11

AA

R CRUISE SPEED LOW (IF INSTALLED) ALERT CONDITION Cruise speed decrease

VISUAL - CRUISE SPEED LOW Cyan light on front panel

AURAL NIL

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.

2.03.15

NORMAL PROCEDURES P3 CRUISE

001 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.

2.03.16

NORMAL PROCEDURES P1 BEFORE DESCENT - DESCENT

001 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 :

R ALL

- Minimum safe altitude - Weather at destination - Approach procedures - Decision Altitude / Height - Go around Procedures - Alternate - Extra fuel

- DESCENT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE DESCENT

PNF

- DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

PF

- ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

R PF

- IAS or VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

2.03.16

NORMAL PROCEDURES P2 BEFORE DESCENT - DESCENT

001 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

2.03.17

NORMAL PROCEDURES 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

2.03.18

NORMAL PROCEDURES P1 BEFORE LANDING

250 SEP 13

AA

When cleared for approach : ALL

NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK When passing DECELERATION POINT :

R PF ALL

- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD AS RQD - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE At appropriate speed :

PF

- “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF

- FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

PNF

- “FLAPS 15” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE When FLAPS 15 are extended At appropriate speed :

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 At appropriate speed :

PF

- “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF

- FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

PNF

- “FLAPS 30” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE When FLAPS 30 are extended

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

2.03.19

NORMAL PROCEDURES P1 LANDING

001 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 PF PF PNF

“MINIMUM” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE - “LAND” or “GO AROUND, SET POWER, FLAPS ONE NOTCH”. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE - AP DISCONNECT . . . . . . . . . . . . . . . . . . PERFORM & ANNOUNCE AP Disconnect PB press twice - FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK After touch down :

PNF PF PNF PNF

-

IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . . CHECK PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI BOTH LOW PITCH LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK “2 LOW PITCH” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

ENGINES

LO PITCH LIGHT

PNF ANNOUNCE

PF ACTION on REVERSE

2 ENGINES

2 illuminated

“2 LOW PITCH”

Normal use

1 illuminated

“NO REVERSE”

No REVERSE

1 illuminated

“ONE LOW PITCH”

Use with care

1 ENGINE R PF R PNF CM1 CM2 ALL

- REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD - “SEVENTY KNOTS” . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE - NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . CONTROL - CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . HOLD INTO THE WIND - “I HAVE CONTROL” / “YOU HAVE CONTROL” . . . . . . . ANNOUNCE If PF is CM1, CM1 announce only “I HAVE CONTROL” If PF is CM2, CM2 announce “YOU HAVE CONTROL” & CM1 answer : “I HAVE CONTROL”

2.03.20

NORMAL PROCEDURES P1 GO AROUND

001 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%

PNF

- “POSITIVE RATE” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

PF

- “GEAR UP“ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF

- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP

PNF

- YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

PNF

- TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PF

- “HDG, LO BANK, IAS VGA“ . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER

PNF

- HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

PNF

- “GEAR UP” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

PNF

- “FLAPS 15° “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE When passing ACCELERATION ALTITUDE :

PF

- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN THE NOTCH Then, Refer to take off procedure

2.03.21

NORMAL PROCEDURES P1

001

AFTER LANDING

NOV 11

AA

When runway vacated :

R 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

... / ...

2.03.21

NORMAL PROCEDURES P2 AFTER LANDING

001 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

2.03.22

NORMAL PROCEDURES 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

2.03.23

NORMAL PROCEDURES P1 LEAVING THE AIRCRAFT

001 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

2.03.24

NORMAL PROCEDURES P1 DAILY CHECKS AA

R

500 SEP 13

STICK PUSHER / SHAKER TEST (once a day) - Release gust lock - Push control column in nose down position - Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES - Depress and maintain PTT - Monitor stall cricket and stick shaker. - After ten seconds, monitor: CHAN 1 and CHAN2 illuminate green on LH maintenance panel. STICK PUSHER lights illuminate green on both pilots panel Stick pusher actuator operates. - Select WARN rotary selector to NORM FLT - Reengage the gust lock ATPCS TEST (dynamic test: once a day) - (autofeather and uptrim while engines running) Conditions: - PL 1 + 2 in GI - CL 1 + 2 in AUTO. - ATPCS P/B depressed in, OFF light extinguished - PWR MGT on TO position Turn the ATPCS knob to the left to the arm position and check - ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES - TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE - NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE Turn the ATPCS knob to ENG 1 position and check : - ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES - TQ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE - NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY - TQ 1 needles indication . . . . . . . . . . . DECREASE BELOW 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 : - ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES - TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE - NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE Turn the ATPCS knob to ENG 2 position and check : - ENG 1 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES - TQ 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE - NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY - TQ 2 needles indication . . . . . . . . . . . DECREASE BELOW 18 % - After 2.15 s : associated propeller is automatically feathered - ARM light . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED 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

2.03.24

NORMAL PROCEDURES P2 DAILY CHECKS

001 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 In the cargo compartment, on the DOOR CALL panel : - OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGHISHES - DENIED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES - AUTHORIZED ACCESS TEST : In the cargo compartment, on the DOOR CALL panel : - 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.

2.03.24

NORMAL PROCEDURES P3 DAILY CHECKS

001 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 3 - 1sec later check : - INCREASE SPEED . . . . . . . . . . . . . . . . . . . ILLUMINATES FLASHING 4 - 1sec later check : - 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)

2.04.00

EMERGENCY PROCEDURES P1 CONTENTS

001 SEP 13

AA

2.04.00

CONTENTS

2.04.01

INTRODUCTION

2.04.02

POWER PLANT IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE 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

2.04.04

ELECTRICAL SYSTEM 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

R R

2.04.01

EMERGENCY PROCEDURES P2 INTRODUCTION

001 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

2.04.02

EMERGENCY PROCEDURES P1 POWER PLANT

500 SEP 13

AA

IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE ALERT CONDITION

VISUAL

AURAL

Fire signal

-- MW light flashing red -- Associated ENG FIRE red light on CAP -- red light in associated FIRE handle

CRC

-- FUEL SO red light in associated CL

PROCEDURE

IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL J If condition persist after 10 seconds AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH J If condition persist after 30 seconds AGENT 2 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH LAND ASAP SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY COMMENTS - Fire handle remains illuminated as long as a fire is detected. - The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent effect. - CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL SW. - Do not attempt to restart engine. - Refer to SINGLE ENG OPERATION procedure.

Model: 212A

2.04.02

EMERGENCY PROCEDURES P2 POWER PLANT

500 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 J If condition persist AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH J If condition persist after 30 seconds AGENT 2 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.

Model: 212A

2.04.02

EMERGENCY PROCEDURES P 2A

500

POWER PLANT

SEP 13

AA

ENG FIRE AT TAKE OFF

ENG FIRE AT TAKE OFF Note: Captain may decide to shut down affected engine before reaching acceleration altitude, but not before 400ft AGL. F When airborne

LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP F

At acceleration altitude PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT

F At VFTO J If normal conditions

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0° J If icing conditions

FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15° PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO FIRE HANDLE illuminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL J If fire persist after 10 seconds AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH J If fire persist after 30 seconds AGENT 2 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH BLEED Engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary LAND ASAP SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

COMMENTS - Same comments as ENG FIRE IN FLIGHT procedure.

Model: 212A

2.04.02

EMERGENCY PROCEDURES P3 POWER PLANT

150 SEP 10

AA

BOTH ENGINES FLAME OUT ALERT An engine flame out may be recognized by a rapid decrease in ITT and in NH. PROCEDURE

BOTH ENGINES FLAME OUT PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If NH drops below 30 % (no automatic relight) CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO

R

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 F When NH above 10%

CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ENG 1 RELIGHT ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON R

R R

F When NH above 10%

CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR ENG 1 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD J If neither engine starts CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO ENG START ROTARY 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 J If one engine not recovered CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE

R Mod : 3973 or 4371 or 4457

EMERGENCY PROCEDURES

2.04.02 P4

POWER PLANT

220 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

2.04.02

EMERGENCY PROCEDURES P5 POWER PLANT

500 NOV 11

AA

ENG FLAME OUT AT TAKE OFF ALERT An engine flame out may be recognized by: - Sudden dissymmetry - TQ decrease - Rapid ITT decrease PROCEDURE

ENG FLAME OUT AT TAKE OFF 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 F At acceleration altitude ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET F At VFTO PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN THE NOTCH PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET J If normal conditions FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0° J If icing conditions FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15° PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary J If damage suspected FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL 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

Eng. : PW127F / PW127M

2.04.03

EMERGENCY PROCEDURES P1 SMOKE

500 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

2.04.03

EMERGENCY PROCEDURES P2 SMOKE

500 SEP 13

AA

ELECTRICAL SMOKE ALERT CONDITION

VISUAL

AURAL

Smoke detected in the avionics ventilation circuit

-- MW light flashing red -- ELEC SMK red light on CAP

CRC

PROCEDURE

ELECTRICAL SMOKE 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 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 AVIONICS VENT EXHAUST mode OVBD - shuting off the recirculation fans - selecting the PACKS AIR FLOW HIGH. - Auto isolation is prepared on the main electrical system by opening the BTC. - Suspected equipment may be shut off contingently by pulling out associated circuit breaker. - When nP < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT EXHAUST mode NORM in order to recover air evacuation capability through the EXTRACT FAN without any pressurization problem.

Model: 212A

2.04.03

EMERGENCY PROCEDURES P3 SMOKE AA

500 SEP 13

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. PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO 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.

Model: 212A

2.04.03

EMERGENCY PROCEDURES P4 SMOKE

502 SEP 13

AA

FWD CARGO SMOKE ALERT VISUAL

CONDITION Smoke detected in the forward cargo compartment Smoke detected in the cargo bay (CARGO VERSION ONLY)

-

MW lt flashing red FWD SMK red lt on CAP MW It flashing red 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.

AURAL CRC

PROCEDURE

FWD SMK SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY 1) PASSENGERS VERSION CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF SMOKE LAND ASAP D When ∆P below 1 PSI OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM 2) CARGO VERSION CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE ENG 2 BLEED (except when in single bleed operation) . . . . . . . . . . . . . . . . . . . OFF PACK VALVE 2 (except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum FL160, FL 200 is recommended. When “Excess CAB ALT” warning, maintain FL160, maintain CAB ALT max increase. Note : Smoke alert may be generated during smoke evacuation process.

Model: 212A

EMERGENCY PROCEDURES

2.04.03 P5

SMOKE

050 JUL 98

AA

COMMENTS - Ensure crew communication is established. Avoid the use of interphone position to minimize interference from oxygen mask breathing noise. Check oxygen mask at 100%. - Cargo ventilation without cabin or cockpit contamination is ensured by: - selecting AVIONICS VENT EXHAUST mode OVBD - shuting off the recirculation fans - selecting HIGH the PACKS AIR FLOW - isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to CLOSED. - Cabin crew is in charge to locate and kill source of smoke with 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

2.04.03

EMERGENCY PROCEDURES P6 SMOKE

502 SEP 13

AA

AFT COMPT SMOKE ALERT CONDITION

VISUAL

Smoke detected in the aft cargo compartment or in the lavatory

- MW lt flashing red - AFT SMK red lt on CAP

Smoke detected in the cargo bay (CARGO VERSION ONLY)

- MW It flashing red - 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.

AURAL CRC

PROCEDURE

AFT SMOKE SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY 1) PASSENGERS VERSION CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN 2) CARGO VERSION CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain mini mum FL 160, FL 200 is recommended. When “Excess CAB ALT” warning, maintain FL160, maintain CAB ALT max increase. Note : Smoke alert may be generated during smoke evacuation process. COMMENTS (PASSENGERS VERSION ONLY) - The cabin crew is in charge to locate and kill the source of smoke, if possible, using the portable fire extinguisher located in the cabin. Before entering the aft cargo area, the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may induce some cabin contamination therefore it must be avoided.

Model : 212A

2.04.04

EMERGENCY PROCEDURES P1 ELECTRICAL SYSTEM

250 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

EMERGENCY PROCEDURES

2.04.04 P2

ELECTRICAL SYSTEM

200 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. MAN MODE acts on TLU standby actuator which remains powered even if TLU is in LO R SPD established position. R 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

2.04.05

EMERGENCY PROCEDURES P1 MISCELLANEOUS

150 SEP 13

AA

EMERGENCY DESCENT PROCEDURE

EMERGENCY DESCENT R

R

OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD 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 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 available on battery. - CL are selected 100% OVRD to increase drag and consequently to increase the rate of descent.

Mod : 3973 or 4371 or 4457

2.04.05

EMERGENCY PROCEDURES P2 MISCELLANEOUS

500 SEP 13

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 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 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 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 FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S After ditching Note : After ditching, one aft door will be under the water line. CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE S Before leaving aircraft BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF Model: 212A

EMERGENCY PROCEDURES

2.04.05 P4

MISCELLANEOUS

001 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.

2.04.05

EMERGENCY PROCEDURES P5 MISCELLANEOUS

500 SEP 13

FORCED LANDING PROCEDURE

FORCED LANDING 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 HYD AUX PUMP pushbutton (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 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 FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF S After impact, when A/C stopped CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE S Before leaving aircraft BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Model: 212A

2.04.05

EMERGENCY PROCEDURES P7 MISCELLANEOUS

001 OCT 09

ON GROUND EMERGENCY EVACUATION R PROCEDURE

ON GROUND EMERGENCY EVACUATION AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT 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.

2.04.05

EMERGENCY PROCEDURES P 08 MISCELLANEOUS

001 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

2.04.05

EMERGENCY PROCEDURES P9 MISCELLANEOUS

500 SEP 13

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 The following secondary indications : . Water splashing and streaming on the windshield . Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice . Accumulation of ice on the lower surface of the wing aft of the protected areas . Accumulation of ice on propeller spinner farther aft than normally observed The following weather conditions may be conducive to severe in-- flight icing : . Visible rain at temperatures close to 0_C ambient air temperature (SAT) . Droplets that splash or splatter on impact at temperatures close to 0_C ambient air temperature (SAT)

Eng: PW127F / PW127M

EMERGENCY PROCEDURES

2.04.05 P 10

MISCELLANEOUS

001 JUL 99

AA

COMMENTS R

- Since the autopilot may mask tactile cues that indicate adverse changes in handling 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.

2.04.05

EMERGENCY PROCEDURES P 10 MISCELLANEOUS

001 AUG 15

COMMENTS - Since the autopilot may mask tactile cues that indicate adverse changes in handling 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 : R . if terrain clearance allows, by descending into a layer of air temperature above freezing, or . by changing course based on information provided by ATC.

2.04.05

EMERGENCY PROCEDURES P 11

500

MISCELLANEOUS

SEP 13

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

2.04.05

EMERGENCY PROCEDURES P 12 MISCELLANEOUS

500 SEP 13

UNRELIEABLE AIRSPEED INDICATION ALERT In case of disagreement between both ADC, AP (if engaged) disconnects being unable to identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed on ADU. To make the difference with an isolated drifting (See the procedure DADC DATA INVALID - ADU message 2.05.10 p2), here the three airspeed indicators are drifting, and indicate erroneous airspeed. PROCEDURE

UNRELIABLE AIRSPEED INDICATION 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 Note: Use climb table here after to adjust pitch if required. Altitude (ft)

5000

10000

15000

20000

Normal conditions pitch Icing conditions pitch

7

5

4

3

6

4

3

2 .../...

Eng: PW127F / PW127M

2.04.05

EMERGENCY PROCEDURES P 13 MISCELLANEOUS

500 NOV 11

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 between each step). NOTE: Refer to following tables to adjust TQ: Aircraft configuration -- Average speed Flaps 0° -- 180 kt

TQ (Altitude of 3000ft) 14 T 35%

18 T 45%

22 T 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 Eng: PW127F / PW127M

2.05.00

PROCEDURES FOLLOWING FAILURE P1 CONTENTS

R

2.05.00

CONTENTS

2.05.01

INTRODUCTION

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 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) 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 FUEL FEED LO PR FUEL LO LVL FUEL LEAK

500 SEP 13

Model: 212A

2.05.00

PROCEDURES FOLLOWING FAILURE P2 CONTENTS 2.05.04

2.05.05

2.05.06

R

2.05.07

001 OCT 09

ELECTRICAL SYSTEM 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 HYDRAULIC HYD LO LVL BOTH MAIN HYD PUMPS LOSS BOTH HYD SYS LOSS HYD LO PR / HYD OVHT FLIGHT CONTROLS FLAPS UNLK FLAPS JAM / UNCOUPLED / ASYM REDUCED FLAPS LANDING STICK PUSHER / SHAKER FAULT PITCH TRIM ASYM (LOCAL LIGHT) PITCH TRIM INOPERATIVE 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 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

2.05.00

PROCEDURES FOLLOWING FAILURE P3 CONTENTS 2.05.08

R

R 2.05.09

R

2.05.10

R 2.05.11

AIR BLEED VALVE FAULT BLEED OVHT BLEED LEAK X VALVE OPEN PACK VALVE FAULT BOTH PACK VALVES FAULT RECIRC FAN FAULT DUCT OVHT EXCESS CAB ALT AUTO PRESS FAULT EXCESS CAB nP AVIONICS VENT EXHAUST MODE FAULT OVBD VALVE FAULT 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 DE-- / ANTI-- ICING ENG FAULT ANTI-- ICING PROP FAULT ANTI-- ICING HORNS FAULT SIDE WINDOW / WINDSHIELD HTG FAULT PROBES HTG FAULT 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) AIRCRAFT PERFORMANCE MONITORING Refer to 2.02.21

001 OCT 08

2.05.00

PROCEDURES FOLLOWING FAILURE P4 CONTENTS 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 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

R

001 SEP 10

2.05.01

PROCEDURES FOLLOWING FAILURE P1 INTRODUCTION

001 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).

2.05.01

PROCEDURES FOLLOWING FAILURE P2 INTRODUCTION

001 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

2.05.02

PROCEDURES FOLLOWING FAILURE P1 POWER PLANT

500 OCT 09

AA

SINGLE ENG OPERATION PROCEDURE

SINGLE ENG OPERATION LAND ASAP R

R

PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 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

2.05.02

PROCEDURES FOLLOWING FAILURE P2

001 APR 08

POWER PLANT AA

START FAULT ALERT VISUAL

AURAL

MC light flashing amber ENG amber light on CAP associated START FAULT amber light on overhead panel

SC

CONDITION Start sequence incident

-

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 CONDITION On ground, during second engine start, operative DC GEN does not come on line to supply the START BUS between 10 % and 45 % NH

-

VISUAL

AURAL

MC light flashing amber ELEC amber light on CAP X START FAIL amber light on overhead panel

SC

PROCEDURE

X START FAIL CONTINUE NORMAL ENGINE START INFORM MAINTENANCE

2.05.02

PROCEDURES FOLLOWING FAILURE P3 POWER PLANT AA

001 APR 08

ABNORMAL PARAMETERS DURING START PROCEDURE

ABNORMAL PARAMETERS DURING START Q If ITT tends to exceed 900_C, or no ITT, or no NH CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT 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) EXCESSIVE ITT DURING START 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

EXCESSIVE ITT DURING START 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.

2.05.02

PROCEDURES FOLLOWING FAILURE P4 POWER PLANT AA

001 OCT 08

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 R

Note : On BAT only, OIL PRESS IND is not available. 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 ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT Suspect starter motor failure. Maintenance action is due.

2.05.02

PROCEDURES FOLLOWING FAILURE P5 POWER PLANT

001 SEP 10

AA

R ENG NAC OVHT ALERT CONDITION

VISUAL

AURAL

Nacelle temperature exceeds 170°C (338°F) when aircraft is on ground

- MW flashing red - NAC OVHT red light on CAP

CRC

PROCEDURE R

ENG NAC OVHT ■ If during hotel mode operation (when applicable)

R R

PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO ■ If during taxi

R

AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP PL affected side . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER ■ If unsuccessful within 30 seconds

R R

PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI 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.

2.05.02

PROCEDURES FOLLOWING FAILURE P6 POWER PLANT

001 SEP 10

AA

ABNORMAL ENG PARAMETERS IN FLIGHT PROCEDURE

ABNORMAL ENG PARAMETERS IN FLIGHT

R

J If Intermittent fluctuations or unrealistic steady indication ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F When adequate flight situation 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- PW127FPW127M) 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

2.05.02

PROCEDURES FOLLOWING FAILURE P7

APR 08

POWER PLANT AA

001

ABNORMAL PROP BRK (If applicable) ALERT CONDITION

VISUAL

AURAL

Propeller brake not locked in full locked or in full released pposition - or-P Propeller ll brake b k engagedd andd GUST LOCK released (depending on models)

- UNLK red light on overhead panel - MW + PROP BRK red light on CAP - or-- with action on PROP BRK SW : - UNLK red light on overhead panel then after 30 seconds - MW + PROP BRK red light on CAP

CRC

PROCEDURE

ABNORMAL PROP BRK (If applicable) 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 MAINTENANCE ACTION REQUIRED

2.05.02

PROCEDURES FOLLOWING FAILURE P8 POWER PLANT AA

500 APR 08

ENG RESTART IN FLIGHT PROCEDURE

ENG RESTART IN FLIGHT

FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCTposition 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

2.05.02

PROCEDURES FOLLOWING FAILURE P9 POWER PLANT AA

050 APR 08

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

Mod : 4111

2.05.02

PROCEDURES FOLLOWING FAILURE P 10 POWER PLANT

500 SEP 10

AA

ONE EEC FAULT ALERT VISUAL

CONDITION EEC failure

- MC light flashing amber - ENG amber light on CAP - associated EEC FAULT amber light on central panel

AURAL SC

PROCEDURE

ONE EEC FAULT

R

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: DO NOT DESELECT EEC FLASHING. F When adequate flight situation PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET J If successful ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER J If unsuccessful EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING THROTTLE WITH CARE F In the following cases : icing conditions, engine(s) flame out, emergency descent, severe turbulence, heavy rain MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON F In final approach CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD F After landing TAXI WITH THE AFFECTED ENGINE FEATHERED 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.

Mod : 3973 or 4371 or 4457

2.05.02

PROCEDURES FOLLOWING FAILURE P 11 POWER PLANT

500 APR 08

BOTH EEC FAULT ALERT VISUAL

CONDITION Both EEC failure

- MC light flashing amber - ENG amber light on CAP - EEC FAULT amber light(s) on central panel

AURAL SC

PROCEDURE

BOTH EEC FAULT ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF CAUTION: DO NOT DESELECT EEC FLASHING. F When adequate flight situation 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 Refer to 2.05.02 page 12. Mod : 3973 or 4371 or 4457

2.05.02

PROCEDURES FOLLOWING FAILURE P 12 POWER PLANT

001 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).

2.05.02

PROCEDURES FOLLOWING FAILURE P 13 POWER PLANT

500 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

PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If NH drops below 30% (no immediate relight) CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO J If damage suspected FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY J If no damage suspected ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . . . APPLY J If unsuccessful SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . APPLY COMMENTS - Shut down the engine if no immediate relight. - The causes of engine flame out can generally be divided into two categories : . External causes such as icing, very heavy turbulence, fuel mismanagement. These causes, which may affect both engines can generally be easily determined and an immediate relight can be attempted. . Internal causes which as engine stalls or failures usually affect a single engine and are not so easily determined. In these cases, the engine is shut down then the cause of the flame out investigated. If it cannot be positively determined what caused the flame out, the need for engine restart should be evaluated against the risk or further engine damage or fire that may result from a restart attempt. - If damage is suspected, as precautionary measure, the FIRE handle is pulled.

Mod : 4111

2.05.02

PROCEDURES FOLLOWING FAILURE P 14 POWER PLANT AA

001 APR 08

IDLE GATE FAIL ALERT CONDITION Automatic idle gate system failure

VISUAL

AURAL

- MC light flashing red - IDLE GATE amber light on CAP - IDLE GATE FAIL amber light on pedestal

SC

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.

2.05.02

PROCEDURES FOLLOWING FAILURE P 15 POWER PLANT AA

SYNPHR FAIL NOT APPLICABLE CL’S PNEUMATIC ACTUATOR BLOCKING NOT APPLICABLE

Mod : 3973 or 4371 or 4457

500 APR 08

2.05.02

PROCEDURES FOLLOWING FAILURE P 16 POWER PLANT

500 SEP 10

AA

R UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS PROCEDURE

UNCOMMANDED 100% NP ON ONE OR TWO PROPELLERS

R

CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD R PEC SGL CH ALERT CONDITION Anomaly detection on either PEC channel

VISUAL - SGL amber light on central 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

AURAL NIL

2.05.02

PROCEDURES FOLLOWING FAILURE P 17 POWER PLANT

500 OCT 09

AA

PEC FAULT ALERT CONDITION Anomaly detection on both PEC channels

VISUAL - MC light flashing amber - ENG amber light on CAP - Associated FAULT light on central panel

AURAL SC

PROCEDURE

PEC FAULT J If in short final approach (below 400 ft RA) GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY R

R 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 Note: ACW BTC may be check closed in order to avoid the loss of ACW bus on ground COMMENTS - Expect NP blocked at 102.5% (overspeed stop) - Do not set PLs below FI before nose wheel is on ground. - Reverse is not available because the secondary low pitch stop retraction 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

2.05.02

PROCEDURES FOLLOWING FAILURE P 18 POWER PLANT AA

001 APR 08

LO PITCH IN FLIGHT ALERT CONDITION Low pitch detection in flight

VISUAL - MC light flashing amber - ENG amber light on CAP - Associated LO PITCH amber light on central panel

AURAL SC

PROCEDURE

LO PITCH IN FLIGHT PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY COMMENTS - If a low pitch is detected, pitch increases and returns to values which do not generate alert. If failure still persists, pitch will decrease again which causes a cycling situation.

2.05.02

PROCEDURES FOLLOWING FAILURE P 19 POWER PLANT

001 OCT 09

ENG OVER LIMIT ALERT CONDITION ITT above limit in flight or on ground except at start

VISUAL - MC light flashing amber - ENG amber light on CAP - associated ITT caution light on engine panel

AURAL SC

PROCEDURE

ENG OVER LIMIT R

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES 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 CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY 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.

2.05.02

PROCEDURES FOLLOWING FAILURE P 20 POWER PLANT

500 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 SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY COMMENTS - Red limits must not be deliberately exceeded. - Transients in amber sector are normal during engine acceleration. - Check pointer and counter to determine limit exceedance and proceed accordingly. - Over limit conditions and primary engine(s) parameters must be recorded for maintenance purposes. - If conditions do not permit engine shut down, land as soon as possible using the minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to complete a flight

Eng : PW127F / PW127M

2.05.02

PROCEDURES FOLLOWING FAILURE P 21 POWER PLANT AA

500 APR 08

ENG OIL TEMP BELOW 45_C PROCEDURE

ENG OIL TEMP BELOW 45_C 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 PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY 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

2.05.02

PROCEDURES FOLLOWING FAILURE P 22 POWER PLANT AA

500 APR 08

ENG OIL LO PR ALERT CONDITION

VISUAL

AURAL

Oil pressure drops below 40 PSI

- MW light flashing red - ENG OIL red light on CAP - OIL warning light on engine panel

CRC

PROCEDURE

ENG OIL LO PR PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI J If both OIL LO PR alert on CAP and local alert are activated CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY 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 SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY 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 Refer to 2.05.02 page 23.

Eng : PW127F / PW127M

2.05.02

PROCEDURES FOLLOWING FAILURE P 23 POWER PLANT AA

001 APR 08

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.

2.05.02

PROCEDURES FOLLOWING FAILURE P 24 POWER PLANT

560 OCT 08

AA

APPLICABLE TO AIRCRAFT FITTED WITH MODIFICATION 5908 ENG BOOST FAULT (IF APPLICABLE) ALERT VISUAL

CONDITION Rating disagreement between EEC’s and ENG BOOST PB

- MC light flashing amber - ENG amber light on CAP - FAULT amber light on ENG BOOST PB

AURAL SC

PROCEDURE

ENG BOOST FAULT (If applicable) J If on ground PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI ENG BOOST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESSED-- IN J If BOOST ON light illuminates Consider 127M rating for performance computation J If BOOST ON is extinguished Consider 127F rating for performance computation J If in flight ENG BOOST PB . . . . . . . . . . . . . . CHECK IN BEFORE TAKE OFF POSITION Continue normal operation J If single engine operation and PW127M rating required PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT ENG BOOST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESSED-- IN TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET MANUALLY TO FDAU TQ BUG COMMENTS - ENG BOOST PB FAULT illuminated whenever any engine rating is not in accordance with ENG BOOST PB position. - Boost ON is only available when ON light is illuminated - If one EEC Off, Boost ON operations remain available, and ENG BOOST PB FAULT light will be illuminated

Eng : PW127M

2.05.03

PROCEDURES FOLLOWING FAILURE P1

APR 08

FUEL AA

001

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 ( 274_C / 525_F

VISUAL - MC light flashing amber - AIR amber light on CAP - Associated OVHT, BLEED and PACK FAULT amber lights on overhead panel

AURAL SC

PROCEDURE

BLEED OVHT 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 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. - Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as BLEED is selected OFF, PACK FAULT light extinguishes). - System may be restored in flight after OVHT alert has extinguished.

2.05.08

PROCEDURES FOLLOWING FAILURE P3

APR 08

AIR AA

001

BLEED LEAK ALERT CONDITION Bleed air leak Loop > 124_C / 255_F - or For aircraft fitted with mod 4584: Bleed air leak Loop > 153_C / 307_F

VISUAL - MC light flashing amber - AIR amber light g on CAP - Associated A i t d LEAK LEAK, BLEED andd PACK FAULT amber lights on overhead panel

AURAL SC

PROCEDURE

BLEED LEAK PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES 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. - Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as BLEED is selected OFF, PACK FAULT light extinguishes). - System must not be restored in flight because it may create hazards.

2.05.08

PROCEDURES FOLLOWING FAILURE P4

001

AIR

SEP 13

AA

X VALVE OPEN ALERT CONDITION

VISUAL

AURAL

R X valve open while it - MC light flashing amber should be closed - AIR amber light on CAP - X VALVE OPEN amber light on overhead panel

SC

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 CONDITION Pack valve position disagrees with command or overheat downstream of the compressor (T > 204_C / 393_F)

VISUAL - MC light flashing amber - AIR amber light on CAP - Associated PACK FAULT amber light on overhead panel

AURAL SC

PROCEDURE

PACK VALVE FAULT PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES COMMENTS - If both bleeds are available, no special procedure has to be applied. In case of bleed failure, associated pack must be selected OFF.

2.05.08

PROCEDURES FOLLOWING FAILURE P5

APR 08

AIR AA

001

BOTH PACK VALVES FAULT PROCEDURE

BOTH PACK VALVES FAULT MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA F When ΔP < 1PSI OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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 CONDITION Recirculation fan low RPM < 900 RPM) more than 20 seconds after start or electrical motor overheat

VISUAL - MC light flashing amber - AIR amber light on CAP - associated RECIRC FAN FAULT amber light on overhead panel

AURAL SC

PROCEDURE

RECIRC FAN FAULT RECIRC FAN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

2.05.08

PROCEDURES FOLLOWING FAILURE P6 AIR

001 SEP 10

AA

DUCT OVHT ALERT CONDITION Overheat in the duct (T duct > R 92_C / 200_F)

VISUAL - MC light flashing amber - AIR amber light on CAP - associated TEMP SEL OVHT amber light on overhead panel

AURAL SC

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 AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES 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.

2.05.08

PROCEDURES FOLLOWING FAILURE P7

APR 08

AIR AA

001

EXCESS CAB ALT ALERT CONDITION Cabin altitude above 10000 ft.

VISUAL - MW light flashing red - EXCESS CAB ALT red light on CAP

AURAL CRC

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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN 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.

2.05.08

PROCEDURES FOLLOWING FAILURE P8

APR 08

AIR AA

001

AUTO PRESS FAULT ALERT CONDITION Digital controller failure

VISUAL - MC light flashing amber - AIR amber light on CAP - FAULT amber light on MAN pushbutton

AURAL SC

PROCEDURE

AUTO PRESS FAULT MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN 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 CONDITION Differential pressure exceeds 6.35 PSI

VISUAL - MW light flashing red - EXCESS CAB ΔP light on CAP - DIFF PRESS local IND exceeds 6.35 PSI

AURAL CRC

PROCEDURE

EXCESS CAB ΔP MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE J If unsuccessful DESCENT TO A COMPATIBLE FL . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE

2.05.08

PROCEDURES FOLLOWING FAILURE P9

APR 08

AIR AA

001

AVIONICS VENT EXHAUST MODE FAULT ALERT CONDITION Underspeed or overheat of extract fan (T > 90_C / 194_F)

VISUAL - MC light flashing amber - AIR amber light on CAP - EXHAUST MODE FAULT amber light on overhead panel

AURAL SC

PROCEDURE

AVIONICS VENT EXHAUST MODE FAULT 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 CONDITION OVBD valve position not corresponding with aircraft condition

VISUAL - MC light flashing amber - AIR amber light on CAP - FAULT amber light on overhead panel

AURAL SC

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 OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE J If engine 1 not running, on ground OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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.

2.05.09

PROCEDURES FOLLOWING FAILURE P1 DE/ANTI ICE AA

001 SEP 13

AFR AIR BLEED FAULT ALERT CONDITION Low pressure in the de-- icing common air manifold (P < 14 PSI ) - or Overtemperature (T > 230_C) upstream the pressure regulating valve

VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - AFR AIR BLEED FAULT amber light on overhead panel

AURAL SC

PROCEDURE

AFR AIR BLEED FAULT

R

LEAVE AND AVOID ICING CONDITIONS AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 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

2.05.09

PROCEDURES FOLLOWING FAILURE P2

APR 08

DE/ANTI ICE AA

500

DE- ICING AIR FRAME FAULT ALERT CONDITION

VISUAL

Distribution valve output controlled open but no downstream pressure detected - or Distribution valve output controlled closed but downstream pressure detected

- MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel

AURAL SC

PROCEDURE

DE- ICING AIR FRAME FAULT LEAVE AND AVOID ICING CONDITIONS DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT J If in icing condition LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13 J If ice accretion STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED

Mod : 1368 + (3973 or 4371 or 4457)

2.05.09

PROCEDURES FOLLOWING FAILURE P3

OCT 08

DE/ANTI ICE AA

001

DE- ICING MODE SEL FAULT ALERT CONDITION

VISUAL

Boots do not operate following MFC failure - or Both boots A and B of the same 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

- MC light flashing amber - ANTI ICING amber light on CAP - DE--ICING MODE SEL FAULT amber light on overhead panel

AURAL SC

PROCEDURE

DE- ICING MODE SEL FAULT OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR J In case of engine flame out OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE COMMENTS - The OVRD mode allows to operate engines and airframe dual distribution valves in case of engine boots primary control failure. - DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated. - When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights are inhibited and boots cycling operated only according to FAST mode. R - In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the engine may ingest the build up ice and a flame out could occur. As the functionning of this device is sequential (i.e. the two engines are not concerned at the same time), it is suggested to release the DE-- ICING MODE SEL pushbutton before the same phenomenon occurs on the second engine.

2.05.09

PROCEDURES FOLLOWING FAILURE P4

APR 08

DE/ANTI ICE AA

500

MODE SEL AUTO FAULT ALERT CONDITION

VISUAL

MFC 1B or 2B and/or ADC failure - or Discrepancy between outputs

- MC light flashing amber - ANTI ICING amber light on CAP - FAULT amber light on overhead panel

AURAL SC

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 CONDITION Ice detector failure

VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - FAULT ICING amber light on control panel

AURAL SC

PROCEDURE

ICE DETECT FAULT ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR

Model : 212A

2.05.09

PROCEDURES FOLLOWING FAILURE P5

001 OCT 08

DE/ANTI ICE AA

R DE- /ANTI- ICING ENG FAULT ALERT CONDITION

VISUAL

Distribution valve output controlled open but no downstream pressure detected - or Distribution valve output controlled closed but downstream pressure detected

- MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel

AURAL SC

PROCEDURE R

DE- /ANTI- ICING ENG FAULT LEAVE AND AVOID ICING CONDITIONS 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.

2.05.09

PROCEDURES FOLLOWING FAILURE P6

APR 08

DE/ANTI ICE AA

500

ANTI- ICING PROP FAULT ALERT CONDITION

VISUAL

One or more blade heating units - MC light flashing amber inoperative - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel

AURAL SC

PROCEDURE

ANTI- ICING PROP FAULT LEAVE AND AVOID ICING CONDITIONS ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF J If propeller unbalance due to ice becomes excessive CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . MOVE TO 100% OVRD FOR 5 MINUTES COMMENTS - If propeller unbalance due to ice becomes significant periodically moving both CL to 100% OVRD will modify centrifugal forces allowing ice elimination. ANTI- ICING HORNS FAULT ALERT VISUAL

CONDITION Power loss on a horn anti-- icing unit

- MC light flashing amber - ANTI ICING amber light on CAP - AssociatedFAULT amber light on overhead panel

AURAL SC

PROCEDURE

ANTI- ICING HORNS FAULT LEAVE AND AVOID ICING CONDITIONS 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

2.05.09

PROCEDURES FOLLOWING FAILURE P7 DE/ANTI ICE

001 OCT 09

AA

SIDE WINDOW / WINDSHIELD HTG FAULT ALERT CONDITION Loss of window / windshield heating

VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - Associated FAULT amber light on overhead panel

AURAL SC

PROCEDURE

SIDE WINDOW / WINDSHIELD HTG FAULT SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF PROBES HTG FAULT ALERT CONDITION R Power loss on a probe anti-- icing unit

VISUAL - MC light flashing amber - ANTI ICING amber light on CAP - AssociatedFAULT amber light on overhead panel

AURAL SC

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.

2.05.10

PROCEDURES FOLLOWING FAILURE P1 AUTOPILOT AA

001 APR 08

AILERON MISTRIM (ADU message) or EXCESSIVE LATERAL TRIM REQUIRED or ABNORMAL FLIGHT CHARACTERISTICS PROCEDURE

AILERON MISTRIM (ADU message) or EXCESSIVE LATERAL TRIM REQUIRED or ABNORMAL FLIGHT CHARACTERISTICS FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Note : FLY MANUALLY PRIOR TO ADJUSTING THE LATERAL TRIMS. Note : The autopilot may be reengaged following adjustment of the lateral trims. COMMENTS - Ailerons forces may be affected by external conditions such as . prolonged exposure to severe icing . de-- /anti-- icing hold over time exceeded PITCH MISTRIM (ADU message) ALERT AP trim threshold limit is exceeded PROCEDURE

PITCH MISTRIM (ADU message) FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY 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.

2.05.10

PROCEDURES FOLLOWING FAILURE P2 AUTOPILOT AA

050 APR 08

PITCH TRIM FAIL (ADU message) (If applicable) ALERT AP trim threshold limit is exceeded. PROCEDURE

PITCH TRIM FAIL (ADU message) (If applicable) FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD FIRMLY AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT Note : FLY MANUALLY UNTIL RESUMING NORMAL CONDITIONS. COMMENTS - Applicable only for aircraft fitted with mod 3168. DADC DATA INVALID (ADU message) ALERT In case of disagreement between both ADC, AP (if engaged) disconnects being unable to identify the valid ADC. AP MSG is displayed on both EADI; DADC DATA INVALID is displayed on ADU. PROCEDURE

DADC DATA INVALID (ADU message) 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

2.05.11

PROCEDURES FOLLOWING FAILURE P1 AIRCRAFT PERFORMANCE MONITORING AA

For APM PROCEDURES, refer to FCOM 2.02.21.

001 APR 08

2.05.12

PROCEDURES FOLLOWING FAILURE P1

001 APR 08

AVIONICS AA

AUDIO SEL FAULT ALERT CONDITION RCAU processing board failure or power loss

VISUAL

AURAL

- MC light flashing amber - AUDIO amber light on CAP - AUDIO SEL FAULT amber light on associated side panel

SC

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 CONDITION One AHRS loses TAS input from both ADC

VISUAL - associated A/ERECT FAIL amber light illuminates on associated side panel

AURAL NIL

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.

2.05.12

PROCEDURES FOLLOWING FAILURE P2 AVIONICS

001 SEP 13

EFIS COMP ALERT CONDITION AHRS disagree

VISUAL AURAL - MC light flashing amber SC - EFIS COMP amber light on CAP - * CRC ** - AP OFF red light on flight deck ** - 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

2.05.12

PROCEDURES FOLLOWING FAILURE P3

001 APR 08

AVIONICS AA

ADC SW FAULT ALERT CONDITION Incorrect ADC switching

VISUAL - MC light flashing amber - ENG amber light on CAP - ADC SW FAULT amber light on flight deck panel

AURAL SC

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.

2.05.12

PROCEDURES FOLLOWING FAILURE P4

550 APR 08

AVIONICS AA

ADC FAULT ALERT CONDITION Loss of ADC Selected ADC is connected to AP

VISUAL -

Red flag on speed indicators TAT/SAT/TAS information are lost AP MSG on both EADI CPL DATA INVALID on ADU

AURAL NIL

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 MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE TLU FAULT procedure (2.05.06 page 8) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY Note : If both ADC are lost, de-- /anti-- icing MODE SEL AUTO is lost. COMMENTS - When ADC 1 is lost, ADC 2 is automatically selected to supply the pressurization digital controller. Then baro correction is no longer available (ref 1013 mb) and landing field elevation must be set in terms of pressure altitude. - If both ADC are lost, only standby instruments are available: air data instruments have a red flag and AHRS have lost their TAS inputs. Pressurization has to be performed manually. - If the selected ADC is lost, FDAU does not receive inputs; bugs are not available on TQ indicators. Each engine uses their own source (if ADC 1 is the faulty selected ADC). - Ten seconds are necessary to recover bugs on TQ indicator after selection of the valid ADC.

Mod : 5205

Model : 212A

2.05.12

PROCEDURES FOLLOWING FAILURE P5 AVIONICS AA

001 APR 08

AHRS FAIL ALERT CONDITION Loss of AHRS

VISUAL - ATT FAIL red message on associated EADI - HDG FAIL red message on associated EHSI - Flag on opposite RMI

AURAL NIL

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.

2.05.13

PROCEDURES FOLLOWING FAILURE P1

001

MISCELLANEOUS

SEP 10

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 CONDITION Loss of radioaltimeter

VISUAL - amber dashes on EADI - GPWS FAULT amber light on CAP

AURAL NIL

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. R SMK DET FANS FAULT ALERT CONDITION Smoke detectors fans failure

VISUAL - MC light flashing amber - AIR amber light on CAP - FANS FAULT amber light on overhead panel

AURAL SC

PROCEDURE R

SMK DET FANS FAULT FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN

2.05.13

PROCEDURES FOLLOWING FAILURE P2

001

MISCELLANEOUS

SEP 10

AA

DOORS UNLK IN FLIGHT ALERT VISUAL

CONDITION Door UNLK in flight

- MC light flashing amber - DOOR amber light on CAP - associated door amber light on overhead panel

AURAL SC

PROCEDURE

DOORS UNLK IN FLIGHT 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. COCKPIT WINDOW CRACKED PROCEDURE

COCKPIT WINDOW CRACKED WINDOW HEAT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA

2.05.13

PROCEDURES FOLLOWING FAILURE P3

001 APR 08

MISCELLANEOUS AA

OXYGEN LO PR ALERT CONDITION

VISUAL

Low pressure (below - MC light flashing amber 50 PSI) in the LP - OXY amber light on CAP distribution circuit - MAIN SUPPLY LO PR amber light on overhead panel

AURAL SC

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.

2.05.14

PROCEDURES FOLLOWING FAILURE P1

001 OCT 08

MFC AA

MFC 1A FAULT ALERT CONDITION MFC 1A FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1A FAULT R R

MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET 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.

2.05.14

PROCEDURES FOLLOWING FAILURE P2

001 OCT 08

MFC AA

MFC 1B FAULT ALERT CONDITION MFC 1B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1B FAULT R R

MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MFC 1B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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 OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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.

2.05.14

PROCEDURES FOLLOWING FAILURE P3

001 OCT 08

MFC AA

MFC 2A FAULT ALERT CONDITION MFC 2A FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 2A FAULT R R

MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD MFC 2A MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN F After take off IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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. - As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground to improve racks cooling. - 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.

2.05.14

PROCEDURES FOLLOWING FAILURE P4

001 OCT 08

MFC AA

MFC 2B FAULT ALERT CONDITION MFC 2B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 2B FAULT R R

MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MFC 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . . . . . CHECK J If failure during taxi out PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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 OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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 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.

2.05.14

PROCEDURES FOLLOWING FAILURE P5

500 OCT 08

MFC AA

MFC 1A + 1B FAULT ALERT CONDITION MFC 1A + 1B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1A + 1B FAULT R

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 MFC 1A + 1B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK F Before landing ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. 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).

Mod : 3973 or 4371 or 4457

2.05.14

PROCEDURES FOLLOWING FAILURE P6

001 OCT 08

MFC AA

MFC 1A + 2A FAULT ALERT CONDITION MFC 1A + 2A FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1A + 2A FAULT R

R

R

MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF 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 LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN 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).

2.05.14

PROCEDURES FOLLOWING FAILURE P7

001 OCT 08

MFC AA

MFC 1A + 2B FAULT ALERT CONDITION MFC 1A + 2B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1A + 2B FAULT R

R

R

MODULES 1A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET MAIN BLUE HYD PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD 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. REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F After landing PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. 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 See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2B FAULT (2.05.14 page 4).

2.05.14

PROCEDURES FOLLOWING FAILURE P8

001 OCT 08

MFC AA

MFC 1B + 2A FAULT ALERT CONDITION MFC 1B + 2A FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1B + 2A FAULT R R

MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD MFC 1B + 2A MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK Note : VOR 2, ADF 2, CRS 2 information are lost. ADC 2 outputs are not available. F Before landing Note : Flaps control is lost. REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. 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).

2.05.14

PROCEDURES FOLLOWING FAILURE P9

500

MFC

SEP 10

AA

MFC 2A + 2B FAULT ALERT CONDITION MFC 2A + 2B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 2A + 2B FAULT R

MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD ANTI-- ICING PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . . . APPLY DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF BLEED VALVE FAULT procedure (2.05.08 page 1) . . . . . . . . . . . . . . . . . . . APPLY MFC 2A + 2B MODULES EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . CHECK F Before landing ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR F After landing OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. COMMENTS - STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications. - ATPCS must be selected OFF before landing due to loss of autofeather on engine 1. Check go around performances ATPCS OFF. - Hostess and crew indications calls are lost. See also COMMENTS for MFC 2A FAULT (2.05.14 page 3) and for MFC 2B FAULT (2.05.14 page 4).

Mod : 3973 or 4371 or 4457

2.05.14

PROCEDURES FOLLOWING FAILURE P 10

001 OCT 08

MFC AA

MFC 1B + 2B FAULT ALERT CONDITION MFC 1B + 2B FAULT

VISUAL - MC light flashing amber - MFC amber light on CAP - Associated MFC FAULT amber light on overhead panel

AURAL SC

PROCEDURE

MFC 1B + 2B FAULT R R

MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR MFC 1B + 2B MODULE EQUIPMENT LIST (QRH) . . . . . . . . . . . . . . . . . CHECK F Before landing NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN EMER EXTENSION HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL CAUTION : LDG GEAR cannot be retracted. F At touch down IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE F After landing PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN Note : ATPCS ARM light is not available. Autofeather light is lost. Note : External power cannot be used. CAUTION : Before opening any door, packs 1 and 2 must be selected OFF and cockpit communication hatch must be opened. 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).

2.06.02

LOADING - FUEL - BALANCE CHART P1 CARGO LANDING

001 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

WEIGHT AND BALANCE EXAMPLE BASED ON FICTITIOUS DATA CAUTION : Fictitious data Refer to WBM for operational use

001 JUL 99

OPERATING DATA

3.01.01 P1

CONVERSIONS

R

001 JUN 97

OPERATING DATA

3.01.01 P2

CONVERSIONS

R

001 JUN 97

OPERATING DATA

3.01.01 P3

CONVERSIONS

R

001 JUN 97

OPERATING DATA

3.01.02 P1

ISA 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

001 JUN 94

OPERATING DATA

3.01.03 P1

MACH - Z - IAS - TAS - SAT - TAT

001 JUL 98

AA

DATA PRESSURE ALTITUDE . . . . . . 25 000 ft R IAS . . . . . . . . . . . . . . . . . . . . . . 205 Kt R TOTAL TEMPERATURE . . . . . . . -30°C

RESULTS MATCH . . . . . . . . . . . . . . . . . . . . . . . . . 0,5 STATIC AIR TEMPERATURE (SAT) . . . -42°C TRUE AIRSPEED (TAS) . . . . . . . . . . . 295 Kt

OPERATING DATA

3.01.05 P1

PRESSURIZATION AA

R

001 JUN 97

3.02.00

POWER SETTING P1 CONTENTS AA

R

3.02.00

CONTENTS

3.02.01

GENERAL

3.02.02

TORQUE TABLES TO RTO GA MCT CLB CRZ

Eng. : PW127F / PW127M

100 APR 08

POWER SETTING

3.02.01 P1

GENERAL

500 JUL 01

AA

INTRODUCTION The engine power control is achieved by power lever (PL) and condition lever (CL). R

These controls act on three main components: - 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

POWER SETTING

3.02.01 P2

GENERAL

150 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

3.02.02

POWER SETTING P1

100 OCT 08

TORQUE TABLES 72-- 212A

TAKE OFF TORQUE SAT (c)

AIR

NORMAL

COND.

OFF

AIR

COND.

APPLICABLE FOR 0 ≤ Vc ≤ 60 kt PROPELLER SPEED 100.0 %

HIGH AIR COND.

PRESSURE ALTITUDE (FT) --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. - 8. - 6.

--27. --24. --22.

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0

89.7 88.7

- 4.

--19.

90.0

90.0

90.0

90.0

90.0

90.0

90.0

90.0

90.0

89.7 88.7

87.8 86.8

- 2. 0. 2.

--17. --14. --12.

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0

87.7 86.7

85.8 84.9

4. 6.

--10. --7.

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

89.3 88.3 87.2

85.7 84.7 83.6

83.9 82.9 81.9

8. 10. 12. 4. 16.

--5. --2. 0. 3. 5.

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0 90.0

90.0 90.0 90.0 90.0

89.9 88.8 87.7 86.5

86.2 85.2 84.1 83.0

82.6 81.7 80.7 79.5

80.9 79.9 79.0 77.9

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. 22. 24.

10. 13. 15.

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

90.0 90.0 90.0

89.6 88.1 86.5

86.0 84.5 83.0

82.5 81.0 79.6

79.1 77.7 76.3

75.8 74.5 73.2

74.2 72.9 71.7

26. 28.

18. 20.

90.0 90.0

90.0 90.0

90.0 90.0

90.0 90.0

88.5 86.9

85.0 83.4

81.5 80.0

78.2 76.7

75.0 73.6

71.9 70.5

70.4 69.1

30. 32.

23. 25.

90.0 90.0

90.0 90.0

90.0 90.0

88.8 87.1

85.2 83.6

81.8 80.2

78.5 77.0

75.3 73.8

72.2 70.8

69.2 67.9

67.7 65.4

34. 36.

28. 30.

90.0 90.0

90.0 90.0

88.9 87.1

85.4 83.7

81.9 80.3

78.6 77.0

75.4 73.9

72.4 70.9

69.4 68.0

66.5 65.2

65.1 63.8

38. 40. 42.

33. 36. 38.

90.0 90.0

88.9 87.1

85.4 83.6

82.0 80.3

78.7 77.1

75.5 73.9

72.4 70.9

69.5 68.0

66.6 65.2

63.8

62.5

41. 43. 46. 48. 51. 53. 54.

88.8 86.9 85.0 83.1 81.2 79.3 77.5 76.5

85.3 83.5 81.6 79.8 78.0 76.2 74.4 73.5

81.9 80.1 78.4 76.6 74.9 73.2

78.6 76.9 75.3 73.6 71.9

75.4 73.8 72.2 70.6

72.4 70.8 69.3

69.4 68.0

66.6

44. 46. 48. 50. 52. 54. 55.

ON

ON

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P2

100 OCT 08

TORQUE TABLES AA

72-- 212A AIR

NORMAL

COND.

OFF

VC = 50. KT

RESERVE TAKE OFF TORQUE SAT (c)

AIR

COND.

PROPELLER SPEED 100.0 %

HIGH AIR COND.

PRESSURE ALTITUDE (FT) --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. - 8. - 6.

--27. --24. --22.

--35. --32. --30.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0

99.7 98.6

- 4.

--19.

--27.

100.0

100.0

100.0

100.0

100.0

100.0

100.0

100.0

100.0

99.6 98.5

97.5 96.5

- 2. 0. 2.

--17. --14. --12.

--25. --22. --19.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0

97.4 96.3

95.4 94.3

4. 6.

--10. --7.

--17. --14.

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

99.3 98.1 96.9

95.2 94.1 92.9

93.2 92.1 91.0

8. 10. 12. 14. 16.

--5. --2. 0. 3. 5.

--12. --9. --7. --4. --1.

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0 100.0

100.0 100.0 100.0 100.0

99.9 98.7 97.5 96.1

95.8 94.6 93.5 92.2

91.8 90.7 89.6 88.4

89.9 88.8 87.8 86.5

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. 22. 24.

10. 13. 15.

4. 7. 10.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

99.6 97.9 96.1

95.5 93.9 92.2

91.6 90.0 88.5

87.9 86.4 84.8

84.3 82.8 81.3

82.5 81.1 79.6

26. 28.

18. 20.

13. 16.

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

98.4 96.6

94.4 92.7

90.6 88.9

86.9 85.3

83.3 81.8

79.9 78.4

78.2 76.7

30. 32.

23. 25.

18. 21.

100.0 100.0

100.0 100.0

100.0 100.0

98.7 96.8

94.7 92.9

90.9 89.1

87.2 85.5

83.6 82.0

80.2 78.6

76.9 75.4

75.3 73.8

34. 36.

28. 30.

24. 27.

100.0 100.0

100.0 100.0

98.8 96.8

94.9 93.0

91.1 89.2

87.4 85.6

83.8 82.1

80.4 78.8

77.1 75.5

73.9 72.4

72.4 70.9

38. 40. 42.

33. 36. 38.

30. 32. 35.

100.0 100.0

98.8 96.8

94.9 92.9

91.1 89.2

87.4 85.6

83.9 82.2

80.5 78.8

77.2 75.6

74.0 72.5

70.9

69.5

41. 43. 46. 48. 51. 53. 54.

38. 41. 43. 46. 49. 52. 53.

98.7 96.6 94.4 92.3 90.3 88.2 86.1 85.0

94.8 92.7 90.7 88.7 86.7 84.7 82.7 81.7

91.0 89.0 87.1 85.2 83.2 81.3

87.3 85.5 83.6 81.8 79.9

83.8 82.0 80.2 78.5

80.4 78.7 77.0

77.2 75.5

74.0

44. 46. 48. 50. 52. 54. 55.

ON

ON

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P3

100 OCT 08

TORQUE TABLES 72-- 212A

GO AROUND TORQUE TAT (c)

AIR

NORMAL

COND.

OFF

AIR

COND.

APPLICABLE FOR Vc≤ 125 kt PROPELLER SPEED 100.0 %

HIGH AIR COND.

PRESSURE ALTITUDE (FT) --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. - 8. - 6.

--27. --24. --22.

--35. --32. --30.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0

99.9 98.8

- 4.

--19.

--27.

100.0

100.0

100.0

100.0

100.0

100.0

100.0

100.0

100.0

99.8 98.7

97.8 96.7

- 2. 0. 2.

--17. --14. --12.

--25. --22. --19.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0

97.6 96.5

95.6 94.5

99.5

95.4

93.4

4. 6. 8.

--10. --7. --5.

--17. --14. --12.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

98.3 97.2 96.0

94.3 93.2 92.1

92.3 91.2 90.1

10. 12. 14.

--2. 0. 3.

--9. --7. --4.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

98.9 97.7 96.4

94.9 93.7 92.5

91.0 89.9 88.7

89.1 88.0 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. 22. 24.

10. 13. 15.

4. 7. 10.

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

100.0 100.0 100.0

99.9 98.2 96.5

95.9 94.2 92.6

92.0 90.4 88.8

88.2 86.7 85.2

84.6 83.1 81.7

82.8 81.4 79.9

26. 28.

18. 20.

13. 16.

100.0 100.0

100.0 100.0

100.0 100.0

100.0 100.0

98.7 96.9

94.7 93.0

90.9 89.2

87.2 85.6

83.6 82.1

80.2 78.7

78.5 77.1

30. 32.

23. 25.

18. 21.

100.0 100.0

100.0 100.0

100.0 100.0

99.0 97.1

95.1 93.2

91.2 89.5

87.5 85.9

84.0 82.4

80.5 79.0

77.2 75.7

75.6 74.2

34. 36.

28. 30.

24. 27.

100.0 100.0

100.0 100.0

99.2 97.2

95.2 93.3

91.4 89.6

87.7 86.0

84.2 82.5

80.7 79.1

77.4 75.9

74.3 72.8

72.7 71.2

38. 40. 42.

33. 36. 38.

30. 32. 35.

100.0 100.0

99.2 97.1

95.2 93.3

91.4 89.6

87.8 86.0

84.2 82.5

80.8 79.2

77.5 75.9

74.3 72.8

71.3 69.8

69.8 68.4

41. 43. 46. 48. 51. 53. 55.

38. 41. 43. 46. 49. 52. 54.

99.0 96.9 94.8 92.7 90.6 88.5 86.4 84.4

95.1 93.1 91.1 89.1 87.1 85.0 83.0 81.0

91.3 89.4 87.5 85.5 83.6 81.7 79.7

87.7 85.8 84.0 82.1 80.3 78.4

84.2 82.4 80.6 78.8 77.0

80.8 79.1 77.4 75.7

77.5 75.9 74.2

74.4 72.8

71.3

44. 46. 48. 50. 52. 54. 56.

ON

ON

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. Note : Add 0,8 % for each 10 kt above 125 kt without exceeding 100 % torque. R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P4

500 OCT 08

TORQUE TABLES AA

MAXIMUM CONTINUOUS TORQUE

72-- 212A

PROPELLER SPEED 100.0 %

TAT (c) AIR COND. OFF

NORMAL AIR COND. ON

VC = 120. KT

HIGH AIR COND. ON

PRESSURE ALTITUDE (FT) 0. 25000.

2000.

4000.

6000.

8000. 10000.

12000.

14000.

16000. 18000.

20000.

22000. 24000.

90.9 90.9 90.9

86.8 85.4 84.0

79.9 78.6 77.3

73.8 72.6 71.4

67.9 66.8 65.6

62.3 61.3 60.3

59.7 58.7 57.7

- 43. - 40. - 37. - 33.

--56. --52. --48. --44.

--67. --63. --59. --55.

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

- 29.

--40.

--50.

90.9

90.9

90.9

90.9

90.9

90.9

90.9

89.7 88.0

82.6 81.0

76.0 74.6

70.2 68.8

64.5 63.3

59.2 58.1

56.7 55.6

- 25. - 21. - 17.

--36. --32. --28.

--46. --42. --38.

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9

86.1 84.2

79.2 77.5

72.9 71.3

67.3 65.8

61.9 60.6

56.8 55.6

54.4 53.2

- 13. - 10. - 6. - 2.

--24. --20. --16. --12.

--33. --29. --24. --20.

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

90.9 90.9 90.9

89.7 88.1 86.5 84.9

82.7 81.2 79.7 78.2

76.1 74.7 73.3 71.9

70.0 68.8 67.5 66.2

64.7 63.5 62.3 61.1

59.5 58.4 57.3 56.2

54.6 53.6 52.6 51.6

52.3 51.3 50.4 49.4

1. 4. 8.

--8. --4. 0.

--16. --11. --7.

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.9 90.9 90.9

90.3 88.7 86.9 84.5

83.2 81.8 80.1 77.9

76.7 75.3 73.8 71.8

70.6 69.3 67.9 66.1

65.0 63.8 62.5 60.8

60.0 58.9 57.7 56.1

55.2 54.2 53.1 51.6

50.6 49.7 48.7 47.4

48.5 47.6 46.7 45.4

11. 15. 18. 22. 25.

4. 8. 12. 16. 20.

--2. 2. 7. 12. 16.

90.9 90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9 90.9

90.9 90.9 90.9 90.9

89.6 87.9 86.2 84.4

82.8 81.2 79.5 77.9

76.3 74.8 73.3 71.9

70.3 68.9 67.6 66.2

64.7 63.4 62.2 60.9

59.6 58.4 57.2 56.1

55.0 53.9 52.8 51.8

50.6 49.6 48.6

46.4 45.5 44.6

44.5 43.6

24.

21.

90.9

90.9

90.9

88.2 84.9

81.6 78.6

75.3 72.5

69.5 66.9

64.0 61.6

58.9 56.7

54.2

29. 33. 37.

28. 32.

25. 29.

90.9 90.9

90.9 90.9

88.0 84.7

81.6 78.6

75.5 72.7

69.7 67.1

64.3 61.9

59.2

41. 44.

36. 40.

33. 38.

90.9 90.9

88.5 85.8

82.2 79.7

76.3 74.0

70.6 68.4

65.1

48. 52. 56. 60. 64.

44. 48. 52. 56. 60.

42. 46. 50. 54. 58.

89.5 86.6 83.7 82.1

83.2 80.5 77.8

77.3 74.8

71.7

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P5

500 OCT 08

TORQUE TABLES AA

MAXIMUM CLIMB TORQUE

72-- 212A

VC = 170. KT

PROPELLER SPEED 82.0 %

TAT (c) AIR NORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

PRESSURE ALTITUDE (FT) 0. 25000.

2000.

4000.

6000.

8000. 10000.

12000.

14000.

16000. 18000.

20000.

22000. 24000.

97.2 97.2 97.2

94.0 92.5 90.9

87.0 85.6 84.1

80.3 79.0 77.7

74.2 73.0 71.8

68.5 67.4 66.2

65.8 64.7 63.6

- 41. - 38. - 34. - 30.

--56. --52. --48. --44.

--64. --60. --56. --51.

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

- 26.

--40.

--47.

97.2

97.2

97.2

97.2

97.2

97.2

97.2

95.9 94.2

89.4 87.8

82.7 81.2

76.4 75.0

70.5 69.3

65.1 63.9

62.5 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. - 15. - 11. - 7.

--32. --28. --24. --20.

--39. --35. --31. --26.

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

96.8 95.3 93.7 92.0

90.8 89.3 87.9 86.2

84.7 83.3 81.9 80.4

78.3 77.0 75.8 74.4

72.3 71.2 70.0 68.7

66.8 65.7 64.6 63.4

61.7 60.7 59.7 58.6

59.2 58.3 57.3 56.3

- 4. - 1. 3. 6.

--16. --12. --8. --4.

--22. --18. --14. --10.

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2

96.0 94.2 92.0

90.2 88.5 86.4

84.6 83.0 81.0

78.9 77.3 75.5

73.0 71.5 69.9

67.4 66.1 64.6

62.2 61.0 59.6

57.4 56.3 55.0

55.2 54.1 52.9

9.

0.

--5.

97.2

97.2

97.2

97.2

96.6 93.9

89.7 87.2

84.3 81.9

79.1 76.8

73.7 71.6

68.2 66.3

63.0 61.2

58.1 56.5

53.7 52.2

51.6 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. 19.

8. 12.

3. 8.

97.2 97.2

97.2 97.2

97.2 97.2

94.9 91.9

88.1 85.3

81.9 79.2

76.9 74.4

72.1 69.8

67.2 65.0

62.2 60.2

57.5 55.6

53.1 51.3

49.0 47.4

47.1 45.5

22. 26.

16. 20.

12. 17.

97.2 97.2

97.2 97.2

95.6 92.1

88.8 85.6

82.4 79.4

76.5 73.8

71.9 69.3

67.4 65.0

62.9 60.6

58.2 56.1

53.7 51.8

49.6 47.8

45.8

29. 33. 36.

24. 28. 32.

21. 25. 29.

97.2 97.2

95.5 91.8

88.6 85.2

82.3 79.1

76.4 73.4

71.0 68.2

66.7 64.1

62.5 60.1

58.3 56.0

53.9

36. 40.

33. 38.

95.3 91.7 88.2

88.4 85.0 81.8

82.1 79.0 75.9

76.2 73.3 70.5

70.8 68.1 65.5

65.7 63.2 60.8

61.8 59.4

57.9

40. 43. 47. 50. 54. 58. 62.

44. 48. 52. 56. 60.

42. 46. 50. 54. 58.

84.7 81.3 77.8 75.6

78.6 75.4 72.2

73.0 70.0 67.0

67.8 65.0

62.9

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P6

500 OCT 08

TORQUE TABLES AA

MAXIMUM CLIMB TORQUE

72-- 212A

PROPELLER SPEED 82.0 %

TAT (c) AIR NORCOND. MAL OFF AIR COND. ON

VC = 190. KT

HIGH AIR COND. ON

PRESSURE ALTITUDE (FT) 0. 25000.

2000.

4000.

6000.

8000. 10000.

12000.

14000.

16000. 18000.

20000.

22000. 24000.

- 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. - 34. - 30.

--52. --48. --44.

--60. --56. --51.

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

95.7 94.1 92.5

88.8 87.3 85.8

82.3 80.9 79.5

76.2 74.9 73.6

70.6 69.4 68.2

67.9 66.8 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. - 19. - 15. - 11.

--36. --32. --28. --24.

--43. --39. --35. --31.

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2 97.2

97.2 97.2 97.2

95.1 93.4 91.9

89.2 87.6 86.2

82.7 81.2 79.9

76.7 75.3 74.1

71.0 69.7 68.6

65.8 64.6 63.5

63.3 62.2 61.2

- 7. - 4.

--20. --16.

--26. --22.

97.2 97.2

97.2 97.2

97.2 97.2

97.2 97.2

97.2 97.2

97.2 97.2

96.2 94.4 92.6

90.4 88.7 87.0

84.7 83.2 81.6

78.6 77.2 75.7

72.8 71.5 70.1

67.5 66.2 65.0

62.5 61.4 60.2

60.2 59.0 57.9

- 1. 3. 6.

--12. --8. --4.

--18. --14. --10.

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

96.6 94.4 92.1

90.8 88.7 86.5

85.4 83.4 81.3

80.0 78.2 76.2

74.2 72.5 70.7

68.8 67.2 65.5

63.7 62.2 60.7

59.0 57.6 56.2

56.8 55.5 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. 16. 19.

4. 8. 12.

--1. 3. 8.

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2 97.2

97.2 97.2

93.3 90.4

86.7 84.0

81.5 78.9

76.6 74.2

71.8 69.6

66.6 64.5

61.8 59.8

57.2 55.4

53.0 51.3

51.0 49.4

22.

16.

12.

97.2

97.2

97.2

94.0 90.9

87.4 84.5

81.3 78.5

76.4 73.8

71.8 69.4

67.3 65.0

62.4 60.3

57.9 55.9

53.6 51.8

49.6 48.0

47.8 46.2

26. 29.

20. 24.

17. 21.

97.2 97.2

97.2 97.2

94.2 90.6

87.6 84.3

81.5 78.4

75.7 72.8

71.2 68.5

66.9 64.4

62.7 60.3

58.2 56.0

53.9 51.9

49.9

33. 36.

28. 32.

25. 29.

97.2 97.2

93.7 90.3

87.1 83.9

81.0 78.0

75.3 72.6

70.0 67.4

65.8 63.4

61.8 59.6

58.0 55.9

53.8

40. 43.

36. 40.

33. 38.

93.5 89.9

86.8 83.5

80.7 77.6

75.1 72.2

69.8 67.1

64.9 62.4

61.0

47. 50. 54. 58. 62.

44. 48. 52. 56. 60.

42. 46. 50. 54. 58.

86.4 82.9 79.3 77.1 77.1

80.3 77.0 73.7 71.7

74.6 71.6 68.5

69.4 66.6

64.5

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.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P7

500 OCT 08

TORQUE TABLES AA

MAXIMUM CRUISE TORQUE

72-- 212A

VC = 170. KT

PROPELLER SPEED 82.0 %

TAT (c) AIR NORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

PRESSURE ALTITUDE (FT) 5000.

7500.

10000.

12500. 15000. 17500. 20000. 22500. 25000.

- 38. - 35. - 32. - 29. - 25.

- 56. - 52. - 48. - 44. - 40.

- 66. - 62. - 58. - 54. - 49.

94.5 94.5 94.5 94.5 94.5

0.

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

- 22. - 19. - 16. - 13. - 9. - 6. - 3. 0. 4. 7.

- 36. - 32. - 28. - 24. - 20. - 16. - 12. - 8. - 4. 0.

- 45. - 41. - 37. - 32. - 28. - 23. - 19. - 14. - 10. - 5.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.

4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.

- 1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.

94.5 94.5 94.5 94.5 94.5 94.5 94.3 90.6 86.9 83.2 79.5 75.9 72.1 69.8

94.5 94.5 91.8 88.2 84.8 81.5 78.3 75.2 72.2 69.1 66.0 63.0

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.6 89.7 86.8 83.6 80.3 77.2 74.2 71.2 68.5 65.7 62.9 60.1

94.5 94.5 94.5 94.5 94.5 92.7 90.9 88.8 86.6 84.2 81.6 79.0 76.0 73.0 70.2 67.5 64.8 62.2 59.7 57.2

94.5 94.5 94.5 94.5 93.9 92.2 90.6 89.1 87.6 86.0 84.4 82.7 80.8 78.8 76.6 74.3 71.9 69.1 66.4 63.9 61.4 59.0 56.6 54.3

94.1 92.6 91.1 89.5 87.9 86.3 84.8 83.4 82.0 80.5 79.0 77.4 75.6 73.8 71.7 69.5 67.3 64.7 62.2 59.8 57.5 55.2 53.0

85.6 84.2 82.8 81.4 80.0 78.5 77.1 75.8 74.6 73.2 71.8 70.4 68.8 67.1 65.2 63.2 61.2 58.9 56.5 54.4 52.3

77.7 76.4 75.1 73.8 72.5 71.2 69.9 68.8 67.7 66.4 65.2 63.9 62.4 60.9 59.1 57.3 55.5 53.4 51.3 49.3

70.4 69.3 68.1 67.0 65.8 64.6 63.4 62.4 61.3 60.2 59.1 57.9 56.6 55.2 53.6 52.0 50.3 48.4 46.5

63.8 62.8 61.8 60.7 59.6 58.5 57.5 56.6 55.6 54.6 53.6 52.5 51.3 50.0 48.6 47.1 45.6 43.9

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P8

500 OCT 08

TORQUE TABLES AA

MAXIMUM CRUISE TORQUE

72-- 212A

VC = 190. KT

PROPELLER SPEED 82.0 %

TAT (c) AIR NORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

PRESSURE ALTITUDE (FT) 0.

5000.

7500.

10000.

12500. 15000. 17500. 20000. 22500. 25000.

- 38. - 35. - 32. - 29. - 25. - 22. - 19. - 16. - 13. - 9. - 6. - 3. 0. 4. 7.

- 56. - 52. - 48. - 44. - 40. - 36. - 32. - 28. - 24. - 20. - 16. - 12. - 8. - 4. 0.

- 66. - 62. - 58. - 54. - 49. - 45. - 41. - 37. - 32. - 28. - 23. - 19. - 14. - 10. - 5.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.6 91.4 89.2 86.6

94.5 94.5 94.5 94.5 94.5 94.5 93.3 91.8 90.3 88.6 87.0 85.3 83.3 81.2 78.9

94.5 94.5 93.7 92.1 90.5 88.8 87.2 85.8 84.4 82.9 81.3 79.7 77.9 75.9 73.8

88.9 87.5 86.0 84.6 83.1 81.6 80.1 78.8 77.5 76.1 74.6 73.2 71.5 69.7 67.7

81.0 79.7 78.3 77.0 75.6 74.2 72.9 71.7 70.6 69.3 67.9 66.6 65.1 63.5 61.7

73.7 72.5 71.3 70.1 68.9 67.6 66.4 65.3 64.2 63.1 61.9 60.7 59.3 57.8 56.2

67.2 66.1 65.0 63.9 62.7 61.6 60.5 59.5 58.5 57.4 56.4 55.3 54.0 52.6 51.2

10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.

4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.

- 1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.5 88.7 84.9 81.2 77.4 73.6 71.2 71.2

94.5 94.5 94.1 90.4 86.9 83.5 80.2 77.1 73.9 70.8 67.7 64.5

92.2 89.2 85.8 82.4 79.2 76.2 73.2 70.3 67.4 64.6 61.7

84.0 81.3 78.2 75.1 72.2 69.4 66.7 64.1 61.5 58.8

76.5 74.1 71.3 68.4 65.8 63.3 60.8 58.4 56.0

71.5 69.2 66.6 64.0 61.5 59.1 56.8 54.6

65.7 63.6 61.2 58.7 56.5 54.3 52.1

59.8 57.9 55.7 53.5 51.4 49.4

54.4 52.7 50.7 48.7 46.8

49.6 48.0 46.2 44.4

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P9

500 OCT 08

TORQUE TABLES AA

MAXIMUM CRUISE TORQUE

72-- 212A

PROPELLER SPEED 82.0 %

TAT (c) AIRNORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

- 38. - 35. - 32. - 29. - 25. - 22. - 19. - 16. - 13. - 9. - 6. - 3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.

- 56. - 52. - 48. - 44. - 40. - 36. - 32. - 28. - 24. - 20. - 16. - 12. - 8. - 4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.

- 66. - 62. - 58. - 54. - 49. - 45. - 41. - 37. - 32. - 28. - 23. - 19. - 14. - 10. - 5. - 1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.

VC = 210. KT

PRESSURE ALTITUDE (FT) 0.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 90.7 86.9 83.0 79.2 75.3 72.9 72.9

5000.

7500.

10000.

12500. 15000. 17500. 20000. 22500. 25000.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.8 89.3 85.8 82.4 79.2 75.9 72.7 69.5 66.3 63.0

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.8 88.4 84.9 81.6 78.5 75.3 72.4 69.4 66.5 63.5 60.6

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.4 92.1 89.5 86.7 83.9 80.7 77.6 74.6 71.7 68.9 66.2 63.5 60.8 58.1

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.5 91.8 90.0 88.3 86.3 84.1 81.7 79.2 76.7 73.8 70.9 68.1 65.5 62.9 60.4 58.0

94.5 94.5 94.5 94.5 93.4 91.7 90.0 88.6 87.1 85.5 83.9 82.2 80.3 78.3 76.1 73.8 71.4 68.7 66.0 63.5 61.0 58.6 56.3

92.8 91.3 89.7 88.2 86.6 85.0 83.5 82.2 80.8 79.3 77.8 76.3 74.5 72.7 70.6 68.5 66.3 63.8 61.3 58.9 56.6 54.4

84.8 83.4 82.0 80.6 79.2 77.7 76.4 75.1 73.9 72.5 71.1 69.8 68.1 66.4 64.6 62.6 60.6 58.3 56.0 53.8 51.8

77.5 76.3 75.0 73.7 72.4 71.1 69.8 68.7 67.6 66.3 65.1 63.8 62.3 60.8 59.1 57.3 55.4 53.3 51.2 49.2

71.0 69.8 68.7 67.5 66.3 65.1 63.9 62.9 61.8 60.7 59.5 58.4 57.0 55.6 54.1 52.4 50.7 48.8 46.9 45.1

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P 10

500 OCT 08

TORQUE TABLES AA

MAXIMUM CRUISE TORQUE

72-- 212A

PROPELLER SPEED 82.0 %

TAT (c) AIR NORMAL HIGH COND. AIR AIR OFF COND COND. COND COND. ON ON

- 38. - 35. - 32. - 29. - 25. - 22. - 19. - 16. - 13. - 9. - 6. - 3. 0. 4. 7. 10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.

- 56. - 52. - 48. - 44. - 40. - 36. - 32. - 28. - 24. - 20. - 16. - 12. - 8. - 4. 0. 4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.

- 66. - 62. - 58. - 54. - 49. - 45. - 41. - 37. - 32. - 28. - 23. - 19. - 14. - 10. - 5. - 1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.

VC = 230. KT

PRESSURE ALTITUDE (FT) 0.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.0 89.1 85.1 81.2 77.2 74.7 74.7

5000.

7500.

10000.

12500. 15000. 17500. 20000. 22500. 25000.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.9 88.4 84.9 81.5 78.2 74.9 71.6 68.2 64.9

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.2 87.6 84.2 81.0 77.8 74.7 71.7 68.6 65.6 62.6

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.6 89.8 86.9 83.6 80.3 77.2 74.2 71.3 68.5 65.7 62.9 60.1

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.5 91.7 89.6 87.4 84.9 82.3 79.7 76.6 73.6 70.8 68.1 65.4 62.8 60.2 57.7

94.5 94.5 94.5 94.5 94.5 94.5 93.1 91.6 90.1 88.4 86.8 85.1 83.1 81.1 78.8 76.4 73.9 71.1 68.3 65.7 63.1 60.6 58.2 55.9

94.5 94.5 93.9 92.3 90.6 89.0 87.4 86.0 84.6 83.0 81.4 79.8 78.0 76.1 73.9 71.7 69.3 66.7 64.1 61.6 59.3 56.9 54.7

89.1 87.7 86.2 84.7 83.2 81.7 80.2 78.9 77.6 76.2 74.7 73.3 71.6 69.8 67.9 65.8 63.7 61.3 58.8 56.6 54.4 52.2

81.9 80.5 79.2 77.8 76.4 75.1 73.7 72.5 71.3 70.0 68.7 67.3 65.8 64.2 62.3 60.4 58.5 56.3 54.1 52.0 50.0

75.3 74.1 72.9 71.6 70.3 69.0 67.8 66.7 65.6 64.4 63.2 62.0 60.5 59.0 57.4 55.6 53.8 51.8 49.7 47.8

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

3.02.02

POWER SETTING P 11

500 OCT 08

TORQUE TABLES AA

MAXIMUM CRUISE TORQUE

72-- 212A

VC = 250. KT

PROPELLER SPEED 82.0 %

TAT (c) AIR NORMAL HIGH COND. AIR AIR OFF COND. COND. ON ON

PRESSURE ALTITUDE (FT) 0.

5000.

7500.

10000.

12500. 15000. 17500. 20000. 22500. 25000.

- 38. - 35. - 32. - 29. - 25.

- 56. - 52. - 48. - 44. - 40.

- 66. - 62. - 58. - 54. - 49.

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5

94.0 92.4 90.9 89.3 87.7

86.7 85.3 83.9 82.5 81.0

80.2 78.9 77.6 76.3 74.9

- 22. - 19. - 16. - 13. - 9. - 6. - 3. 0. 4. 7.

- 36. - 32. - 28. - 24. - 20. - 16. - 12. - 8. - 4. 0.

- 45. - 41. - 37. - 32. - 28. - 23. - 19. - 14. - 10. - 5.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5

94.5 94.5 94.5 94.5 94.5 94.5 94.5 93.3 91.0 88.5

94.5 94.5 94.5 93.4 91.7 90.0 88.2 86.2 84.0 81.7

93.1 91.5 90.0 88.5 86.9 85.2 83.6 81.6 79.6 77.3

86.1 84.6 83.2 81.9 80.4 78.8 77.3 75.5 73.6 71.6

79.5 78.1 76.8 75.6 74.2 72.8 71.4 69.7 68.0 66.1

73.6 72.2 71.1 69.9 68.6 67.3 66.0 64.5 62.9 61.1

10. 13. 17. 20. 23. 27. 31. 35. 38. 42. 46. 50. 54. 58. 62.

4. 8. 12. 16. 20. 24. 28. 32. 36. 40. 44. 48. 52. 56. 60.

- 1. 4. 8. 12. 17. 21. 26. 30. 34. 38. 42. 47. 51. 55. 59.

94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.5 91.5 87.4 83.4 79.3 76.7 76.7

94.5 94.5 94.5 94.5 94.5 91.2 87.6 84.2 80.7 77.3 73.9 70.5 67.0

94.5 94.5 94.4 90.7 87.2 83.9 80.5 77.4 74.2 71.1 67.9 64.8

93.2 90.2 86.8 83.4 80.2 77.1 74.0 71.1 68.2 65.3 62.4

85.8 83.0 79.9 76.7 73.7 70.9 68.1 65.4 62.7 60.1

79.2 76.6 73.7 70.8 68.1 65.5 62.9 60.4 57.9 55.5

75.0 72.6 69.8 67.1 64.5 62.0 59.5 57.2 54.9

69.4 67.1 64.6 62.1 59.7 57.4 55.1 52.9

64.1 62.0 59.6 57.3 55.1 53.0 50.8

59.2 57.3 55.2 53.0 50.9 49.0

The part above the reinforced line is the flat rated area; engine mechanical limit. The part below the reinforced line is the area where the thermodynamical limit is reached first.

R

Eng. : PW127F / PW127M

POWER SETTING

3.02.02 P 12

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 13

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 14

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 15

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 16

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 17

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

POWER SETTING

3.02.02 P 18

TORQUE TABLES AA

LEFT INTENTIONALLY BLANK

R Mod : 3973 or 4371 or 4457

250 DEC 97

TAKE-OFF

3.03.00 P1

CONTENTS

001 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

GENERAL

001 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) R R R

D contaminated by: - water or slush between 1/8 and 1/2 inch (3 and 12,7 mm) - 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) - 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

3.03.01

TAKE- OFF P2 GENERAL

100 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. R

Eng. : PW127F / PW127M

TAKE-OFF

3.03.02 P2

METHODOLOGY

001 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).

R

The actual take-off weight must be less or equal to the computed maximum take-off weight. 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.

3.03.02

TAKE- OFF P3 METHODOLOGY AA

DETERMINATION OF THE TOW R

FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1

001 OCT 09

3.03.02

TAKE- OFF P4

550

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 No obstacle 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) 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) D 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 for MTOW 22.5 t, 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.+ 20.5°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 + 20.5°C. D for MTOW 22.8 t, substract 6°C from the upper limit, tranferring A’ to A”, leading to an upper temperature limit of +14.5°C. The runway is NOT LIMITING for temperatures between - 20°C and +14.5°C. ICING ATMOSPHERIC CONDITIONS 3.03.02 PAGE 6 Same assumptions than in the preceding example but wet runway, and pressure altitude = 0 ft and ASDA = TODA = 1890 m. 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. 140 m, you obtain an equivalent length of 1 750 m (point B) RESULT D proceeding as preceding example, the runway is NOT LIMITING for temperatures between - 15°C and + 3.8°C, for MTOW 22.5 t. D for MTOW 22.8 t, proceeding as preceding example, the runway is NOT LIMITING for temperatures between - 15°C and - 2.2°C. R Mod : 4671 or 5555

Eng. : PW127F / PW127M

3.03.02

TAKE- OFF P5

560

METHODOLOGY AA

NORMAL CONDITIONS

Mod : 5555

NL CHART NORMAL ATMOSPHERIC CONDITIONS MTOW = 22800 KG

Eng. : PW127F / PW127M BOOST OFF

OCT 08

3.03.02

TAKE- OFF P6 METHODOLOGY AA

ICING CONDITIONS NL CHART ICING ATMOSPHERIC CONDITIONS MTOW = 22800 KG

Mod. : 5555

Eng. : PW127F / PW127M BOOST OFF

560 OCT 08

3.03.03

TAKE- OFF P1 CORRECTIONS

500 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.

R

Eng. PW127F / PW127M

3.03.03

TAKE- OFF P2 CORRECTIONS

500 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.

R

Eng. PW127F / PW127M

3.03.03

TAKE- OFF P 2A

500 APR 08

CORRECTIONS 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

R

CORRECTION

Wet

140 m (460 ft)

Water or slush between 3 mm (1/8 in) and 6.3 mm (1/4 in)

550 m (1800 ft)

Water or slush between 6.3 mm (1/4 in) and 12.7 mm (1/2 in)

620 m (2030 ft)

Compact snow

400 m (1310 ft)

Ice

1060 m (3480 ft)

Eng. PW127F / PW127M

3.03.03

TAKE- OFF P3

300 OCT 08

CORRECTIONS 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 (°C) 0

AIRPORT PRESSURE ALTITUDE (ft) 0 1000 2000 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 (°C) 0

AIRPORT PRESSURE ALTITUDE (ft) 4000 6000 8000 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 ALTITUDE (ft) at or below 0°C at or below 5°C

R

0

1000

2000

4000

6000

8000

24030 kg (52975 lb) 23860 kg (52560 lb)

23710 kg (52275 lb) 23425 kg (51645 lb)

23125 kg (50980 lb) 22820 kg (50310 lb)

21915 kg (48310 lb) 21635 kg (47695 lb)

20900 kg (46070 lb) 20685 kg (45600 lb)

20125 kg (44365 lb) 19955 kg (43995 lb)

Eng. : PW127F / PW127M

3.03.03

TAKE- OFF P4

500 OCT 08

CORRECTIONS 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 THE WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE THEN GO VERTICALLY TO THE INTERSECTION WITH THE OBSTACLE HEIGHT LINE.

4700

10360

4300

9480

-- NO WIND THE WAT DECREMENT IS 1400 Kg (3085 Lb) -- WIND = --8 Kt (TAIL) THE WAT DECREMENT IS 2300 Kg (5070 Lb)

3600

7935

2900

6395

2300

5070

1400

3085

800

1765

0

0

Kg

Lb

OBSTACLE LOCATION : 20 Ft AT 300 m

WEIGHT DECREMENT

OBSTACLE DISTANCE FROM END OF RUNWAY (M)

R

Eng. : PW127F / PW127M

3.03.03

TAKE- OFF P 4A

500 OCT 08

CORRECTIONS AA

REMOTE OBSTACLES IN NORMAL CONDITIONS Locate the remote 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

4700

10360

4300

9480

3600

7935

2900

6395

2300

5070

1400

3085

800

1765

0

0

Kg

Lb

OBSTACLE LOCATION : 600 Ft AT 7.5 Km FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO THE WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE THEN GO VERTICALLY TO THE INTERSECTION WITH THE OBSTACLE HEIGHT LINE. -- NO WIND THE WAT DECREMENT IS 1400 Kg (3085 Lb) -- WIND = --6 Kt (TAIL) THE WAT DECREMENT IS 1850 Kg (4100 Lb)

WEIGHT DECREMENT

OBSTACLE DISTANCE FROM END OF RUNWAY

R

Eng. : PW127F / PW127M

3.03.03

TAKE- OFF P5

500 OCT 08

CORRECTIONS AA

CLOSE OBSTACLES IN ICING CONDITIONS

OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)

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. 160 150

EXAMPLES

5120

11290

140

OBSTACLE LOCATION : 40 Ft AT 400 m

4610

10160

130

FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO THE WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE THEN GO VERTICALLY TO THE INTERSECTION WITH THE OBSTACLE HEIGHT LINE.

4070

8960

3500

7700

2890

6360

2240

4930

1540

3400

800

1760

120 110

-- NO WIND THE WAT DECREMENT IS 3400 Kg (7500 Lb) -- WIND = --10 Kt (TAIL) THE WAT DECREMENT IS 4190 Kg (9240 Lb)

100 90 80 70 60 50 40

0

0

Kg

Lb

30

WEIGHT DECREMENT

20 10 OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

0 0

100

200

300

TAIL WIND (KT) NOISE

20

R

10 0

REF

--10 --20

Eng. : PW127F / PW127M

400

500

600

700

800

900

1000

3.03.03

TAKE- OFF P 5A

500 OCT 08

CORRECTIONS AA

REMOTE OBSTACLES IN ICING CONDITIONS

OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)

Locate the remote obstacles on the following graph and determine the decrement to apply to the WAT limiting weight previously computed to define the obstacles limiting weight.

1600

5120

11290

4610

10160

4070

8960

3500

7700

2890

6360

2240

4930

1540

3400

800

1760

0

0

Kg

Lb

1500

EXAMPLES 1400

OBSTACLE LOCATION : 450 Ft AT 5 Km 1300

FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO THE WIND REFERENCE LINE, GO TO THE NEEDED WIND VALUE THEN GO VERTICALLY TO THE INTERSECTION WITH THE OBSTACLE HEIGHT LINE.

1200 1100 1000

-- NO WIND THE WAT DECREMENT IS 2130 Kg (4700 Lb) -- WIND = --10 Kt (TAIL) THE WAT DECREMENT IS 2710 Kg (5980 Lb)

900 800 700 600 500 400 300

WEIGHT DECREMENT

200 100 OBSTACLE DISTANCE FROM THE REFERENCE ZERO (KM)

0 TAIL WIND (KT) NOISE

0

1

2

20 10 0

REF

--10 --20

R

Eng. : PW127F / PW127M

3

4

5

6

7

8

9

10

3.03.03

TAKE- OFF P6 CORRECTIONS AA

R BRAKES ENERGY LIMITATION NORMAL CONDITIONS : USE FOR ANY TAILWIND UP TO 15 KT

R Mod : 3522

Eng. : PW127F / PW127M BOOST OFF

550 OCT 08

3.03.03

TAKE- OFF P7 CORRECTIONS AA

R BRAKES ENERGY LIMITATION ICING CONDITIONS USE FOR ANY TAILWIND UP TO 15 KT

(LB)

R Mod : 3522

Eng. : PW127F / PW127M BOOST OFF

550 OCT 08

3.03.04

TAKE- OFF P1 QUICK REFERENCE TABLES

500 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.

R

Eng. : PW127F / PW127M

3.03.04

TAKE- OFF P2

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP=0 FT-- FLAPS 15 NORMAL CONDITIONS T--- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R

R R R R R

R

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0 ---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1000 m

1100 m

1200 m

1300 m

20304 33 -3 104 104 109 - - - - - - -

21382 33 -3 107 107 112 20896 33 -3 106 106 111 20613 33 -3 105 105 110 20333 33 -3 104 104 109 20062 33 -3 104 104 109 19791 33 -3 103 103 108 19529 33 -3 102 102 107 19271 33 -3 101 101 106 19021 33 -3 101 101 105 18595 33 -3 99 99 104 18156 33 -3 98 98 103 17707 33 -3 97 97 102

22356 33 -3 110 110 115 21878 33 -3 109 109 114 21598 33 -3 108 108 113 21318 33 -3 107 107 112 21044 33 -3 107 107 111 20771 33 -3 106 106 111 20504 33 -3 105 105 110 20241 33 -3 104 104 109 19984 33 -3 104 104 108 19543 33 -3 103 103 107 19084 33 -3 101 101 106 18616 33 -3 100 100 104

23260 33 -3 113 113 117 22779 33 -3 112 112 116 22503 33 -3 111 111 115 22227 33 -3 110 110 114 21954 33 -3 109 109 114 21680 33 -3 109 109 113 21412 33 -3 108 108 112 21145 33 -3 107 107 112 20883 33 -3 106 106 111 20434 33 -3 105 105 110 19961 33 -3 104 104 108 19474 33 -3 103 103 107

ICING CONDITIONS 18494 33 -3 19570 33 -3 20539 33 -3 107 107 113 110 110 116 114 114 119 18093 33 -3 19160 33 -3 20130 33 -3 105 105 111 109 109 115 113 113 118 17901 33 -3 18963 33 -3 19932 33 -3 105 105 111 109 109 114 112 112 117 17624 33 -3 18678 33 -3 19642 33 -3 104 104 110 108 108 113 111 111 116 17360 33 -3 18403 33 -3 19362 33 -3 103 103 109 107 107 112 110 110 115

21421 33 -3 117 117 122 21016 33 -3 116 116 121 20818 33 -3 115 115 120 20528 33 -3 114 114 119 20246 33 -3 113 113 118

- - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P3

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP=0 FT-- FLAPS 15 NORMAL CONDITIONS T--- CORRECTED T E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R R R R R R R R R R R R

R R R R R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1700 m 1400 m 1500 m 1600 m and+

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0

24123 33 -3 116 116 119 23596 33 -3 114 114 118 23347 33 -3 114 114 117 23074 33 -3 113 113 117 22801 33 -3 112 112 116 22529 33 -3 111 111 115 22261 33 -3 111 111 115 21993 33 -3 110 110 114 21730 33 -3 109 109 113 21272 33 -3 108 108 112 20790 33 -3 107 107 111 20182 33 -3 105 105 109

24790 33 -3 118 118 121 24231 33 -3 117 117 120 23968 33 -3 116 116 119 23704 33 -3 115 115 118 23452 33 -3 114 114 118 23204 33 -3 114 114 117 22969 33 -3 113 113 116 22750 33 -3 112 112 116 22530 33 -3 112 112 115 22014 33 -3 110 110 114 21456 33 -3 109 109 112 20633 22 -2 107 107 110

24873 22 -2 118 118 121 24510 22 -2 117 117 120 24333 22 -2 117 117 120 24165 22 -2 116 116 120 23998 22 -2 116 116 119 23780 33 -3 115 115 119 23530 33 -3 115 115 118 23286 33 -3 114 114 117 23054 33 -3 113 113 117 22485 22 -2 112 112 115 21547 22 -2 109 109 113 20633 22 -2 107 107 110

24873 22 -2 118 118 121 24510 22 -2 117 117 120 24333 22 -2 117 117 120 24165 22 -2 116 116 120 23998 22 -2 116 116 119 23842 22 -2 116 116 119 23685 22 -2 115 115 118 23531 22 -2 115 115 118 23376 22 -2 114 114 117 22485 22 -2 112 112 115 21547 22 -2 109 109 113 20633 22 -2 107 107 110

---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

ICING CONDITIONS 22228 33 -3 22972 33 -3 23724 33 -3 119 119 124 122 122 126 124 124 128 21831 33 -3 2258453-- 3 2258453 23306 33 -3 118 118 123 121 121 125 123 123 127 21635 33 -3 22356 77 -7 23022 77 -7 118 118 122 120 120 124 122 122 126 21348 33 -3 22083 77 -7 22746 77 -7 117 117 122 119 119 124 121 121 125 21066 33 -3 21818 77 -7 22477 77 -7 116 116 121 119 119 123 121 121 125

24477 33 -3 127 127 130 24001 77 -7 125 125 129 23696 77 -7 124 124 128 23398 77 -7 123 123 127 23113 77 -7 123 123 126

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P4

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP=1000 FT-- FLAPS 15 NORMAL CONDITIONS T--- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R R

R R R R R

R

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0 ---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1100 m

1200 m

1300 m

1400 m

20914 33 -3 106 106 111 20333 33 -3 104 104 109 20052 33 -3 104 104 108 19774 33 -3 103 103 108 19503 33 -3 102 102 107 19238 33 -3 101 101 106 18982 33 -3 100 100 105 - - - - - - -

21896 33 -3 109 109 114 21318 33 -3 107 107 112 21034 33 -3 107 107 111 20753 33 -3 106 106 110 20477 33 -3 105 105 110 20207 33 -3 104 104 109 19944 33 -3 104 104 108 19689 33 -3 103 103 107 19343 33 -3 102 102 106 18933 33 -3 101 101 105 18474 33 -3 100 100 104 17974 33 -3 99 99 102

22796 33 -3 112 112 116 22226 33 -3 110 110 114 21944 33 -3 109 109 114 21662 33 -3 109 109 113 21385 33 -3 108 108 112 21110 33 -3 107 107 111 20843 33 -3 106 106 111 20582 33 -3 106 106 110 20228 33 -3 105 105 109 19803 33 -3 104 104 108 19326 33 -3 103 103 106 18804 33 -3 101 101 105

23614 33 -3 115 115 118 23073 33 -3 113 113 117 22791 33 -3 112 112 116 22511 33 -3 111 111 115 22233 33 -3 111 111 115 21959 33 -3 110 110 114 21689 33 -3 109 109 113 21425 33 -3 108 108 112 21063 33 -3 107 107 111 20628 33 -3 106 106 110 20088 33 -3 105 105 109 19424 33 -3 103 103 107

ICING CONDITIONS 19295 33 -3 20265 33 -3 21150 33 -3 110 110 115 113 113 118 116 116 121 18695 33 -3 19660 33 -3 20546 33 -3 108 108 113 111 111 116 114 114 119 18411 33 -3 19369 33 -3 20253 33 -3 107 107 112 110 110 116 113 113 118 18135 33 -3 19085 33 -3 19967 33 -3 106 106 111 109 109 115 112 112 117 17869 33 -3 18810 33 -3 19686 33 -3 105 105 111 108 108 114 112 112 117

21963 33 -3 119 119 123 21366 33 -3 117 117 122 21074 33 -3 116 116 121 20785 33 -3 115 115 120 20502 33 -3 114 114 119

- - - - - - - - - - - - - - - - - - - - - - - - -

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P5 QUICK REFERENCE TABLES

500 NOV 11

AA

PRESSURE ALTITUDE ZP=1000 FT-- FLAPS 15 NORMAL CONDITIONS T--- CORRECTED E --- RUNWAY --- LENGTH M P(˚C) --- (M)

R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1800 m 1500 m 1600 m 1700 m and+

---10.0 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0

24251 3-- 3 117 117 120 23706 3-- 3 115 115 118 23445 3-- 3 114 114 118 23191 3-- 3 113 113 117 22949 3-- 3 113 113 116 22724 3-- 3 112 112 116 22489 3-- 3 111 111 115 22223 3-- 3 111 111 114 21857 3-- 3 110 110 114 21277 3-- 3 108 108 112 20637 3-- 3 107 107 110 197818 2-- 2 105 105 108

24540 2-- 2 117 117 121 24184 2-- 2 117 117 120 24011 2-- 2 116 116 119 23765 3-- 3 115 115 119 23507 3-- 3 115 115 118 23257 3-- 3 114 114 117 23020 3-- 3 113 113 117 22803 3-- 3 113 113 116 22382 3-- 3 111 111 115 21587 2-- 2 109 109 113 20700 2-- 2 107 107 110 19818 2-- 2 105 105 108

24450 2-- 2 117 117 121 24184 2-- 2 117 117 120 24011 2-- 2 116 116 119 23843 2-- 2 116 116 118 23679 2-- 2 115 115 118 23518 2-- 2 115 115 118 23359 2-- 2 114 114 117 23189 2-- 2 114 114 117 22477 2-- 2 112 112 115 21587 2-- 2 109 109 113 20700 2-- 2 107 107 110 19818 2-- 2 105 105 108

24540 2-- 2 117 117 121 24184 2-- 2 117 117 120 24011 2-- 2 116 116 119 23843 2-- 2 116 116 118 23679 2-- 2 115 115 118 23518 2-- 2 115 115 118 23359 2-- 2 114 114 117 23189 2-- 2 114 114 117 22477 2-- 2 112 112 115 21587 2-- 2 109 109 113 20700 2-- 2 107 107 110 19818 2-- 2 105 105 108

---20.0 ---10.0 ---5.0 0.0 5.0

ICING CONDITIONS 22671 7-- 7 23355 7-- 7 24047 7-- 7 121 121 125 123 123 127 125 125 129 22101 7-- 7 22764 7-- 7 23418 7-- 7 119 119 124 121 121 125 123 123 127 21826 7-- 7 22486 7-- 7 23122 7-- 7 119 119 123 121 121 125 123 123 126 21551 3-- 3 22211 7-- 7 22840 7-- 7 118 118 122 120 120 124 122 122 126 21267 3-- 3 21941 7-- 7 22567 7-- 7 117 117 121 119 119 123 121 121 125

24716 3-- 3 126 126 130 24077 2-- 2 125 125 129 23766 7-- 7 125 125 128 23465 7-- 7 124 124 127 23174 7-- 7 123 123 127

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P6

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP= 2000 FT-- FLAPS 15 NORMAL CONDITIONS T--- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R

R R R R R

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0 ---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1100 m

1200 m

1300 m

1400 m

20349 33 -3 104 104 109 19771 33 -3 103 103 108 19490 33 -3 102 102 107 19218 33 -3 101 101 106 - - - - - - -

21334 33 -3 107 107 112 20750 33 -3 106 106 110 20465 33 -3 105 105 110 20188 33 -3 104 104 109 19913 33 -3 103 103 108 19647 33 -3 103 103 107 19390 33 -3 102 102 107 19052 33 -3 101 101 106 18656 33 -3 100 100 104 18243 33 -3 99 99 103 17771 33 -3 98 98 102 17278 33 -3 96 96 100

22242 33 -3 110 110 115 21660 33 -3 109 109 113 21372 33 -3 108 108 112 21090 33 -3 107 107 111 20811 33 -3 106 106 111 20539 33 -3 106 106 110 20277 33 -3 105 105 109 19927 33 -3 104 104 108 19516 33 -3 103 103 107 19085 33 -3 102 102 106 18591 33 -3 101 101 104 18074 33 -3 99 99 103

23089 33 -3 113 113 117 22509 33 -3 111 111 115 22222 33 -3 110 110 114 21939 33 -3 110 110 114 21657 33 -3 109 109 113 21381 33 -3 108 108 112 21112 33 -3 107 107 111 20756 33 -3 106 106 110 20333 33 -3 105 105 109 19887 33 -3 104 104 108 19297 33 -3 103 103 106 18660 33 -3 101 101 104

ICING CONDITIONS 18732 33 -3 19698 33 -3 20584 33 -3 108 108 113 111 111 117 114 114 119 18151 33 -3 19101 33 -3 19983 33 -3 106 106 112 109 109 115 113 113 117 17873 33 -3 18815 33 -3 19691 33 -3 105 105 111 108 108 114 112 112 117 17607 33 -3 18539 33 -3 19407 33 -3 104 104 110 108 108 113 111 111 116 17348 33 -3 18269 33 -3 19130 33 -3 103 103 109 107 107 112 110 110 115

21403 33 -3 117 117 122 20802 33 -3 115 115 120 20507 33 -3 114 114 119 20220 33 -3 114 114 118 19938 33 -3 113 113 117

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P7

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP= 2000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R R R R R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1800 m 1500 m 1600 m 1700 m and+

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0

23726 33 -3 115 115 118 23194 33 -3 114 114 117 22944 33 -3 113 113 116 22712 33 -3 112 112 116 22457 33 -3 111 111 115 22179 33 -3 111 111 114 21907 33 -3 110 110 114 21544 33 -3 109 109 113 21090 33 -3 108 108 111 20486 33 -3 106 106 110 19828 33 -3 105 105 108 19031 22 -2 102 102 105

24206 22 -2 117 117 120 23769 33 -3 115 115 119 23501 33 -3 115 115 118 23244 33 -3 114 114 117 22997 33 -3 113 113 117 22771 33 -3 112 112 116 22549 33 -3 112 112 115 22184 33 -3 111 111 114 21569 22 -2 109 109 113 20724 22 -2 107 107 110 19878 22 -2 105 105 108 19031 22 -2 102 102 105

24206 22 -2 117 117 120 23858 22 -2 116 116 119 23689 22 -2 115 115 118 23521 22 -2 115 115 118 23355 22 -2 114 114 117 23191 22 -2 114 114 117 23027 22 -2 113 113 117 22427 22 -2 112 112 115 21569 22 -2 109 109 113 20724 22 -2 107 107 110 19878 22 -2 105 105 108 19031 22 -2 102 102 105

24206 22 -2 117 117 120 23858 22 -2 116 116 118 23689 22 -2 115 115 118 23521 22 -2 115 115 118 23355 22 -2 114 114 117 23191 22 -2 114 114 117 23027 22 -2 113 113 117 22427 22 -2 112 112 115 21569 22 -2 109 109 113 20724 22 -2 107 107 110 19878 22 -2 105 105 108 19031 22 -2 102 102 105

---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

ICING CONDITIONS 22140 77 -7 22803 77 -7 23460 77 -7 119 119 124 122 122 126 124 124 127 21567 33 -3 22230 77 -7 22859 77 -7 118 118 122 120 120 124 122 122 126 21272 33 -3 21950 77 -7 22575 77 -7 117 117 121 119 119 123 121 121 125 20983 33 -3 21677 77 -7 22299 77 -7 116 116 120 118 118 122 120 120 124 20697 33 -3 21407 77 -7 22024 77 -7 115 115 120 118 118 122 120 120 123

24122 22 -2 126 126 129 23486 77 -7 124 124 127 23184 77 -7 123 123 127 22897 77 -7 122 122 126 22618 77 -7 121 121 125

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P8 QUICK REFERENCE TABLES

500 NOV 11

AA

PRESSURE ALTITUDE ZP= 4000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY --- LENGTH M P(˚C) --- (M)

R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT)

1200 m

1300 m

1400 m

1500 m

---10.0 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0

20187 3-- 3 104 104 109 19607 3-- 3 103 103 107 19329 3-- 3 102 102 106 19058 3-- 3 101 101 106 18796 3-- 3 100 100 105 18516 3-- 3 100 100 104 18163 3-- 3 99 99 103 17755 3-- 3 98 98 102 17309 3-- 3 96 96 100 16857 3-- 3 95 95 99 16406 3-- 3 94 94 98 15982 3-- 3 93 93 97

21090 3-- 3 107 107 111 20498 3-- 3 105 105 110 20214 3-- 3 105 105 109 19934 3-- 3 104 104 108 19661 3-- 3 103 103 107 19370 3-- 3 102 102 106 19001 3-- 3 101 101 105 18575 3-- 3 100 100 104 18107 3-- 3 99 99 103 17631 3-- 3 98 98 101 17158 3-- 3 96 96 100 16714 3-- 3 95 95 99

21938 3-- 3 110 110 114 21339 3-- 3 108 108 112 21048 3-- 3 107 107 111 20762 3-- 3 106 106 111 20483 3-- 3 106 106 110 20182 3-- 3 105 105 109 19799 3-- 3 104 104 108 19356 3-- 3 103 103 106 18868 3-- 3 102 102 105 18370 3-- 3 100 100 104 17787 3-- 3 99 99 102 17247 3-- 3 97 97 100

22721 3-- 3 112 112 116 22137 3-- 3 110 110 114 21842 3-- 3 110 110 113 21551 3-- 3 109 109 113 21265 3-- 3 108 108 112 20957 3-- 3 107 107 111 20564 3-- 3 106 106 110 20103 3-- 3 105 105 109 19517 3-- 3 104 104 107 18893 3-- 3 102 102 105 18270 3-- 3 100 100 103 17549 2-- 2 98 98 101

---20.0 ---10.0 ---5.0 0.0 5.0

ICING CONDITIONS 18580 3-- 3 19450 3-- 3 20263 3-- 3 108 108 113 111 111 116 114 114 118 18009 3-- 3 18860 3-- 3 196623-- 3 106 106 111 109 109 114 112 112 116 17738 3-- 3 18579 3-- 3 19372 3-- 3 105 105 110 108 108 113 111 111 116 17476 3-- 3 18307 3-- 3 19091 3-- 3 104 104 109 107 107 112 110 110 115 17225 3-- 3 18044 3-- 3 18819 3-- 3 103 103 108 106 106 111 109 109 114

21027 3-- 3 116 116 121 20417 3-- 3 114 114 119 20123 3-- 3 114 114 118 19835 3-- 3 113 113 117 19555 3-- 3 112 112 116

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P9 QUICK REFERENCE TABLES

500 NOV 11

AA

PRESSURE ALTITUDE ZP= 4000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY --- LENGTH M P(˚C) --- (M)

R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1900 m 1600 m 1700 m 1800 m and+

---10.0 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0

23254 3-- 3 114 114 117 22743 3-- 3 112 112 116 22499 3-- 3 112 112 115 22257 3-- 3 111 111 115 22015 3-- 3 110 110 114 21701 3-- 3 110 110 113 21172 3-- 3 108 108 112 20612 3-- 3 107 107 110 19882 2-- 2 105 105 108 19100 2-- 2 103 103 106 18323 2-- 2 100 100 103 17549 2-- 2 98 98 101

23550 2-- 2 115 115 118 23192 2-- 2 114 114 117 22989 3-- 3 113 113 116 22677 6-- 6 112 112 116 22342 6-- 6 111 111 115 22181 6-- 6 111 111 114 21463 2-- 2 109 109 112 20671 2-- 2 107 107 110 19882 2-- 2 105 105 108 19100 2-- 2 103 103 106 18323 2-- 2 100 100 103 17549 2-- 2 98 98 101

23550 2-- 2 115 115 118 23192 2-- 2 114 114 117 23017 2-- 2 113 113 117 22677 6-- 6 112 112 116 22342 6-- 6 111 111 115 22181 6-- 6 111 111 114 21463 2-- 2 109 109 112 20671 2-- 2 107 107 110 19882 2-- 2 105 105 108 19100 2-- 2 103 103 106 18323 2-- 2 100 100 103 17549 2-- 2 98 98 101

23550 2-- 2 115 115 118 23192 2-- 2 114 114 117 23017 2-- 2 113 113 117 22677 6-- 6 112 112 116 22342 6-- 6 111 111 115 22181 6-- 6 111 111 114 21463 2-- 2 109 109 112 20671 2-- 2 107 107 110 19882 2-- 2 105 105 108 19100 2-- 2 103 103 106 18323 2-- 2 100 100 103 17549 2-- 2 98 98 101

---20.0 ---10.0 ---5.0 0.0 5.0

ICING CONDITIONS 21727 7-- 7 22350 7-- 7 22948 7-- 7 119 119 123 120 120 124 122 122 126 211343-- 3 21763 7-- 7 22354 7-- 7 117 117 121 119 119 123 121 121 124 20834 3-- 3 21479 7-- 7 22065 7-- 7 116 116 120 118 118 122 120 120 124 20541 3-- 3 21201 7-- 7 21781 7-- 7 115 115 119 117 117 121 119 119 123 20257 3-- 3 20926 3-- 3 21503 7-- 7 114 114 118 117 117 120 118 118 122

23167 6-- 6 123 123 127 22498 6-- 6 121 121 125 22198 6-- 6 120 120 124 21912 6-- 6 119 119 123 21633 6-- 6 119 119 122

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P 10

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP= 6000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R

R R

R R

R R R R R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1200 m

1300 m

1400 m

1500 m

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0

19040 33 -3 101 101 106 18489 33 -3 99 99 104 18231 33 -3 99 99 103 17960 33 -3 98 98 102 17636 33 -3 97 97 101 17239 33 -3 96 96 100 16836 33 -3 95 95 99 16416 33 -3 94 94 98 15988 33 -3 92 92 97 15564 33 -3 91 91 95 15162 33 -3 90 90 94 14788 33 -3 89 89 93

19915 33 -3 104 104 108 19342 33 -3 102 102 106 19071 33 -3 101 101 106 18789 33 -3 101 101 105 18449 33 -3 100 100 104 18033 33 -3 99 99 103 17609 33 -3 98 98 101 17169 33 -3 96 96 100 16720 33 -3 95 95 99 16278 33 -3 94 94 97 15860 33 -3 93 93 96 15474 33 -3 91 91 95

20743 33 -3 106 106 110 20153 33 -3 105 105 109 19872 33 -3 104 104 108 19579 33 -3 103 103 107 19225 33 -3 102 102 106 18790 33 -3 101 101 105 18347 33 -3 100 100 103 17887 33 -3 99 99 102 17416 33 -3 97 97 101 16928 33 -3 96 96 99 16397 33 -3 94 94 98 15938 33 -3 93 93 96

21531 33 -3 109 109 113 20927 33 -3 107 107 111 20640 33 -3 106 106 110 20337 33 -3 106 106 109 19969 33 -3 105 105 108 19517 33 -3 104 104 107 19055 33 -3 102 102 106 18574 33 -3 101 101 104 17984 33 -3 99 99 102 17378 33 -3 98 98 101 16827 33 -3 96 96 99 16212 22 -2 94 94 97

---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

ICING CONDITIONS 17495 33 -3 18326 33 -3 19111 33 -3 104 104 109 107 107 112 110 110 115 16965 33 -3 17772 33 -3 18536 33 -3 103 103 108 106 106 110 108 108 113 16715 33 -3 17510 33 -3 18264 33 -3 102 102 107 105 105 109 107 107 112 16473 33 -3 17256 33 -3 18000 33 -3 101 101 106 104 104 109 107 107 111 16242 33 -3 17014 33 -3 17746 33 -3 100 100 105 103 103 108 106 106 110

19855 33 -3 113 113 117 19263 33 -3 111 111 115 18981 33 -3 110 110 114 18706 33 -3 109 109 113 18444 33 -3 108 108 113

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P 11

500 OCT 08

QUICK REFERENCE TABLES AA

PRESSURE ALTITUDE ZP= 6000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY M --- LENGTH P(˚C) --- (M)

R R R R R R R R R R R R

R R R R R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1900 m 1600 m 1700 m 1800 m and+

---10.0 10 0 00 0.0 50 5.0 10 0 10.0 15 0 15.0 20 0 20.0 25 0 25.0 30 0 30.0 35 0 35.0 40 0 40.0 45 0 45.0 50 0 50.0

22246 33 -3 111 111 115 21671 33 -3 109 109 113 21375 33 -3 109 109 112 21064 33 -3 108 108 111 20653 33 -3 107 107 110 20138 33 -3 105 105 109 19614 33 -3 104 104 107 19025 22 -2 102 102 105 18301 22 -2 100 100 103 17598 22 -2 98 98 101 16905 22 -2 96 96 99 16212 22 -2 94 94 97

22737 66 -6 113 113 116 22104 66 -6 111 111 114 21853 66 -6 110 110 114 21621 33 -3 110 110 113 21137 33 -3 108 108 112 20475 22 -2 106 106 110 19757 22 -2 104 104 108 19025 22 -2 102 102 105 18301 22 -2 100 100 103 17598 22 -2 98 98 101 16905 22 -2 96 96 99 16212 22 -2 94 94 97

22737 66 -6 113 113 116 22104 66 -6 111 111 114 21853 66 -6 110 110 114 21664 66 -6 110 110 113 21175 22 -2 108 108 112 20475 22 -2 106 106 110 19757 22 -2 104 104 108 19025 22 -2 102 102 105 18301 22 -2 100 100 103 17598 22 -2 98 98 101 16905 22 -2 96 96 99 16212 22 -2 94 94 97

22737 66 -6 113 113 116 22104 66 -6 111 111 114 21853 66 -6 110 110 114 21664 66 -6 110 110 113 211752-- 2 211752 108 108 112 20475 22 -2 106 106 110 19757 22 -2 104 104 108 19025 22 -2 102 102 105 18301 22 -2 100 100 103 17598 22 -2 98 98 101 16905 22 -2 96 96 99 16212 22 -2 94 94 97

---20.0 20 0 ---10.0 10 0 ---5.0 50 00 0.0 50 5.0

ICING CONDITIONS 20562 33 -3 21223 77 -7 21804 77 -7 115 115 119 117 117 121 119 119 123 19957 33 -3 20622 33 -3 21216 77 -7 113 113 117 116 116 119 118 118 121 19667 33 -3 20326 33 -3 20933 77 -7 112 112 116 115 115 118 117 117 120 19384 33 -3 20035 33 -3 20657 77 -7 112 112 116 114 114 118 116 116 119 19112 33 -3 19755 33 -3 20376 33 -3 111 111 115 113 113 117 115 115 119

21944 66 -6 120 120 123 21405 66 -6 118 118 122 21149 66 -6 117 117 121 20896 66 -6 117 117 120 20682 66 -6 116 116 120

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P 12 QUICK REFERENCE TABLES

500 NOV 11

AA

PRESSURE ALTITUDE ZP= 8000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY --- LENGTH M P(˚C) --- (M)

R

---10.0 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0 ---20.0 ---10.0 ---5.0 0.0 5.0

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT)

1200 m

1300 m

1400 m

1500 m

- - - - - - -

18777 3-- 3 101 101 105 18189 3-- 3 99 99 103 17812 3-- 3 98 98 102 17441 3-- 3 97 97 101 17059 3-- 3 96 96 100 16667 3-- 3 95 95 98 16263 3-- 3 93 93 97 15849 3-- 3 92 92 96 15429 3-- 3 91 91 95 15025 3-- 3 90 90 94 14605 3-- 3 89 89 93 14190 3-- 3 87 87 91

19567 3-- 3 103 103 107 18952 3-- 3 102 102 105 18558 3-- 3 100 100 104 18172 3-- 3 99 99 103 17771 3-- 3 98 98 102 17361 3-- 3 97 97 101 16938 3-- 3 96 96 99 16506 3-- 3 95 95 98 16057 3-- 3 93 93 97 15497 3-- 3 92 92 95 15018 3-- 3 90 90 94 14597 3-- 3 89 89 92

20324 3-- 3 105 105 109 19686 3-- 3 104 104 107 19275 3-- 3 103 103 106 18871 3-- 3 102 102 105 18454 3-- 3 101 101 104 18025 3-- 3 99 99 103 17584 3-- 3 98 98 101 17092 3-- 3 97 97 100 16473 3-- 3 95 95 98 15895 3-- 3 93 93 96 15403 3-- 3 91 91 95 14919 2-- 2 90 90 93

ICING CONDITIONS 16486 3-- 3 17270 3-- 3 18013 3-- 3 101 101 106 104 104 109 107 107 111 15993 3-- 3 16753 3-- 3 17473 3-- 3 99 99 104 102 102 107 105 105 109 15752 3-- 3 16500 3-- 3 17209 3-- 3 98 98 103 101 101 106 104 104 108 15492 3-- 3 16230 3-- 3 16926 3-- 3 98 98 102 101 101 105 103 103 107 15172 3-- 3 15896 3-- 3 16577 3-- 3 97 97 101 100 100 104 102 102 106

18721 3-- 3 109 109 113 18160 3-- 3 107 107 112 17885 3-- 3 107 107 111 17590 3-- 3 106 106 110 17227 3-- 3 105 105 108

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Eng. : PW127F / PW127M BOOST OFF

3.03.04

TAKE- OFF P 13 QUICK REFERENCE TABLES

500 NOV 11

AA

PRESSURE ALTITUDE ZP= 8000 FT-- FLAPS 15 NORMAL CONDITIONS T --- CORRECTED E --- RUNWAY --- LENGTH M P(˚C) --- (M)

R

R

MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT) 1900 m 1600 m 1700 m 1800 m and+

---10.0 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0 40.0 45.0 50.0

21051 3-- 3 108 108 111 20393 3-- 3 106 106 109 19967 3-- 3 105 105 108 19548 3-- 3 104 104 107 19111 3-- 3 103 103 106 18625 3-- 3 101 101 104 18104 3-- 3 100 100 103 17510 3-- 3 98 98 101 16870 3-- 3 96 96 99 16223 2-- 2 94 94 97 15571 2-- 2 92 92 95 14919 2-- 2 90 90 94

21616 6-- 6 109 109 113 20933 3-- 3 108 108 111 20485 3-- 3 107 107 110 20038 3-- 3 105 105 108 19472 2-- 2 104 104 107 18843 2-- 2 102 102 105 18189 2-- 2 100 100 103 17530 2-- 2 98 98 101 16874 2-- 2 96 96 99 16223 2-- 2 94 94 97 15571 2-- 2 92 92 95 14919 2-- 2 90 90 94

21616 6-- 6 109 109 113 21179 2-- 2 108 108 112 20663 2-- 2 107 107 110 20071 2-- 2 105 105 109 19472 2-- 2 104 104 107 18843 2-- 2 102 102 105 18189 2-- 2 100 100 103 17530 2-- 2 98 98 101 16874 2-- 2 96 96 99 16223 2-- 2 94 94 97 15571 2-- 2 92 92 95 14919 2-- 2 90 90 94

21616 6-- 6 109 109 113 21179 2-- 2 108 108 112 20663 2-- 2 107 107 110 20071 2-- 2 105 105 109 19472 2-- 2 104 104 107 18843 2-- 2 102 102 105 18189 2-- 2 100 100 103 17530 2-- 2 98 98 101 16874 2-- 2 96 96 99 16223 2-- 2 94 94 97 15571 2-- 2 92 92 95 14919 2-- 2 90 90 94

---20.0 ---10.0 ---5.0 0.0 5.0

ICING CONDITIONS 19399 3-- 3 20050 3-- 3 20676 7-- 7 112 112 116 114 114 118 116 116 120 18818 3-- 3 19451 3-- 3 20063 3-- 3 110 110 114 112 112 116 114 114 118 18533 3-- 3 19156 3-- 3 19755 7-- 7 109 109 113 111 111 115 113 113 117 18227 3-- 3 18815 7-- 7 19330 7-- 7 108 108 112 110 110 114 112 112 115 17850 3-- 3 18408 7-- 7 18910 7-- 7 107 107 111 109 109 112 111 111 114

20927 6-- 6 117 117 120 20477 6-- 6 116 116 119 20269 7-- 7 115 115 118 19832 7-- 7 114 114 117 19399 7-- 7 112 112 116

Eng. : PW127F / PW127M BOOST OFF

3.03.05

TAKE- OFF P1 TAKE-- OFF SPEEDS VALUES

001 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.

3.03.05

TAKE- OFF P2

500 OCT 08

TAKE-- OFF SPEEDS VALUES

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 k (LB) kg R

SPEEDS (KT IAS) V1 = VR*

V2

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) and below

104

110

ICING CONDITIONS WEIGHT k (LB) kg

SPEEDS (KT IAS) V1 = VR*

V2

R

23000 (50700)

123

126

R

22500 (49600)

122

125

22000 (48500)

120

123

21500 (47400)

119

122

21000 (46300)

117

121

20000 (44100)

114

118

19000 (41900)

110

114

18000 (39690)

107

111

17000 (37480) and below

104

110

R R R

* 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 P1

USE OF FOS FOS TAKE OFF CHART FOR EXAMPLE R

AA

001 SEP 02

Note : The following take off chart is an example and cannot be used in operations. F15

06/09/2001

ELEVATION = 200.0 (FT) T.O.R.A. = 1400.0 (M) A.S.D.A. = 1500.0 (M) T.O.D.A = 1500.0 (M) SLOPE = 1.00 (%) LARGE WIDTH ASSUMED

- WIND 0- KT A T (DC) -

LIMITATION CODES 0- DRY CHECK 5 - TYRE SPEED 1 - STRUCTURE 6 - BRAKE ENERGY 2 - 2ND SEGMENT 7 - RWY 2 ENGINE 3 - RUNWAY 8 - FINAL T.O 4 - OBSTACLE 9 - VMC-

TOW (KG) DTOW1 / DTOW2 V1 VR V2 (IAS KT) CODES DV1 DVR DV2/DV1 DVR DV2

ATR72-500 JAR DGAC V2/VS OPTIMIZED V1/VR OPTIMIZED AIR COND. OFF NORMAL CONDITIONS WITHOUT REVERSE

QNH = 1013.25 (HPA) DQNH = +10.000 / -10.000

DRY RUNWAY SCREEN HEIGHT 35 FT

-10

-5

0

10

20

-10.0

22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0

NL

NL

NL

NL

0.0

21985 + 14/ -129 109 109 113 3-3 +0 +0 +0/ -1-1-1

22000 + 0/ +0 107 109 113 -1-1 +0 +0 +0/ +0 +0 +0

NL

NL

NL

5.0

21740 + 40/ -143 108 108 112 3-3 +1 +1 +0/ +0 +0 +0

22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0

NL

NL

NL

10.0

21480 + 142/ -144 107 10è 111 3-3 +1 +1 +1/ -0 -0 -0

22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0

22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0

NL

NL

15.0

21225 + 143/ -145 107 107 111 3-3 +0 +0 +0/ -1 -1 -1

21916 + 83/ -132 109 109 112 3-3 +0 +0 +1/ -1 -1 +0

22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0

22000 + 0/ +0 106 109 113 1-1 +0 +0 +0/ +0 +0 +0

NL

20.0

20970 + 144/ -145 106 106 110 3-3 +0 +0 +0/ -1 +0 -1

21683 + 131/ -132 108 108 112 3-3 +1 +1 +1/ +0 +0 -1

22000 + 0/ +0 108 109 113 1-1 +0 +0 +0/ +0 +0 +0

22000 + 0/ +0 107 109 113 1-1 +0 +0 +0/ +0 +0 +0

NL

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 : . Tail wind : 5 kt . ATOW : 20,5 t . Temperature : 15_C . QNH : 1013.25 hpa Check ATOW below 21916 kg, which is the maximum weight possible (Regulatory Take Off Weight because of the runway limitation) The take off speeds associated to the ATOW are :

Example 2 : Same conditions as in example 1 but with QNH=1023.25 hpa The RTOW is equal to 21916+83=21 999 kg The take off speeds associated to the ATOW are :

V1 = 109 kt Vr = 109 kt V2 = 112 kt

V1 = 109 kt Vr = 109 kt V2 = 112 + 1 = 113 kt

Example 3 : . No wind . ATOW : 20.5 t . Temperature: 0_C . QNH : 1003.25 hpa The runway is NL (Non Limiting) Therefore, the RTOW is equal to the maximum structural take off weight of 22 000. Check ATOW below 22000 kg. Read the speed associated in FCOM 3.03.05 p2

CLIMB

3.04.00 P1

CONTENTS AA

3.04.00

CONTENTS

3.04.01

INTRODUCTION

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

001 SEP 03

3.04.01

CLIMB P1 INTRODUCTION

500 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 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 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. 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. : PW127F / PW127M

3.04.02

CLIMB P1 170 kt AA

R

TWIN- ENGINE CEILING - NORMAL CONDITIONS

Example : 18500 kg ISA + 10

g

TWIN-- engine ceiling = 22000 ft (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. Eng. : PW127F / PW127M

300 NOV 11

3.04.02

CLIMB P2

500 OCT 08

170KT AA

CLIMB 2 ENGINES --- NP=82% ISA

MINIMUM CLIMB RATE = 300FT/MN

170KT(IAS)

WEIGHT AT START OF CLIMB (1000KG) FL

250 240 230 220 210

13

14

15

16

17

15 189

17 209

19 231

21 256

23 285

54 216

61 217

68 217

75 218

85 218

14 174

15 192

17 211

18 233

20 258

48 213

53 213

59 214

66 214

73 215

12 161

14 177

15 194

16 214

18 235

43 210

47 210

52 210

58 211

64 211

11 149

12 164

13 179

15 197

16 216

38 207

42 207

47 207

51 208

56 208

10 138

11 152

12 166

13 182

15 198

34 204

38 204

42 205

46 205

50 205

9 128

10 141

11 154

12 168

13 183

31 201

34 202

37 202

41 202

45 203

8 110

8 121

9 132

10 144

11 156

25 197

28 197

30 197

33 198

36 198

160

6 94

7 103

8 112

8 122

9 132

20 193

22 193

24 193

27 193

29 193

140

5 80

6 87

6 94

7 103

7 111

16 189

18 189

20 189

21 189

23 190

4 66

5 72

5 78

5 84

6 91

13 185

14 185

15 186

17 186

18 186

3 52

4 57

4 62

4 67

5 73

10 182

11 182

12 182

13 183

14 183

80

2 40

3 43

3 47

3 51

3 55

7 179

8 179

9 179

9 179

10 180

60

2 27

2 30

2 32

2 35

2 37

5 176

5 176

6 176

6 177

7 177

1 15

1 16

1 18

1 19

1 21

3 173

3 173

3 174

3 174

4 174

0 0

0 0

0 0

0 0

0 0

0

0

0

0

0

200 180

120 100

40 15

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM) R

Eng. : PW127F / PW127M

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.02

CLIMB P3 170KT AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.03

CLIMB P1 190 kt AA

R

TWIN- ENGINE CEILING - NORMAL CONDITIONS

Example : 16000 kg ISA

g

TWIN-- engine ceiling = 22000 ft (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. Eng. : PW127F / PW127M

300 NOV 11

3.04.03

CLIMB P2

500 OCT 08

190KT AA

CLIMB 2 ENGINES --- NP=82% ISA

MINIMUM CLIMB RATE = 300FT/MN

190KT(IAS)

WEIGHT AT START OF CLIMB (1000KG) 15

16

17 221

19 245

21 271

65 234

73 235

81 235

13 181

15 199

16 219

18 241

20 265

51 230

56 231

62 231

69 231

76 232

12 164

13 180

14 198

16 217

17 238

45 227

49 227

54 228

60 228

65 228

10 137

10 150

11 164

12 179

14 195

35 221

39 222

42 222

46 222

50 222

160

8 115

8 125

9 137

10 149

11 161

28 216

31 217

33 217

36 217

39 217

140

6 95

7 104

7 113

8 123

9 133

22 212

24 212

26 212

29 213

31 213

5 78

5 85

6 92

6 100

7 108

17 208

19 208

20 208

22 208

24 209

4 61

4 67

5 72

5 78

5 85

13 204

14 204

15 205

17 205

18 205

80

3 46

3 50

3 54

4 58

4 63

9 201

10 201

11 201

12 201

13 201

60

2 31

2 34

2 37

2 40

3 43

6 197

7 198

7 198

8 198

9 198

1 17

1 19

1 20

1 22

1 24

3 194

4 195

4 195

4 195

5 195

0 0

0 0

0 0

0 0

0 0

0

0

0

0

0

FL

13

14

17 225

19 250

69 238

77 239

15 200 59 234

17

250 240 230 220 210 200 180

120 100

40 15

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM) R

Eng. : PW127F / PW127M

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.03

CLIMB P3 190KT AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P1

500 OCT 08

ICING CONDITIONS AA

CLIMB 2 ENGINES -- NP=82% ICING CONDITIONS -- 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN

ISA-- 20(.C)

WEIGHT AT START OF CLIMB (1000KG) FL

13

14

15

16

17

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

12 164 41 205

13 181 46 206

15 199 50 206

16 218 56 206

18 241 62 207

11 153 37 202

12 168 41 203

13 184 45 203

15 202 50 203

16 222 55 204

10 143 34 200

11 156 37 200

12 171 41 200

13 187 44 201

15 205 49 201

9 133 30 197

10 146 33 197

11 159 37 198

12 174 40 198

13 190 44 198

9 124 28 195

9 136 30 195

10 148 33 195

11 162 36 195

12 176 40 196

8 116 25 192

9 127 27 193

9 138 30 193

10 150 33 193

11 164 36 193

7 100 21 188

7 110 23 188

8 119 25 189

9 130 27 189

9 141 29 189

6 86 17 184

6 94 19 185

7 102 20 185

7 111 22 185

8 120 24 185

5 73 14 181

5 80 15 181

5 87 17 181

6 94 18 181

6 102 19 182

4 61 11 178

4 66 12 178

4 72 13 178

5 78 14 178

5 84 16 178

3 49 9 175

3 53 10 175

4 58 10 175

4 62 11 175

4 68 12 176

2 37 7 172

2 41 7 172

3 44 8 172

3 48 8 173

3 51 9 173

2 26 4 169

2 28 5 170

2 30 5 170

2 33 6 170

2 36 6 170

1 14 2 167

1 16 3 167

1 17 3 167

1 18 3 168

1 20 3 168

0 0 0

0 0 0

0 0 0

0 0 0

0 0 0

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM)

R

Eng. : PW127F / PW127M

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.04

CLIMB P2 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P3

500 OCT 08

ICING CONDITIONS AA

CLIMB 2 ENGINES --- NP=82% ICING CONDITIONS --- 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN

ISA---10(.C)

WEIGHT AT START OF CLIMB (1000KG) FL

250 240 230 220 210

13

14

15

16

17

14 185

16 204

17 226

19 249

22 278

50 211

56 212

62 212

69 213

77 213

13 171

14 188

16 207

17 228

19 252

44 208

49 208

54 209

60 209

67 210

12 158

13 174

14 191

15 209

17 231

40 205

44 205

48 206

53 206

59 207

11 147

12 161

13 176

14 193

15 212

36 202

39 203

43 203

47 203

52 204

10 136

11 149

12 163

13 178

14 195

32 200

35 200

39 200

42 200

46 201

9 126

10 138

11 151

11 165

13 180

29 197

32 197

35 198

38 198

41 198

7 109

8 119

9 130

10 141

10 154

23 193

26 193

28 193

31 193

33 194

160

6 93

7 102

7 111

8 120

9 131

19 189

21 189

23 189

25 189

27 189

140

5 79

5 86

6 93

6 101

7 110

15 185

17 185

18 185

20 186

22 186

4 65

4 71

5 77

5 84

6 91

12 181

13 182

15 182

16 182

17 182

3 52

3 57

4 62

4 67

4 72

10 178

10 179

11 179

12 179

13 179

80

2 40

3 43

3 47

3 51

3 55

7 175

8 176

8 176

9 176

10 176

60

2 27

2 30

2 32

2 35

2 38

5 173

5 173

6 173

6 173

7 174

1 15

1 17

1 18

1 19

1 21

3 170

3 170

3 171

3 171

4 171

0 0

0 0

0 0

0 0

0 0

0

0

0

0

0

200 180

120 100

40 15

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM) R

Eng. : PW127F / PW127M

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.04

CLIMB P4 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P5

500 OCT 08

ICING CONDITIONS AA

CLIMB 2 ENGINES -- NP=82% ICING CONDITIONS -- 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN

ISA

WEIGHT AT START OF CLIMB (1000KG) FL

13

14

15

16

17

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

17 212 62 218

19 236 70 218

22 263 78 219

24 294 89 220

28 335 102 221

15 193 54 214

17 214 60 214

19 237 67 215

21 263 75 215

24 295 85 216

14 177 48 211

15 195 53 211

17 216 59 211

18 238 65 212

21 265 73 212

12 163 42 208

14 179 47 208

15 197 52 208

16 217 57 209

18 240 64 209

11 150 38 205

12 165 42 205

13 181 46 205

15 199 50 206

16 219 56 206

10 139 34 202

11 152 37 202

12 167 41 203

13 183 45 203

15 201 49 203

8 119 27 197

9 130 30 198

10 142 33 198

11 155 36 198

12 169 39 198

7 101 22 193

7 110 24 193

8 120 26 194

9 131 29 194

10 143 31 194

6 84 18 189

6 92 19 190

7 100 21 190

7 109 23 190

8 119 25 190

4 69 14 186

5 76 15 186

5 82 16 186

6 89 18 186

6 97 19 186

3 55 10 182

4 60 11 182

4 65 12 183

4 70 13 183

5 76 15 183

3 41 7 179

3 45 8 179

3 48 9 179

3 52 10 180

3 57 10 180

2 28 5 176

2 30 5 176

2 33 6 176

2 35 6 177

2 38 7 177

1 15 3 173

1 16 3 173

1 18 3 174

1 19 3 174

1 21 4 174

0 0

0 0

0 0

0 0

0 0

0

0

0

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM)

R

Eng. : PW127F / PW127M

0

0

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.04

CLIMB P6 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P7

500 OCT 08

ICING CONDITIONS AA

CLIMB 2 ENGINES -- NP=82% ICING CONDITIONS -- 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN

ISA+10(˚C)

WEIGHT AT START OF CLIMB (1000KG) FL

13

14

15

16

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

22 256 83 224

25 289 95 225

29 329 109 226

34 380 128 227

19 228 70 220

22 255 79 220

24 286 90 221

28 323 102 222

32 373 120 223

17 206 61 216

19 229 68 217

21 255 76 217

24 285 86 218

27 322 98 219

15 187 53 213

17 207 59 213

18 230 66 214

21 255 73 214

23 286 83 215

13 171 47 210

15 189 52 210

16 209 57 210

18 231 64 211

20 257 71 211

12 157 42 207

13 173 46 207

15 191 51 208

16 210 56 208

18 232 62 208

10 133 33 202

11 146 36 202

12 160 40 202

13 175 44 203

14 193 48 203

8 111 26 197

9 122 29 198

10 134 32 198

11 146 35 198

12 160 38 198

6 92 21 193

7 101 23 194

8 110 25 194

8 120 27 194

9 131 30 194

5 75 16 190

6 82 18 190

6 89 19 190

7 97 21 190

7 105 23 190

4 58 12 186

4 64 13 186

5 69 14 186

5 75 15 186

5 82 17 187

3 44 9 182

3 48 9 183

3 52 10 183

4 56 11 183

4 61 12 183

2 30 6 179

2 33 6 180

2 35 7 180

2 38 7 180

3 41 8 180

1 16 3 176

1 18 3 177

1 19 3 177

1 21 4 177

1 23 4 177

0 0

0 0

0 0

0 0

0 0

0

0

0

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM)

R

Eng. : PW127F / PW127M

17

0

0

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.04

CLIMB P8 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P9

500 OCT 08

ICING CONDITIONS AA

CLIMB 2 ENGINES -- NP=82% ICING CONDITIONS -- 170KT(IAS) MINIMUM CLIMB RATE = 100FT/MN

ISA+20(˚C)

WEIGHT AT START OF CLIMB (1000KG) FL

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

13

14

15

16

27 296 103 227

31 340 119 228

23 257 84 223

26 291 96 223

30 332 111 224

35 383 130 225

20 228 72 219

22 256 81 219

25 288 92 220

28 326 105 221

33 378 123 222

17 205 62 215

19 228 69 216

22 255 78 216

24 286 88 217

28 325 100 217

15 185 54 212

17 205 60 212

19 228 67 213

21 254 75 213

24 285 84 214

12 152 41 206

13 168 46 206

15 186 51 207

16 205 56 207

18 227 62 207

10 125 32 201

11 138 35 201

12 152 39 202

13 166 43 202

14 183 47 202

8 104 25 197

8 114 28 197

9 125 30 197

10 136 33 197

11 149 37 197

6 85 20 193

7 93 22 193

7 101 24 193

8 111 26 194

9 121 28 194

5 67 15 189

5 73 16 190

6 80 18 190

6 87 19 190

7 95 21 190

3 50 11 186

4 55 12 186

4 60 13 186

4 65 14 187

5 71 15 187

2 34 7 183

2 37 8 183

3 40 8 183

3 44 9 183

3 48 10 184

1 18 4 180 0 0 0

1 20 4 180 0 0 0

1 22 4 180 0 0 0

2 24 5 180 0 0 0

2 26 5 181 0 0 0

FROM START OF CLIMB TIME (MIN) FROM START OF CLIMB DIST. (NM)

R

Eng. : PW127F / PW127M

17

FUEL (KG) MEAN SPEED TAS.(KT)

3.04.04

CLIMB P 10 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.04.04

CLIMB P 11 ICING CONDITIONS AA

MAXIMUM OPERATIONAL CEILING (Twin engine) ICING CONDITIONS - FLAPS 0° - VMLBO = 1,40 VSR R

Example : 18000 kg ISA + 20

g

Maximum operational ceiling = 24000 ft

Eng. : PW127F / PW127M

500 NOV 11

CLIMB

3.04.05 P1

CLIMB GRADIENT

001 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

CLIMB GRADIENT AA

LEFT INTENTIONAL BLANK

001 SEP 03

3.04.05

CLIMB P3 CLIMB GRADIENT

500 NOV 11

AA

R

GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MCT- IAS=VMLB NORMAL CONDITIONS : FLAPS 0 / 1.18 VS - ICING CONDITIONS FLAPS 15 / 1.27 VS

Eng. : PW127F / PW127M

3.04.05

CLIMB P4 CLIMB GRADIENT

500 NOV 11

AA

GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 170 KT NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0

Eng. : PW127F / PW127M

R

3.04.05

CLIMB P5 CLIMB GRADIENT

500 NOV 11

AA

GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER - IAS = VMLB NORMAL CONDITIONS : FLAPS 0 / 1.18 VS - ICING CONDITIONS FLAPS 0 / 1.40 VS

R

Eng. : PW127F / PW127M

CRUISE

3.05.00 P1

CONTENTS AA

R

3.05.00

CONTENTS

3.05.01

INTRODUCTION

3.05.02

MAX CRUISE

3.05.03

ICING CONDITIONS

001 JUN 97

3.05.01

CRUISE P1 INTRODUCTION

500 APR 08

AA

Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air conditioning in normal mode. 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 subtract 4 kt on True Airspeed. All charts are established with a center of gravity location corresponding to 25 %. Max Cruise tables are given with NP = 82 %. CRUISE IN ICING CONDITIONS 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). 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 subtract 10 kt on True Airspeed. 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, cruise performance published for icing conditions MUST BE regarded as operational information only.

R

Eng. : PW127F / PW127M

3.05.02

CRUISE P1

500 OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

13 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 91.9 456 252 267 94.2 457 252 275 94.5 452 250 281 94.2 448 248 287 90.1 430 241 288 85.6 409 235 289 80.6 386 227 289 75.1 361 219 287 69.7 336 211 286 64.6 312 203 284 62.1 300 199 283

TQ % NP=82 % KG/H/ENG IAS TAS R

0 94.0 469 252 272 94.5 463 250 279 90.8 442 245 280 86.7 420 238 281 83.5 403 233 284 79.9 384 227 285 75.5 363 220 285 70.5 340 212 284 65.6 317 204 283 60.9 295 196 281 58.6 284 192 279

DELTA ISA +10 88.3 451 245 269 84.8 430 239 270 81.4 409 233 272 78.5 391 228 274 76.1 376 223 277 73.2 359 218 279 69.5 340 212 280 65.5 319 205 279 61.3 298 197 278 57.1 278 189 276 54.9 268 184 274

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.4 433 239 265 80.2 413 233 267 76.9 393 227 268 74.2 376 222 270 72.1 362 218 273 69.8 347 213 276 66.3 327 207 276 62.6 308 200 276 58.9 289 193 275 55.0 270 185 273 53.0 260 181 271

+20 78.8 417 233 261 75.7 397 228 262 72.7 378 222 264 70.2 362 217 266 68.1 347 212 269 66.0 333 208 271 63.0 316 202 272 59.7 298 195 272 56.2 279 188 271 52.8 262 180 269 51.0 253 176 268

3.05.02

CRUISE P2

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

14 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 92.2 457 252 267 94.5 458 252 275 94.5 452 250 281 94.1 447 247 286 90.1 429 241 288 85.6 409 234 288 80.5 386 227 288 75.0 361 219 287 69.6 335 210 285 64.4 311 202 282 62.0 300 197 281

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.3 470 252 272 94.5 463 250 278 90.8 442 244 280 86.6 420 238 281 83.5 403 233 283 79.8 384 226 284 75.4 363 220 285 70.4 340 212 283 65.5 317 203 281 60.8 294 195 279 58.4 283 190 277

DELTA ISA +10 88.3 451 244 269 84.7 429 238 270 81.3 409 233 272 78.5 391 227 274 76.1 376 223 277 73.2 359 217 278 69.4 339 211 279 65.4 319 204 278 61.1 298 196 277 56.9 278 187 274 54.7 267 183 272

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.4 433 238 265 80.2 413 233 266 76.8 393 227 267 74.2 376 222 269 72.0 361 217 272 69.7 346 212 275 66.3 327 206 275 62.5 308 199 275 58.7 289 191 273 54.8 269 183 270 52.9 260 179 269

+20 78.8 417 233 261 75.7 397 227 262 72.7 378 222 263 70.2 362 217 265 68.1 347 212 268 66.0 333 207 270 63.0 316 201 271 59.6 297 194 270 56.1 279 187 269 52.6 261 179 267 50.8 252 175 265

3.05.02

CRUISE P3

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

15 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 92.5 458 252 267 94.5 458 252 275 94.5 453 250 281 94.1 447 247 286 90.0 429 241 287 85.5 409 234 288 80.5 386 226 287 74.9 360 218 286 69.5 335 209 283 64.3 310 201 281 61.8 299 196 279

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.6 471 252 272 94.5 463 250 278 90.7 441 244 279 86.6 419 238 281 83.4 402 232 283 79.8 383 226 284 75.3 363 219 284 70.3 339 211 282 65.4 316 202 280 60.6 294 193 277 58.2 282 189 275

DELTA ISA +10 88.3 451 244 268 84.7 429 238 270 81.3 409 232 271 78.4 391 227 273 76.1 375 222 276 73.1 358 217 278 69.4 339 210 278 65.2 319 203 277 61.0 297 194 275 56.7 277 186 271 54.5 267 181 269

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.4 433 238 264 80.1 413 232 266 76.8 393 227 267 74.1 376 221 269 72.0 361 217 271 69.7 346 212 274 66.2 327 205 274 62.4 308 198 273 58.6 289 190 271 54.6 269 181 268 52.7 259 177 266

+20 78.8 417 232 260 75.7 397 227 261 72.6 378 221 263 70.1 362 216 265 68.0 347 211 267 65.9 333 206 269 62.9 316 200 269 59.5 297 193 269 56.0 278 185 267 52.5 261 177 264 50.6 252 173 262

3.05.02

CRUISE P4

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

16 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 92.8 460 252 267 94.5 458 251 275 94.5 453 249 280 94.1 447 247 285 90.0 429 240 287 85.5 409 233 287 80.3 385 226 286 74.8 360 217 285 69.3 334 208 282 64.1 310 199 279 61.6 298 195 277

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 471 252 272 94.5 463 249 278 90.7 441 243 279 86.6 419 237 280 83.4 402 232 282 79.7 383 225 283 75.2 363 218 283 70.2 339 210 281 65.2 316 201 278 60.4 293 192 274 58.0 282 187 272

DELTA ISA +10 88.2 451 244 268 84.7 429 238 269 81.3 409 232 271 78.4 391 226 272 76.0 375 221 275 73.1 358 216 276 69.3 339 209 276 65.1 318 201 275 60.8 297 193 273 56.5 276 184 269 54.3 266 179 267

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.3 433 238 264 80.1 413 232 265 76.8 393 226 266 74.1 376 221 268 72.0 361 216 270 69.6 346 211 272 66.1 327 204 272 62.3 307 196 271 58.4 288 188 269 54.5 268 180 265 52.5 259 175 263

+20 78.8 417 232 260 75.6 397 226 261 72.6 378 220 262 70.1 362 215 264 68.0 347 210 266 65.9 333 205 268 62.8 315 198 268 59.4 297 191 266 55.9 278 183 264 52.3 260 175 261 50.4 251 170 259

3.05.02

CRUISE P5

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

17 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 93.1 461 252 267 94.5 458 251 274 94.5 453 249 280 94.0 447 246 285 89.9 429 240 286 85.4 408 233 286 80.2 385 225 285 74.6 359 216 283 69.1 333 207 280 63.8 309 197 277 61.3 297 193 275

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 471 251 272 94.5 463 249 277 90.7 441 243 279 86.5 419 237 279 83.3 402 231 281 79.6 383 224 282 75.1 362 217 281 70.0 338 208 279 65.0 315 199 276 60.2 292 190 272 57.7 281 185 269

DELTA ISA +10 88.2 451 243 267 84.6 429 237 269 81.2 409 231 270 78.3 391 226 272 75.9 375 221 274 73.0 358 215 275 69.1 338 208 275 64.9 318 200 273 60.7 296 191 270 56.3 275 182 266 54.1 265 177 263

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.3 433 237 263 80.0 413 231 264 76.7 393 225 265 74.0 376 220 267 71.9 361 215 269 69.5 346 210 271 65.9 326 203 271 62.1 307 195 269 58.3 288 187 266 54.2 268 177 262 52.2 258 172 259

+20 78.7 417 231 259 75.6 397 225 260 72.5 378 220 261 70.0 362 214 262 67.9 347 209 264 65.8 333 204 266 62.7 315 197 266 59.2 296 190 264 55.7 278 181 262 52.1 260 172 257 50.1 250 167 254

3.05.02

CRUISE P6

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

18 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 93.5 462 252 267 94.5 458 251 274 94.5 453 249 279 93.9 447 246 284 89.8 429 239 285 85.3 408 232 285 80.1 384 224 284 74.4 358 215 282 68.9 333 205 278 63.6 308 196 274 61.1 296 191 272

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 471 251 271 94.5 463 249 277 90.6 441 243 278 86.5 419 236 279 83.2 402 230 280 79.5 383 224 281 74.9 362 216 280 69.8 338 207 277 64.8 314 198 274 59.9 291 188 269 57.4 280 183 266

DELTA ISA +10 88.2 451 243 267 84.6 429 236 268 81.2 409 230 269 78.3 391 225 271 75.8 375 220 273 72.9 358 214 274 69.0 338 206 273 64.8 317 198 271 60.5 296 189 268 56.0 275 179 262 53.8 264 174 259

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.2 433 237 262 80.0 413 231 264 76.6 393 224 264 74.0 376 219 266 71.8 361 214 268 69.4 346 208 269 65.8 326 201 269 62.0 307 193 267 58.1 287 184 263 54.0 267 174 258 51.9 257 169 254

+20 78.7 417 231 258 75.5 397 225 259 72.5 378 219 260 70.0 361 213 261 67.8 347 208 263 65.7 333 203 264 62.6 315 196 264 59.1 296 188 262 55.5 277 179 258 51.8 259 169 252 49.8 249 163 248

3.05.02

CRUISE P7

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

19 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 93.9 464 252 267 94.5 458 250 273 94.5 453 248 279 93.9 447 245 284 89.7 428 238 284 85.1 408 231 284 79.9 384 223 283 74.2 358 213 280 68.7 332 204 276 63.3 307 194 271 60.8 295 189 269

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 471 251 271 94.5 464 248 276 90.5 441 242 277 86.4 419 235 278 83.1 402 229 279 79.4 382 223 279 74.8 361 214 278 69.6 337 205 275 64.6 313 196 271 59.6 290 186 266 57.1 279 180 262

DELTA ISA +10 88.1 450 242 266 84.5 429 236 267 81.1 409 230 268 78.2 391 224 269 75.8 375 219 271 72.8 357 212 272 68.8 338 205 271 64.6 317 196 269 60.2 295 187 265 55.7 273 176 258 53.4 263 170 253

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.2 433 236 262 79.9 413 230 263 76.6 393 224 263 73.9 376 218 265 71.7 361 213 266 69.4 346 207 268 65.7 326 200 267 61.8 306 191 264 57.8 286 182 260 53.6 266 171 253 51.5 256 164 248

+20 78.6 416 230 257 75.5 397 224 258 72.4 377 218 259 69.9 361 212 260 67.8 347 207 261 65.6 333 201 263 62.4 315 194 262 58.9 296 185 259 55.2 276 176 254 51.4 258 165 246 49.4 248 158 240

3.05.02

CRUISE P8

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

20 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

MINIMUM TIME ---10 94.4 466 252 267 94.5 459 250 273 94.5 453 247 278 93.8 446 244 283 89.6 428 237 283 85.0 407 230 283 79.7 383 221 281 74.0 357 212 278 68.4 331 202 274 63.0 306 191 268 60.4 294 186 265

TQ % NP=82 %

0 94.5 471 250 270 94.5 464 248 276 90.4 441 241 276 86.3 419 234 277 83.0 401 228 278 79.2 382 221 278 74.6 361 213 276 69.4 336 204 273 64.3 313 194 268 59.3 289 183 262 56.7 277 176 257

DELTA ISA +10 88.1 450 241 265 84.4 429 235 266 81.0 409 229 267 78.1 390 223 268 75.7 374 217 270 72.6 357 211 270 68.7 337 203 269 64.4 316 194 266 60.0 294 185 261 55.3 272 172 252 52.9 261 165 246

KG/H/ENG IAS TAS

R

500

Eng. : PW127F / PW127M

+15 83.1 433 235 261 79.9 412 229 262 76.5 392 222 262 73.9 376 217 263 71.7 361 211 265 69.3 345 206 266 65.5 325 198 264 61.6 305 189 261 57.5 285 179 256 53.2 265 166 246 50.9 254 158 238

+20 78.6 416 229 256 75.4 396 223 257 72.3 377 216 257 69.8 361 211 258 67.7 347 205 260 65.5 332 199 261 62.3 314 192 259 58.7 295 183 255 54.9 276 172 249 50.9 256 159 238 48.7 246 149 227

3.05.02

CRUISE P9

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

21 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 94.5 467 252 267 94.5 459 249 272 94.5 453 247 277 93.7 446 243 282 89.5 428 237 282 84.8 407 229 282 79.5 382 220 279 73.8 356 210 276 68.1 330 200 271 62.6 304 189 265 60.0 292 182 260

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 472 249 269 94.5 464 247 275 90.3 440 240 275 86.2 418 233 276 82.9 401 227 277 79.1 381 220 276 74.4 360 212 274 69.1 336 202 270 64.0 312 191 265 58.8 288 179 257 56.1 275 172 250

DELTA ISA +10 88.0 450 241 265 84.4 429 234 265 80.9 408 228 266 78.1 390 222 267 75.5 374 216 268 72.5 357 210 269 68.5 337 202 267 64.1 315 192 263 59.6 293 181 256 54.8 270 167 245 52.1 258 157 234

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.1 432 234 260 79.8 412 228 260 76.4 392 221 261 73.8 376 215 262 71.6 361 210 263 69.2 345 204 264 65.3 325 196 262 61.4 305 186 257 57.2 284 175 250 52.6 263 159 236 49.8 251 145 219

+20 78.5 416 228 255 75.3 396 222 255 72.2 377 215 256 69.8 361 209 257 67.6 347 204 258 65.4 332 198 258 62.1 314 190 256 58.4 294 180 251 54.6 275 167 242 50.1 254 148 222

3.05.02

CRUISE P 10

OCT 08

MAX CRUISE AA

CRUISE 2 ENGINES

22 T FLIGHT LEVEL

60 80 100 120 140 160 180 200 220 240 250

---10 94.5 467 251 266 94.5 459 248 271 94.5 453 246 277 93.6 446 243 281 89.3 427 235 281 84.7 406 228 280 79.3 381 219 278 73.5 355 208 273 67.8 328 197 268 62.2 303 185 260 59.5 290 178 254

TQ % NP=82 % KG/H/ENG IAS TAS R

500

0 94.5 472 249 269 94.5 464 246 274 90.2 440 239 274 86.1 418 232 274 82.8 401 226 275 78.9 381 219 275 74.2 359 210 272 68.9 335 200 268 63.6 310 188 261 58.3 286 174 250 55.3 272 164 240

DELTA ISA +10 87.9 450 240 264 84.3 429 233 264 80.9 408 226 264 78.0 390 220 265 75.4 374 215 267 72.4 357 208 267 68.3 336 200 264 63.9 314 189 259 59.2 292 177 251 53.9 268 158 232

Eng. : PW127F / PW127M

MINIMUM TIME +15 83.0 432 233 259 79.7 412 227 259 76.3 392 220 259 73.7 375 214 260 71.5 360 208 261 69.0 345 202 262 65.1 324 193 259 61.1 304 183 253 56.7 283 170 243 51.1 258 141 209

+20 78.4 416 227 254 75.3 396 220 254 72.2 377 214 254 69.7 361 208 255 67.5 346 202 255 65.2 332 195 255 61.9 313 187 252 58.1 293 175 245 54.0 273 160 231

3.05.02

CRUISE P 11 MAX CRUISE AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P1 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P2 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P3 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P4 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P5 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P6 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P7 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P8 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P9 ICING CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 10 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 11 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 12 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 13 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 14 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 15 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 16 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 17 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.05.03

CRUISE P 18 ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.06.01

HOLDING P1 INTRODUCTION

500 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%. All charts are established with a center of gravity location corresponding to 25 %. The temperature effect is negligible. 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).

Eng. : PW127F / PW127M

3.06.02

HOLDING P1 NORMAL CONDITIONS AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.06.03

HOLDING P1 R

ICING CONDITIONS AA

Eng. : PW127F / PW127M

500 NOV 11

3.07.01

DESCENT P1 INTRODUCTION

500 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) 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° with pressurization in NORMAL mode, 4° or 5° with pressurization in FAST mode) 1) set cruise PLA up to the desired descent speed 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 + 2 % at 3° descent gradient + 3 % at 4° descent gradient + 4 % at 5° descent gradient for a 1000 kg (2200 lb) weight decrease. D No correction for weight increase. D No influence on time and distance.

R

Eng. : PW127F / PW127M

3.07.02

DESCENT P1

500

NORMAL CONDITIONS AA

DESCENT 2 ENGINES NP=82% NORMAL CONDITIONS

15000KG 200 KT IAS FL

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

OCT 08

220 KT IAS

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

63

47

70

52

76

57

18 115

14 79

18 140

14 99

18 174

14 122

60

45

66

49

72

54

17 112

14 77

17 136

14 96

17 167

14 118

57

43

63

47

68

51

17 108

13 75

17 131

13 93

17 160

13 114

54

40

59

44

65

48

16 105

13 73

16 126

13 90

16 154

13 110

51

38

56

42

61

46

15 101

12 71

15 121

12 87

15 147

12 105

48

36

53

39

57

43

14 94

11 67

14 112

11 81

14 135

11 97

42

31

46

35

50

38

13 87

10 63

13 102

10 75

13 122

10 89

36

27

40

30

44

33

11 79

9 59

11 92

9 69

11 110

9 81

31

23

34

25

37

28

10 72

8 54

10 83

8 63

10 97

8 73

25

19

28

21

31

23

9 65

7 50

9 73

7 58

9 85

7 65

20

15

22

17

24

18

7 57

6 45

7 63

6 52

7 72

6 57

15

11

17

13

18

14

6 49

5 40

6 53

5 45

6 59

5 49

10

8

11

9

13

9

5 41

4 36

5 43

4 39

5 46

4 40

6

4

6

5

7

5

3 30

3 30

3 30

3 30

3 30

3 30

0

0

0

0

0

0

FROM START OF DESCENT TIME (MN) FROM START OF DESCENT DIST (NM) R

240 KT IAS

Eng. : PW127F / PW127M BOOST OFF

FUEL (KG)

3.07.02

DESCENT P2

500

NORMAL CONDITIONS AA

DESCENT 2 ENGINES NP=82% NORMAL CONDITIONS

15000KG 200 KT IAS 3˚

FL

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15

OCT 08

220 KT IAS







240 KT IAS









20 159 16 111

13 84

18 177 15 124 12 92

74

74

44

74

55

44

55

55

44

21 143 16 101 14 75

19 155 15 108 13 83

18 172 14 121 12 90

71

42

71

71

20 139 16 99

13 74

19 151 15 106 12 81

17 166 14 118

12 88

68

40

68

68

40

19 136 15 97

13 73

18 147 14 103 12 80

17 161 13 115

11 86

64

64

39

53 51 48

53 51

40

51

64

12 71

17 142 14 101 12 78

16 156 13 112

11 84

61

37

61

37

61

37

18 128 14 93

12 70

17 138 13 98

11 76

16 151 12 108 11 82

58

35

58

35

58

17 120 13 88

11 67

15 129 12 92

10 73

14 140 12 102 10 78

52

39

31

52

39

31

52

15 111

12 83

10 64

14 119

11 86

10 69

13 129 11 95

9 73

46

34

34

27

44

44

48

42

39

46

39

53

19 132 15 95 46

48

42

46 44 39

35 31

27

46

27

46

34

14 102 11 77

9 61

13 109 10 80

9 65

12 117

10 87

8 68

39

29

24

39

24

39

29

24

12 92

10 72

8 57

11 98

9 73

8 61

11 105

9 79

8 63

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

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

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

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

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

0

0

0

0

0

0

0

0

0

29

FROM START OF DESCENT TIME (MN) FROM START OF DESCENT DIST (NM) R



21 146 17 103 14 77

Eng. : PW127F / PW127M BOOST OFF

FUEL (KG)

3.07.03

DESCENT P1

500

ICING CONDITIONS

OCT 08

AA

DESCENT 2 ENGINES NP=82% 15000KG

ICING CONDITIONS 200 KT IAS

FL

220 KT IAS

1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn

250

19 122 63

15 83 47

19 151 70

15 105 52

19 186 75

15 131 57

240

18 119 60

14 81 45

18 145 66

14 102 49

18 179 71

14 127 54

230

17 115 57

14 79 43

17 140 63

14 99 47

17 173 68

14 122 51

220

17 111 54

13 77 40

17 135 59

13 96 44

17 166 65

13 118 48

210

16 107 51

13 75 38

16 130 56

13 92 42

16 159 61

13 113 46

200

15 104 48

12 73 36

15 125 53

12 89 39

15 152 57

12 109 43

180

14 96 42

11 69 31

14 115 46

11 83 35

14 139 50

11 100 38

140

13 88 36 11 81 31

10 64 27 9 60 23

13 105 40 11 95 34

10 77 30 9 70 25

13 126 44 11 112 37

10 92 33 9 83 28

120

10 73 25

8 55 19 7 50 15

10 84 28

8 64 21 7 58 17

10 99 31

8 75 23 7 66 18

160

100 80

9 65 20 7 57 15

40

6 49 10 5 41 6

15

3 30 0

60

6 45 11 5 41 8

9 74 22 7 64 17

4 36 4

6 53 11 5 43 6

3 30 0

3 30 0

6 52 13 5 45 9

9 86 24 7 73 18

4 39 5

6 60 13 5 46 7

3 30 0

3 30 0

FROM START OF DESCENT TIME (MN) FROM START OF DESCENT DIST (NM)

R

240 KT IAS

Eng. : PW127F / PW127M BOOST OFF

FUEL (KG)

6 57 14 5 49 9 4 40 5 3 30 0

3.07.03

DESCENT P2

500

ICING CONDITIONS

OCT 08

AA

DESCENT 2 ENGINES NP=82%

15000KG 200 KT IAS FL

250 240 230 220 210 200 180 160 140 120 100 80 60 40 15





220 KT IAS 5˚





240 KT IAS 5˚



21 151 17 105 14 78 20 164 16 114 13 85 18 74 55 44 74 55 44 74 21 147 16 103 14 77 19 160 15 112 13 84 18 71 53 42 71 53 42 71 20 143 16 101 13 76 19 156 15 109 12 82 17 68 51 40 68 51 40 68 19 140 15 99 13 75 18 151 14 107 12 81 17 64 48 39 64 48 39 64 19 136 15 96 12 73 17 147 14 104 12 79 16 61 46 37 61 46 37 61 18 132 14 94 12 72 17 142 13 101 11 77 16 58 44 35 58 44 35 58 17 123 13 89 11 69 15 132 12 95 10 74 14 52 39 31 52 39 31 52 15 114 12 84 10 65 14 122 11 89 10 70 13 46 34 27 46 34 27 46 14 104 11 78 9 62 13 111 10 82 9 66 12 39 29 24 39 29 24 39



183 15 55 178 14 53 172 14 51 167 13 48 161 13 46 156 12 44 144 12 39 132 11 34 120 10 29 107 9 25 94 8 20



129 12 44 125 12 42 122 12 40 118 11 39 115 11 37 112 11 35 104 10 31 97 9 27 89 8 24 81 8 20 72 7 16

95 93 91 88 86 84 80 75 70

64 12 94 10 72 8 57 11 100 9 75 8 61 11 33 25 20 33 25 20 33 58 10 83 9 65 7 53 10 88 8 67 7 56 9 27 20 16 27 20 16 27 9 72 7 58 6 48 8 75 7 59 6 51 8 80 7 63 6 52 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 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 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 0 0 0 0 0 0 0 0 0 FROM START OF DESCENT TIME (MN) FROM START OF DESCENT DIST (NM)

R

ICING CONDITIONS

Eng. : PW127F / PW127M BOOST OFF

FUEL (KG)

APPROACH-LANDING

3.08.00 P1

CONTENTS

001 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

APPROACH-LANDING

3.08.01 P1

020

APPROACH CLIMB LIMITING WEIGHT

JUN 97

AA

D Aircraft configuration : - Flaps 15 - Gear up - Affected propeller feathered - Remaining engine power set to GO AROUND" - Air conditioning : CAT I : OFF CAT II : ON D Steady gradient : - CAT I : 2,1 % - CAT II : 2,5 % D Go around speeds : - Refer to Procedures and Techniques" chapter, in 2.02 or to the QRH. D Approach climb limiting weight : - CAT I : Normal Conditions : Refer to the graph on 3.08.01 page 2. Icing Conditions : determine the approach climb limiting weight in normal conditions, then apply the decrement following the table 3.08.01 page 3. - CAT II : Normal Conditions : Refer to the graph on 3.08.01 page 2A. Icing Conditions : determine the approach climb limiting weight in normal conditions, then apply the decrement following the table 3.08.01 page 3A.

Mod. : 1112

3.08.01

APPROACH- LANDING P2 APPROACH CLIMB LIMITING WEIGHT AA

NORMAL CONDITIONS FLAPS 15 One propeller feathered - one engine : GO AROUND POWER AIR CONDITIONING OFF - ANTI-- ICING OFF - GEAR UP

Eng. : PW127F / PW127M BOOST OFF

300 OCT 08

3.08.01

APPROACH- LANDING P 2A APPROACH CLIMB LIMITING WEIGHT AA

CAT II - NORMAL CONDITIONS FLAPS 15 One propeller feathered - one engine : GO AROUND POWER AIR CONDITIONING ON - ANTI-ICING OFF - GEAR UP - V = 1.13 VSR

Mod. : 1112

Eng. : PW127F / PW127M BOOST OFF

520 OCT 08

3.08.01

APPROACH- LANDING P3 APPROACH CLIMB LIMITING WEIGHT

200 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

Eng. : PW127F / PW127M

3.08.01

APPROACH- LANDING P 3A APPROACH CLIMB LIMITING WEIGHT

520 OCT 08

AA

CAT II - ICING CONDITIONS - V = 1,24 VSR In icing conditions, decrease the approach climb gradient limiting weight determined on paragraph 3.08.01 P 2A by the following values. WEIGHT KG / LB

CORRECTION KG / LB

27 000 / 59 500

- 1 200 / - 2 645

25 000 / 55 100

- 900 / - 1 985

23 000 / 50 700

- 800 / - 1 765

21 000 / 46 300

- 600 / - 1 325

20 000 / 44 000

- 500 / - 1 105

19 000 / 41 800

- 400 / - 885

18 000 / 39 600

- 300 / - 665

17 000 / 37 500

- 200 / - 445

16 000 / 35 200

- 100 / - 225

and below

R Mod : 1112

Eng. : PW127F / PW127M

3.08.02

APPROACH- LANDING P1 FINAL APPROACH SPEEDS

500 SEP 10

AA

FINAL APPROACH SPEED VAPP = VmHB + WIND FACTOR Wind factor : The highest of - 1/3 of the reported head wind velocity - or-- the gust in full with a maximum wind factor of 15 kt. Wind factor is added to give extra margin against turbulence, risk of windshear etc... FLAPS 30° VmHB IAS limited by VMCL Weight (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

R R

Weight (1000 lb) 29 31 33 35 37 39 41 43 45 47 49 49.5 50.7

VmHB IAS limited by VMCL Normal conditions Icing conditions 95 95 95 95 95 97 95 100 95 104 98 106 101 109 103 112 106 115 109 118 112 121 113 122 115 124 Eng. : PW127F / PW127M

3.08.03

APPROACH- LANDING P1

300

LANDING DISTANCES

SEP 10

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) NORMAL CONDITIONS - FLAPS 30 R

WEIGHT (x 1000 kg)

13

14

15

16

17

18

19

20

21

22

22.5

23

DRY R U WET N W A C Y O WATER N OR SLUSH T C A 1/2 in O M N I D N I A COMPACT SNOW T T I E O D N ICE B Y

570

570

570

570

570

590

610

630

650

670

680

700

690

690

690

690

700

730

760

780

810

840

850

860

640

680

710

750

780

820

860

900

940

980 1000 1020

690

720

760

790

830

860

900

930

970 1000 1020 1030

Mod : 5561

1010 1070 1120 1170 1230 1280

Eng: PW127F / PW127M

1340 1390 1450 1500 1530 1560

3.08.03

APPROACH- LANDING P2

300

LANDING DISTANCES

SEP 10

ACTUAL LANDING DISTANCE (M) ICING CONDITIONS - FLAPS 30 R

WEIGHT (x 1000 kg)

13

14

15

16

17

18

19

20

21

22

22.5

23

DRY R U WET N W A C Y O WATER N OR SLUSH T C A 1/2 in O M N I D N I A COMPACT SNOW T T I E O D N ICE B Y

610

610

620

620

620

640

670

690

710

740

750

770

760

760

760

760

770

800

830

860

890

920

940

950

700

740

780

820

860

900

950

990 1040 1080 1100 1130

760

800

840

880

920

960 1000 1040 1080 1120 1140 1160

1140 1200 1260 1320 1390 1450

1520 1580 1640 1710 1740 1770

CORRECTION ON LANDING DISTANCES Wind : • dry or wet runway add 10 % per 5 kt tailwind subtract 2 % per 5 kt headwind

Airport elevation

:

• contaminated runway add 16 % per 5 kt tailwind subtract 2 % per 5 kt heawind • dry or wet runway add 3 % per 1000 ft above sea level

• contaminated runway add 5 % per 1000 ft above sea level Effect of reverse: landing distances are decreased by • 2 % on dry runway R • 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. Mod : 5561

Eng. : PW127F / PW127M

APPROACH-LANDING

3.08.04 P1

USE OF FOS

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) L.D.A . = 1000.0 (M) SLOPE = 1.00 (%)

– WIND – (KT) 0– A – T –

CODES LIMITATIONS 0 - WET CHECK 3 - APPROACH CLIMB 1 - STRUCTURE 4 - LANDING CLIMB 2 - RUNWAY

F35 APPROACH F25 CAT I DRY RUNWAY

ATR72-500 JAR DGAC

QNH = 1013.25 (HPA)

F35 APPROACH F25 CAT I WET RUNWAY

LANDING WEIGHT (KG) CODE

-10

–5

0

10

20

–5

0

10

20

–10.0

20301 2

21850 1

21850 1

18300 1

21850 1

18483 2

20838 2

21850 2

21850 2

0.0

20301 2

21850 1

21850 1

21850 1

21850 1

18483 2

20838 2

21850 1

21850 1

5.0

20301 2

21850 2

21850 1

21850 1

21850 1

18483 2

20838 2

21850 1

21850 1

10.0

20301 2

21850 1

21850 1

21850 1

21850 1

18483 2

20838 2

21850 1

21850 1

15.0

20301 2

21850 1

21850 1

21850 1

21850 1

18483 2

20838 2

21850 1

21850 1

20.0

20301 2

21850 1

21850 1

21850 1

21850 1

18483 2

20838 2

21850 1

21850 1

(DC)

-

–10

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.

3.09.02

ONE ENGINE INOPERATIVE P2 FLIGHT PREPARATION

500 NOV 11

AA

NET CEILING Considering the atmospheric conditions of the day, read your net ceiling on one of the two following graphs : R

D NORMAL CONDITIONS - FLAPS 0

Examples : 1 16750 KG ; ISA +20°C ⇒ Net ceiling : Zp(nc) = 15525 ft 2 17000 KG ; ISA°C ⇒ Net ceiling : Zp(nc) = 18000 ft Eng. : PW127F / PW127M BOOST OFF

3.09.02

ONE ENGINE INOPERATIVE P3 FLIGHT PREPARATION

500 NOV 11

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. Eng. : PW127F / PW127M BOOST OFF

3.09.02

ONE ENGINE INOPERATIVE P4 FLIGHT PREPARATION

500 NOV 11

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 ) R

R R R R

Initial parameters at engine failure : 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. 1

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 : - 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. 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 : 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 : 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

3.09.02

ONE ENGINE INOPERATIVE P5 FLIGHT PREPARATION

300 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 Height above ceiling = 5000 ft Wind = - 80 kt (headwind) Distance to reach the ceiling = 130 - 55 = 75 Nm.

R

Eng. : PW127 or PW127F / PW127M

3.09.02

ONE ENGINE INOPERATIVE P6 FLIGHT PREPARATION AA

ICING CONDITIONS

Examples : Height above ceiling = 9000 ft No wind Distance to reach the ceiling = 200 - 60 = 140 Nm Height above ceiling = 5000 ft Wind = - 40 kt (headwind) Distance to reach the ceiling = 150 - 70 = 80 Nm.

R

Eng. : PW127 or PW127F / PW127M

300 APR 08

3.09.02

ONE ENGINE INOPERATIVE 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

3.09.02

ONE ENGINE INOPERATIVE P8

300

FLIGHT PREPARATION 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

OCT 08

ONE ENGINE INOPERATIVE PROCEDURE

3.09.03 P1

IN FLIGHT

001 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

ONE ENGINE INOPERATIVE PROCEDURE IN FLIGHT

3.09.03 P2

001 DEC 97

AA

R

J

If no obstacle problem exists

R R R R R

Drift down procedure is not necessary. A descent at maximum continuous power will be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain this value by increasing the speed. Aircraft will be levelled when reaching the chosen cruise altitude. 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. It is recommended to balance the tanks using the fuel crossfeed when the R R dissymmetry reaches 100 kg (or 200 lbs).

ONE ENGINE INOPERATIVE PROCEDURE

3.09.03 P3

IN FLIGHT

001 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 (1000 KG) 21

INITIAL FLIGHT LEVEL 160

180

200

220

240

250

105 37.4 138 237 15300

165 58.1 138 360 15500

193 67.2 138 410 15500

218 75.5 138 455 15600

232 79.8 138 475 15600

239 81.9 138 485 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 Nm 10 20 30 40 50 60 70 80 90 100

Wind (kt) - 80 5 11 16 21 26 32 37 42 48 53

- 40 8 15 23 31 38 46 54 61 69 76

0 10 20 30 40 50 60 70 80 90 100

40 12 25 37 49 62 74 86 99 111 124

80 15 29 44 59 74 88 103 118 132 147

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

3.09.10

ONE ENGINE INOPERATIVE NORMAL DRIFT DOWN DESCENT IN FLIGHT AA

R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.10

ONE ENGINE INOPERATIVE NORMAL DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.10

ONE ENGINE INOPERATIVE NORMAL DRIFT DOWN DESCENT IN FLIGHT AA

R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.10

ONE ENGINE INOPERATIVE NORMAL DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.15

ONE ENGINE INOPERATIVE ICING DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.15

ONE ENGINE INOPERATIVE ICING DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.15

ONE ENGINE INOPERATIVE ICING DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.15

ONE ENGINE INOPERATIVE ICING DRIFT DOWN DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.16

ONE ENGINE INOPERATIVE 200KT IAS NORMAL DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.16

ONE ENGINE INOPERATIVE 200KT IAS NORMAL DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.16

ONE ENGINE INOPERATIVE 200KT IAS NORMAL DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.16

ONE ENGINE INOPERATIVE 200KT IAS NORMAL DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.17

ONE ENGINE INOPERATIVE 200KT IAS ICING DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.17

ONE ENGINE INOPERATIVE 200KT IAS ICING DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.17

ONE ENGINE INOPERATIVE 200KT IAS ICING DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.17

ONE ENGINE INOPERATIVE 200KT IAS ICING DESCENT IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P5

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P6

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P7

500 OCT 08

3.09.20

ONE ENGINE INOPERATIVE NORMAL CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P8

500 OCT 08

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE

P5

OCT 08

IN FLIGHT ICING CONDITIONS ISA+10 (.C) WEIGHT (1000KG)

13 14 15 16 17 18 19

120 80.3 472 180 45.9 217 80.1 472 178 45.6 215 80.0 471 177 45.2 213 79.8 470 175 44.8 211 79.6 469 172 44.2 208 79.3 468 168 43.4 203 78.8 466 163 42.2 197

CRUISE 1 ENGINE 1 ENG AT MAX CONTINUOUS (NP=100%)

140 75.0 440 173 48.8 215 74.9 440 171 48.4 213 74.7 439 169 47.9 210 74.5 438 166 47.3 207 74.1 437 162 46.3 202 73.6 435 156 44.7 194

FLIGHT LEVEL 160 180 70.2 65.9 412 166 386 159 51.8 213 54.7 211 70.0 65.7 411 164 385 157 51.2 211 53.9 208 69.8 65.3 410 161 384 152 50.5 207 52.6 202 69.5 64.8 409 157 381 144 49.3 202 50.3 192 69.0 407 150 47.4 193

20 21 22 TQ % KG/H/ENG NM/100KG

500

IAS TAS Eng. : PW127F / PW127M BOOST OFF

200 61.5 360 152 57.8 208 61.1 358 147 56.4 202 60.5 356 139 53.7 191

220 57.0 334 142 60.7 202 56.3 331 134 57.6 190

3.09.25

ONE ENGINE INOPERATIVE ICING CONDITIONS CRUISE

P6

OCT 08

IN FLIGHT CRUISE 1 ENGINE

ICING CONDITIONS ISA+20 (.C) WEIGHT (1000KG)

13 14 15 16 17 18 19 20 21

120

1 ENG AT MAX CONTINUOUS (NP=100%) 140

FLIGHT LEVEL 160 180

200

220

75.8

71.2

66.1

61.5

57.4

53.6

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

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

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

452 173

423 165

391 148

46.9 212

49.4 209

49.4 193

75.4

70.4

452 170

422 162

46.3 209

48.5 205

75.2

70.1

451 167

420 157

45.5 205

47.3 199

74.9

69.6

450 163

419 151

44.5 200

45.6 191

74.5

68.9

449 158

417 139

43.2 194

42.4 177

73.9 448 149 41.0 183

22 TQ % KG/H/ENG NM/100KG

500

IAS TAS Eng. : PW127F / PW127M BOOST OFF

3.09.30

ONE ENGINE INOPERATIVE NORMAL HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.30

ONE ENGINE INOPERATIVE NORMAL HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.30

ONE ENGINE INOPERATIVE NORMAL HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.30

ONE ENGINE INOPERATIVE NORMAL HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.09.35

ONE ENGINE INOPERATIVE ICING HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P1

500 OCT 08

3.09.35

ONE ENGINE INOPERATIVE ICING HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P2

500 OCT 08

3.09.35

ONE ENGINE INOPERATIVE ICING HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P3

500 OCT 08

3.09.35

ONE ENGINE INOPERATIVE ICING HOLDING IN FLIGHT R

Eng. : PW127F / PW127M BOOST OFF

P4

500 OCT 08

3.10.01

FLIGHT PLANNING P1 FUEL POLICY

500 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.

Eng. : PW127F / PW127M

3.10.02

FLIGHT PLANNING P1 FUEL TO DESTINATION CALCULATION AA

R

Eng. : PW127F / PW127M

300 NOV 11

3.10.02

FLIGHT PLANNING P2 TIME TO DESTINATION CALCULATION AA

R

Eng. : PW127F / PW127M

300 OCT 08

3.10.03

FLIGHT PLANNING P1 ALTERNATE CALCULATION AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.10.04

FLIGHT PLANNING P1 FERRY FLIGHTS AA

R

Eng. : PW127F / PW127M

300 OCT 08

3.10.04

FLIGHT PLANNING P2 FERRY FLIGHTS AA

R

Eng. : PW127F / PW127M

300 OCT 08

3.10.04

FLIGHT PLANNING P3 FERRY FLIGHTS AA

R

Eng. : PW127F / PW127M

300 OCT 08

3.10.04

FLIGHT PLANNING P4 FERRY FLIGHTS AA

R

Eng. : PW127F / PW127M

300 OCT 08

3.11.00

SPECIAL OPERATIONS 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)

SPECIAL OPERATIONS

3.11.00 P2

001

DISPATCH INTRODUCTION 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.

JUL 01

3.11.01

SPECIAL OPERATIONS 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.

Eng. : PW127F / PW127M

3.11.01

SPECIAL OPERATIONS P2 FLIGHT WITH LANDING GEAR DOWN

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P3 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P4 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P5 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P6 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P7 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P8 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P9 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 10 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 11 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 12 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 13 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 14 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

LB

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 15 FLIGHT WITH LANDING GEAR DOWN AA

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 16 FLIGHT WITH LANDING GEAR DOWN AA

R

R

Eng. : PW127F / PW127M

500 NOV 11

3.11.01

SPECIAL OPERATIONS P 17 FLIGHT WITH LANDING GEAR DOWN AA

Eng. : PW127F / PW127M : BOOST OFF

500 NOV 11

SPECIAL OPERATIONS

3.11.02 P1

DISPATCH WITH FLAPS RETRACTED AA

R D Refer to the AFM supplements (7.02.03), or use the FOS.

R

001 JUN 97

3.11.03

SPECIAL OPERATIONS P1 DISPATCH WITH ANTISKID INOPERATIVE

100 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.

R

Eng. : PW127F / PW127M

3.11.04

SPECIAL OPERATIONS DISPATCH WITH AUTOFEATHER

P1

200 OCT 08

SYSTEM INOPERATIVE AA

D Refer to the MMEL for the operating procedures. 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.

R

Eng. : PW127F / PW127M

3.11.05

SPECIAL OPERATIONS P1

200 OCT 08

DISPATCH WITH EEC OFF AA

TAKE- OFF D Refer to the MMEL for the operating procedures. D Take-- off must be performed with BLEED VALVES OFF and ATPCS 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 65%. D Decrease the maximum second segment weight by the following values, taking into account the ATPCS OFF effect :

R

MAXIMUM 2nd SEGMENT WEIGHT

CORRECTIONS

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)

Eng. : PW127F / PW127M

SPECIAL OPERATIONS

3.11.06 P1

DISPATCH WITH ONE AFU INOPERATIVE AA

D Refer to the Dispatch with ATPCS OFF (3.11.08)

R

001 JUN 97

SPECIAL OPERATIONS DISPATCH WITH ONE TQ INDICATOR INOPERATIVE AA

R D Refer to the MEL.

3.11.07 P1

001 JUL 98

3.11.08

SPECIAL OPERATIONS P1

200

DISPATCH WITH ATPCS OFF

SEP 13

AA

D Refer to the MMEL for the operating procedures. TAKE- OFF D Select ATPCS OFF and BLEED VALVES 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 60%. D Decrease the maximum 2nd 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 R D Increase VMCL by 3 kt.

Eng. : PW127F / PW127M

SPECIAL OPERATIONS

3.11.09 P1

ETOPS AA

NOT ALLOWED

R

001 DEC 97

3.11.12

SPECIAL OPERATIONS DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE AA

D Refer to AFM 7_02.01

P1

001 SEP 07

3.11.13

SPECIAL OPERATIONS DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE AA

D Refer to AFM 7_02.02

P1

001 SEP 07

3.11.14

SPECIAL OPERATIONS DISPATCH WITH ONE WEEL BRAKE DEACTIVATED AA

D Refer to AFM 7_02.04

P1

001 SEP 07

3.11.15

SPECIAL OPERATIONS FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED AA

D Refer to AFM 7_02.12

P1

001 SEP 07

3.11.16

SPECIAL OPERATIONS P1 HIGH LATITUDES OPERATIONS AA

D Refer to AFM 7_01.18

001 SEP 07

3.11.17

SPECIAL OPERATIONS P1 STEEP SLOPE APPROACH AA

D Refer to AFM 7_01.05

001 SEP 07

3.11.18

SPECIAL OPERATIONS P1 RUNWAYS SLOPE BEYOND 2% AA

D Refer to AFM 7_01.10

001 SEP 07

3.11.19

SPECIAL OPERATIONS P1 OPERATIONS IN CIS COUNTRIES AA

D Refer to AFM 7_09

001 SEP 07

3.11.21

SPECIAL OPERATIONS P1 20 kt TAILWIND TAKE OFF AA

D Refer to AFM 72-- 212A : 7_01_22

001 NOV 11

SEP 05

R

3.12.00

CONTENTS

3.12.10

GENERAL DESCRIPTION

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.

3.12.20

OPERATIONS ENGINEERING BULLETINS P1

001 SEP 07

LIST OF EFFECTIVE OEB AA

O.E.B. No/ISSUE

DATE

SUBJECT

VALIDITY

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 elevators connecting axle

CANCELLED by mod 4495

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 ON GNSS HT 1000

CANCELLED by mod 4885

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 configuration

12/01

MAR 05

STATIC INVERTER DOUBLE LOSS

Pending Modification 5544 application

13/01

JAN 07

COCKPIT VOICE RECORDER

All aircraft fitted with mod 5736

3.12.20

OPERATIONS ENGINEERING BULLETINS P2

001

LIST OF EFFECTIVE OEB

APR 15

AA

O.E.B. No/ISSUE

DATE

SUBJECT

25/01

JAN 15

Propeller blade pitch change mechanism damage.

27/01

APR 15

Uncommanded auto-- feather

28/01

APR 15

MFC 1B and/or MFC 2B fault

VALIDITY

3.12.20

OPERATIONS ENGINEERING BULLETINS P2

001

LIST OF EFFECTIVE OEB

AUG 15

AA

R

O.E.B. No/ISSUE

DATE

19/01

AUG 15

Untimely pilot seat unlocking

25/01

JAN 15

Propeller blade pitch change mechanism damage.

27/01

APR 15

Uncommanded auto-- feather

28/01

APR 15

MFC 1B and/or MFC 2B fault

SUBJECT

VALIDITY

OPERATIONS ENGINEERING BULLETINS

3.12.21

O.E.B. N° 1 DESCRIPTION

P1 002 Issued by 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

OPERATIONS ENGINEERING BULLETINS

3.12.22

O.E.B. N° 2 DESCRIPTION

001 P1 Issued by 18 MAR 91 BTV/PN

AA

SUBJECT : AP/YD OPERATION 1 - Reason for issue Sustained lateral oscillations (shudder) have been encountered on the ATR 72 aircraft when flying in heavy turbulence, with the YAW DAMPER engaged. 2 - Background information 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