FCOM ATR Consolidado

FLIGHT CREW OPERATING MANUAL
(FCOM)
ATR 42-320
VOLUME 1 - DESCRIPTION
VOLUME 2 - PROCEDURES AND PERFORMANCE
FOR TRAINING PURPOSES ONLY

FLIGHT CREW OPERATING MANUAL 0.05.00
P1 001
L.N.R.
LIST OF NORMAL REVISIONS MAR 99
AA
N°REV EDITION DATE INSERTION DATE NAME

00 DEC 85
01 MAR 86
02 JUN 86
03 DEC 86
04 MAY 87
05 NOV 87
06 APR 88
07 SEP 88
08 FEB 89
09 AUG 89
10 FEB 90
11 AUG 90
12 FEB 91
13 SEP 91
14 MAR 92
15 SEP 92
16 MAR 93
17 SEP 93
18 MAR 94 TOTAL EDITION
19 SEP 94
20 11 JAN 95 ONLY FOR US CIES
21 MAR 95
22 SEP 95
23 MAR 96
24 SEP 96
25 MAR 97
P2 001
L.N.R.
LIST OF NORMAL REVISIONS JUN 10
AA
N°REV EDITION DATE INSERTION DATE NAME

26 MAR 98
27 MAR 99
28 MAR 00
29 APR 01
30 APR 02
31 APR 03
32 APR 04
33 APR 05
34 APR 06
35 APR 07
36 APR 08
37 OCT 08
38 OCT 09
39 JUN 10
P1 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL APR 05
R The Flight Crew Operating Manual (FCOM) provides operating crew members and flight
operations engineers with information on the ATR 42 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 :
doc@atr.fr
stating at the minimum :
- aircraft model(s)
- manual(s) concerned
- precise page(s) if applicable
DEFINITION OF THE PAGE

A page is defined by :
- a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20.
- an effectivity criterion determining the page sequence
example : Equipment, Modification, Engine...
A page with a given reference may have several sequences :
example : 2.05.10 page 20
No criterion . . . . . . . . . . . Sequence 001
Mod XXXX . . . . . . . . . . . . Sequence 002
Mod XXXX + YYYY . . . . . . Sequence 003
All the sequences cover, for a given reference, all technical solution or variant for aircraft
types covered by the manual.
Airlines receive a part of these sequences to cover their fleet.
A sequence can be valid for several aircraft but an aircraft can not have several
sequences: an aircraft receives the page with the highest sequence among all pages for
which it has a validity.

P2 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL APR 05
R
(1) GIE ATR logo, with aircraft type and manal 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.

P1 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE MAR 99
AA
GLOSSARY OF STANDARD NOMENCLATURE

AAS Anti-icing Advisory System
ACARS ARINC Communication Addressing and Reporting System
ADU Advisory Display Unit
AC Alternating Current
AC BTC AC Bus Tie Contactor
AC BTR AC Bus Tie Relay
AC EBTC AC Emer Bus Transfer Contactor
ACW Alternating Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADI Attitude Director Indicator
ADS Air Data System
AFCS Automatic Flight Control System
A/FEATH Auto Feathering
AFT Rear Part
AGB Accessory Gear Box
AGL Above Ground Level
AH Ampere - Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AIL Aileron
ALT Altitude
ALTM Altimeter
ANN Annunciator
AOA Angle of attack
AP Auto-Pilot
APP Approach
APU Auxiliary Power Unit
ARM ARMED
ASCB Avionics Standard Communication Bus
ASD Accelerate Stop Distance
ASI Air Speed Indicator
ASTR AC Stand by Bus Transfer Relay
ATC Air Traffic Control
ATE Automatic Test Equipment
ATPCS Automatic Take off Power Control System
AZ Azimuth
ATT Attitude
ATTND Attendant
AUTO Automatic
BARO Barometric
BAT Battery
BC Back Course
BITE Built in Test Equipment
BPCU Bus Power Control Unit
BPU Battery Protection Unit
BRK Brake
R BRNAV Basic Aera Navigation
BRT Bright
BSC Battery Start Contactor
BTC Bue Tie Contactor
BTR Bus Tie Relay
BXR Battery Transfer Relay

P2 001
PRELIMINARY PAGES
AA
CAC Crew Alerting Computer

CAP Crew Alerting Panel
CAPT Captain
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CCW Counter clockwise
CD Coefficient of Drag
CDI Course Deviation Indicator
CFC Constant Frequency Contactor
CHC Charge Contactor
CHG Charge
CL Condition Lever
CL Coefficient of Lift
CLA Condition Lever Angle
CLR Clear
COM Communication
COMPT Compartment
CONFIG Configuration
CORRECT Correction
CPL Auto Pilot Coupling
CRC Continuous Repetitive Chime
CRS Course
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
CW Clockwise
DADC Digital Air Data Computer
DADS Digital Air Data System
DC Direct Current
DEC Declination, Decrease
DELTA P Differential Pressure
DEV Deviation
DFDR Digital Flight Data Recorder
DFZ 600 Flight Control Computer
R DGR Degraded
DH Decision Height
DIFF Differential
DIM Light Dimmer
DIST Distance
DME Distance Measuring Equipment
DN Down
DSPL Display
EADI Electronic Attitude Director Indicator
EBCC Emergency Battery Charge Contactor
EBTC Emer Bus Transfer Contactor
ECU Electronic Control Unit
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
ELV Elevation

P3 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE APR 04
AA
EMER Emergency
ENG Engine
EPC External Power Contactor
ET Elapsed Time
ETOPS Extended Twin Operations
EXT Exterior, External
EXC External Power/Service Bus Contactor
FAIL Failed, Failure
FD Flight Director
FDAU Flight Data Acquisition Unit
FDEP Flight Data Entry Panel
FEATH, FTR Feathed, Feathering
FF Fuel Flow
FI Flight Idle
FLT Flight
FMA Flight Modes Annunciators
F/O First Officer
FODU Feeder Overheat detection Unit
FQI Fuel Quantity Indication
FT Foot, Feet
FTO Final Take Off
FU Fuel Used
FWD Forward
GA Go Around
GAL Galley
GC Generator Contactor
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GNSS Global Navigation Satellite System
GPS Global Positioning System
R (E)GPWS (Enhanced) Ground Proximity Warning System
G/S Glide Slope
GXS ACW Generator/Service Bus Contactor
HDG Heading
HDLG Handling
HEBTC Hot Emer Battery Transfer Contactor
HF High Frequency
HI High
HLD Hold
HMBTC Hot Main Battery Transfer Contactor
HMU Hydromechanical Unit
HP High Pressure
HSI Horizontal Situation Indicator
HYD Hydraulic

P4 001
PRELIMINARY PAGES
AA
R IAF Initial Approach Fix
IAS Indicated Air Speed
IDT Ident
ILS Instrument Landing System
IMU Inertial Measurement Unit
IN Inertial Navigation
INC Increase
IND Indicator
IN/HG Inches of Mercury
INHI Inhibit
INS Inertial Navigation System
INST Instrument
INT Interphone
INU Inertial Navigation Unit
INV Inverter
IRS Inertial Reference System
ISOL Isolation
ISV Isolation Shut-off Valve
ITT Inter Turbine Temperature
KHZ Kilo-Herz
KT Knot
LAV Lavatory
LB Pound
LBA Lowest Blade Angle
LDG Landing
LH Left Hand
LIM Limitation
R LNAV Lateral Navigation
LO Low
LOC Localizer
LO-PR Low Pressure
LP Low Pressure
LT Light
MAN Manual
MAP Ground Mapping
MAX Maximum
MB Millibar
MBCC Main Battery Charge Contactor
MBTC Main Bus Transfer Contactor
MC Master Caution
MCDU Multifunction Control Display Unit
MEA Minimum en route Altitude
MECH Mechanic
MFC Multi Function Computer
MGT Management
MHZ Megaherz
MIC Microphone
MIN Minimum
MKR Marker
MLS Microwave Landing System

P5 001
PRELIMINARY PAGES
AA
MM Millimeter
MMO Maximum Operating Mach
MTOW Maximum Take off Weight
MW Master Warning
NAV Navigation
NDB Non Directional Beacon
NDB (GPS) Navigation Data Base
NEG Negative
NH High Pressure Spool Rotation Speed
NIL Nothing, No Object
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
NPU Navigation Processor Unit
N/W Nose Wheel
OBS Omni Bearing Selector
ONS Omega Navigation System
OUTB Outboard
OVBD Overboard
OVHT Overheat
OVRD Override
OXY Oxygen
PA Passenger Address
PB Push Button
PCU Propeller Control Unit
PL Power Lever
PLA Power Lever Angle
PNL Panel
POS Position
PRESS Pressurization, Pressure
PRKG Parking
PROP Propeller
R P-RNAV Precision Area Navigation
PSEU Proximity Switch Electronic Unit
PRV Pressure Regulating Valve
PSI Pound per Square Inch
PT Point
PTT Push to talk, Push to test
PTW Pitch Thumb Wheel
PWM Pulse Width Modulation
PWR Power
QAR Quick Access Recorder
QT Quart
QTY Quantity
RA (TCAS) Resolution Advisory
RA Radio Altitude
RAD/ALT Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring

P6 001
PRELIMINARY PAGES
AA
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RECIRC Recirculation
REV Reverse
RGA Reserve Go-Around
RGB Reduction Gear Box
RH Right Hand
RMI Radio Magnetic Indicator
RNP Required Navigation Performance
RPM Revolution Per Minute
RTO Reserve Take-Off
RUD Rudder
SAT Static Air Temperature
SBTC Stand By bus Transfer Contactor
SBY Stand By
SC Single Chime, Starter Contactor
SCU Signal Conditionning Unit
SDTC Static Inverter Override Transfer Contactor
SEL Selector
SGU Symbol Generator Unit
SID Standard Instrument Departure
SO (S/O) Shut Off
SPD Speed
SPLR Spoiler
SSR Service Bus Select Relay
STAB Stabilizer
STAR Standard Arrival
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYS System
TA (TCAS) Traffic Advisory
R TAD Terrain Awareness Display
TAS True Air Speed
TAT Total Air Temperature
R TAWS Terrain Awareness Warning System
TBD To be Determined
TCAS Traffic Alert and Collision Avoidance System
R TCF Terrain Clearance Floor
TCS Touch Control Steering
TEMP Temperature
TGT Target
TM Torque Motor
T/O (TO) Take off
TOD Take-Off Distance
TOR Take-Off Run
TOW Take Off weight
TQ Torque
TRU Transformer Rectifier Unit

P7 001
PRELIMINARY PAGES
AA
R UBC Utility Bus Contactor

R U/F Underfloor
UHF Ultra High Frequency

UNLK Unlock
UTLY Utility
VC Calibrated Airspeed
VERT Vertical
VHF Very High Frequency
VMCA Minimum Control Speed in flight
VMCL Minimum Control Speed during landing approach
VMCG Minimum Control Speed on ground
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF OMNI Directional Range
VSI Vertical Speed Indicator
VU Visual Unit
WARN Warning
WAT Weight Altitude Temperature
WOW Weight On Wheel
XFEED Cross feed
XFR Transfer
YD Yaw Damper
ZA Aircraft Altitude
ZCTH Theoretical Cabin Altitude
ZFW Zero Fuel Weight
ZP Pressure Altitude
ZRA Radio Altimeter Altitude

P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE MAR 99
AA

P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE MAR 99
AA

AIRCRAFT GENERAL 1.00.00
P1 001
CONTENTS APR 03
AA
1.00.00 CONTENTS
1.00.10 DIMENSIONS
1.00.20 COCKPIT
R 1.00.25 COCKPIT DOOR SECURITY SYSTEM (if installed)
1.00.30 DOORS
1.00.40 LIGHTING
1.00.50 WATER AND WASTE SYSTEM

P 2A 001
COCKPIT APR 05
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position.
It assures to the crew a correct view of instrument panels as well as runway environment,
especially when flying low visibility instrument approaches.
This indicator is composed of three colored balls. Center ball is red and is horizontally
shifted compared with the other two white balls.
For proper seat position, respective white ball is obscured by the red one.

P4 001
COCKPIT APR 04
AA
COCKPIT PHILOSOPHY
Status and failure indications are integrated in the pushbuttons (PB). PB positions and
illuminated indications are based on a general concept with the light out" condition for
normal continuous operation according to the basic rule.
With few exceptions, the light illuminates to indicate a failure or an abnormal condition.
Whenever possible, the failure alert is integrated in the PB which has bo be operated for
corrective action.
R Some PB (such as ACW...) are painted in amber to help crew to find them in case of smoke
R (fluorescent painting).
PB POSITION BASIC FUCTION

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

WHITE Selection other than normal basic operation
AMBER Caution indication
RED Warning indication

APR 03
R Except when a cockpit Door Locking 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 on
case of emergency.

P2 001
LIGHTING MAR 99
AA
1 Navigation lights
Regulatory light are installed on the wing tips (coverage 110°) and on the rear tail
cone (coverage 140°).
2
Taxi and T.O. lights
Two lights are installed side by side on the nose landing gear leg.
3 Landing lights
Two landing lights are installed laterally in the forward main landing gear fairing bay.
R 4 Wing lights
Two lights are installed one on each side of the fuselage and are positionned to
illuminate the wing leading edges and the engine air intakes in order to allow
preventive checking in icing conditions.
5
Beacon lights
Two beacon lights are installed :
one on the top of the vertical stabilizer and one on the bottom of the center
fuselage.
R 6 Strobe lights
This lights are installed in each wing tip and in the tail cone. They flash white and
are used as supplemental recognition light.
7 Logo lights (optional)
Two lights are installed one on each side of the lower surface of the horizontal
stabilizer to illuminate the company logo on both sides of the vertical stabilizer.

P6 001
LIGHTING MAR 99
AA
1
BEACON sw
BEACON Both lights flash
OFF Lights are extinguished
2
NAV sw
NAV The three navigation lights illuminate steady. Ice evidence probe
(if installed) is enlightened.
R 3 STROBE sw
STROBE Stroboscopic lights flash white
4 LOGO sw (when installed)
LOGO Both LOGO lights illuminate steady
5 WING sw
WING Both lights illuminate steady
6 L and R LAND sw
Each landing light (L and R) is controlled by an individual switch
ON Associated light illuminates steady
OFF Associated light is extinguished
7 TAXI and T.O. sw
TAXI Both TAXI lights illuminate steady
Enables to control the minimum cabin lights powered by the main battery.
On the RH side of the cabin only, every second light is illuminated.

CCAS 1.02.20
P1 001
CONTROLS APR 04
AA
CAP
* NAC OVHT (depending on the version)
1 WARNING lights
Red lights
2
CAUTION lights (level 2)
Amber lights
R 3 ADVISORY lights (level 1)
Amber lights that can be cleared only by corrective action

CCAS 1.02.40
P1 001
LATERAL MAINTENANCE PANEL APR 01
GENERAL
On LH maintenance panel, a CCAS" section allows to test several warnings which cannot
be tested on their own system.
CCAS SECTION
¬ Rotary selector
Is used to activate desired warning system.
As soon as a system is activated, MAINT PNL" illuminates amber on CAP.
- PROP BRK : MW, CRC, PROP BRK" red light on CAP
- EXCESS ALT : MW, CRC, EXCESS (CAB) ALT" red light on CAP
- SMK : MW, CRC, FWD SMK", AFT SMK", and ELEC SMK" red lights on CAP
- VMO : clacker
- STICK PUSHER : test should be performed as following :
R YES : - Stall alarms are activated
R - After 5 s : GPWS FAULT" illuminates amber on CAP
R - After 10 s : . CHAN 2, CHAN 1 illuminate
. stick pusher is activated
. stick pusher indicators illuminate
green.

CCAS 1.02.40
P 1B 050
GENERAL
On LH maintenance panel, a CCAS" section allows to test several warnings which cannot
be tested on their own system.
CCAS SECTION
4
69
:1
D
¬ Rotary selector
O
Is used to activate desired warning system.

As soon as a system is activated, MAINT PNL" illuminates amber on CAP.
- LDG GEAR NOT DOWN : MW, CRC, LDG GEAR NOT DOWN" red light on CAP,
M
red light in landing gear lever.

- PROP BRK : MW, CRC, PROP BRK" red light on CAP
- EXCESS ALT : MW, CRC, EXCESS (CAB) ALT" red light on CAP
- SMK : MW, CRC, FWD SMK", AFT SMK", and ELEC SMK" red lights on CAP
- VMO : clacker
- STICK PUSHER : test should be performed as following :
R YES : - Stall alarms are activated
R - After 5 s : GPWS FAULT" illuminates amber on CAP
R - After 10 s : . CHAN 2, CHAN 1 illuminate
. stick pusher is activated
. stick pusher indicators illuminate
green.
Mod : 1694

2
13
:1
D
O
M

M
O
D
.1
13
2
APR 04
R FLT COMPT CABIN

2
13
:1
D
O
M

2
13
:1
D
O
M

2
13
:1
D
O
M

APR 07

AFCS 1.04.10
P1 001
GENERAL MAR 99
AA
DESCRIPTION
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 (or three,
depending on version) Attitude and Heading Reference Systems (AHRS), the two SGU,
the radio-altimeter, the GPS (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.

AFCS 1.04.30
P2 001
AUTO PILOT/YAW DAMPER APR 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
disengage the AP function without disengaging the YD function. The AP white
arrows extinguish, 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 Pitch trim failure occurs, the PITCH TRIM FAIL" or PITCH MISTRIM NOSE
(UP/DOWN)" 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 over 30 daN (66 lb))
disengages the YD and AP. The AP and YD white arrows extinguish. 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/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 a pitch tabs shift exceeding 2.5_ occurs (see 1.09.30), AP automatically
disengages and cannot be reengaged.
AP OVERRIDING
AP action may be overpowered by the pilot if the following efforts are applied on the
controls :
- Pitch axis : 48 lbs $9.5

- Roll axis : 39 lbs $7.5
Those efforts will not disengage AP but might lead to an abnormal situation (ref. to
FCOM 2.02.04).

G
IN
K

G
IN
K

G
IN
K

S
IN
LL
O
C

S
IN
LL
O
C

S
IN
LL
O
C

COMMUNICATIONS 1.05.25
P1 020
TCAS APR 03
AA
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 and copilot'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.
Output 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, (one
top-mounted and one bottom-mounted, high resolution bearing antenae) two Mode S
transponders with control panel, two modified TCAS VSi's, each integrating traffic
advisory display, resolution advisory display and vertical speed information, are pylon
mounted TCAS control box, two overhead speakers for voice messages and associated
wiring.
R Mod : 3073 or 3625 or 3832 or 5103 or 5146

P2 020
TCAS APR 03
AA
TCAS CONTROL BOX
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 adivsory 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 valide Mode S 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.
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.
-The mode S ATC transponder will not function during some portion of the self-test
sequence.
R Mod : 3073 or 3625 or 3832 or 5103 or 5146

P3 020
TCAS APR 03
AA
DEFINITIONS
(A) Advisory :
A message given to the pilot containing information relevant to collision avoidance.
(B) Corrective resolution advisory :

A resolution advisory that advises the pilot to deviate from current vertical speed, e.g.,
CLIMB when the aircraft is leveled.
(C) Intruder :
A target that has satisfied the TCAS threat detection logic and thus requires a traffic
advisory.
(D) Mode S :
Type of secondary surveillance radar (SSR) equipent which provides replies to mode A
and Mode C interrogations and discrete address interrogations from the ground or air.
(E) Preventive resolution advisory :
A resolution advisory that advises the pilot to avoid certain deviations from the current
vertical speed because certain vertical speed restrictions exist.
(F) Proximate traffic :
Nearby aircraft within " 1200 ft and 6NM which are neither an RA nor a TA.
(G) Resolution advisory (RA) :
Aural and visual information provided to the flight crew to avoid a potential collision.
(H) Threat :
A target that has satisfied the threat detection logic and thus requires a resolution
advisory.
(I) Traffic advisory (TA) :
Information given to the pilot pertaining to the position of another aircraft in the
immediate vicinity. The information contains no resolution information.
R Mod : 3073 or 3625 or 5103 or 5146

P4 020
TCAS APR 03
AA
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 and intruder, and an aural and
visual traffic advisory is issued. This level calls attention to a developing collision threat
using the traffic advisory display and the voice message, TRAFFIC TRAFFIC". It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 20 and 35 seconds (depending on aircraft altitude) of CPA, it is
considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver using modified TCAS VSi's and voice
messages to provide adequate vertical separation from the threat aircraft or prevents
initiation of a maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
(A) CLIMB, CLIMB, CLIMB" :

(Climb at the rate depicted by the green (fly to) arc on the TCAS VSI).
(B) DESCEND, DESCEND, DESCEND" :

(Descend at the rate depicted by the green (fly to) arc.).
(C) "MONITOR VERTICAL SPEED, MONITOR VERTICAL SPEED" :
(Spoken only once if softening from a previous corrective advisory). Assure that
vertical speed is out of the illuminated TCAS VSi red arc.
(D) REDUCE CLIMB-REDUCE CLIMB" :
(Reduce vertical speed to a value within the illuminated green arc).
(E) CLEAR OF CONFLICT" :
(Range is increasing, and separation is adequate, return to assigned clearance).
(F) "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.
(G) REDUCE DESCEND-REDUCE DESCEND") :
(Reduce vertical speed to a value within the illuminated green arc).
(H) "DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND" :
(Descend at the rate depicted by the green (fly to) arc or the TCAS VSI) safe separation
will best be achieved by descending through the intruder's fligth path.
R Mod : 3073 or 3625

P5 020
TCAS APR 03
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
connote increased urgency.
(A) INCREASE DESCEND, INCREASE DESCEND" :

(Descend at the rate depicted by the green (fly to) arc on the TCAS VSi) Received after
DESCEND" advisory, and indicates additional descent rate required to achieve safe
vertical separation from a maneuvering threat aircraft.
(B) INCREASE CLIMB, INCREASE CLIMB" :
(Climb at the rate depicted by the green (fly to) arc on the VSi.). Received after CLIMB"
advisory, and indicates additional climb rate required to achieve safe vertical
separation from a maneuring threat aircraft.
(C) "CLIMB-CLIMB NOW, CLIMB-CLIMB NOW" :
(Climb at the rate depicted by the green (fly to) arc on the TCAS VSi). Received after a
DESCEND" resolution advisory and indicates a reversal in sense is required to
achieve safe vertical separation from a maneuvering threat aircraft.
(D) DESCEND-DESCEND NOW, DESCEND-DESCEND NOW" :
(Descend at the rate depicted by the green (fly to) arc on the TCAS VSi). Received after
a CLIMB" resolution advisory and indicates a reversal in sense is required to achieve
safe vertical separation 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 : 3073 or 3625 or 5103 or 5146 or 8260

P6 020
TCAS APR 03
AA
TCAS OPERATING CHARACTERISTICS

S NON ICING CONDITIONS of inhibition
CONFIGURATION RA CLIMB RA INCREASE CLIMB
FLAPS 0_ AUTHORIZED AUTHORIZED
FLAPS 15_ TO AUTHORIZED INHIBITED
FLAPS 15_ Approach AUTHORIZED AUTHORIZED
FLAPS 30_ AUTHORIZED INHIBITED
S ICING CONDITIONS of inhibition

FLAPS 0_ Zt 18 000ft AUTHORIZED INHIBITED
Z u 18000ft INHIBITED INHIBITED
FLAPS 15_ TO AUTHORIZED INHIBITED
FLAPS 15_ Approach AUTHORIZED INHIBITED
FLAPS 30_ AUTHORIZED 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 threath passes through on 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.. If the threat never crosses through,
the CLIMB" RA will remain posted for the duration of the encounter.
S DESCEND" RA's are inhibited :
R - below 1200 ft AGL (during a climb) at take
R - below 1000 ft AGL in approach (during a descent)
S INCREASE DESCEND" RA's are inhibited below 1450 ft AGL
S All RA's are inhibited :
- Below 600 ft AGL when aircraft is climbing
- below 400 ft AGL when aircraft is descending.
R
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 : 3073 or 3625
M
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2
EMERGENCY EQUIPMENT 1.07.20
P1 001
OXYGEN SYSTEM MAR 99
AA
GENERAL
The system consists of a main system supplying the cockpit crew and the passengers
and a portable unit for the cabin attendants.
A high pressure cylinder of 1870 l (66 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.
SCHEMATICS
CREW MEMBERS
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 3 cockpit crew for a duration of 120 mn at demand flow
R (10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight
R between 13 000 ft and 10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100%
position, oxygen is provided to 3 cockpit crew for a duration of 15 minutes at
demand flow.

P3 001
OXYGEN SYSTEM MAR 99
AA
CABIN ATTENDANT PORTABLE UNIT

- one portable oxygen bottle is available at the cabin attendant station. It permits a
R continous diluted flow to one cabin attendant at 13000 ft for a duration of 30 mn.
The bottle is equipped with a diluted oxygen mask.
- Protective breathing equipments are located in the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to 14 quick disconnect outlets installed under the hat racks. Five diluted
oxygen masks stored above storages compartments may be connected to these
outlets.
The passenger outlets supply 10% of the passengers with a continuous diluted flow
for a duration of 30 mn in case of pressure drop (4 minutes to descend from 25 000 ft
R 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.
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY

(C/B) (C/B)
Oxygen control DC ESS BUS - Nil -
unit power supply (on lateral panel OXY CTL UNIT PWR SUPPLY)
Pressure ind. and DC ESS BUS - Nil -
alert (on lateral panel PRESS IND and CAUTION)
ALERT
CONDITION VISUAL AURAL

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

T

P5 001
OXYGEN SYSTEM APR 01
AA
The cockpit crew oxygen masks are of the quick donning inflatable harness type,
stowed in a container at each crew station. It can be donned with one hand. A regulator
is incorporated in the mask.
¬ Release clips
Squeezing the red release clips unlocks the container doors. It also enables automatic
inflation of mask harness, provided that pb 4 is held in TEST position or mask is
extracted from container. The blinker momentarily displays a yellow cross.
Á Blinker
Displays a yellow cross when there is oxygen flow, and black when there is no oxygen
flow.
Â N/100 % rocker
Controls the selection of normal or 100% oxygen for mask delivery. It is locked in the
100% position by the UNLOCK rocker.
- 100% The mask delivers 100% undiluted oxygen.
-N The mask delivers diluted oxygen.
Ã TEST/RESET pb
Permits a test of oxygen flow without removing the mask from the container. It is
springloaded to the RESET position.
TEST provided MAIN SUPPLY pb is selected ON, oxygen flows through the
mask. The blinker momentarily displays yellow cross, and the flow is
audible.
A lengthened hose is provided on the observer mask enabling access to the cargo with the
mask.
RECOVERING BOOMSET/MICRO FUNCTION WHEN THE OXYGEN MASK IS OUT
OF ITS CONTAINER :
Oxygen mask remaining out of its container :
- close the oxygen mask container doors
- press the test push button in front of the container and release it, (yellow cross
disappears).
The boomset/micro function is now recovered.
R Note : If the pilot wishes to use the oxygen mask again and recover the mask micro, it
just has to open the container doors.

P1 001
EMERGENCY EVACUATION MAR 94
AA
EMERGENCY EVACUATION IN CASE OF DITCHING

A EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR

FIRE PROTECTION 1.08.10
P2 001
DESCRIPTION MAR 99
AA
R RIGHT NACELLE OVERHEAT DETECTION SYSTEM (depending on the version)

(on ground only)
Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds its limit, NAC OVHT red alarm is triggered on CAP, and the CCAS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM

Forward cargo and after cargo are each equipped with one optical smoke detector.
Ambient transmittance is monitored by reflection measurement.
For the toilets, air is pulled and ducted to the toilets smoke detector by the aft
compartment and lavatories fans and then discharged outboard.
In case of smoke detection, "SMOKE" signal is sent to CCAS.
AVIONICS SMOKE DETECTION

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.

FLIGHT CONTROLS 1.09.20
P1 001
ROLL APR 06
The control wheels mechanically drive both ailerons and spoilers hydraulic valve blocks.
Wheel travel : ¦65_
Ailerons travel : 14_ UP / 14_ DOWN
Ailerons automatic tab travel : 55% of aileron course
Spoilers start to act after a given aileron deflection: 2.5_
Roll trim is performed by offsetting the LH aileron tab neutral position. It is electrically
controlled from a twin control switch through an electrical actuator. Trim tab travel
displayed on the roll trim position indicator is added to the automatic tab travel.
LH aileron trim controlled tab travel : 14_ UP / 10_ DOWN
Full roll trim travel requires about 30 seconds.

T
FLIGHT INSTRUMENTS 1.10.10

P7 001
AIR DATA SYSTEM APR 01
AA
STANDBY ALTIMETER
¬ mbar countuer
Baroset value is displayed in millibars (875 to 1 050 mb).
Baroset knob
Sets barometric reference on mbar counter.
® Altitude pointer
One revolution of pointer represents 1 000 ft altitude change.
¯ Altitude counter
The digital counter is equipped with three drums indicating ten thousands, thousands
and hundreds of feet. 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 in below 0 ft.
Note : Allowable deviation between normal altimeter indications and between normal
and standby altimeter indications :
FL (ft) NORM/NORM (ft) NORM/STBY (ft)
R 0 55 70
5.000 60 150
10.000 70 200
20.000 100 260
25.000 120 300

P8 020
AA
¬ Vertical speed pointer

Indicates rate of climb/descent from 0 to " 6000 ft/mn.
Vertical speed recommended arc (green)
Green arc indicates vertical speed range to fly in.
® Vertical speed prohibited arc (red)
Red arc indicates that pilot is advised to fly out of, or not enter, indicated vertical
speed range.
¯ Fixed aircraft mock-up
The fixed aircraft mock-up is surrounded with a 2 nm loop.
° 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.
± Test
When depressed, indicator will display a test pattern.
² Light sensor
³ 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 below to 9 900 ft below.
In normal position, viewing of traffic from 2 700 ft below to 2 700 ft above.
R Mod : 3073 or 3625 or 5103 or 5146 or 8260

P9 020
AA
(9) Introduder symbol

- TCAS RA : filled square (red)
- TCAS TA : filled circle (amber)
- Proximity : filled diamond (Cyan)
- Others : blank diamond (Cyan)
Center of the symbol shows the intruder relative position.
(10) Intruder relative altitude
- Value : two digits (color of the associated symbol)
- Unit : ft x 100
- Sign : - positive = the intruder is above
- negative = the intruder is below
(11) Relative vertical speed indicator
- arrow to the top : intruder climbing
- arrow to the bottom : intruder descending
(12) Vertical speed flag
- appears if the indicator is not able to display vertical speed information
- in that case, the vertical speed pointer disappears when V/S flag appears.
(13) Resolution advisory flag
- appears only if the indicator is not able to display RA's or vertical speed.
(14) Traffic function flag
- If the indicator is not able to disolay intruder's, TD FAIL" appears
or
- When the TCAS is in STBY mode, TCAS OFF" appears
or
- In case of TCAS fails, TCAS FAIL" appears
or
- In case of self test activation, TEST" appears.
(15) TA ONLY" indication
- This flag appears if the TCAS is in TA ONLY" mode.
R Mod : 3073 or 3625 or 8260

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P5 001
EFIS MAR 99
AA
8 Lateral ARM CAPTURE

See chapter 1.04
9 Vertical ARM CAPTURE
See chapter 1.04
10 Flight Director Command bars (magenta)
Display computed commands to capture and maintain a desired flight path. The
commands are satisfied by flying the aircraft symbol to the command bars.
11 Glideslope and Localized indication
R . Deviation from ILS glideslope is indicated by an index on a scale which is marked
by dots.
. Deviation from localizer is indicated by an index on a scale which is marked by
dots.
Note : Indexes and scales are visible only when an ILS frequency is selected on
the related NAV control box.
12 DH indication and annunciator
. Displays the selected decision height in feet (blue), and the " DH" letters in
white. When selected DH is set to zero, DH information disappears from EADI.
Maximum selectable Decision Height is 990 ft.
. When aircraft radio-altitude reaches selected decision height ) 100 ft, a white
box appears near the radio altitude on EADI.
Wen aircraft radio-altitude becomes lower than selected decision height, the
amber " DH" symbol illuminates inside the white box.
13 Radio altitude indication
Displays in blue the radio-altitude and in white the RA letters. When radio-altitude
indication is not valid, this information is replaced by amber dashes.
Range of readable radio-altitude is from * 20 ft to 2500 ft.
Above 2500 ft, radio altitude information is not displayed. See chapter 1.15.30.

P 12 001
EFIS MAR 98
AA
EFIS CONTROL PANEL (ECP)
1
FULL/ARC pb
Repetitive action on this pb alternately selects FULL mode and ARC mode on EHSI.
At power up, FULL mode is automatically displayed.
2 GSPD/TTG pb
Repetitive actions on this pb alternately selects Groundspeed (GSPD) and Time to
go (TTG) on EHSI display. At power up, Groundspeed is displayed.
This pb is inoperative in composite mode.
3
ADIDIMIDH/TST knobs
- Outer knob (ADI DIM) is used to select EADI ON/OFF and to set brightness.
Automatic setting is also performed when ambient brighness changes.
- Inner knob (DH TST) is used to set decision height from - 10 to 990 ft.
Depressing it enables a test of the EFIS system and radio altimeter :
R . EFIS test is performed only on ground, all failure messages appear on EFIS.
R . Radio altimeter test is performed in flight as well as ground RA indication
R displays 100 ft on EADI (see 1.15.30).
CAUTION : In flight, the RA test provides the radar with altitude information
which trigger undue GPWS alerts.
4 HSI/DIM/WX/DIM knobs
- Outer knob (HSI DIM) is used to select EHSI ON/OFF and to set brightness.
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.
5 N° 1 BRG (0) selector
To select blue bearing pointer to VOR 1 or to ADF 1.
On OFF position, blue pointer disappears from EHSI.
6
N° 2 BRG (◊) selector
To select green bearing pointer to VOR 2 or to ADF 2.
On OFF position, green pointer disappears from EHSI.

P1 001
FLIGHT RECORDERS APR 04
AA
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 five minutes after engines cut. When the aircraft
is on external power, recorders are OFF until one engine is started. They can be energized
by selecting ON the RCDR pushbutton, and deenergized by pushing the RESET
pushbutton.
Each recorder is equipped with an underwater acoustic beacon which is used to locate the
recorder in the event of an aircraft accident over the sea. The beacons actuate immediately
after immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range
is 3.5 km (4,000 yards).
CVR
All crew communications transmitted through the RCAU are recorded.
In addition, a CVR microphone, located below the overhead panel, acquires cockpit
conversation and aural alerts for recording. Cabin crew announcements are also recorded.
R Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording
may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the
parking break is set.
DFDR
Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts
them into digital data.
The FDAU also receives data from a Flight Data Entry Panel (FDEP) located on the
pedestal (except when modification 3645 is inshield).
The data are recorded by the DFDR which stores them on a magnetic tape. The 25 last
hours of flight are retained.
R PMR / QAR (when modification 0338 is embodied)

R A Performance Maintenance Recorder located in the electronic rack records same
R parameters as DFDR. Data are stored in a magnetic tape which can be removed easily.

P3 010
FLIGHT RECORDERS MAR 00
AA
FLIGHT DATA ENTRY PANEL (FDEP)
SOFA-01-10-50-003-010
DATE YEAR
UP DATE
1 Data display
3
Data and time may be displayed and selected through the UPDATE pbąą(successive
pressures) and the Data entry panel ąą(except
2 when 8 and 9 position of its first left
thumbwheel is selected).
2 Data entry panel
Enables (through 4 thumbwheels) to insert different data : hour, minutes, month, day, year, flight
number and maintenance data.
3 UPDATE pb
Data displayed are updated as following :
- First left thumbwheel of Data entry panel must be on 9 position.
S First sequence : hours and minutes
- UPDATE pb depressed, the display flashes
- insert hour and minutes on data entry panel
- UPDATE pb depressed, correction is taken into account and is displayed for 5
seconds. The following sequence must be initiated during these 5 seconds.
S Second sequence : month and day
Repeat first sequence and insert month day.
S Third sequence : year
Repeat first sequence and insert year.
Note : Once data are inserted, reset the flight number on data entry panel.
4 Events pb
When momentarily depressed, the tape records are marked to identify a special event.
5 STATUS FDAU lt
Illuminates amber when the FDAU is failed.
6 STATUS SYST lt
R Illuminates amber when : - the DFDR is failed
R or - the DFDR or QAR (if installed) electrical power is lost
R or - QAR (if installed) 80 % full.
Note : STATUS FDAU and STATUS SYST lights illuminate amber when FDAU or FDEP is failed.
Mod : 0140

HYDRAULIC SYSTEM 1.12.20
P1 001
CONTROLS MAR 98
AA
1 Main pumps pbs

Control activation/deactivation of ACW electric motor driven pumps.
ON : (pb depressed) pump is energized
OFF : (pb released) pump is deactivated, OFF lt illuminates white.
LO PR : The light illuminates amber and the CCAS is activated when the
associated pump delivered fluid pressure drops below 1500 PSI
(103,5 bars).
2
Auxiliary pump pb
Controls operating mode of DC auxiliary pump.
AUTO (pb depressed) pump runs as soon as the following conditions are met :
- ACW blue pump pressure below 1500 PSI and,
- propeller brake released and,
- gear handle selected DOWN and,
- at least one engine running
OFF (pb released) ; auxiliary pump is deactivated, OFF illuminates white.
LO PR the light illuminates amber and CCAS is activated when auxiliary pump
outlet pressure is detected lower than 1500 PSI and functioning
conditions are met.
3 XFEED pb
Controls opening and closure of the crossfeed valve.
OFF : (pb released) crossfeed valve is closed. Both hydraulic circuits are
separated.
ON : (pb depressed) crossfeed valve is selected opened. Both hydraulic circuits
R are connected. ON lt illuminates white.
4 OVHT lt
The lt illuminates amber and the CCAS is activated when pump case drain line
overheat is detected (T > 121° C/250° F).
5
LO LEVEL lt
The lt illuminates amber and the CCAS is activated when associated tank
compartment fluid quantity drops below 2.5 I (0.67 USgal). The XFEED
automatically closes.

ICE AND RAIN PROTECTION 1.13.15
P4 001
ANTI ICING ADVISORY SYSTEM MAR 99
AA
ICE DETECTOR PANEL
1 ICE DET INDICATOR LIGHT

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

P5 001
ENGINE AND WING PROTECTION OCT 09
AA
ENGINE ANTI- ICING AND WING DE ICING PANEL
1
AIRFRAME AIR BLEED pb
Controls both de ice and isolation valves.
ON (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 anti-- icing
may be used (engine anti-- icing selected ON will open de-- ice valve).
But airframe de-- icing is never available.
FAULT The light illuminates amber and the CCAS is activated when
- air pressure downstream of the de-- ice valves stays below 14 PSI
R
- air temperature upstream of the de-- ice valves exceeds 230°C.
The alert is inhibited when pb is released.
2
AIRFRAME pb
Controls the outputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the associated controller in order to
initiate a de-- icing cycle depending on MODE SEL pb.
ON light illuminates blue.
OFF (pb released) Normal operation. Associated boots stay deflated.
FAULT The light illuminates amber and the 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.

P6 001
ENGINE AND WING PROTECTION MAR 98
AA
3
ENGINE pbs
Control de-ice valves, as well as the outputs A and B of respective engine
distribution valves.
R 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 associated controller in
order to initiate an antiĆicing cycle depending on MODE SEL pb. ON light
illuminates blue.
OFF (pb released) Associated boots stay deflated. Also controls associated
de-ice valves in closed position, after Airframe Airbleed FAULT and ENG
FAULT.
FAULT light illuminates amber and CCAS is activated when :
R - 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 for more than 6 seconds.
4 MODE SEL pb
to be used when SAT <Ć18°C
Controls the timing cycle of all the wing deĆicing, and/or engine anti-icing
controllers (A and/or B).
NORM (pb released) timing cycle = 60 s.
R ON (pb pressed in) timing cycle = 240 s - ON light illumintes blue.

P1 001
PROPELLER ANTI-- ICING APR 07
AA
GENERAL
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 pairs, one pair
R being formed by two opposite blades. The system is supplied with 115 ACW and
R delivers 1300 W per blade. The anti-- icing power is 1.18 W/cm. Two independent
R systems supply alternatively two contactors following two operating cycles.
TIME SEQUENCE DIAGRAM

R Mode SEL : NORMAL OPERATION
R When SAT > - 10_ C : 70 seconds cycle : 40 seconds ON 30 seconds OFF, meaning 10
R seconds ON and 60 seconds OFF per pair of blades.
R Mode SEL : ON
R When SAT < - 10_ C : 83 seconds cycle : 80 seconds ON and 3 seconds OFF,
R meaning 20 seconds ON and 63 seconds OFF per pair of blades.
R
ELECTRICAL SUPPLY
EQUIPMENT DC SUPPLY (C/B) AC SUPPLY (C/B)
Propeller 1 anti-- icing - Nil - ACW BUS 1

PWR (on lateral panel PROP 1 ANTI-- ICING PWR SPLY)
Propeller 2 anti-- icing - Nil - ACW BUS 2

PWR (on lateral panel PROP 2 ANTI-- ICING PWR SPLY)
Prop anti-- icing CTL DC EMER BUS

and Ind (on lateral panel PROP CTL and IND)
Note: Propeller anti - icing is inhibited when Np is below < 63%

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JUN 10
R 150

NAVIGATION SYSTEM 1.15.00
P1 001
CONTENTS APR 04
AA
1.15.00 CONTENTS
1.15.10 VOR/ILS/MKR/DME SYSTEM
1.15.20 ADF SYSTEM
1.15.30 RADIO ALTIMETER
R 1.15.40 (ENHANCED) GROUND PROXIMITY WARNING SYSTEM
1.15.50 WEATHER RADAR
R 1.15.55 GPS/GNSS (if installed)
1.15.60 OMEGA DESCRIPTION (OPTION)

G
IN
K

G
IN
K

G
IN
K

S
IN
LL
O
C

S
IN
LL
O
C

S
IN
LL
O
C

G
IN
K

S
IN
LL
O
C

S
IN
LL
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C

NAVIGATION SYSTEM 1.15.40
P1 001
GPWS APR 01
AA
The Ground Proximity Warning System (GPWS) provides visual and aural alerts in
case of dangerous flight path conditions which would result in inadvertent ground
R contact if maintained. The system generates alerts only between 10 ft and 2450 ft
AGL.
Six alert modes are established with defined danger envelopes :
- Mode 1 excessive sink rate.
- Mode 2 excessive terrain closure rate.
- Mode 3 descent after take off.
- Mode 4 inadvertent proximity to terrain with landing gear or flaps not in landing
configuration.
- Mode 5 descent below ILS glideslope.
- Mode 6 descent below minimums.
The GPWS includes :
- a GPWS computer
- two GPWS/GS lights
- a GPWS FAULT amber light on CAP.
- a GPWS selector
- several aural alert channels
For operation, the system requires data supply from ADC 1, ILS 2, radio altimeter,
flaps position transmitter and gear lever position transmitter.
Mode 5 is active whenever a valid ILS glideslope signal is supplied. If the ILS
converter signals no computed data, mode 5 alert is inhibited. The mode 5 alert is also
inhibited in back course operation.
Visual alert is provided :
- in mode 1, 2, 3, or 4 by illumination of the GPWS red lights, one on each pilots panel.
- in mode 5 by illumination of the GS amber lights, one on each pilots panel.
The aural alerts are voice alerts which segregate the various alert modes.
Mode 5 alerts may be inhibited by pressing one of the GPWS/GS pb below 1000 ft.
The GPWS selector on the captain side panel is provided to avoid nuisance alerts in
mode 4 caused by flap position when a landing has to be performed with reduced flap
setting. In case of GPWS malfunction, all alerts can be inhibited by selection to OFF.
The system can be tested on ground and in flight above 1000 ft radio height by
pressing one of the GPWS/GS It.
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY

(C/B) (C/B)
GPWS computer - Nil - 115 VAC BUS 1
(on overhead panel CMPTR)
GPWS alerts DC BUS 1 - Nil -
(on overhead panel WARN)
GPWS FAULT IND DC BUS 2 - Nil -
(on overhead panel)

5
97
.2
D
O
M

APR 05
R *
R *
R * : depending on version

POWER PLANT 1.17.40
P9 020
CONTROLS MAR 00
AA
ITT IND
1 Digital counter
Actual ITT (T6) is displayed.
2 Counter
Actual ITT is displayed.
R Green sector : 300 - 800_C
R
Amber sector : 800 - 816_C
White/red mark: 816_C (Temperature limit in uptrim conditions)
Red point : 850_C (Temperature limit during 20 sec)
Red mark : 800_C (Temperature limit during MCT operations)
Red dot + S : 950_C (Temperature limit during 5 sec for start)
3 Alert lt
Illuminates amber and the CCAS is activated when ITT > 816_C.
4 Test pb
Allows to test the ind. During test, both counter and pointer will display 1150_C.
Note : A blue dot is provided on the ind. scale to identify 1150_C.
Eng : PW121

APR 05
R (if applicable)

POWER PLANT 1.17.40
P 13 020
CONTROLS MAR 98
AA
1 ENG START rotary selector

Selects the ignition mode and/or start sequences.
OFF START ABORT Ignition circuit is deenergized. Starting sequence is disarmed
or interrupted.
CONT RELIGHT Continuous ignition is selected. For each engine, the exciter
and both igniters are continuously energized. The blue CONT
RELIGHT light will illuminate on the memo panel.
R Note : CONT RELIGHT should not be selected on ground
R when engines are not running.
CRANK Enables engine cranking. Ignition is inhibited.
START Selects a start sequence. Ignition is selected when fuel
shut-off valve is opened (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.
START B Only ignition exciter B is supplied.
START A and B Both ignition exciters are supplied.
2 START pb
Initiates the starting (or cranking) sequence of the related engine provided the ENG
START selector is in one of the START positions (or CRANK).
ON (pb depressed) 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 ENG START selector is in one of the
START positions, the propeller brake is ON but the gust
lock is not engaged.
Note : As soon as one engine is running and 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 on the network, but the cross start does not
operate normally, the amber X START FAIL" light illuminates on the main
electrical panel.
Mod : 0332 or 3420

APR 05
R *
* : depending on version

POWER PLANT 1.17.50
P1 001
LATERAL MAINTENANCE PANEL MAR 98
AA
On RH Maintenance panel, several tests and control devices are provided, for
maintenance purpose only.
All buttons and selectors are to be used on ground only.
All magnetic indicators can be tested or reset with panel BITE button.
1 Enrichment test selector

R
R
R
Is used to test functioning of microswitches of enrichment solenoid.
Test procedure
- Engines stopped
- PL: Ground Idle
- CL: Fuel Shut off
- ECU: FAULT illuminated
- Selector ENG 1"
- PL1 at 65° : FAULT" remains illuminated
- CL1 Max RPM : FAULT" light extinguishes
- PL1 : GI
- ECU : FAULT illuminates
- CL 1 Back to Fuel Shut off : FAULT" stays illuminated
- Release test switch
- Same procedure for Engine 2

POWER PLANT 1.17.50
P2 001
AA
Used to test propeller feather solenoids, whatever the PLA.

Test procedure (engine running)
ENGINE 1
- CL to MAX RPM
- PL slightly above FI
- Selector on PLA > FI position
- LO PITCH illuminates
- Torque increases quickly
- Propeller rotation speed NP decrases
- Release selector and check parameters return to their initial values
- PL GI
- Selector on PLA < FI position
- LO PITCH flashes
- NP slightly decreases
- Release selector and check parameters return to their initial values
R Note : Only one of these two tests is to be done according to power lever position.
Test Time must be limited and TQ values must be looked after very carefully.
ENGINE 2
Same procedure than ENGINE 1
Use as diagnostic auxiliaries. Each one indicates that the ECU has found a FAULT in itself
rather than elsewhere in the system.

LIMITATIONS 2.01.00
P1 001
CONTENTS OCT 08
AA
2.01.00 CONTENTS
2.01.01 GENERAL
2.01.02 WEIGHT AND LOADING
2.01.03 AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04 POWER PLANT
2.01.05 SYSTEMS
2.01.06 TCAS (if installed)
2.01.07 GPS (if installed)
2.01.08 LIMITATIONS FOR OPERATIONS IN CIS COUNTRIES (if applicable)
2.01.09 COCKPIT DOOR SECURITY SYSTEM (if installed)
R 2.01.10 TAWS (if installed)

LIMITATIONS 2.01.01
P2 001
GENERAL MAR 98
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = + 2,5 TO - 1 G

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.
R MAXIMUM NUMBER OF PASSENGER SEATS
60

LIMITATIONS 2.01.02
P1 010
WEIGHT AND LOADING APR 06
AA
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
TAXI 16720 36870
TAKE-- OFF 16700 36825
R LANDING 16400 36155
ZERO FUEL 15200 33510
CENTER OF GRAVITY ENVELOPE
The limits of the center of gravity are given in percentage of the mean aerodynamic
chord (MAC), landing gear extended.
The MAC is 2.285 m long (89.96 in).
Station 0 is located 2.362 m (92.99 in) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 11.425 m (449.80 in).
CARGO COMPARTMENT LOADING LIMITATIONS
See W.B.M. : 1.10.04 p 1
Mod : 0951

LIMITATIONS 2.01.03
P1 001
AIRSPEED AND OPERATIONAL PARAMETERS APR 03
AIRSPEEDS
* MAXIMUM OPERATING SPEED

THIS LIMIT MUST NOT BE INTENTIONALLY EXCEEDED IN ANY FLIGHT REGIME.
VMO = 250 kt IAS
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED

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 = 160 kt IAS
CAUTION : Rapidly alternating large rudder applica-
R tions in combination with large sideslip
angles may result in structural failure at
any speed.
* MAXIMUM FLAPS EXTENDED OPERATING SPEEDS VFE

FLAPS 15 160 kt
FLAPS 30 145 kt
FLAPS 45 130 kt (EMERGENCY ONLY)
* MAXIMUM LANDING GEAR EXTENDED OR OPERATING SPEEDS

VLE = VLO = 160 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt IAS
* MAXIMUM WIPERS OPERATING SPEED
VWO = 160 kt IAS
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).

LIMITATIONS 2.01.03
P8 001
AIRSPEED AND OPERATIONAL PARAMETERS JUN 10
R TAKE-- OFF AND LANDING
TAIL WIND LIMIT : 15 kt
MAXIMUM MEAN RUNWAY SLOPE : ¦ 2 %
The maximum demonstrated crosswind is:

Take Off: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 kt
Landing Flaps 30_: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 kt
Landing Flaps 45_ (EMERGENCY ONLY): . . . . . . . . . . . . . 20 kt
Braking Action Maximum Crosswind
TO LDG TO LDG
GOOD 1 1 45 kt 38 kt
GOOD/MEDIUM 2 2 37 kt 31 kt
MEDIUM 3--6 5/6 30 kt 24 kt
MEDIUM/POOR 4 5 22 kt 18 kt
POOR 7 7 15 kt 10 kt
Runway status: 1: dry runway, 2:wet up to 3mm depth, 3 (TO only): slush or water from 3 to
6mm depth, 4 (TO only):slush or water from 6 to 12.7mm depth, 5: slush or water from 3 to
12.7mm depth, 6: compact snow, 7: ice
Refer to 2.02.09 for runway status and associated coefficient of friction.

LIMITATIONS 2.01.04
P1 141
POWER PLANT US OCT 09
ENGINES
ENGINE PARAMETERS
Operations limits with no unscheduled maintenance required.
Beyond these limits refer to maintenance manual.
POWER SETTING TIME LIMIT TQ ITT NH NP OIL PRESS OIL TEMP
(%) (°C) (%) (%) (PSI) (°C)
RESERVE 107.2
5 mn 816 100 101 55 to 65 0 to 115 (#)
TAKE OFF (****)
TAKE OFF 5 mn 92.9 (***) (*) 101 55 to 65 0 to 115 (#)
MAXIMUM 101
R CONTINUOUS
NONE 90.5 800 100
(**)
55 to 65 0 to 115 (#)
GROUND IDLE 62 mini 40 mini - 40 to 115 (#)

HOTEL MODE (%) 785 40 mini($) 115 (6)
STARTING 5 s (2) 950 - 40 mini (&)
R TRANSIENT 10 mn(!) 107
10 mn(!)(2) 119(8)
20 s (!)(2) 119 850 102 110 40 to 100
20 mn 125
(*) Refer to FCOM 2.01.04 page 4 for NH limitations at take off.

(**) Maximum continuous power is normally associated with 100 % NP. Setting this
power with NP below 100 % may lead to a significant ITT increase and possible
exceedance of limitations. MCT use should therefore be limited to the 100 % NP
case.
(***) Refer to FCOM 2.01.04 page 3 for ITT limitations at take-- off.
(****) This value must be considered as acceptable overtorque value. For day to day
operation, refer to chapter 3.02.02.
(1), (2), (3), (4), (5), (6), (7), (8) : see page 6.
Note : Flight with an engine running and the propeller feathered is not permitted.
Eng. : PW121

JUN 10
R OVERTORQUE LIMITS

LIMITATIONS 2.01.04
P4 001
POWER PLANT APR 04
NH Limitations at take off
R LEFT INTENTIONALLY BLANK

APR 04

LIMITATIONS 2.01.04
P6 100
POWER PLANT MAR 98
(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 115°C is authorized without time limitation.
20 mn are authorized between 115°C and 125°C.
- Refer to ENG OIL Hl TEMP procedure.
Note : Oil temperature should be maintained above 71°C to ensure fuel anti ice
protection.
If lower oil temperature are encountered, monitor directly fuel temperature.
For take off in icing conditions, oil temperature must be greater than 45°C to
ensure adequate inlet splitter anti-icing.
(4) For NH below 75 %.
NH above 75 % requires 55 to 65 PSI.
(5) Do not use the engine 2 in HOTEL MODE without a qualified person (flight crew or
maintenance) in the cockpit.
(6) Temperature up to 120°C is authorized without time limitations.
20 minutes are authorized between 120°C and 125°C.
(7) It may be assumed that before the first start of the day, the oil temperature is the
minimum temperature observed during the night.
(8) If gearboxes incorporate SB 20 316 or SB 20 380
PROPELLERS
GROUND OPERATION
R H ENGINE RUN UP MUST BE PERFORMED INTO THE WIND.
H DURING ECU-OUT OPERATION, WITH WINDS ABOVE 15 KTS FROM ANY
DIRECTION, AVOID STATIC OPERATION BETWEEN 41 % AND 65 % NP EXCEPT FOR
PASSING THROUGH DURING START UP AND SHUT DOWN.
H AVOID OPERATION IN FEATHER ABOVE 50 % TORQUE.
FLIGHT OPERATION
USE OF NP BELOW 86 % IN ICING CONDITIONS IS PROHIBITED
ATR airplanes are protected against a positioning of power levers below the flight
idle stop in flight by an IDLE GATE device. It is reminded that any attempt to override
this protection is prohibited. Such positioning may lead to loss of airplane control
or result in an overspeed condition and consequent loss of engine power.
Eng. : PW121

LIMITATIONS 2.01.04
P7 001
POWER PLANT OCT 08
GROUND OR FLIGHT OPERATIONS

IF A PROPELLER IS INVOLVED IN AN OVERSPEED OR IN AN ENGINE OVERTORQUE,
REFER TO THE PROPELLER MAINTENANCE MANUAL.
STARTER
3 STARTS WITH A 1 MINUTE 30 SECONDS MAXIMUM COMBINED STARTER
RUNING TIME, FOLLOWED 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 5000
- Castrol 4000
- Exxon Turbo Oil 2380
Mixing of different brands of oil or viscosities of oil is not recommended.
FUEL SYSTEM
- Use of JP4 or JET B is prohibited.
- Acceptable fuels (refer to PWC Documentation to determine equivalent approved fuel).
MINIMUM FUEL TEMP (°C) MAXIMUM
FUELS FREEZING POINT FUEL TEMP
(°C) Starting Operation (°C)
JET A - 40 - 34 - 38 + 57
JET A1 - 50 - 34 - 48 + 57
R RT, TS1 - 60 - 34 - 60 + 57
JP 5 - 46 - 26 - 33 + 57
- Approved anti-- icing additives (maximum concentration allowed : 0.15 % per volume)
- Philips PFA 55 MB
- MIL-- I-- 27 686 D
- Ethylene Glycol Monomethyl Ether as defined in MIL-- I-- 27 686 E

LIMITATIONS 2.01.04
P8 001
POWER PLANT APR 08
REFUELING
MAXIMUM PRESSURE 3.5 BARS (50 PSI)
USABLE FUEL
THE TOTAL QUANTITY OF FUEL USABLE IN EACH TANK IS : 2250 KG (4960 LB)
NOTE : FUEL REMAINING IN THE TANKS WHEN QUANTITY INDICATORS SHOW
ZERO IS NOT USABLE IN FLIGHT.
UNBALANCE
MAXIMUM FUEL UNBALANCE : 550 KG (1212 LB)
FEEDING
- EACH ELECTRIC PUMP IS ABLE TO SUPPLY ONE ENGINE IN THE WHOLE

FLIGHT ENVELOPE.
R - ONE ELECTRICAL PUMP AND ASSOCIATED JET PUMP ARE ABLE TO
SUPPLY BOTH ENGINES IN THE WHOLE FLIGHT ENVELOPE.

LIMITATIONS 2.01.05
P1 001
SYSTEMS APR 04
AIR - PRESSURIZATION
MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI
MAXIMUM NEGATIVE DIFFERENTIAL PRESSURE - 0.5 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR LANDING 0.35 PSI
MAXIMUM DIFFERENTIAL PRESSURE FOR OVBD VALVE FULL 1 PSI
OPEN SELECTION
MAXIMUM BLEED OFF OPERATION 20000 FT
ELECTRICAL SYSTEM
SOURCE MAX LOAD TIME LIMIT
DC GEN 400 A NONE
600 A 2 mn
800 A 8s
INV 500 VA NONE
575 VA 30 mn
750 VA 5 mn
ACW GEN 20 KVA NONE
30 KVA 5 mn
40 KVA 5s
In case of both DC generators failure, flight under IMC is limited to 30 minutes.
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

LIMITATIONS 2.01.05
P2 001
SYSTEMS APR 03
AA
OXYGEN
Reference Temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature, in flight
Minimum bottle pressure required to cover a cabin depressurization at mid-time of the

flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
flight continuation at an altitude below 13,000 ft.:
A 10 % pax oxygen consumption is assumed.
In case of smoke emission, the system protects the flight crew members during 15 min.
Note : - At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors.

LIMITATIONS 2.01.05
P3 001
SYSTEMS APR 01
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

R SELECT A FD MODE BEFORE AP ENGAGEMENT
MINIMUM HEIGHT FOR AP ENGAGEMENT AT TAKE OFF : : 100 ft
MINIMUM HEIGHT FOR USE of either AP or FD :
- except during take off or executing an approach : : 1000 ft
- VS or IAS mode during approach : 160 ft
- CAT I APP mode : 160 ft
VOR APP MODE (AP or FD) IS AUTHORIZED ONLY IF :
- A COLOCATED DME IS AVAILABLE, AND
- DME HOLD IS NOT SELECTED
Refer to 2.02.04 for CAT II operations.
INSTRUMENT MARKINGS
RED ARC OR RADIAL LINE : MINIMUM AND MAXIMUM LIMITS
YELLOW ARC : CAUTION AREA
GREEN ARC : NORMAL AREA
FLAPS
HOLDING WITH ANY FLAPS EXTENDED IS PROHIBITED IN ICING CONĆ
DITIONS (EXCEPT FOR SINGLE ENGINE OPERATIONS).
ICING CONDITIONS
- ALL ICING DETECTION LIGHTS MUST BE OPERATIVE PRIOR TO FLIGHT
INTO ICING CONDITIONS AT NIGHT.
- THE ICE DETECTOR MUST BE OPERATIVE FOR FLIGHT INTO ICING
CONDITIONS.

LIMITATIONS 2.01.06
P1 010
TCAS APR 06
AA
TCAS
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
1-- TCAS operation is approved for use in VFR meteorological conditions (VMC) and
IFR meteorological conditions (IMC).
2-- The pilot must not initiate evasive maneuvers using information from the traffic
R 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.
4-- Evasive maneuvring should be made with the autopilot disengaged, and limited to
the minimum required to comply with the RA. The pilot must promptly return to the
previous ATC clearance when the TCAS “CLEAR OF CONFLICT” voice message is
announced.
5-- Prior to perform RA’s climb or increase climb, the crew should select the appropriate
engine power setting on the power MGT rotary selector and, if necessary, manually
adjust CLs.
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.
Mod. : 3073 or 3625 or 5103 or 5146 or 8260

LIMITATIONS 2.01.06
P2 010
TCAS APR 03
AA
TCAS (cont'd)
7- Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RAs would be
appropriate, however it is not possible to do so. In these cases, TCAS may command
maneuvers which may significantly reduce stall margins or result in stall warning.
Conditions where this may occur include operations with a bank angle (wings level is
assumed), weight, altitude and temperature combinations outside those noted
below, leaving aircraft in landing configuration during climb RA on approach, engine
out operations, and abnormal configurations such as landing gear not retracted or
stick pusher/shaker failure.
The table below entitled Flight Envelope in which climb resolution advisory can be
accomplished without stick pusher/shaker activation" outlines the parameters used
in the development of the performance inhibits. This table does not consider worst
turboprop flight conditions especially operations using minimum operating
airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In
all cases, stall warning must be given precedence over climb RA commands.
NOTE : TCAS is viewed as a supplement to the pilot who, with the aid of the
ATC system, has the primary responsibility for avoiding mid-air
collisions.
WARNING : Priority must be granted to increasing airspeed when reaching stall

warning even when this requires deviation from an RA command
issued by the TCAS.
R Mod. : 3073 or 3625 or 5103 or 5146 or 8260

LIMITATIONS 2.01.06
P3 010
TCAS APR 03
AA
TCAS (cont'd)
FLIGHT ENVELOPPE IN WHICH CLIMB RESOLUTION ADVISORY CAN
BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME INITIAL MIN.
TEMP.
Take off FAR25/JAR25 Take off 15 Up V2 + 20 1.2 VS
Climb limit
Approach FAR25/JAR25 Spin up to go around 15 UP 1.6 V S 1.2 VS

Climb limit power during
maneuver from
power for level flight
Landing FAR25/JAR25 Spin up to go around Transition DN VAPP +10 1.2 VS
Transitioning Climb limit power during maneuver from to
to go around from power required for 30 to 15 Up
at RA 3° Glide Slope
Enroute Critical Wt/Alt Power for level flight Up Up Long Higher of
giving 1.3G to increase to Max Range 1.2 VS if
buffet onset Continuous Cruise Defined
or buffet
onset
Temperature range up to ISA + 27°
- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed
R Mod. : 3073 or 3625 or 5103 or 5146 or 8260

LIMITATIONS 2.01.06
P4 010
TCAS APR 03
AA
TCAS (cont'd)
8- Inhibition schemes
8.1- Non icing conditions

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

FLAPS 0 Z < 18000 ft AUTHORIZED INHIBITED
FLAPS 0 Z > 18000 ft INHIBITED INHIBITED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 APPROACH AUTHORIZED INHIBITED
FLAPS 30 AUTHORIZED INHIBITED
NOTE 1 : Pilots are authorized to deviate from their current ATC clearance to
the extent necessary to comply with a TCAS resolution advisory.
NOTE 2 : Maneuvers based solely on information displayed on the traffic
display are not authorized.
R Mod. : 3073 or 3625 or 5103 or 5146 or 8260

LIMITATIONS 2.01.06
P5 010
TCAS APR 03
AA
TCAS (cont'd)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
-Engine out operations
-Stick pusher/shaker failure
-Flight with landing gear down
The TCAS must be turned STBY in the following cases:
-ATC request
-ADC 1 failure
-Errors or differences between independant air data sources
PERFORMANCES
The performances in Part 3 are applicable.
R Mod. : 3073 or 3625 or 5103 or 5146 or 8260

LIMITATIONS 2.01.07
P1 001
GPS MAR 99
AA
LEFT INTENTIONALLY BLANK

PROCEDURES AND TECHNIQUES 2.02.00
P1 001
CONTENTS APR 06
AA
2.02.00 CONTENTS
2.02.01 OPERATING SPEEDS
2.02.02 DATA CARD
2.02.03 AIR
2.02.04 AFCS
2.02.05 ELECTRICAL SYSTEM
2.02.06 FLIGHT CONTROLS
2.02.07 FUEL SYSTEM
2.02.08 ADVERSE WEATHER
2.02.09 LANDING GEAR/BRAKES
2.02.10 FLIGHT PATTERNS
2.02.11 POWER PLANT
2.02.12 FLIGHT CHARACTERISTICS
2.02.13 OMEGA (option)
2.02.14 FLIGHT INSTRUMENTS
2.02.15 TCAS (if installed)
2.02.16 GPWS
2.02.17 OXYGEN (depending on versions)
2.02.18 GPS (if installed)
2.02.19 HIGH LATITUDES OPERATIONS
2.02.20 OPERATIONS BELOW - 40_C GROUND TEMPERATURE

(depending on version)
R 2.02.21 MPC Multi Purpose Computer (if installed)

P2 001
OPERATING SPEEDS MAR 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 VmHB VmLB

0 1.25 VS
15 1.3 VS V2
30 Not Used
45 PROHIBITED
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.
Bank angle must be restricted to 30° (High bank selected when using AFCS).
In order to determine these speeds in a more pilot oriental manner, an operating data
booklet included in check lists is provided in which relevant minimum
maneuver/operating speeds are directly given for all weights.

P3 001
OPERATING SPEEDS MAR 98
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 weights, normal operational maneuver and flight conditions (normal and
icing conditions).
Flaps 0 : 160 kt.

Flaps 15 : 145 kt
Flaps 30 : 130 kt
FINAL APPROACH SPEED
VAPP = VmHB + Wind FACTOR
WIND FACTOR = The highest of

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

Wind factor is added to give extra margin against turbulence, risk of wind shear etc...
R GO AROUND SPEED - VGA
R 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.

P7 001
AFCS MAR 98
AA
D NON PRECISION APPROACH
Use of auto-pilot is recommended with :

- NAV Mode for VOR Approach (see 2.01.05 p 3)
- HDG Mode for ADF Approach.
- VS or IAS mode for descent.
D GO AROUND
When reaching decision height, or missed approach point after level off at MDA, if
required references are not established, a go-around must be initiated.
The following procedure is recommended :
PF PNF
R (if no contact) - Announce Minimum"
R - Announce GO AROUND
R - Depress GA pbs on PLs
R - Advance PLs toward white mark - Adjust PLs for GA rating
R - Call FLAPS one notch" and rotate to - Retract FLAPS one notch
R GO AROUND pitch attitude ( 10°)
R - Follow FD bars and cancel
R AP Disconnect Alarm
R - Accelerate to or maintain When positive rate of climb is
R VGA (2.02.01 p. 3) achieved :
R - Announce Positive climb"
R - Command GEAR UP - Set gear up
R When climb is stabilized :
R - Command HDG/Lo BANK/IAS - Engage HDG, BANK and IAS on
R - Engage AUTO PILOT AFCS panel (IAS will synchronize on
actual speed)
Note : GO AROUND mode gives (as a FD mode only):
- on pitch axis, a target attitude compatible with single engine performance.
- on roll axis, a steering command to maintain heading followed at GA
engagement.
As soon as climb is firmly established, use of HDG/IAS mode (which will then
be accepted by AP) is recommended.

P 1A 001
FLIGHT CONTROLS APR 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 (*) are sufficient
to adequately dampen dutch roll oscillations. The rudder should not be used to
complement the yaw damper action.
(*) RCU Releasable Centering Unit

P2 100
FLIGHT CONTROLS APR 02
AA
EXTREME TURBULENCES
In case of extreme turbulences, the temporary difference between the two alpha probes
might lead to a recurrent local Pusher Fault" alert with FLT CTL alarm on CAP and master
caution chime and light.
Note : In case of Pusher Fault" alert during extreme turbulences, apply the Stick Pusher
fault procedure.
Mod : 1845
JUN 10
R Note: Each electrical 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.
When X FEED is selected “in line”, both electrical pumps are forced to run
(both RUN lights illuminate green) as long as associated PUMP pushbutton is
selected ON.

P1 001
ADVERSE WEATHER OCT 09
AA
R This chapter is divised in 4 parts :

- Icing,
- Cold weather operations,
- Operations in wind conditions.
R - Volcanic Ash
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 cristals).
" 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.

P6 001
ADVERSE WEATHER APR 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).
Note : Permanent heating (Probes / windshield) is Always selected ON.
ENTERING ICING CONDITIONS

D ANTI ICING (PROP - HORNS - SIDE WINDOWS - ENGINES) . . . . . . . . . . ON
R D Note : horns anti icing selection triggers the illumination of the ICING AOA" green
light, and lowers the AOA stall warning threshold.
R D PROP MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . According to SAT
R D NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . set q 86 %
R MINIMUM Maneuver/Operating ICING SPEED . . . . BUGGED and OBSERVED
D ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Notes : 1. These procedures are applicable TO ALL FLIGHT PHASES including take off.
2. After take off, NP MUST NOT be deliberately set below Np = 86 %. This is
to ensure there is sufficient centrifugal effect to avoid ice accretion on the
propeller blades.
In addition, low propeller RPM, and consequently high blade angle of attack
can, in certain cases, considerably increase airfoil icing.
The association of contaminated propeller leading edge and low propeller
RPM generates a turbulent airflow, which, in certain conditions, may lead to
uneven ice accretion involving 100 % of the aerodynamic chord of the
wings. Stall induced by this accretion occurs earlier than anticipated and is
asymmetric.

P7 001
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND

R AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
D ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
R D ANTI ICING (PROP - HORNS - SIDE WINDOWS - ENGINES) . . . Confirm ON

D DE ICING (AIRFRAME) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
D ENG and AIRFRAME MODE SEL . . . . . . . . . . . . . . . . . . . . . According to SAT
R MINIMUM Maneuver/Operating ICING SPEED . . . BUGGED and OBSERVED
D BE ALERT TO SEVERE ICING DETECTION.

In case of severe icing, refer to 2.04.05.
Notes : 1. When ice accretion is visually observed, DE ICERS MUST BE selected and
R maintained ON as long as icing conditions exist.
2. Ice detector may also help the crew to determine continuous periods of ice
accretion as the ICING It remains illuminated as long as the ice detector
senses ICE ACCUMULATING
The ice detector may not detect certain ice accretion form (see FCOM
1.13.15).
3. If a noticeable performance decrease and (or) significant vibrations occur

due to propeller residual icing then, in order to improve the deicing of the
blades, it is recommended :
F To check that the PROP MODE SEL is set according to SAT.

F TO INCREASE propeller RPM to 92 % (and MAX RPM if need be) for
continuous periods of not less than 5 minutes in order to benefit from an
increased centrifugal effect.
4. If ice accretion is seen by the detector with ANTI ICING still OFF, the ICING
light will flash until HORNS anti-icing is switched ON.

P8 001
AA
WHEN LEAVING ICING CONDITIONS

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

R ICING AOA caption may be cancelled and normal speeds may be used.
R Note : Experience has shown that the last part to clear is the propeller spinner. As long
R as this condition is not reached, the icing speeds must be observed and the
R ICING AOA caption must not be cancelled.

P9 001
ADVERSE WEATHER MAR 00
AA
F) TAKE OFF IN GROUND ICING CONDITIONS BUT

WITHOUT ATMOSPHERIC ICING CONDITIONS
A GENERAL
1 - Contaminant may adhere to wheels brakes when taxiing on contaminated
ramps tamps, taxiways and runways.
2 - During take-off, there is no projection on wings or engines nacelles but
contaminant might affect the propellers.
B PROCEDURE
For take-off in ground icing conditions but without atmospheric icing conditions,
the following procedure must be applied.
BEFORE TAKE OFF
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
PROPELLERS ANTI ICING ONLY . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFTER TAKE OFF
LANGING GEAR (if possible) . . . . . . . . . . . . . . . . . . . . . . . . . CYCLE
PROP ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
Notes : 1. Take off may be scheduled using normal minimum V2 = 1.2 VS.
2. Horns anti icing must not be selected ON to avoid lowering the AOA of stall
warning threshold.
R 3. When anti-icing procedure using type 2/4 fluids is performed, see 2.02.08
R p17, 19 and 20

OCT 09

P 12 001
AA
3) Mixed icing condition

Mixed icing condition may be encountered in the range of temperatures
-10°C/0°C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow and
water droplet can adhere rapidly to the airplane surpassing the system capabilities
to shed ice, causing significant reduction in airplane performance as in case of
system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.

If the pollution extension occurs on the lower surface of the wing, it increases the drag
and the airplane speed decerases. 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).
.../...

P 13 001
AA
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following :
R Severe icing is characterized by ice covering all or a substantial part of the unheated
portion of either side window,
Note : This cue is visible after a very short exposure (about 30 seconds).
and / or
Unexpected decrease in speed or rate of climb,
and / or
The following secondary indications :
. Water splashing and streaming on the windshield.
. Unusually extensive ice accreted on the airframe in areas not normally observed
to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-flight icing :

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

Appendix C. However, in case of inadvertent encounter with such conditions severe
icing procedure must be applied (refer to 2.04.05).

P 15 001
AA
IV - GOOD OPERATING PRACTICES

Aircraft certification requirements describe the icing conditions likely to be encountered in
commercial aviation. However, as demonstrated by experience, icing remains one of the
major causes of incidents and accidents, and good airmanship prohibit any complacency
in this area.
The following basic rules should therefore be applied :
" Know as much about your operating environment as you can.
Carefully review weather packages for Pilot reports of icing conditions, tops reports,
temperatures aloft forecasts and forecasts of icing, frezzing 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 soak aircraft.
" Marginal freezing temperatures and icing conditions should create a heightened state
of awareness. Remember, severe icing can still be incurred at temperatures down to
appromately -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 conditons, 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 localiezd areas and extremely
temperture 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 : he rate of accumulation may create a problem if flight is prolonged in
this environment (over 1 hour). Occasional use of de icing/ anti icing
equipment removes/prevents accumulation. It does not present a problem if
the de icing/anti icing equipement is used.
Moderate : The rate of accumulation is such that even short encounters
become potentially hazardous and use of de icing/anti icing equipment or
flight diversion is necessary.
Severe : The rate of accumulation is such that de icing/anti icing equipment
fails to reduce or control the hazard. Immediate flight diversion is necessary.

P 17 001
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and
flaps should be clear of snow, frost and ice before take off.
PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, no person may take off an aircraft when
frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft.
FROST : frost is a light, powdery, crystalline ice which forms on the exposed
surfaces of a parked aircraft when the temperature of the exposed
surfaces is below freezing (while the free air temperature may be
above 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
- External de-icing/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-icing/anti-icing, all along the fluid spraying,
the pitchwheel must be firmly maintained on the forward stop together with the aileron
gust lock engaged.
- De-icing/anti-icing may be performed in Hotel mode provided
BLEEDS are selected OFF.
If a de-icing gantry is used, both engines must be shut down. For manual propeller
de-icing, the engines must be shut down and air intake blanked or precaution taken not
to have de-icing fluid in the air intake. No propeller blade should be located at 6 o'clock
position during this procedure.

P 19 001
AA
" TAXIING
- The standard single engine TAXI procedure may still be used provided the friction
coefficient remains at or above 0.3 (braking action medium, snowtam code 3)
and nose wheel steering is not used with too large deflections.
Note : If the OAT is very low, it may be necessary any way to start up engine 1
early enough to get the necessary oil warm up time (refer to Note (3)
above).
- For taxiing with the very low friction coefficients (icy taxiways, slush), it is
recommended to use both engines, limit nose wheel travel and use with
differential power as necessary.
SPECIAL CASE
If contaminant layer is significant enough to possibly accumulate in the brake area
during ground operation, brakes disks may join due to icing during the flight, leading
to possible tyres damages at subsequent landing. The following special procedure
should be applied during taxi before and as close as possible to take off.
Set 18% Torque on each engine and keep taxi speed down to a "man pace" during
30 seconds using normal brakes with minimum use of nose wheel steering to ensure
a symmetrical warming up of the brakes.

P 20 001
AA
R " TAKE OFF

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

If take-off has been performed on a slush contamined runway, this slush may seize the
brakes during cruise.
To prevent tire damage at touch down : in final approach, after the selection of GEAR
DOWN, select the anti-skid to OFF, then pump the brakes at least 5 times and then
reselect the anti-skid to ON.
" LANDING
Same restrictions on reverse than for accelerate stop.
Apply relevant performance restrictions.
" PARKING
When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the
aircraft with parking brake engaged and use chocks instead whenever possible.

P 21 001
AA
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.
General
Precautions or special instructions may be necessary depending on the force and
direction of the wind. The following FCOM pages deal with this subject :
R Tail wind limit and demonstrated cross wind 2 01 03 p8
R Final approach speed and wind factor 2 02 01 p3
Parking aircraft orientation 2 02 03 p2 and 2 03 20 p1
Take off run 2 02 12 p1
Rejected take off 2 02 12 p2
Hotel mode limitation 2 03 06 p3 and 2 05 02 p4
Taxiing with tail wind component 2 03 09 p1
Ditching 2 04 05 p3
NAC OVHT 2 05 02 p4
R ELEVATOR JAM 2 05 06 p4
R PITCH DISCONNECT 2 05 06 p5
AILERON JAM 2 05 06 p10
R SPOILER JAM 2 05 06 p11

P 22 001
AA
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenom must be avoided.
Procedure at take off :

D Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum
take off weight available for the day.
D When clear of obstacles accelerate as much as possible and clean up the aircraft.
D Climb at the normal climb speed.
Procedure during an approach : If a windshear is encountered,

D Initiate a normal go around procedure with 10° pitch
D 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 leat two instruments.
COMMENTS : 1. Leaving the gear down until the climb is established will allow to
absorb some energy on impact, should the microburst exceed the
aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a
climbing path together with an acceptable maximum AOA.

P 23 001
VOLCANIC ASH ENCOUNTER
1- VOLCANIC ASH DESCRIPTION

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

P 24 001
4- EFFECTS ON POWERPLANT (CONT’D)

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

P 25 001
6 - PROCEDURE
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 START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become
necessary to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to
BOTH ENGINE FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed
indications.If airspeed is unreliable orlost, adjust airplane attitude and torque.

P1 001
LANDING GEAR/BRAKES MAR 99
AA
R This chapter deals with the following points :
- RUNWAY STATUS
- NORMAL TAXI
- TAXI WITH FAILURES
- EMERGENCY BRAKING
RUNWAY STATUS
The following table gives for take-off and landing the equivalent runway status
corresponding to the braking action or the friction coefficient.
This runway status may be used for the computation of the performances.
EQUIVALENT RUNWAY
STATUS
BRAKING FRICTION
TAKE-OFF LANDING
ACTION COEFFICIENT
GOOD 0,40 and above 1 1
GOOD/MEDIUM 0,39 to 0,36 2 2
MEDIUM 0,35 to 0,30 3/6 5/6
MEDIUM/POOR 0,29 to 0,26 4 5
POOR 0,25 and below 7 7
UNRELIABLE UNRELIABLE 8 8
EQUIVALENT RUNWAY STATUS :

1 : Dry runway
2 : Wet up to 3 mm depth
3 : Slush or water for depths between 3 and 6 mm
6 : Compact snow
7 : Ice
8 : Runway with high risk of hydroplaning

P2 001
AA

P3 001
AA
R EMERGENCY BRAKING
- Emergency braking has been made operationnally easier by design of the parking brake
lever which incorporates an EMERG BRAKE" notch : when the parking brake lever
is set in this notch, the regulator delivers a limited pressure which :
F allows the use of EMER BRAKING for about take-off at max V1 or at touch down
for landings after GREEN pressure has been completely lost.
F provides repeatables, 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 ( X 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 kts without prior visual inspection of the main landing gear tires.

P1 001
FLIGHT PATTERNS MAR 98
AA
R
R
R
R
R

P2 001
AA
R
R
R
R
R
R
R
R

P3 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R

P4 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R

P5 001
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

P7 001
AA
R
R
R
R
R
R
R
R
R
R
R
R
R

P9 001
AA
R
R
R
R
R
R

PROCEDURES AND TECHNIQUES 2.02.10A
P0
FLIGHT PATTERNS - APPENDIX JAN 09
CONTENTS
ATR 42-320
FLIGHT PATTERNS
APPENDIX
ATR 42-320

AEROSPATIALE (ATR 42, ATR 72) SERIES PILOT TRAINING PROGRAM
Flight Maneuvers and Procedures Book 2
PASSING ACCELERATION ALTITUDE

(400' AGL MINIMUM)
1. ACCELERATION ALTITUDE
2. "CLIMB SEQUENCE" (PF) (PITCH 8˚)
3. "WHITE BUG" (PF/PM)
4. "FLAPS 0" (PF)
5. "AFTER TAKEOFF CHECKLIST COMPLETE" (PM)
"ROTATE" (PM)
1. ROTATE TO 12˚ PITCH) (PF)
BRAKE RELEASE "POSITIVE CLIMB" (PF/PM)

AIRSPEED
1. START TIME (PF/PM)
NORMAL TAKEOFF
1. "GEAR UP" (PF)

2. PL TO WHITE MARKS (PF) 1. "70 KNOTS" (PM)
YD—ON AFTER GEAR UP (PM)
3. CHECK ATPCS ARMED (PF/PM) 2. "I HAVE CONTROL" (PF)
2. AP ENGAGED—WHEN
4. "TAKE OFF" (PF) DESIRED ABOVE 100' AGL
FLIGHT PATTERNS - APPENDIX
5. ADVANCE PL TO OBJECTIVE
TORQUE (PM)
PROCEDURES AND TECHNIQUES
6. "POWER SET" (PM)

AT V1 / VR
1. "V1, ROTATE" (PM)
P1
BEFORE TAKEOFF
1. BEFORE TAKEOFF
2.02.10A
CHECKLIST—COMPLETE
JAN 09
ATR 42-320
Takeoff — Normal (ATR 42-200/300/320)
6-4 1 SEPTEMBER 2008—ORIGINAL

FlightSafety International
Proprietary Information. All rights reserved.
EVALUATE SITUATION
1. CLEAR RUNWAY OR
EMERGENCY EVACUATION
EMERGENCY BELOW V1
1. "ABORT" (PF/PM)
2. BOTH POWER LEVERS TO GI
3. CHECK LO PITCH LIGHTS
4. MAXIMUM BRAKING
5. REVERSE, AS NECESSARY
REJECTED TAKEOFF
SECURING AIRCRAFT
1. COMPLETE EMERGENCY

PROCEDURES
2. AFTER LANDING CHECKLIST
P2
2.02.10A
JAN 09
ATR 42-320
Takeoff — Rejected (ATR 42-200/300/320)
SECURE AND RETURN

1. "WHITE BUG" (PF/PM) (MAINTAIN TO 1,500' MIN)
2. "IAS" (PF)
3. "FLAPS 0 (15 ICING CONDITIONS)" (PF)
4. "SET MCT POWER" (PF)
5. "IN FLT ENG FIRE / ENG FLAME OUT AT
TAKEOFF CHECKLIST" (PF)
6. "AFTER TAKEOFF CHECKLIST" (PF)
7. "SINGLE ENGINE OPERATION CHECKLIST" * (PF)
* OR
7. "ENGINE RESTART IN-FLIGHT CHECKLIST" (PF)
400' AGL (MIN)

1. "ACCELERATION ALT" (PF/PM)
2. "ALTITUDE HOLD" (PF)
PITCH
ENGINE POWER LOSS 8ο (PF) "POSITIVE CLIMB" (PF/PM)
1. "CONTINUOUS RELIGHT ON" (PF)
2. "CHECK UPTRIM" (PF) 1. "GEAR UP" (PF)
3. "CHECK AUTO FEATHER" (PF) 2. SPEED—V2 (MIN) / V2 + 10 KT (MAX)
3. MAX BANK—15ο
AIRSPEED
1. "70 KNOTS" (PM)
2. "I HAVE CONTROL" (PF)
AT V1/VR
"V1, ROTATE" (PM)

TAKEOFF - POWER LOSS AT OR ABOVE V1
BEFORE TAKEOFF
1. BEFORE TAKEOFF
CHECKLIST—COMPLETE
BRAKE RELEASE
P3
1. START TIME (PF/PM)

2. PL TO WHITE MARKS (PF)
3. CHECK ATPCS ARMED (PF/PM)
4. "TAKE OFF" (PF)
5. ADVANCE PL TO OBJECTIVE
TORQUE (PM)
6. "POWER SET" (PM)
2.02.10A
JAN 09
ATR 42-320
Takeoff — Power Loss at or above V1 (ATR 42-200/300/320)

BEGINNING OF MANEUVER APPROACH AND RECOVERY COMPLETION OF MANEUVER
1. CONSTANT ALTITUDE FIRST INDICATION OF STALL: 1. WHITE BUG—FLAPS 0

2. AIRSPEED—160 KIAS - STALL WARNING AURAL "CRICKET" 2. CRUISE CONFIGURATION
3. NOTE TAT - STICK SHAKER
4. SET APPROPRIATE BUGS - STICK PUSHER
5. PWR MGT—CRZ - BUFFETING/LATERAL INSTABILITY
6. CLs—86% Np
7. TORQUE—APPROXIMATELY 15% 1. REDUCE PITCH ATTITUDE
8. FLAPS AND GEAR—UP 2. ROLL TOWARDS WINGS LEVEL
9. BANK—AS INSTRUCTED 3. ADVANCE PLs TO WHITE MARKS
4. "MAX POWER, FLAPS 15" (PF)
5. SELECT FLAPS 15, CLs—MAX RPM,
PWR MGT—MCT, PLs—SET MCT TQ (PM)
IF IN ICING CONDITIONS:
APPROACH TO STALL - ENROUTE
DO NOT RETRACT FLAPS UNTIL

RED BUG AND ASSURANCE OF

NO SEVERE ICE ACCRETION
P4
SEVERE ICING:

THE AIRFRAME IS CLEAR OF ICE
REFER TO APPROPRIATE
2.02.10A
SEVERE ICING CHECKLIST

JAN 09
ATR 42-320
Approach to Stall — Enroute Configuration (ATR 42-200/300/320)
1. CONSTANT ALTITUDE FIRST INDICATION OF STALL: 1. WHITE BUG—FLAPS 0

2. AIRSPEED—160 KIAS - STALL WARNING AURAL "CRICKET" 2. CRUISE CONFIGURATION
3. NOTE TAT - STICK SHAKER
4. SET APPROPRIATE BUGS - STICK PUSHER
5. PWR MGT—TO - BUFFETING/LATERAL INSTABILITY
6. CLs—MAX RPM
7. TORQUE—APPROXIMATELY 15% 1. REDUCE PITCH ATTITUDE
8. FLAPS—15 2. ROLL TOWARDS WINGS LEVEL
9. LANDING GEAR—UP 3. ADVANCE PLS TO WHITE MARKS
10. BANK—AS INSTRUCTED 4. "MAX POWER" (PM)
5. PLs—SET RTO TQ (PM)
APPROACH TO STALL - TAKE OFF


P5
SEVERE ICING:

REFER TO THE APPROPRIATE

2.02.10A

JAN 09
ATR 42-320
Approach to Stall — Takeoff Configuration (ATR 42-200/300/320)

1. CONSTANT ALTITUDE FIRST INDICATION OF STALL: 1. INCREASE PITCH ATTITUDE

2. AIRSPEED—160 KIAS - STALL WARNING AURAL "CRICKET" 2. YELLOW BUG—FLAPS 15
3. NOTE TAT - STICK SHAKER 3. POSITIVE CLIMB—GEAR UP
4. SET APPROPRIATE BUGS - STICK PUSHER 4. WHITE BUG—FLAPS 0
5. TORQUE—APPROXIMATELY 20% - BUFFETING, LATERAL INSTABILITY 5. CRUISE CONFIGURATION
6. FLAPS—15, GEAR—DOWN,
PWR MGT—TO 1. REDUCE PITCH ATTITUDE
7. FLAPS—30, CLs—MAX RPM 2. ROLL TOWARDS WINGS LEVEL
8. BANK—INSTRUCTOR DISCRETION 3. ADVANCE PLs TO WHITE MARKS
4. PLs—SET GA TQ (PM)
1. WHITE BUG—FLAPS 15
APPROACH TO STALL - LANDING
2. DO NOT RETRACT FLAPS UNTIL


SEVERE ICING:
P6

REFER TO THE APPROPRIATE

2.02.10A
JAN 09
ATR 42-320
Approach to Stall — Approach or Landing Configuration (ATR 42-200/300/320)
TOUCHDOWN AND ROLLOUT

1. NOSE WHEEL—DOWN
2. POWER LEVERS—G IDLE
3. LO PITCH LIGHTS
4. BRAKES/REVERSE—AS NECESSARY
LANDING ASSURED AND

LINED UP WITH RUNWAY
1. SPEED—VAPP
2. 3ο APPROACH SLOPE
20'
FI
TO
PL
PATTERN ENTRY
VISUAL APPROACH
1. DESCENT & APPROACH

CHECKLISTS—COMPLETE
2. AIRSPEED—160 KIAS

ABEAM NUMBERS
1. VFE15—FLAPS 15
2. GEAR—DOWN
3. PWR MGT—TO
P7
BASE TURN
1. VFE30—FLAPS 30
2. CLs—MAX RPM
2.02.10A
3. BEFORE LANDING CHECKLIST

JAN 09
ATR 42-320
Visual Approach — Normal (ATR 42-200/300/320)


1. NOSE WHEEL—DOWN
2. POWER LEVER—G IDLE
3. LO PITCH LIGHT
4. REVERSE—PILOT DISCRETION WITH CAUTION
5. EMERGENCY BRAKE—PILOT DISCRETION
LANDING ASSURED AND

1. VFE30—FLAPS 30˚
2. VAPP—ATTAIN/MAINTAIN
20'
O FI
LT
VISUAL APPROACH - O.E.I.
P
PATTERN ENTRY

1. DESCENT & APPROACH
CHECKLISTS—COMPLETE
P8
ABEAM NUMBERS
1. VFE15—FLAPS 15˚
2. GEAR—DOWN
3. PWR MGT—TO
2.02.10A
JAN 09
ATR 42-320
Visual Approach — Single Engine (ATR 42-200/300/320)

1. NOSE WHEEL DOWN
2. SELECT GI—LO PITCH LIGHTS
3. BRAKE/REVERSE—AS NECESSARY

1. MAX PITCH ANGLE—10ο
2. AIRSPEED—VMHB0 + WIND *
3. GLIDEPATH—3ο
APPROACHING
PATTERN ENTRY
THRESHOLD
1. AIRSPEED—160 KIAS 1. POWER— >FLIGHT IDLE UNTIL
TOUCHDOWN
REDUCED FLAP LANDING
2. AIRSPEED—REDUCE TO
VMLB0 + WIND **

ABEAM NUMBERS
1. GEAR—DOWN
3. AIRSPEED—NOT LESS THAN
VMHB0 + WIND *
P9
* VMHB15 + WIND - FOR FLAPS>15ο<30ο

BASE TURN
** VMLB15 + WIND - FOR FLAPS>15ο <30ο
1. AIRSPEED—VMHB0 + WIND *
2.02.10A
2. GLIDEPATH—3ο
JAN 09
ATR 42-320
Approach — Flap Malfunction (ATR 42-200/300/320)

1. "CLEARED FOR APPROACH" (ATC)

OUTSIDE IAF 2. SELECT AFCS APP MODE (PF/PM)
1. ILS—TUNED / IDENTIFIED
PROCEDURE TURN
2. EHSI—COURSE SET
3. "DESCENT/APPROACH CHECKLISTS— OUTBOUND
COMPLETE" (PM) 1. AIRSPEED—160 KIAS
PRIOR TO FAF
1. 1 1/2 DOT FLY UP GLIDESLOPE
—VFE15
—"FLAPS 15" (PF)
—"GEAR DOWN" (PF)
—PWR MGT—TO (PM)
2. 1/2 DOT DEFLECTION
—VFE30
—"FLAPS 30" (PF)
—CLs - "MAX RPM" (PF)
—"BEFORE LANDING CHECKLIST" (PF)
NORMAL OR O.E.I.
DECISION ALTITUDE
1. "LANDING" (PF)
PRECISION APPROACH -
2. VAPP *
3. AP DISCONNECT—160+ FT

20' PL TO FI
P 10
2.02.10A
* —VMHB30 + WIND (OR 1.1 x VMCA - O.E.I.)

JAN 09
ATR 42-320
Precision Approach — Normal or One Engine Inoperative (ATR 42-200/300/320)
1 SEPTEMBER 2008—ORIGINAL 6-13

1. "CLEARED FOR THE APPROACH" (ATC)

2. SELECT AFCS NAV MODE FOR LOC OR VOR
APPROACH (HDG FOR NDB APPROACH) (PF/PM)
OUTSIDE IAF PROCEDURE TURN

1. DESCENT & APPROACH CHECKLIST COMPLETE OUTBOUND
2. SET HDG OR NAV MODE, AS APPROPRIATE
3 - 5 MILES
INBOUND TO FAF
1. VFE15—"FLAPS 15" (PF)
2. "GEAR DOWN" (PF)
3. PWR MGT—TO (PM)
AT THE FINAL FIX

1. DESCENT—1,000 FPM
2. START TIMING 1 - 3 MILES PRIOR TO FIX
VFE30
1. "FLAPS 30" (PF)
2. "CONDITION LEVERS MAX" (PF)
3. "BEFORE LANDING CHECKLIST" (PF)
4. AIRSPEED—VAPP *
NON-PRECISION APPROACH
MDA
MINIMUMS LANDING ASSURED AND

1. MAINTAIN VAPP *
20' PL TO FI
* VMHB30 + WIND
P 11
2.02.10A
JAN 09
ATR 42-320
Nonprecision Approach — Normal (ATR 42-200/300/320)

FLIGHT PATTERNS - APPENDIX P 12
STEEP TURN JAN 09

EXIT
1. LEVEL FLIGHT
2. CRUISE CONFIGURATION
MAINTAIN
BEGIN MANEUVER 1. ALTITUDE
2. AIRSPEED
1. INCREASE TORQUE ~ 10%
2. BANK—45ο
3. BANK ANGLE
3. PITCH ~ +5ο
4. MAINTAIN AIRSPEED
5. MAINTAIN ALTITUDE
ENTRY
1. LEVEL FLIGHT
2. CRUISE CONFIGURATION
Steep Turns (ATR 42-200/300/320)
1 SEPTEMBER 2008—ORIGINAL 6-15

ATR 42-320

FLIGHT PATTERNS - APPENDIX P 13
CIRCILING APPROACH JAN 09

1. "CLEARED FOR THE APPROACH" (ATC)

2. SELECT AFCS NAV MODE FOR LOC OR VOR
APPROACH (HDG FOR NDB APPROACH) (PF/PM)
1 - 3 MILES TO FAF
VFE15
1. "FLAPS 15" (PF)
2. "GEAR DOWN" (PF)
3. PWR MGT—TO (PM)
4. "CONDITION LEVERS MAX" (PF)
5. "BEFORE LANDING CHECKLIST" (PF)
MAINTAIN VMHB15 (MIN)
AT MINIMUMS/MDA * VMHB30 + WIND

90˚ 1. VISUAL BY MAP
LANDING ASSURED AND
1. "FLAPS 30" (PF)
15 SEC 2. POWER—AS REQUIRED
FOR DESCENT
3. AIRSPEED—VAPP *
20'
FI
TO
PL
MAINTAIN VMHB15 (MIN)
BASE TURN
1. MAINTAIN VMHB15 (MIN)
Circling Approach (ATR 42-200/300/320)

ATR 42-320

GO-AROUND POWER NORMAL CLIMB POWER
DECISION TO MISS * THEN PLs TO GA TORQUE (PM)

1. CLIMB TO MEA OR MISSED
1. PLs—FLT DIR GA BUTTON (PF) APPROACH ALTITUDE
2. PLs—WHITE MARKS * (PF)
3. PITCH—INITIAL 100
4. "GO AROUND" (PF)
5. "FLAPS 15" (PF) 1. PROCEED AS FOR
A TAKEOFF
1. "POSITIVE CLIMB" (PM)
"GEAR UP" (PF)
1. DESCENT 2. "HDG, LO BANK, IAS" (PF)
TO DH/MDA —SELECT ON AFCS AND
SET VGA (PM)
MISSED APPROACH

400' AGL (MIN) OR ACCELERATION ALTITUDE
"MINIMUMS (OR MAP) - DECIDE" (PM)
AIRPORT
P 14
2.02.10A
JAN 09
ATR 42-320
Missed Approach — From Precision Approach (ATR 42-200/300/320)
GO-AROUND POWER MAX CONTINUOUS POWER
1. CLIMB TO MEA OR MISSED

APPROACH ALTITUDE
DECISION TO MISS
* THEN PL TO GA TORQUE (PM)
1. PL—FLT DIR GA BUTTON (PF)
2. PL TO WHITE MARK * (PF)
3. PITCH—8ο
4. "GO AROUND" (PF) 1. PROCEED AS FOR A TAKEOFF
5. "FLAPS 15" (PF) WITH FLAME OUT
6. MAINTAIN VGA (PF)
1. "POSITIVE CLIMB" (PM)

1. DESCENT "GEAR UP" (PF)
TO DH/MDA 2. "HDG, LO BANK, IAS" (PF)
—SELECT ON AFCS
AND SET VGA (PM)
MISSED APPROACH - O.E.I.

400' AGL (MIN) OR ACCELERATION ALTITUDE
"MINIMUMS (OR "MAP")—DECIDE" (PM)
P 15
AIRPORT
2.02.10A
JAN 09
ATR 42-320
Missed Approach — Single Engine (ATR 42-200/300/320)
P1 001
POWER PLANT JUN 10
AA
START UP
During engine start or relighting, it is important to monitor the following items :
- Correct NH increase when starting the sequence
- ECU fault light extinguishes when passing 25 % NH
- Starter disconnection at 45 % NH
- Maximum ITT not exceeded
If the rate of ITT increase is still high when reaching 900°C the start attempt should be
aborted immediately (CL Fuel shut off, start rotary selector to OFF/START ABORT).
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.
Note : This alert is inhibited when affected CL is in FUEL SO position.
IF ENGINE REMAINS IN “SUB IDLE” CONDITION

AFTER GROUND START
H POSSIBLE CAUSES
D ECU fault light has not disappeared automatically (or by manual reset) when NH
accelerates through 25 % NH.
D CL has been pushed out of feather too early in the start up sequence which
triggers the “NH UNDERSPEED PROTECTION”.
H CONSEQUENCES
D ECU fault light remains illuminated ; associated engine parameters reflect the ECU
OFF condition (with CL between MIN to MAX RPM)
TQ ኏ 0 %, NP ኏ 40 %, NH ኏ 58 %
ITT ኏ 370° to 450° (variable with bleed requirement)
D Associated ACW generator is not powered. As a consequence, MAIN HYD pumps
may be affected.
H CORRECTIVE ACTIONS
ASSOCIATED CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FEATHER
ECU pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET ON
Wait until NH stabilizes at 66 % minimum
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
Normal idle conditions should be recovered :
TQ ኏ 6 %, NP ኏ 71 %, NH ኏ 72 %
ITT ኏ 450° to 500°
Note : It is also possible to reset the ECU without feathering the engine first, but NH
must be at or above 60 % which requires a significant PL displacement above
idle.

P 2A 001
POWER PLANT JUN 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.

P7 001
POWER PLANT OCT 09
REVERSE PHASES
NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases)

P1 001
FLIGHT CHARACTERISTICS MAR 99
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 towerd 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 (X 40 kts) and ATR 42 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.
R - Rolling take-off technique
R In order not to increase the take-off distances, power must be set quickly during the
R last phase of the line up turn.
- For landing or aborted take off, control column holding must be transfered 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.

P2 001
FLIGHT CHARACTERISTICS APR 04
AA
ENGINE FAILURE
AT TAKE OFF BELOW V1

Abort is mandatory : both PL are retarded to GI and full brakes applied as needed.
Reverse is available even on single engine down to full stop : again, control column is
transfered to the co-pilot when captain takes nose wheel steering and, in case of single
reverse operation roll control must be applied (eventually 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 reccomended in order to decrease rudder force and
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 functionning is different between approach and take off.
Even if TO position is selected :
- Uptrim function is never available
- Autofeather function may be available depending on PL position at the time of engine failure.
If autofeather has not operated (windmilling), the drag depends on the failed engine PL
position. For this reason :
R - In approach, do not reduce the affected PL below 48_ PLA before manually feathering
the engine.
- If a go around is performed, advance both PLs at a time to obtain go around power on
the operative engine. 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 FI to GI : 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.

P3 001
AA
STALLS
STALLS 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
perceivedĂ: 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.
R Note : The" pushing action"is equivalent to 40daN/88lbs applied in 0.1 second and it lasts
as long as angle of attack exceeds the critical value.
CAUTION : Stall training exercices without stick pusher are prohibited.
STALLS 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 maybe 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 acomplished by :
- A pilot push on the wheel as necessary to regain control.
R - Selection of flaps 15.
R - Increase in power, up to MCT if needed.

P5 001
AA
LANDING
In order to minimize landing distance variations the following procedure is

recommended :
D Maintain standard final approach slope (3°) and VAPP until 20 ft is called on
radioaltimeter.
D At « 20 ft » 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.
Applying any reverser could result in an increased positive thrust
and therefore in a difficulty to control lateral asymmetry.
- Use foot brakes as required.

- As speed reduces, and not later than about 40 kt (estimated) Capt takes NWS
control, co-pilot hold control column fully forward.
Note : 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.
R 3. In case of a significant bounce, a go around should be considered.

P1 001
CONTENTS
FLIGHT INSTRUMENTS APR 07
AA
AHRS
AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes
nominally 3 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED.
To know the remaining time for AHRS alignment, depress AHRS FAST ERECT
pushbutton.
The heading which can be read on the associated EHSI indicate the time remaining (in
seconds) for AHRS alignment (example : heading 090 = 1 minute and 30 seconds). Then
release AHRS FAST ERECT pushbutton.
AHRS normally survive to electrical transients asociated with engine start.
R
ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B
OFF-- ON.
Note : the beginning of the 3 minutes alignment period may be observed as it is associated
with a brief display of horizon tilted 30_ to the right without flag.
CAUTION : resetting AHRS C/B in flight is not recommended as in flight reailgnment
requires 3 minutes of very stable flight (which may be impossible to get in
turbulence) and possibility of pulling the wrong C/B could lead to complete
AHRS failure unrecoverable for the rest of the flight.
Note : some of the AHRS failures observed in flight may be “self recoverable” when they
are associated to a temporary failure of the SPERRY DIGITAL BUS.
R CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case
R of continuous turns, specially in high latitudes countries; therefore racetrack
R holding patterns are to be flown rather than circles.

FLIGHT INSTRUMENTS P2 001
WEATHER RADAR APR 07
AA
WEATHER RADAR
The weather radar radiates power when operating in any mode other than STBY. Use of
weather radar on ground in a mode other than STBY requires special care :
- make certain that no personnel is working in front of aircraft within a sector of 3 meters
radius and 130_ left or right of the aircraft axis.
- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located
within a 30 meters radius.
- avoid operating radar during refueling operation of radiating aircraft or any other
aircraft within a 30 meters radius.

P1 020
TCAS APR 03
AA
GENERAL
TCAS is an airborne Traffic 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 is viewed as a supplement to the pilot who, with the aid
of the Air Traffic Control, has the primary responsability for avoiding mid-air colliĆ
sions.
START UP AND TEST

- TURN rotary selector of ATC Control box to the STBY position (ATC 1 selected for mode S
availability).
- TURN rotary selector of TCAS control box to the STBY position.
- PRESS test" button on the TCAS Control box and check proper aural message and
visual display.
GROUND OPERATION
- TCAS test should be carried out during cockpit preparation.
Unless otherwise instructed by ATC.

- KEEP selecting STBY mode on the TCAS Control box while taxiing for take off.
- Just prior to take off, select ALT" mode and check ATC1 selected on ATC transponder
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 Mod. : 3073 or 3625 or 5103 or 5146 or 8260

P2 020
TCAS APR 03
AA
FLIGHT PROCEDURES
Procedure is initiated by a TCAS Traffic Advisory : TA.
TRAFFIC - TRAFFIC"
CPT - Decide task sharing and announce : TCAS, I (you) have the controls.".
PF - Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PNF - Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical
speed (preventive RA). Others will advise to maneuver the aircraft.
The following procedures should then apply :
Sense of Resolution Advisory asking to maneuver
DESCEND CLIMB
CPT - Confirm We descend.". CPT - Confirm We climb.".
PF - Disconnect Auto Pilot PNF - Select proper rating on PWR MGT
- Descent at a rate in the green rotary selector (MCT en route or TO in
(fly to) arc on TCAS VSI. other phases e.g. take off, approach
- Ask for eventual configuration and landing) and adjust CL if required
changes. PF - Disconnect Auto Pilot
PNF - Advise ATC - Apply roughly the bugged power
- Monitor IAS compared to VLE, - Climb at a rate in the green (fly to)
VFE, VMO pointer arc on TCAS VSI.
- Monitor Aircraft altitude - Ask for eventual configuration
compared to minimum changes.
safety altitude. PNF - Adjust power to TQ objectives
- Advise ATC
- Monitor IAS compared VS.
Note : When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-around phase, a normal procedure of go-around
should be followed including the appropriate power increase configuration
changes.
After separation has become adequate (range increasing), TCAS will issue following RA.
CLEAR OF CONFLICT"
Return promptly to last assigned ATC clearance.
R Mod. : 3073 or 3625 or 5103 or 5146 or 8260

P1 001
HIGH LATITUDES OPERATIONS APR 07
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.
R - Crosscheck AHRS heading information with that of standby compass and/or
R
GPS/GNSS.
R - Continuous turn of more than 360 degrees must be avoided ; for holding, it is
R recommended to fly racetrack patterns with straight flight legs of at least one minute
R between the U-- turns.

NORMAL PROCEDURES 2.03.00
P1 001
CONTENTS APR 08
AA
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
2.03.07 COCKPIT PREPARATION
2.03.08 BEFORE PROPELLER ROTATION / BEFORE TAXI
2.03.09 TAXI
2.03.10 BEFORE TAKE OFF
2.03.11 TAKE OFF / TAKE OFF 100%
2.03.12 AFTER TAKE OFF
2.03.13 CRUISE
2.03.14 DESCENT
2.03.15 APPROACH
2.03.16 BEFORE LANDING
2.03.17 GO AROUND
2.03.18 LANDING
2.03.19 AFTER LANDING
2.03.20 PARKING
2.03.21 LEAVING THE AIRCRAFT

P1 001
FOREWORD APR 08
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
TECHNIQUE.
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 updaing and maintaining
the necessary homogeneity with the other chapters of this manual.

P1 001
PRELIMINARY APR 08
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 TECHNIQUE 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 inthe COCKPIT FINAL PREPARATION.
If there is any doubt as to whether the application of transit procedures covers
all safety aspects, the complete preparation must be accomplished.

P1 001
PANEL SCAN SEQUENCE APR 08
AA
OVERHEAD PANEL SCAN SEQUENCE

P2 001
AA
INSTRUMENTS PANELS SCAN SEQUENCE

P3 001
AA
PEDESTAL SCAN SEQUENCE

P1 001
FLIGHT PREPARATION APR 08
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 aletrnates 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 theestimated load figures and will calculate maximum allowed take off and
landing weights.
The captain will decide the amount of fuel necessary for a safe conduct of the flight, taking into
consideration possible economic fuel transportation.
The captain will check ATC flight plan and ensure it is filed according to the prescribed
procedures.

P1 001
EXTERIOR INSPECTION APR 08
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.
It is normally performed by maintenance or in the absence of maintenance by the first
officer before each originating flight.
During exterior walk around, observe that the FLIGHT CONTROL SURFACES and
FLAPS are clear and memorize surfaces position.
Section content :
EXTERIOR WALK AROUND DRAWING . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2
MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . PAGE 3
LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7

P2 001
AA
EXTERIOR INSPECTION DRAWING

P3 001
AA
EXTERIOR INSPECTION ACTIONS
MAIN LEFT LANDING GEAR AND FAIRING

PARKING BRAKE ACCU PRESSURE . . . . . . . . . . . . CHECK 1600 PSI MINIMUM
MAINTENANCE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BEACON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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.
SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN

P4 001
AA
EXTERIOR INSPECTION ACTIONS (CONT’D)
LEFT WING TRAILING EDGE

BANANA SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
INNER/OUTER FLAPS UNCOUPLING CONTROL SYSTEM (if installed) . . . CHECK
EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STATIC DISCHARGERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LEFT WING LEADING EDGE

NAV AND STROBE (if installed) LIGHTS . . . . . . . . . . . . . . . . . . . . . CONDITION
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ICE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LEFT ENGINE
LEFT COWLINGS . . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
OIL COOLER AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
RIGHT COWLINGS . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
LEFT FORWARD FUSELAGE

EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
ANTENNAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED
CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED
O2 BOTTLE OVERLOAD 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
... / ...

P5 001
AA
NOSE
WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RADOME AND LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOSE GEAR WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
TAXI LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOSE WHEEL STERRING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION, 2 CLOSED
RIGHT FORWARD FUSELAGE

TAT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
RIGHT ENGINE
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
LEFT COWLINGS . . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
OIL COOLER AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
RIGHT COWLINGS . . . . . . . . . . . . . . . . . . ALL FOUR CLOSED AND LATCHED
... / ...

P6 001
AA
RIGHT WING LEADING EDGE

WING DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
FUEL VENT NACA INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
NAV AND STROBE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT WING TRAILING EDGE

AILERON AND TAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
INNER/OUTER FLAPS UNCOUPLING CONTROL SYSTEM (if installed) . . . CHECK
FLAPS POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EXHAUST NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
BANANA SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
MAIN RIGHT LANDING GEAR AND FAIRING

AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
REFUELING CONTROL PANEL ACCESS DOOR . . . . . . CLOSED AND LATCHED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...

P7 001
AA
RIGHT AFT FUSELAGE

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

WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

P1 001
PRELIMINARY COCKPIT PREPARATION JUN 10
AA
PRELIMINARY COCKPIT PREPARATION
The following procedures will be performed prior to the powering of the aircraft either by
maintenance staff or the first officer, as appropriate.
Completion ensures there will be no danger to aircraft and staff when powering the systems.
PROCEDURES WHEN USING A GPU . . . . . . . . . . . . . . . . . . . . . . pages 2 and 3

PROCEDURES WHEN USING ENG 2 IN HOTEL MODE . . . . . . . . . pages 4 and 5
ENGINE FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 6
OXYGEN MASK TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
TRIMS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 7
ENGINE START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8
including HOT ENVIRONMENT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 8
Note : APM has to be tested daily; refer to APM test, 2.02.21 page 11.
R RECORDERS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . page 9

P2 001
AA
PRELIMINARY COCKPIT PREPARATION (CONT’D)
PROCEDURES TO BE USED WHEN USING A GPU
FOR HOTEL MODE SEE 2.03.06 PAGES 4 and 5.
CM2 CARGO DOOR CTL panel cover (if installed) . . . . . . . . . . . . . . . . . . . . . CLOSED
EMERGENCY EQUIPMENT . . . . . . . . . . . CHECK FOLLOWING LIST : page 6
GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
LATERAL AND OVERHEAD PANELS C/B . . CHECK SET, RESET AS APPLICABLE
BAT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER AND ESS BUS SUPPLY IND . . . . . . . . . . CHECK ARROWS ILLUMINATED
UNDV LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUUISHED
PARKING BRAKE ACCU . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE
AUX HYD PUMP PB . . . . . . . . . . . . . . . . . . . . . . . . . USE AS NECESSARY
PARKING BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . SET TO PARKING
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT G.I.
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ECU 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FLAPS CONTROL LEVER . . CHECK ACCORDING TO ACTUAL FLAPS POSITION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS NECESSARY
LDG GEAR CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BOTH WIPERS ROTARY SELECTORS . . . . . . . . . . . CHECK ON OFF POSITION
DC EXT PWR PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN
ANY WHITE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH
ANN LT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL ILLUMINATED
ANN LT SW . . . . . . . . . . . . . . . . . . . . . . RETURN TO BRT OR DIM AS RQD
ENG 1 FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6
PROP BRK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED
R CVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 9
SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
EMER LOCK XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
... / ...

P3 001
AA
PROCEDURES TO BE USED WHEN USING A GPU
FOR HOTEL MODE SEE 2.03.06 PAGES 4 AND 5.
CM2 COMPT SMK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PEDESTAL
FDEP (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
R ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 6
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
VHF / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CENTRAL PANEL
PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
HYD PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
LEFT LATERAL CONSOLE
CM1 N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
MKR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
RIGHT LATERAL CONSOLE
CM2 OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
LEFT AND RIGHT INSTRUMENT PANELS
ALL NO FLAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TIME
RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING
... / ...

P4 001
AA
PROCEDURES FOR HOTEL MODE
FOR GPU USE SEE 2.03.06 PAGES 2 AND 3.
CM2 CARGO DOOR CTL panel cover (if installed) . . . . . . . . . . . . . . . . . . . . . CLOSED
EMERGENCY EQUIPMENT . . . . . . . . . . . CHECK FOLLOWING LIST : page 6
GEAR PINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
LATERAL AND OVERHEAD PANELS C/B . . CHECK SET, RESET AS APPLICABLE
BAT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER AND ESS BUS SUPPLY IND . . . . . . . . . . CHECK ARROWS ILLUMINATED
UNDV LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUUISHED
PARKING BRAKE ACCU . . . . . . . . . . . . . . . . . . . . . . . . . CHECK PRESSURE
AUX HYD PUMP PB . . . . . . . . . . . . . . . . . . . . . . . . . USE AS NECESSARY
PARKING BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . SET TO PARKING
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT G.I.
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
ECU 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FLAPS CONTROL LEVER . . CHECK ACCORDING TO ACTUAL FLAPS POSITION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS NECESSARY
LDG GEAR CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BOTH WIPERS ROTARY SELECTORS . . . . . . . . . . . CHECK ON OFF POSITION
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN
ANN LT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL ILLUMINATED
ANN LT SW . . . . . . . . . . . . . . . . . . . . . . RETURN TO BRT OR DIM AS RQD
PROP BRAKE LIGHT ON MEMO PANEL . . . . . . . . . . . . . CHECK ILLUMINATED
ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE : page 8
R CVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST : page 9
SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
EMER LOCK XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
... / ...

P5 001
PRELIMINARY COCKPIT PREPARATION APR 08
AA
PROCEDURES FOR HOTEL MODE
FOR GPU USE SEE 2.03.06 PAGES 2 AND 3.
CM2 ENG 1 BLEED FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
AIR BLEED X VALVE OPEN LIGHT . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
COMPT SMK (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
PEDESTAL
FDEP (if applicable) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
VHF / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CENTRAL PANEL
PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
HYD PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
LEFT LATERAL CONSOLE
CM1 N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
MKR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
RIGHT LATERAL CONSOLE
CM2 OXYGEN MASK (ONCE A DAY) . . . . . . . . . . . . . . . . . . . . . . . CHECK : page 7
LEFT AND RIGHT INSTRUMENT PANELS
ALL NO FLAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TIME
RMI / EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING
... / ...

P6 001
AA
EMERGENCY EQUIPMENT LIST
- exit hatch closed, handle locked and safetied, escape rope stowed
- life jackets (if applicable) stowed
- axe, flash lights, smoke goggles and oxygen masks stowed
- portable fire extinguisher safetied and pressure within the green area
- landing gear emergency extension handle stowed, cover closed
- protective glove
ENGINE FIRE TEST
ENG 1(2) FIRE HANDLE . . . . . . . . . . . . . . . . . . . . . . CHECK IN AND LATCHED
SQUIB TEST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
BOTH AGENT SQUIB LIGHT . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATE
TEST SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON FIRE
ENG FIRE RED LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTO ASSOCIATED FIRE HANDLE
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ACTIVATES
Note : CRC + MW light flashing red + ENG 2 FIRE red light on CAP.
FUEL SO RED LIGHT . . . . . . . . . . . . . . . . . CHECK ILLUMINATES IN CL 1(2)
. . . . . . . . . . . . . . . . . . . . IF TEMPORARILY SELECTED OUT OF FUEL SO
TEST SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON FAULT
LOOP A AND LOOP B LIGHTS . . . . . . . . . . . . . . . . . . CHECK ILLUMINATE
ATPCS TEST
R Static Test: has to be performed before each flight. The PL must be set at G.I.
R whenever a test is performed in hotel mode.
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . TURN TO THE LEFT AND SELECT ARM
ATPCS ARM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES
ATPCS SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ENG 1
ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES
ARM LIGHT . . . . . . . . . . . . . . . CHECK EXTINGUISHES AFTER 2 SECONDS
ATPCS SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO ENG 2
ENG 1 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES
ARM LIGHT . . . . . . . . . . . . . . . CHECK EXTINGUISHES AFTER 2 SECONDS
R Dynamic test: has to be done once a day, after landing of the last flight of the day.
R Refer to page 2.03.19 for developped procedure and informations.
R Note: a time delay of 10 minutes has to be observed after a test in order to not damage
R the feathering pump, before take off.
. .. / ...

P7 001
PRELIMINARY COCKPIT PREPARATION APR 08
AA
OXYGEN MASK TEST without removing the mask (once a day)
On AUDIO CONTROL PANEL :
INT / RAD SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO INT
PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . DEPRESS AND HOLD
Note : Hose and mask charged with oxygen.
Observe blinker momentarily turns yellow and must turn dark if there is no leak.
PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
RED GRIPS ON EACH SIDE OF THE HOSE . . . . . . . . . . . . . . . . . . . PRESS
Note : Oxygen pressure inflates the harness.
Observe blinker momentarily turns yellow and must turn dark if there is no leak.
PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
EMERGENCY KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Note : Emergency flow is tested.
Observe blinker momentarily turns yellow during the oxygen flow and must turn dark
when the knob is released.
Note : In this 3 cases, check that oxygen flow sounds through loudspeakers.
OXY LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
N/100% ROCKER LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET TO 100%S
TRIMS TEST
TRIMS DAILY CHECK FOR FIRST FLIGHT OF THE DAY
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . CHECK
- Check the normal trim activation in both directions by depressing
simultaneously both control rocker switches
- For few seconds depress independantly each single control rocker
switch and check the non-- activation of the corresponding TRIM in
both possible directions
- Reset TRIMS as required for take off
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM SW . . . . . . CHECK GUARDED IN OFF POSITION
... / ...

P8 001
PRELIMINARY COCKPIT PREPARATION OCT 09
AA
ENGINE START
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . SET TO START
ENGINE AND PROPELLER AREA . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
START 1(2) PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATES
Note : Starter electrically supplied.
ENG ROTATION, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F When passing 10% NH
CL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO FTR
TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Note : Passing from FUEL SO to FTR is possible between 10% and 19% NH if
ITT > 200_C.
LIGHT UP . . . . . . . . . . . . . . . . . . . . . MONITOR WITHIN 10 SECONDS
J If 816_ _C < ITT < 850_ _C
EXCESSIVE ITT . . . . . . . . . . . . . . . . . . . . RECORD IN LOG BOOK
J If ITT > 816_ _C more then 20 seconds, or if ITT > 950_ _C
CL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
F When passing about 25% NH
ECU FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHES
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET IF NECESSARY
F When passing about 45% NH
START 1(2) PB ON LIGHT . . . . . . . . . . . . . . . MONITOR EXTINGUISHES
F When passing about 61.5% NH
DC GEN 1(2) FAULT LIGHT . . . . . . . . . . . . . . MONITOR EXTINGUISHES
ENGINE PARAMETERS . . . . . . . . . . . CHECK STABILIZED AT IDLE VALUES
Note : NH 66%, ITT 380_C, FF 80 kg/h (180 lb/h).
Note : TQ indications are unreliable when CL in FTR position.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . OFF & START ABORT
PL 1(2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQD
Note : If Z ≥ 5000 ft and SAT ≥ ISA + 25C, advance PL 1(2) up to GUST LOCK stop.
R HOT ENVIRONMENT START

To prevent an engine “hot start” in hot environments (high OAT or high residual ITT), it’s
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.

P9 001
AA
RECORDERS TEST
- On BATTERY 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.
- 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.

P1 001
COCKPIT PREPARATION APR 08
AA
INTRODUCTION
Cockpit preparation is plit between :
- system preparation : performed by first officer CM2 only
- cockpit final preparation : performed by captain CM1 and CM2 at their stations
All steps have to be performed before each flight except when specifically indicated.
Section content :
SYSTEM PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 2 TO 6
OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGES 2 TO 3
PEDESTAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
CENTER INSTRUMENT PANEL - CAPTAIN . . . . . . . . . . . . . . . . . . . PAGE 5
CAPTAIN LATERAL CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
CAPTAIN INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
CENTER INSTRUMENT PANEL - FIRST OFFICER . . . . . . . . . . . . . . PAGE 6
FIRST OFFICER LATERAL CONSOLE . . . . . . . . . . . . . . . . . . . . . . PAGE 6
FIRST OFFICER INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . PAGE 6
FINAL COCKPIT PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7

P2 001
AA
SYSTEM PREPARATION
INTERNAL LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AS RQD
OVERHEAD PANEL
CALLS / SELCAL (if installed) . . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET AS RQD
ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
RUN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
FEED LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHES
LP VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN LINE
X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK X LINE
J If GPU is used (no HOTEL mode)
ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY SAME PROCEDURE
DOORS SW TEST PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
CAB OK / SVCE OK LIGHTS . . . . . . . . . . . . . . . . CHECK ILLUMINATED
. . . . . . . . . . . . . . . . . . . PROVIDED ASSOCIATED DOORS ARE OPEN
DOORS LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
SPLR LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . CHECK BOTH ILLUMINATED
LDG GEAR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LDG GEAR INDICATION . . . . . . . . CROSSCHECK with center instrument panel
Note : no amber light may be illuminated.
... / ...

P3 001
AA
SYSTEM PREPARATION (CONT’D)
OVERHEAD PANEL (CONT’D)
EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
COCKPIT VOICE RECORDER TEST PB . . . . . . . . . . . . . . . . . . . DEPRESS
POINTER MOVES BETWEEN GRADUATION 8 AND 10 . . . . . . . . CHECK
FEED LO PR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHES
J If GPU is not used
EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
ANTI-- / DE--ICING LIGHTS . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED
PROBES / WINDSHIELD HTG . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT
AC WILD ELEC POWER . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT
HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT
BLUE / GREEN PUMPS LO PR LIGHTS . . . . . . CHECK BOTH ILLUMINATED
Note : any other HYD PWR lights has to be extinguished.
EMER LOC XMTR (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . CHECK TO AUTO, GUARDED AND LOCKWIRED
SELCAL CODE SELECTION PANEL (if installed) . . . . . . . . . . . . . . . . AS RQD
J If GPU is used
AIR BLEED / COMPT TEMP PANEL . . . EXTINGUISH ANY WHITE LIGHT
COMPT TEMP SELECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If GPU is not used
COMPT AND DUCT INDICATIONS . . . . . . . . . . . . . . . . . . . . . . CHECK
Note : Check that indications show realistic values with COMPT selectors on
flight COMPT and CABIN.
OXYGEN HIGH PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN DURATION CHART (FCOM 2.01.05) . . . . . . . . . . . . . . . . . CHECK
Note : To determine that quantity is sufficient for the scheduled flight.
OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT ON
PB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
COMPT SMK TEST PB (if installed) . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
SMOKE DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note : When test is finished, reset AVIONICS VENT EXHAUST MODE
pushbutton to restart extract fan.
... / ...

P4 001
AA
PEDESTAL
FDEP OR MCDU - FDAU TIME BASE . . . . CHECK, ADJUST IF NECESSARY
FDEP OR MCDU - FLIGHT NUMBER . . . . . CHECK, ADJUST IF NECESSARY
Note : numbers between 0000 and 7999 only.
RADIOS . . . . . . . . . . . . . . . . . . CHECK TRANSMISSION AND RECEPTION
ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
XPDR - FID (if applicable) . . . . . . . . . . . . . . . . . SELECT, INSERT FLIGHT ID
STBY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
RADIOS . . . . . . . . . . . . . . . . . . CHECK TRANSMISSION AND RECEPTION
IDLE GATE LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
. . . . . . . . . . . . . . . . . . . . . . . AND AMBER BAND VISIBLE ON THE LEVER
EMER AUDIO CANCEL SW . . . . . . . . CHECK GUARDED AND LOCKWIRED
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT STBY
EFIS CTL PANELS - EADI . . . . . . . . ON THEN CHECK COMPOSITE MODE
EFIS CTL PANELS - EHSI . . . . . . . . . ON THEN CHECK NORMAL DISPLAY
EADI AND EHSI BRIGHTNESS . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRGs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
IF TCAS installed
ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY / TEST
... / ...

P5 001
AA
CENTER INTRUMENT PANEL - CAPTAIN
TAT . . . . . . . . . . . CROSSCHECK WITH CONTROL TOWER INFORMATION
STBY INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
STBY HORIZON . . . . . . . . . . . . . . PULL KNOB TO ERECT IF NECESSARY
PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . CHECK TO
SYNPHR . . . . . . . . . . . . . . . . . . . CHECK ON (OFF LIGHT EXTINGUISHED)
ENG 1 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OIL PRESS, FF, FU, NH, NP, TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
OIL / FUEL TEMP, ITT . . . . . . . . . . . . . . . . . . REALISTIC INFORMATION
TQ TARGET BUG . . . . . . . . . . . . . . . . . . . . . REALISTIC INFORMATION
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK WITH ENG 2
ENGINE CONTROLS . . . . . . . . . . . . . . . . EXTINGUISH ANY WHITE LIGHT
CAPTAIN LATERAL CONSOLE
N/W STEERING SW . . . . . . CHECK GUARDED IN N/W STEERING POSITION
J With NAV receivers ON
MKR SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check 3 white boxes appear on bottom right of EADIs displaying O, M and I
markers side by side.
MKR SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO
AHRS 1 LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
ATT / HDG, VOR / ILS, EFIS SG LIGHTS . . . . . . . . . CHECK EXTINGUISHED
AUDIO SEL 1 LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
GPWS SW . . . . . . . . . . . . . . . . . . CHECK GUARDED IN NORM POSITION
GPWS FAULT LIGHT . . . . . . . . . . . . . . CHECK NOT ILLUMINATED ON CAP
CAPTAIN INTRUMENT PANEL
RMI / EHSI . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING INFORMATION
VSI . . . . . . . . . . . . . . . . CHECK NO FLAG AND POINTER INDICATES ZERO
CLOCK . . . . . . . . . . . . . . . . . . . . . . CHECK TIME, ADJUST IF NECESSARY
ASI . . . . . . . . . . . CHECK NO FLAG, AIRSPEED POINTER INDICATES ZERO
. . . . . . . . . . . . . . . . . . . . . . . . . . . AND VMO POINTER INDICATES 250 kt
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . TEST AS RQD (see FCOM 1.15.40)
ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
... / ...

P6 001
AA
CENTER INTRUMENT PANEL - FIRST OFFICER
PRESSURIZATION LIGHTS . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AT NORM
CABIN PRESS IND . . . . . . . . . . . . . . CHECK DIFF AT ZERO, RATE AT ZERO
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AND ALT AT PRESSURE ALTITUDE
STICK PUSHER / SHAKER FAULT LIGHT . . . . . . . . . CHECK EXTINGUISHED
ANTI--SKID LIGHTS . . . . . . . . . . . . . . . . . . . . CHECK ALL EXTINGUISHED
FIRST OFFICER LATERAL CONSOLE
AHRS 2 LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
ATT / HDG, VOR / ILS, EFIS SG LIGHTS . . . . . . . . . CHECK EXTINGUISHED
AUDIO 2 SEL LIGHT . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
FIRST OFFICER INTRUMENT PANEL
RMI / EHSI . . . . . . . . . . . . . . . . . . CROSSCHECK HEADING INFORMATION
VSI . . . . . . . . . . . . . . . . CHECK NO FLAG AND POINTER INDICATES ZERO
CLOCK . . . . . . . . . . . . . . . . . . . . . . CHECK TIME, ADJUST IF NECESSARY
ASI . . . . . . . . . . . CHECK NO FLAG, AIRSPEED POINTER INDICATES ZERO
. . . . . . . . . . . . . . . . . . . . . . . . . . . AND VMO POINTER INDICATES 250 kt
EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
ALTIMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
... / ...

P7 001
AA
FINAL COCKPIT PREPARATION
CM1 PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / PRESS CHECK
ALL ALTIMETERS . . . . . . . . SET BARO REFERENCE AND CHECK INDICATIONS
CM2 ATIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN ATIS INFORMATION
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Note : Landing field elevation if QNH is used, ZERO if QFE is used.
ALL COM / NAV / GPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CM1 FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LO LVL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BOTH TANKS . . . . . . . . . . . . . . . . . . . . . CHECK LOADED SYMETRICALLY
TOTAL FUEL QTY . . . . . . . CHECK CORRESPONDS TO FLIGHT PLAN FUEL
MEMO PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
CM2 ENG F/U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . 1ST PART FILLED
CM1 LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TAKE OFF WEIGHT .... - TRIM SETTING ... . . . . . . . . . . . . . . . ANNOUNCE
ALL SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
- External bugs
S Lower value : V1
S Intermediate value
FINAL TAKE OFF SPEED
VmLB0 normal conditiond or
VmLB15 icing conditions and not less than V2
S Higher value : Minimum ICING SPEED
VmLB 0 icing conditions
- Set internal bug to V2
CM1 TQ MANUAL BUGS . . . . . . . . . . . . . . . . . . . . SET TO TAKE OFF TORQUE
Note : As a cross check procedure, TO torques should be computed by using power
setting torque tables with a tmperature not measured through aircraft
systems.
ALL SEATS, SEATS BELTS, HARNESSES AND RUDDER PEDALS . . . . . . ADJUST
Note : Should be performed when rudder is in neutral position.
ALL FINAL COCKPIT PREPARATION CHECK LIST . . . . . . . . . . COMPLETED

BEFORE PROPELLER ROTATION P1 001
/ BEFORE TAXI
JUN 10
AA
BEFORE PROPELLER ROTATION

CM1 LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
START UP CLEARANCE
CM1 GROUND CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM2 ATC START UP CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 ALL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
R ALL TAKE OFF BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
CM2 ROLL AND YAW TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . RESET TO ZERO
PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR TAKE OFF
TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEAT BELTS
BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
ALL BEFORE PROPELLER ROTATION . . . . . . . . . . . . . . . . . . . . . COMPLETED
BEFORE TAXI
If propeller brake installed and if applicable :
CM1 PROP BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM2 PROP BRK BLUE LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Note : On PROP BRAKE control panel and on MEMO panel.
UNLK LIGHT . . . . . . . . . . . . . . . . . CHECK FLASHES THEN EXTINGUISHES
Then :
CM1 COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
CM2 CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
ANTI--ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ANTI--SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
ALL BEFORE TAXI CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
TAXI APR 08
AA
TAXI
Note : when taxiing with tail wind component, use of reverse requires special care as wind
created by propeller reversion combined with tail wind will induce an exhaust gaz
return flow which may damage the nacelle. It is consequently recommended not to
leave PL in reverse position for any period of time exceeding 10 seconds.
CM1 TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
TAXI AND TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ALL BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORMAL AND EMER
CM2 AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Note : Select assigned altitude, HDG LO BANK with runway heading, IAS with
V2+5kt and CPL on PF side.
CM1 RUDDER RELEASABLE CENTERING UNIT . . . . . . . . . . . CHECK CENTERED
Note : Pedals centered, brief action on rudder trim switches.
ALL SPEED BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK SETTINGS
CM2 TO CONFIG . . . . . . . . . . . . . . . . . . . . . . . . TEST AND CHECK NO ALERT
ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
ALL INSTRUMENTS PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note : Check no unnecessary flag on instruments.
HORIZONS, HEADING / BEARING, BALL . . . . . . . . . . . . . . CHECK IN TURN
CM2 BLEED . . . . . . . . . . . . . . . . . . . . . . . CHECK ALL LIGHTS EXTINGUISHED
COMPT TEMP SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ACW POWER . . . . . . . . . . . . . . . . . . CHECK ALL LIGHTS EXTINGUISHED
ALL AFCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Note : Select assigned altitude, HDG LO BANK with runway heading, IAS with
V2+5kt and CPL on PF side.
CM1 TAKE OFF BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
- Standard calls
- For significant failure before V1, CAPTAIN will call “STOP” and will take any
necessary stop actions
- Above V1 take off will continue and no action will be taken except on CAPTAIN
command
- Single engine procedure is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Acceleration altitude is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- Departure clearance is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CM2 CABIN REPORT . . . . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL TAXI CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
BEFORE TAKE OFF JUN 10
AA
BEFORE TAKE OFF
CM2 TAKE OFF CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
ALL FLIGHT CONTROLS . . . . . . . . . . CHECK FULL TRAVEL AND FREEDOM OF
. . . . . . . . . . . . . . . . . . . . . . . . . . MOVEMENT IN PITCH, ROLL AND YAW
Note : For ROLL check SPOILER light.
Note : Set ENG START ROTARY SELECTOR to CONT RELIGHT in case of icing
conditions, heavy precipitations or contaminated runway.
CM1 CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO INHI
R EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM2 XPDR / TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT / AUTO
RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R ALL APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
ALL F When lined up
FD BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
ALL BEFORE TAKE OFF CHECK LIST . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
TAKE OFF APR 08
AA
TAKE OFF
PF TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
ALL TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
PF PL 1 + 2 . . . . . . . . . . . . . . . . . ADVANCE TO WHITE BAND OF PL SECTOR
PNF Note : Check actual torque matches take off torque (manual bug). Adjust if
necessary by moving PL as required.
F When reaching 60 kt
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK 100%
Note : NP 100% - 0.6% / +0.8%.
ATPCS ARM LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
FDAU BUG . . . . . . . . . . . . . . . . . . . . . CHECK DISPLAYS RTO VALUE
POWER SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL
AIRSPEED / ENGINE INSTRUMENTS . . . . SCAN THROUGHOUT TAKE OFF
SEVENTY KNOTS . . . . . . . . . . . . . ANNOUNCE WHEN READ ON PNF ASI
STBY ASI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
PF SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK ON PF ASI
I HAVE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
F At VR
PNF ROTATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF AIRCRAFT HANDLING . . . . . . . . . . . . . . . . . . . ROTATE SMOOTHLY
Note : Rotate smoothly to average single engine climb pitch attitude.
SPEED . . . . . . . . . . . . . . . ACCELERATE PROGRESSIVELY TO VmLB0
F After lift off
PNF POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
AFCS YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE

P1 001
AFTER TAKE OFF APR 08
AA
AFTER TAKE OFF
F When passing acceleration altitude
PF PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . RETARD SLIGHTLY (4_ to 5_)
CLIMB SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
AFCS SELECTED SPEED . . . . . . . . . . . . . . . . . . INCREASE WITH PTW
Note : In case of manual flight, this action will be performed by PNF.
PNF PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD TO NP 86%
BLEED VALVE 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Pack 2 valve FAULT will illuminate during 10 seconds. A 10 seconds
delay is used for pack 2 valve to avoid pressure shocks.
TAXI AND TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NO SMOKING SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : Check actual torque matches climb torque. Adjust if necessary.
Note : If the airline has chosen to reduce power in climb, set PLs
according to the airline derated tables.
PF F When passing VmLB0
FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS 0 . . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
Note : If take off flaps 0 has been performed (see AFM if permitted), PNF check
that TO FLAPS 0 pushbutton is released.
PF AFCS ADU TARGET IAS . . . . . . . . . . . . . . SET DESIRED CLIMB SPEED
ALL F When passing transition altitude
ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
Note : Set standard pressure, 1013.2hPa / 29.92 in Hg.
ALL AFTER TAKE OFF CHECK LIST . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
CRUISE OCT 09
AA
R CRUISE
PF F After acceleration to cruise speed
PWR MGT ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
Note : Check that the engine torque indication matches the cruise objective
torque. Adjust if necessary.
PNF SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CRUISE SPEED LOW

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

Appears in cruise only, to inform the crew that an abnormal drag increase induces a
speed decrease of more than 10 kt compared with the expected speed
ICING CONDITIONS AND SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R 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 Module2, In--flight
performance, as shown in the figure1, page 2
The PLs are set according to the torque given in the tables
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 forwards until
the cruise objective torque setting, power management to MCT, and the PLs
readujsted to the MCT objective torque setting.
From a maintenance point of view, reduced power operations may achieve lower
engine overhaul costs as a result of the reduced power settings
.../...

P2 001
CRUISE OCT 09
AA
REDUCED POWER SETTING IN CRUISE (CONT’D)

Example:
Figure 1: Long Range cruise performance table - ATR 42-- 300 (PW120)
This is an example of a long-- range cruise performance table generated with the
FOS Module 2. In the case the cruise weight is 16t, the cruise FL 190, the torque is
set to 55.8% and the cruise IAS will be 176kts.

P1 001
DESCENT APR 08
AA
DESCENT
PF CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
AIRCRAFT STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PNF WEATHER AND LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . OBTAIN
LANDING WEIGHT, CONFIGURATION AND SPEEDS . . . . . . . . . DETERMINE
DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL IN
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Note : Landing field elevation if QNH is used, 0 if QFE is used.
ALL ASI BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
- External bugs
SLower value : VGA
S Intermediate value
SINGLE ENGINE : VmLB0 normal condiotions or
CLIMB SPEED : VmLB15 icing conditions, and
not less than V2
S Higher value : VmLB0 icing conditions
- Set internal bug to VAPP
PNF TQ MANUAL BUGS . . . . . . . . . . . . . . . . . . . . . . . . . SET TO GA TORQUE

ALL ARRIVAL BRIEFING COMPLETE
Main points are : - minimum safe altitude
- weather at destination
- approach procedures
- decision height
- go around procedures
- alternate and extra fuel
PNF DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
PF AFCS
ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
IAS OR VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE AS RQD
PTW AND PL . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD FOR DESCENT
ALL DESCENT CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
APPROACH APR 08
AA
APPROACH
PNF SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SEAT BELTS
NO SMKG SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO SMOKING
ALL ALTIMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AND CHECK
PNF CABIN ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CAUTION : Max ∆P authorized at landing : 0.35 PSI.
CABIN REPORT FROM CABIN ATTEDANT . . . . . . . . . . . . . . . . . . . OBTAIN
Note : Set ENG START ROTARY SELECTOR to CONT RELIGHT in case of icing
conditions, heavy precipitations or contaminated runway.
ALL APPROACH CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
BEFORE LANDING APR 08
AA
BEFORE LANDING
F When passing deceleration altitude
ALL ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
PF PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD DOWN TO FI
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE
F When passing 160 kt
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PF GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DN
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
F When the three green lights are illuminated
FLAPS 15 - LANDING GEAR DOWN . . . . . . . . . . . . ANNOUNCE
PF F When passing 145 kt
FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS 30 . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
PF F When approaching VAPP
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER MAX RPM
PNF CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO MAX RPM
PF PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . ADJUST TO MAINTAIN VAPP AND NOT LESS THAN VMCL
ALL SPEED VERSUS ICING AOA . . . . . . . . . . . . . . . . CHECK AND SET
PF TAXI, TO and LAND EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . ON
ALL BEFORE LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
GO AROUND APR 08
AA
GO AROUND
PF Simultaneously :
GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
GO AROUND PB ON PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO WHITE MARK
FLAPS ONE NOTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL
PITCH ATTITUDE . . . . . . . . . . . ROTATE TO GO AROUND PITCH ATTITUDE
PNF FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE NOTCH
NP . . . . . . . . . . . . . . . . . . . . CHECK NP = 100%, ADJUST AS NECESSARY
PF FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FOLLOW
AP DISCONNECT ALARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CANCEL
SPEED . . . . . . . ACCELERATE TO OR MAINTAIN VGA (FCOM 2.02.01 page 4)
PNF F When positive rate of climb is achieved
POSITIVE CLIMB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMMAND
PNF F When climb is established
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
HDG/IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FLAPS X . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Note : FLAPS X is one notch less than final approach FLAPS setting.
GEAR UP . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
PITCH / BANK ATTITUDES . . . . . . . . . . . . . . . . . . . . . . . MONITOR
SPEED / FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

P1 001
LANDING APR 08
AA
LANDING
PNF 500 FEET ABOVE MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
100 FEET ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
MINIMUM, DECIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF LAND or GO AROUND . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE
AP DISCONNECT PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS TWICE
PNF FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F After touch down
IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . CHECK
PF PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
PNF BOTH LOW PITCH LIGHTS ILLUMINATED . . . . CHECK AND ANNOUNCE
PF REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
CM1 NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . CONTROL
CM2 CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD AS RQD

P1 001
AFTER LANDING JUN 10
AA
AFTER LANDING
CM1 FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CM2 FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
XPDR / TCAS / RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
LAND LIGHTS / STROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- /DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R ENG TEST : last flight of the day (Dynamic ATPCS TEST)
CAUTION : Do not perform ENG TEST while taxiing as ACW is temporarily lost
and, consequently, both main HYD pumps are temporarily lost as well.
Conditions :
- CL 1 + 2 between MAX and MIN RPM
- PL 1 + 2 at GI
- ATPCS pushbutton depressed; OFF extinguished
- PWR MGT on TO position
ARM positions :
- ARM light illuminates green
- Torque indications increase, NP and NH indications decrease
ENG position :
- Selected engine torque decreases below 21%
- Opposite engine :
- UPTRIM light illuminates
- Torque does not change, NP and NH increase slightly
- 2.15 seconds later :
- concerned propeller is automatically feathered
- ARM green light extinguishes
Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS
selector in ENG position in order not to damage feathering pump (winding
heating).
CM1 F After at least one minute
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FU 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE THEN RESET
Note : Keep engine running at least one minute at Gl power before shut down
to assist in reducing residual heat build up in the engine and nacelle.
R Note : Maintain feather position for 20 seconds before selecting FUEL SO
R (required for oil capacity check by maintenance and for proper
feathering).
ALL AFTER LANDING CHECK LIST . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
PARKING APR 08
AA
PARKING
Note : as often as possible, park the aircraft with wind relative to the nose at 10 o’clock
to minimize noise and exhaust gaz interference when in hotel mode.
CM1 PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TAXI & TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : If propeller brake is used, be sure propeller brake area is clear and
protected.
Last flight of the day
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
CONTROL COLUMN . . . . . . . . . . . PUSH IN NOSE DOWN POSITION
STICK PUSHER/SHAKER YES TEST procedure (FCOM 1.02.10)APPLY
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
PITCH AND ROLL CONTROLS . . . . . . . . . . . . . . . . CHECK LOCKED
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Note : If propeller brake is not available and provided propeller brake is
removed, activate PROP BRK switch and check AIR BLEED X
VALVE OPEN light illuminates.
J If PROP BRAKE is used for MODE HOTEL
READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
UNLK LIGHT . . . . . . . CHECK ILLUMINATED THEN EXTINGUISHED
PROP BRK LIGHTS . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
FU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTE THEN RESET

SEAT BELTS SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM2 GROUND CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ALL PARKING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED

P1 001
LEAVING THE AIRCRAFT APR 08
AA
LEAVING THE AIRCRAFT
OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMER EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
EFIS / RADAR / COM / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CDLS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

EMERGENCY PROCEDURES 2.04.00
P1 001
CONTENTS JUN 10
AA
2.04.00 CONTENTS
2.04.01 INTRODUCTION
2.04.02 POWER PLANT

R ENG FIRE OR SEVERE MECHANICAL DAMAGE
ON GND ENG FIRE OR SEVERE MECHANICAL DAMAGE
BOTH ENGINES FLAME OUT
2.04.03 SMOKE
SMOKE
ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMOKE
AFT SMOKE

DUAL DC GEN LOSS
2.04.05 MISCELLANEOUS
EMERGENCY DESCENT
DITCHING
FORCED LANDING
ON GROUND EMERGENCY EVACUATION
BOMB ON BOARD
SEVERE ICING
R RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL

P1 001
INTRODUCTION APR 08
AA
GENERAL
The emergency procedures have been established for application in the event of a serious
failure. 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.
Memory items are boxed for identification.
R Q : a preceding black square is used to identify a pre-- condition (in bold) for given
action(s).
R O : a preceding black dot is used to indicate the moment (in bold) when given action(s)
have to be applied.
TASK SHARING
For all procedures, the general task sharing stated below is applicable.
The pilot flying remains pilot flying throughout the procedure.
PF, Pilot Flying, responsible for:
- PL
- flight path and airspeed control
- aircraft configuration
- navigation
PNF, Pilot Non Flying, responsible for:
- check list reading
- execution of required actions
- actions on overhead panel
- CL
- communications
The AFCS is always coupled to the PF side (CPL selection).

P2 075
INTRODUCTION JUN 10
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:
WARNING
- ENG 1 FIRE
- ENG 2 FIRE
R - ENG OIL 1
R - ENG OIL 2
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- CCAS
- MAINT PANEL
Mod : 0753

P1 001
POWER PLANT APR 08
AA
R IN FLIGHT ENG FIRE OR SEVERE MECHANICAL DAMAGE

ALERT
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
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R F After 10 seconds
R FIRST AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R J If fire after further 30 seconds
R SECOND AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R
R LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R
R
COMMENTS
- Fire handle remains illuminated as long as a fire is detected.

- The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent
effect.
- CRC stops when depressing MW. May be cancelled by use of EMER AUDIO CANCEL
SW.
- Do not attempt to restart engine.
- Refer to SINGLE ENG OPERATION procedure.

P2 001
POWER PLANT APR 08
AA
R ON GROUND ENG FIRE OR SEVERE MECHANICAL DAMAGE

R PROCEDURE
R ON GROUND ENG FIRE

OR SEVERE MECHANICAL DAMAGE
R PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD
R F When aircraft stopped
R PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
R CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R FIRST AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R J If fire after further 30 seconds
R SECOND AGENT affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
R J If evacuation required
R 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.

P3 001
POWER PLANT JUN 10
AA

ALERT
An engine flame out may be recognized by a rapid decrease in ITT and in NH.
R PROCEDURE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30 % (no automatic relight)
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . START
ENG 2 RELIGHT
ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R F When NH above 10%
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG 1 RELIGHT
ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
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 selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FORCED LANDING or DITCHING procedure . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD.
J If engine(s) recovered
CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If one not recovered
CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . APPLY
SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . CONT RELIGHT

P4 001
POWER PLANT APR 08
AA
BOTH ENGINES FLAME OUT (CONT’D)

COMMENTS
- Use of CONT RELIGHT during rundown if NH remains > 30% may ensure an immediate
restart.
- Fuel supply check consists in checking correct fuel quantity and correct pressure (no
local pressure alert).
- The optimum airspeed is VmHB.
- CAPT EHSI is selected OFF to recover composite mode.
- When one engine relights, CCAS digital part is reactivated (level 2 - amber cautions).
If both ENG are LOST:
- If landing gear extension is scheduled, emergency extension has to be performed.
- In short final, reduce speed as requierd 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.

P5 001
POWER PLANT OCT 09
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

UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If no uptrim
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET AT RTO
R
F Above 400ft AGL
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
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 :
SINGLE ENG OPERATION PROCEDURE . . . . . . . . . . . . . . . . . APPLY

P1 001
SMOKE APR 08
AA
SMOKE
PROCEDURE
SMOKE
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%

GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If air conditioning smoke identified
AIR COND SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If FWD SMK illuminated or smoke in FWD zone of aircraft
FWD SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AFT SMK illuminated or smoke in AFT zone of aircraft
AFT SMOKE procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY

P2 001
SMOKE JUN 10
AA
ELECTRICAL SMOKE
ALERT
Smoke detected in the CRC
avionics ventilation - MW light flashing red
- ELEC SMK red light on CAP
circuit
PROCEDURE
ELECTRICAL SMOKE
R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If smoke origin not identified
LAND ASAP
ACW TOTAL LOSS procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If smoke origin identified
NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
F When nP < 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.

P3 001
SMOKE JUN 10
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
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
- engine abnormality clearly identified (NH, 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
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygene mask breathing noise. Check oxygen mask at
100%.
- Recirculation fans are switched off to limit cabin contamination.

P4 001
SMOKE JUN 10
AA
FWD SMK
ALERT

Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red lt on CAP
Smoke detected in the cargo bay - MW It flashing red
(CARGO VERSION ONLY) - FWD SMK red It on CAP, or
AFT SMK red It on CAP, or
FWD or AFT SMK red lt on CAP
and at least 1 CNTNR SMK red
lt illuminated on overhead panel.
PROCEDURE
FWD SMK
R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
1) PASSENGERS VERSION
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
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
D When ∆P < 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.
Note : Smoke alert may be generated during smoke evacuation process.

P5 001
SMOKE APR 08
AA
FWD SMK (CONT’D)

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.
- 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.

P6 001
SMOKE JUN 10
AA
AFT COMPT SMOKE
ALERT

Smoke detected in the aft - MW Iight flashing red CRC
cargo compartment - AFT SMK red Iight on CAP
or in the lavatory - If installed, associated red light on
cabin attendant panel
PROCEDURE
AFT SMK
R SMOKE procedure (2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
1) PASSENGERS VERSION
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE FOR ACTION
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
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.
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.
CARGO VERSION ONLY
- BLEED 2 must be selected OFF prior to switching off CAB VENT AIR FLOW in order to
avoid over pressure in air duct.

P1 001
ELECTRICAL SYSTEM OCT 09
AA
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
R DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
LAND ASAP, flight under IMC must be limited to 30 minutes
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
R Note : If after a restart, a DC GEN becomes operative, set the BAT SW to ON.
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
DESCENT TOWARDS FL 100 / MEA . . . . . . . . . . . . . . . . . . . . . . . INITIATE
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDE
R
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
MAIN BATTERY CHARGE (on LH maintenance panel) . . . . . . . . . . . . CHECK
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R F When nP < 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
J If STBY BUS UNDV light illuminates
STBY BUS . . . . . . . . . . . . . . . For approach, OVRD only when necessary
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED to open position allows to recover green
hydraulic system.
CAUTION : In case of go around, gear retraction is not available.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL

P1 160
DUAL DC GEN LOSS

PROCEDURE
DUAL DC GEN LOSS
R DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
LAND ASAP, flight under IMC must be limited to 30 minutes
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
4
R Note : If after a restart, a DC GEN becomes operative, set the BAT SW to ON.
CAPT EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
69
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
DESCENT TOWARDS FL 100 / MEA . . . . . . . . . . . . . . . . . . . . . . . INITIATE
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDE
R
.1
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
D

MAIN BATTERY CHARGE (on LH maintenance panel) . . . . . . . . . . . . CHECK
BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
O
R F When nP < 1 PSI

OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
J If STBY BUS UNDV light illuminates
M
STBY BUS . . . . . . . . . . . . . . . For approach, OVRD only when necessary

F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : Selecting HYD X FEED to open position allows to recover green
hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
Mod : 1694

P2 010
ELECTRICAL SYSTEM APR 08
AA
DUAL DC GEN LOSS (CONT’D)

COMMENTS
- BAT SW is selected OVRD in order to by-- pass all the undervoltage protections and to
ensure a correct supply of the EMER, ESS and STBY busses by the batteries.
- ATC communications must be performed with VHF 1 due to the loss of VHF 2.
- Large quick power changes at altitude may generate engine surges as both bleed
valves are closed.
- Do not select avionics ventilation exhaust mode OVBD in order to limit air leaks: bleed
valves being closed, no more air is supplied into the cabin.
- Only warnings (level 3 - red) are processed by CCAS.
- Both stick pusher and/or stick shaker are lost without FAULT alarm.
- PA must be used for pax instructions because cabin signs are not supplied in
emergency.
Mod : 0615

P1 001
MISCELLANEOUS APR 08
AA
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD
R GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
R
R OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- Oxygen may be used with N/100 % rocker in N position if air in the cabin is not
contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight
controls with care and reduce speed as appropriate. Landing gear may be extended in
order to increase rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the
event ATC cannot be contacted, select code A77 or transmit the distress message on
one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is
- CL are selected MAX RPM to increase drag and consequently to increase the rate of
descent.

P2 001
MISCELLANEOUS OCT 09
AA
DITCHING
PROCEDURE
DITCHING
F Preparation (time permitting)

ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R 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
F Approach
J If nP≠0
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
R FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30_
R Note : If A/C is clear of ice, flaps can be extended to 45_ (if available)
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
F 30 secondes before impact or 1250 ft above sea level
DITCH PB (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
F Before ditching (200 ft)
MINIMIZE IMPACT SLOPE
OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night ditching, shutting down both engines may be performed, at
captain discretion, immediately after the impact (to avoid loss of landing lights
during flare out).
F After ditching
Note : After ditching, one aft door will be under the water line.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

P3 001
AA
DITCHING (CONT’D)
COMMENTS
event of no ATC contact select ATC code A77 or transmit the distress message on one
of the following frequencies (VHF) 121.5 MHz or (HF) 8364 kHz. Only VHF1 is
- Notify the cabin crew of the nature of emergency encountered and intentions. Specify
the available time.
- The direction of ditching is mainly dependent on wind and state of the sea and these
factors may be assessed as follows:
1) Wind direction
By observing the waves which move and break down wind; spray from wave tops
is also reliable indication.
2) Wind speed
The following conditions can be used as a guide to wind speed:
Few white crests 8 - 17 kt
Many white crests 17 - 26 kt
Streaks of foam along water 23 - 35 kt
Spray from waves 35 - 43 kt
3) State of sea
This is better assessed from a height of 500 to 1000 ft, particularly the direction of
the swell which may not be obvious when seen from a lower altitude.
- When there is no swell, align into the wind. In the presence of swell and provided that
drift does not exceed 10 degrees, land parallel to the swell and as nearly into the wind
as possible. If drift exceeds 10 degrees land into the wind. The presence of drift on
landing is not dangerous but every effort should be made to minimize roll.
- For evacuation, open only the doors which are not under the water line.
Only for aircraft fitted with DITCH pushbutton:

- The cabin must be depressurized prior to ditching to prevent cabin inflation and allow
safe door opening. This is affected by the DUMP function, which requires air jet pump
from the bleed(s). The BLEED valves are therfore left on the permit completion of
dump, following which the PACKS are selected OFF to prevent further air inflow.
Selecting BLEEDS OFF will cause the outflow valves to close but the existing ∆P will
be maintained and the DUMP function will not be available. The OVBD valve is later
selected closed, and the DITCH PB used to close the outflow valveswhen the ∆P is
sufficiently low, so preventing water ingress after ditching.
- DITCH PB must be activated at least 30 seconds before impact.

P4 001
AA
AIRCRAFT ATTITUDE IN CASE OF DITCHING
Note : This illustration is given as an example. It is not necessary the LH wing which is down.

P5 001
AA
FORCED LANDING
PROCEDURE
FORCED LANDING
F Preparation (time permitting)

ATC (VHF1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R 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
F Approach
R FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30_
R Note : If A/C is clear of ice, flaps can be extended to 45_ (if available)
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
F Before impact (200 ft)
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : in case of night forced landing, shutting down both engines may be
performed, at captain discretinh, immediately after the impact (to avoid loss
of landing lights during flare out).
F After impact, when A/C stopped
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
R F Before leaving aircraft
R BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

P6 001
AA
FORCED LANDING (CONT’D)
COMMENTS
event of no ATC contact select ATC code A77 or transmit the distress message on one
of the following frequencies (VHF) 121.5 MHz or (HF) 8364 kHz. Only VHF1 is
- Notify the cabin crew of the nature of emergency encountered and intentions. Specify
the available time. If the nature of emergency permits, allow cabin crew to make PA
announcements that will minimize apprehension.
- On battery, only PA is available to communicate with cabin crew.

P7 001
AA
PROCEDURE
AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE

R 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
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.

P8 001
AA
BOMB ON BOARD
PROCEDURE
BOMB ON BOARD
R AUTO PRESS - LANDING ELEVATION . . . . . . . . . . . . . . . . . . CABINE ALTITUDE
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE
AVOID LOAD FACTORS
HANDLE BOMB CAREFULLY - AVOID SHOCKS
F When Z aircraft = Z cabin
APPROACH CONFIG (FLAPS 15 GEAR DOWN) . . . . . . . . . . . . . . . SELECTED
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO
THE DOOR HANDLE.
SURROUND IT WITH DAMPING MATERIAL
CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . . MOVE FORWARD
PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION
LAND ASAP

P9 001
SEVERE ICING
MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . INCREASE RED BUG by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
J If an unusual roll response or uncommanded roll control movement is

observed :
Push firmly on the control wheel
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
J If the flaps are extended, do not retract them until the airframe is clear
of ice.
J If the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP/GPWS OVRD
STEEP SLOPE APPROACH (²4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15
with “REDUCED FLAPS APP/LDG icing speeds” + 5 kt
LDG DIST FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.22
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)

P 10 001
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 :
. by climbing 2000 or 3000 ft, or

. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.

P 11 001
MISCELLANEOUS JUN 10
RECOVERY AFTER STALL OR

R UNCOMMANDED ROLL CONTROL
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY

H If flaps 0_
_ configuration
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If flaps are extended
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
CL / PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% / MCT
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Note: this procedure is applicable whatever the LDG GEAR position is (DOWN or UP)

PROCEDURES FOLLOWING FAILURE 2.05.00
P1 001
CONTENTS OCT 09
AA
2.05.00 CONTENTS
2.05.02 POWER PLANT

SINGLE ENG OPERATION
START FAULT
X START FAIL
ABNORMAL PARAMETERS DURING START
EXCESSIVE ITT DURING START
NO ITT DURING START
NO NH DURING START
NAC OVHT
ABNORMAL ENG PARAMETERS IN FLIGHT
FIRE LOOP FAULT
ABNORMAL PROP BRK
ENG RESTART IN FLT
ENG STALL
R ONE ECU FAULT
R BOTH ECU FAULT
ENGINE FLAME OUT
IDLE GATE FAIL
SYNPHR FAIL
LO PITCH IN FLIGHT
ENG OVER LIMIT
PROP OVER LIMIT
ENG OIL TEMP BELOW 45_C
ENG OIL TEMP HIGH
ENG OIL LO PR
2.05.03 FUEL
FUEL ABNORMAL TEMP
FUEL CLOG
FEED LO PR
FUEL LO LVL
FUEL LEAK

P2 001
CONTENTS OCT 09
AA

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
R
BAT DISCHARGE IN FLIGHT (If applicable)
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS
2.05.05 HYDRAULIC
HYD LO LVL
BOTH MAIN HYD PUMPS LOSS
BOTH HYD SYS LOSS
HYD LO PR / HYD OVHT
2.05.06 FLIGHT CONTROLS
FLAPS UNLK
FLAPS JAM / UNCPL
REDUCED FLAPS LANDING
STICK PUSHER / SHAKER FAULT
PITCH TRIM FAIL / ASYM (LOCAL LIGHT depending on version)
PITCH TRIM INOPERATIVE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL
PITCH DISCONNECT
ELEVATOR JAM
AILERON JAM / SPOILER JAM
RUDDER JAM
2.05.07 LANDING GEAR

LDG GEAR GRAVITY EXTENSION
LANDING WITH ABNORMAL LDG GEAR
LDG GEAR UNSAFE INDICATION
LDG GEAR RETRACTION IMPOSSIBLE
ANTI-- SKID FAULT
BRK TEMP HOT

P3 001
CONTENTS OCT 08
2.05.08 AIR
BLEED VALVE FAULT
BLEED OVHT
BLEED LEAK
X VALVE OPEN
PACK VALVE FAULT
BOTH PACK VALVES FAULT
RECIRC FAN FAULT
DUCT OVHT
EXCESS CAB ALT
AUTO PRESS FAULT
AVIONICS VENT EXHAUST MODE FAULT
OVBD VALVE FAULT
R 2.05.09 DE/ANTI ICE

AFR AIR BLEED FAULT
DE-- ICING AIR FRAME FAULT
DE-- ICING MODE SEL FAULT (if applicable)
ICE DETECT FAULT
R DE-- /ANTI-- ICING ENG FAULT
ANTI-- ICING PROP FAULT
ANTI-- ICING HORNS FAULT
SIDE WINDOW / WINDSHIELD HTG FAULT
PROBES HTG FAULT
2.05.10 AUTOPILOT
AILERON MISTRIM (ADU MESSAGE)
or EXCESSIVE LATERAL TRIM REQUIRED
or ABNORMAL FLIGHT CHARACTERISTICS
PITCH MISTRIM (ADU MESSAGE)
DADC DATA INVALID (ADU message)
R 2.05.11 AIRCRAFT PERFORMANCE MONITORING

Refer to 2.02.21

P4 001
CONTENTS OCT 08
2.05.12 AVIONICS
AUDIO SEL FAULT
AHRS A/ERECT FAIL
EFIS COMP
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
AFT COMPT / LAV DET FANS FAULT
R DOORS UNLK IN FLIGHT
COCKPIT WINDOW CRACKED
OXYGEN LO PR
2.05.14 MFC
NOT APPLICABLE

P1 001
INTRODUCTION APR 08
AA
GENERAL
The procedures following failures represent the actions applicable after a failure to ensure
adequate dafety and to ease the further conduct of the flight. They are applied according
to the “Read and Do” principle except for the memory items.
PRESENTATION
The procedures are presented in the basic check list format with an adjacent expanded
section which provides:
- indication of the particular failure, alert condition
- explanation for actions where the reason is not self evident
- additional background information
The abbreviations used are identical with the nomenclature on the cockpit panels. All
actions are printed in CAPITAL letters.
R Q : a preceding black square is used to identify a pre-- condition (in bold) for given
action(s).
R O : a preceding black dot is used to indicate the moment (in bold) when given action(s)
have to be applied.
TASK SHARING
For all procedures, the general task sharing stated below is applicable.
The pilot flying remains pilot flying throughout the procedure.
PF, Pilot Flying, responsible for:
- PL
- flight path and airspeed control
- aircraft configuration
- navigation
PNF, Pilot Non Flying, responsible for:
- check list reading
- execution of required actions
- actions on overhead panel
- CL
- communications
The AFCS is always coupled to the PF side (CPL selection).

P2 075
INTRODUCTION JUN 10
AA
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:
WARNING
- ENG 1 FIRE
- ENG 2 FIRE
R - ENG OIL 1
R - ENG OIL 2
- CONFIG
- FLAPS UNLK
- LDG GEAR NOT DN
- EXCESS ALT
- PITCH DISCONNECT
- PROP BRK (if applicable)
CAUTION
- EFIS COMP
ADVISORY
- PRKG BRK
- GPWS
- CCAS
- MAINT PANEL
Mod : 0753

P1 001
POWER PLANT JUN 10
AA
PROCEDURE
LAND ASAP
CL operating side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
● When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
● For approach
MAX APPROACH SLOPE for Steep Slope Approach 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA
Note: Refer to QRH page (4.64) to determine 1.1VMCA.
■ If landing is performed FLAPS 45 (emergency or if permitted)
FLAPS 30 . . . . . . . . . . . . . . . . . . . . . MAINTAIN UNTIL COMMITTED TO LAND
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.

P1 001
POWER PLANT OCT 09
AA
PROCEDURE

LAND ASAP
CL operating side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
R PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO if necessary then MCT
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
OIL PRESSURE ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
● When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
● For approach
MAX APPROACH SLOPE for Steep Slope Approach 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1VMCA
Note: Refer to QRH page (4.64) to determine 1.1VMCA.
■ If landing is performed FLAPS 45 (emergency or if permitted)
FLAPS 30 . . . . . . . . . . . . . . . . . . . . . MAINTAIN UNTIL COMMITTED TO LAND
Note: At touch down, do not reduce below FI before nose wheel is on the ground.
COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.
- For approach and landing, comply with Procedures and Techniques, Flight Patterns
sub-- section 2.02.10.

P2 001
POWER PLANT APR 08
AA
START FAULT
ALERT
Start sequence incident - MC light flashing amber SC
- ENG amber light on CAP
- associated START FAULT
- amber light on overhead panel
START FAULT
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
Q If above 45 % NH
START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED
X START FAIL
ALERT
On ground, during second - MC light flashing amber SC
engine start, operative DC - ELEC amber light on CAP
GEN does not come on line to - X START FAIL amber light on
supply the START BUS - overhead panel
between 10 % and 45 % NH
PROCEDURE
X START FAIL
CONTINUE NORMAL ENGINE START
INFORM MAINTENANCE

P3 001
POWER PLANT APR 08
AA
PROCEDURE

Q If ITT tends to exceed 900_C, or no ITT, or no NH
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
Then refer to the relevant procedure:
Q EXCESSIVE ITT DURING START procedure (2.05.02 page 3)
Q NO ITT DURING START procedure (2.05.02 page 4)
Q NO NH DURING START procedure (2.05.02 page 4)

ALERT
A hot start may be recognized by :
- Rapid ITT increase,
- NH slow increase,
- Exhaust flames may be reported by ground crew.
The maximum authorized temperature during engine start is 950_C
(refer to 2.01.04 page 2 for detailed limitation).
PROCEDURE

O When NH below 30 %
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
O After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
CAUTION: If ITT exceeds 950_C, maintenance action is due.
Note: BLEED VALVE may be selected OFF in order to reduce ITT.

P4 001
POWER PLANT OCT 08
AA
NO ITT DURING START
PROCEDURE
NO ITT DURING START

● After 30 seconds, to allow fuel draining
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
● After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
NO NH DURING START
PROCEDURE
NO NH DURING START
Note : On BAT only, OIL PRESS IND is not available.
R ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . START A or START B
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
● After 10 seconds
■ If OIL pressure increases
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Continue START procedure, being informed NH indicator is inoperative.
■ If OIL pressure does not increase
R ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
R Suspect starter motor failure. Maintenance action is due.

P5 001
POWER PLANT JUN 10
AA
NAC OVHT
ALERT
Nacelle temperature exceeds - MW flashing red CRC
170°C (338°F) when aircraft is - NAC OVHT red light on CAP
on ground
PROCEDURE
NAC OVHT
■ If during hotel mode operation (when applicable)
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
■ If during taxi
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER
■ If unsuccessful within 30 seconds
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
COMMENTS
- In case of tailwind component greater than 10 kt and just after engine start, propeller
must be unfeathered rapidly to take advantage of the wind created by propeller
rotation and consequently to avoid exhaust gas return flow in the nacelle.
- When taxiing with tail wind component, use of reverse requires special care as air flow
created by propeller reversing combined with tail wind will induce an exhaust gas
return flow which may damage the nacelle. It is consequently recommended not leave
PL in reverse position for any period of time exceeding 10 seconds.
- NAC OVHT alert is inhibited when both wow systems detect aircraft airborne.

P6 001
POWER PLANT JUN 10
AA

PROCEDURE

R J If Intermittent fluctuations or unrealistic steady indication
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When adequate flight situation
ECU affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If fluctuations stop or indication are realistic
ONE ECU FAULT procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- SCU provides TQ indication to the cockpit intruments. (needle).
- Untimely TQ indication drop under 21 % TQ will induce an ATPCS sequence if ATPCS
is 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.
- With no reliable TQ indication, engine power monitoring is assured on the affected
engine through NH / NP indications.
- Refer to 2.02.11 page 2.
FIRE LOOP FAULT

PROCEDURE
FIRE LOOP FAULT
LOOP AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

P7 001
POWER PLANT OCT 08
AA
ABNORMAL PROP BRK (If applicable)
ALERT
Propeller brake not locked in - UNLK red light on overhead panel CRC
full locked or in full released - MW + PROP BRK red light on CAP
position - or-- - or-- with action on PROP BRK SW :
Propeller brake engaged and - UNLK red light on overhead panel then
GUST LOCK released after 30 seconds
(depending on models) - MW + PROP BRK red light on CAP
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
R CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX RPM
F When READY light illuminates
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If GUST LOCK OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F According to operational situation
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED
J If in flight
CONTINUE NORMAL OPERATION
ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO

P8 001
POWER PLANT JUN 10
AA
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 MCT-
position before engine restart in order to cancel propeller feathering.
R ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . START / START A & B
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F At 10 % NH
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESELECT IF FAULT PERSIST
CL THEN PL . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
COMMENTS
- Engine relighting in flight is only guaranteed within the envelope and always
necessitate starter assistance.
- The power may be restored immediately after relighting provided OIL TEMP > 0°C.
- Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition
OFF and allow engine to be ventilated for 30 seconds minimum prior to making
another attempt.

P9 001
POWER PLANT OCT 09
AA
ENG STALL
ALERT
An engine stall may be recognized by :
- varying degrees of abnormal engine noise (rumbling bangs)
- fluctuating engine parameters
- abnormal PL response
- rapid ITT increase
PROCEDURE
ENG STALL
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT
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
R COMMENTS
R Engine icing may be a reason for engine stall. It is why engine anti icing is recommended.

P 10 001
POWER PLANT JUN 10
AA
ONE ECU FAULT
ALERT
ECU failure - MC light flashing amber SC
- associated ECU FAULT amber light on cen-
tral panel
PROCEDURE
ONE ECU FAULT

ECU affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL affected side . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD BELOW 60_
ECU affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If successfull
PL affected side . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
J If unsuccessfull
ECU affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL affected side . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
J In case of flame out
ENG RESTART IN FLIGHT procedure (2.05.02 page 9) . . . . . . . . . . . . . APPLY
J If unsuccessful
ENG affected side C/B ECU / PWR SPLY (2 C/Bs) . . . . . . . . . . . . . . . PULL
R
ENG RESTART IN FLIGHT procedure (2.05.02 page 9) . . . . . . . . . . APPLY
F For approach
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . PROHIBITED
F After landing
TAXI AND STATIC OPERATIONS
WITH THE AFFECTED ENGINE FEATHERED
R Note: ACW BTC must be check closed in order to avoid the loss
R of ACW bus on ground
COMMENTS
Refer to 2.05.02 page 12.

P 11 001
POWER PLANT JUN 10
AA
BOTH ECU FAULT
ALERT
Both ECU failure - MC light flashing amber SC
- ECU FAULT amber light(s) on central panel
PROCEDURE
BOTH ECU FAULT
ECU 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD BELOW 60_
ECU 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If ECU 1 + 2 recovered
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
J If only one ECU recovered
ONE ECU FAULT procedure (2.05.02 page 10) . . . . . . . . . . . . . . . . . APPLY
J If no ECU recovered
ECU 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RESTORE POWER
J In case of flame out
ENG RESTART IN FLIGHT procedure (2.05.02 page 9) . . . . . . . . . . . . . APPLY
J If unsuccessful
ENG affected side C/B ECU / PWR SPLY (2 C/Bs) . . . . . . . . . . . . . . . PULL
R
F For approach
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . PROHIBITED
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.4
F After landing
BRK HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
CAUTION: Braking will be performed by first depressing the pedals to use
the remaining green hydraulic pressure.
Reverse power is reduced.
Both main HYD pumps will be lost at low speed.
TAXI ON BOTH ENGINES
Note: Minimize time spent in this condition to minimum (NP restricted band).
COMMENTS

P 12 001
POWER PLANT OCT 09
AA
ONE ECU FAULT / BOTH ECU FAULT (CONT’D)
COMMENTS in common for both procedures
- Affected engine(s) C/Bs ECU / PWR SPLY is (are) pulled to make sure enrichment function is
active.
R - ECU selection is accompanied by a power increase which may reach 50%. Throttle reduction
R prior to ECU selection is required to avoid overpowering the engine.
ONE ECU FAULT (CONT’D)
COMMENTS specific for ONE ECU FAULT
- The loss of one ECU means, at a constant PL position, a significant loss of power which
may reach 50%.
- Reverse will be dissymetrical.
- Feathering the engine with the failed ECU for taxi and static operations will avoid
prolonged time in NP restricted band (propeller limitation).
- If taxi is supposed to be performed with significant tail wind component, affected
engine will be cut off after landing in order to avoid that exhaust gas return flow
damages the nacelle.
BOTH ECU FAULT (CONT’D)
COMMENTS specific for BOTH ECU FAULT
- During reduction at touch down, both ACW GEN may be lost and therefore both main
HYD pumps.
- No anti-- skid is available.
- Very little reverse power is available.
- Taxi both ECU OFF with significant tail wind component may danage the nacelles.

P 13 001
POWER PLANT JUN 10
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 ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . CONT RELIGHT

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

P 14 001
POWER PLANT APR 08
AA
IDLE GATE FAIL
ALERT
Automatic idle gate system - MC light flashing red SC
failure - IDLE GATE amber light on
CAP
- IDLE GATE FAIL amber light
on pedestal
PROCEDURE
IDLE GATE FAIL

F In flight
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
COMMENTS
- In flight, pushing idle gate lever sets the stop at FI.
- On ground, pulling the lever removes the stop and allows reduction below FI (GI and
reverse).
- One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel)
system. Other systems may be affected. Report to maintenance.

P 15 001
POWER PLANT APR 08
AA
SYNPHR FAIL
ALERT
Synchrophaser failure may be recognised by an noticeable beat due to RPM and/or phase
difference between the propellers.
PROCEDURE
SYNPHR FAIL
SYNPHR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
NP 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALIGN
COMMENTS
- Syncrophaser is operative as long as NP is over 70%.
- It is inhibited when PWR MGT is in TO.

P 16 001
POWER PLANT APR 08
AA

P 17 001
POWER PLANT APR 08
AA

P 18 001
POWER PLANT APR 08
AA
LO PITCH IN FLIGHT
ALERT
Low pitch detection in flight - MC light flashing amber SC
- Associated LO PITCH amber
light on central panel
PROCEDURE
LO PITCH IN FLIGHT
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.

P 19 001
POWER PLANT OCT 09
AA
ENG OVER LIMIT
ALERT
ITT above limit in flight or on - MC light flashing amber SC
ground except at start - ENG amber light on CAP
- associated ITT caution light
on engine panel
PROCEDURE
ENG OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
R Note: BLEED VALVE may be selected OFF in order to reduce ITT
J If TQ, NH, and/or ITT still over limit and if conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If TQ, NH, and/or ITT still in amber sector
Engine operation may be continued until next landing
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.

P 20 001
POWER PLANT JUN 10
AA
PROP OVER LIMIT
PROCEDURE
PROP OVER LIMIT

PL and CL affected side . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
R Note: If conditions do not permit engine shut down, 110% is allowed to complete the
R flight. An engine removal has to be done for maintenance action on arrival.
J If NP decreases below 101%
CONTINUE NORMAL FLIGHT
J If NP remains above 101% and conditions permit
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 110% is allowed to
complete a flight.

P 21 001
POWER PLANT APR 08
AA
PROCEDURE

J If icing conditions are expected or present
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE
ENG OIL TEMP HIGH

PROCEDURE
ENG OIL TEMP HIGH

J OIL TEMP between 115_C and 125_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 115_C and 125_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 125_C
COMMENTS
- Normal steady oil temperature is in the range 71/99_C.
- Increased power setting may reduce the OIL TEMP due to the increase of fuel flow
across the fuel/oil heat exchanger.
- If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be
suspected, if no other engine malfunction is noted. In this case reducing power may
limit temperature excursion.
- In hotel mode oil temperature may increase up to 120_C without time limitation.
Temperature between 120_C and 125_C is limited to 20 minutes.

P 22 001
POWER PLANT OCT 09
AA
ENG OIL LO PR
ALERT
Oil pressure drops below 40 - MW light flashing red CRC
PSI - ENG OIL red light on CAP
- OIL warning light on engine panel
PROCEDURE
ENG OIL LO PR
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If both OIL LO PR alert on CAP and local alert are activated
J If local alert only is activated
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
Once engine is shut off
R J If CONT RELIGHT is required by current flight conditions
maintain it ON as long as necessary and keep the affected engine shut off. Apply
SINGLE ENG OPERATION procedure (2.05.02 page 1)
F When CONT RELIGHT is not required by flight conditions
CONT RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
J If CCAS is activated after 30 seconds (normal warning delay)
ENG RESTART IN FLIGHT procedure (2.05.02 page 8) . . . . . . . . APPLY
J If not
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%
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIMIT NOT TO EXCEED NP 101%
APPROACH SPEED . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
COMMENTS

P 23 001
POWER PLANT APR 08
AA
ENG OIL LO PR (CONT’D)
COMMENTS
- Engine oil low pressure is identified thanks to two low pressure detectors :
. the first one is connected to the CCAS (MW+CRC+ENG OIL red light on CAP)
. the second one is connected to the local alert (analogic oil low pressure indication +
associated red light)
- If the CONT RELIGHT (if installed) is ON when the CL is moved from FUEL SO to FTR,
the combination of a fuel flow and active igniters may lead to an unintentional relight or
to an overtemperature (ITT) condition.
- If CCAS only is activated, alert must be disregarded, oil press local alert indication
must be constantly monitored during flight.
- If local alert only is activated and provided ENG OIL low pressure alert on CCAS is
checked operative, twin engine operation should be resumed.
- NP > 10% after a shut off procedure may indicate an incomplete feathering. In this case,
the approach speed is increased to compensate the extra drag of the incompletely
feathered propeller and IAS is limited in order not to exceed the maximum allowed NP.

P1 001
FUEL APR 08
AA
FUEL ABNORMAL TEMP
PROCEDURE
FUEL ABNORMAL TEMP

J If too high (>50_C)
Note : AVOID rapid throttle movement.
OIL TEMP AND OTHER ENGINES PARAMETERS . . . . . . . . . . . . . MONITOR
J If too low (<0_C)
Note : Use anti-- icing additive for next refueling if repair can’t be done
COMMENTS
- Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow may reduce fuel
temperature.
- Rapide throttle movement with high temperature fuel may cause surge or flame out.
- In case of too low temperature, anti icing additive is needed to prevent ice formation in
the fuel supply system. Record it in the maintenance book.
FUEL CLOG
ALERT
Clogging of the filter asso- - MC light flashing amber SC
ciated with HP pump - ENG amber light on CAP
- FUEL CLOG amber light(s) on
main panel
PROCEDURE
FUEL CLOG
J If both lights are illuminated
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If abnormal engines parameters
LAND ASAP
Note : fuel contamination may be suspected.
J If only one light is illuminated
ENGINE PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- If only one light illuminates, the crew may continue the flight or series of flight monitoring
associated engine parameters. Maintenance will perform action on the filter at the
maintenance base.
- If both lights are illuminated, the maintenance action has to be performed at the next stop.

P2 001
FUEL APR 08
AA
FEED LO PR
ALERT
Engine feed low pressure - MC light flashing amber SC
- FUEL amber light on CAP
- FEED LO PR amber light on
overhead panel.
PROCEDURE
FEED LO PR
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
ENGINE affected side . . . . . . . . . . . . . . MONITOR FOR POSSIBLE RUNDOWN
J If engine runs down or if fuel quantity decreases significantly
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
CAUTION : Do not open X FEED valve.
COMMENTS
- The illumination of FEED LO PR light associated with PUMP RUN light identifies a
LEAK in the fuel line which may lead to engine rundown.
- If engine runs down or if fuel quantity decreases significantly, affected line must be
isolated by selecting the pump OFF and by closing the fuel shut-- off valve.
- If PUMP RUN does not illuminate, pump system may be defective and a X FEED
attempt may be performed in order to restore engine supply. Max fuel unbalance has to
be considered.

P3 001
FUEL APR 08
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL amber light on CAP
- LO LVL amber light on FUEL QTY
indicator
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If both LO LVL lights ON
LAND ASAP
J If LO LVL light on one side only
FUEL LEAK procedure (2.05.03 page 4) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- Each LO LVL alert will be triggered when the fuel remaining indicated on FQI is less
than 160 kg / 352 lb.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.

P4 001
FUEL APR 08
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY
J If excessive fuel flow was identified before engine shutdown
FUEL X FEED valve can be opened
J In all other cases, X FEED valve MUST REMAIN CLOSED
J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : the X feed must remain closed to prevent the leak affecting both sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY

P1 001
DC BUS 1 OFF
ALERT
R DC BUS 1 not - DC GEN 1 FAULT, DC BUS (1) OFF, INV 1 FAULT NIL
supplied (short and DC SVCE/UTLY BUS SHED amber lights on
circuit overhead panel
protection)
PROCEDURE
DC BUS 1 OFF
DC GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DC SVCE/UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
AFFECTED EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R DC BUS 1 LOST EQUIPMENT LIST

(*) = Items lost if TRU not installed Ice and Rain protection :
Instruments, Nav and Comm : CM1 & STBY Static ports anti-- icing
Weather Radar, Radio Altimeter, (E)GPWS/TAWS, CM1 Side windows anti-- icing
TCAS, CM1 EHSI, DME#1 CM1 Windshield HTG Ind
(*) ADC#1, ALT ALERT#1 (*) CM1 Wiper
(*) ADF#1, HF#1, CM2 RMI Engine :
CCAS : FF/FU #1, FUEL TEMP #1, FUEL CLOG #1,
MC light, CAP caution light OIL PRESS, TEMP #1
Except CCAS, GPWS, MAINT PNL, PRK BRK AUTO IDLE GATE
Air : Lights :
AUTO PRESS CM1 Dome, Chartholder, Reading Lights
(*) BLEED 1 & BLEED 1 FAULT, OVHT, LEAK Ind 1+2 CM2 Flood panels
(*) PACK 1 & PACK 1 Ind Storm Lights, ANNUNCIATOR LT TEST
Autopilot : NAV, BEACON, TAXI/TO Lights,
AFCS Computer (*) LH LDG Lights
Flight controls : PAX reading light
Stick Pusher, CM1&CM2 Stick shaker Misc: Toilet flushing (if supplied by DC)
For more information on BUS EQUIPMENT LISTS see 1.06.80

COMMENTS
- CM1 completely loses his panel, except the EADI.
- CAC digital part is no more supplied. Only warnings (level 3, red) are processed.
- DC SVCE/UTLY BUS pushbutton may be maintained ON with SHED illuminated in order to
keep DC UTLY BUS 2 on line.
- Stick pusher is lost without FAULT alarm.

P2 001
ELECTRICAL SYSTEM JUN 10
AA
DC BUS 2 OFF
ALERT
DC BUS 2 not - MC light flashing amber SC
supplied (short - ELEC amber light on CAP
circuit protection) - DC GEN 2 FAULT, DC BUS (2) OFF, INV 2
FAULT and DC SVCE/UTLY BUS SHED
amber lights on overhead panel
PROCEDURE
DC BUS 2 OFF
DC GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
VHF 1 / ATC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
DC BUS 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
CAUTION : in case of go around, gear retraction is not available, except if there is a
R LDG GEAR RET OVRD Pushbutton installed. In this case the PB must
R be depressed to retract gears.
F After touch down
DC BUS 2 LOST EQUIPMENT LIST
(*) = Items lost if TRU not installed Ice and Rain protection :
Instruments, Nav and Comm : CM2 Static ports anti-- icing
CM2 EADI/EHSI, SGU#2, VOR/ILS/DME#2, CM2 Side windows anti-- icing
ADF#2 , CM1 RMI, VHF#2 HF#2, ATC#2 CM2 Windshield HTG IND and Probes IND
ADC #2 , ALT ALERT# 2, CM2 Clock, TCAS, CM2 Wiper
GPS/GNSS, GPWS Fault IND Engine :
Air: FF/FU #2, FUEL TEMP #2, FUEL CLOG #2,
Landing Elevation IND OIL PRESS, TEMP #2
(*) BLEED 2 & BLEED FAULT#2, OVHT IND#2 IDLE GATE FAIL IND
(*) PACK & PACK VALVE IND#2 Lights :
Autopilot: ADU CM2 Chartholder, Reading Lights
Hydraulic: Integrated Normal INST & PANELS lights
Green pump, DC AUX HYD PUMP CTL & IND (in RH LDG Light, Wing Lights, Passenger Signs
automatic) Door:
Landing Gear: Secondary IND Doors UNLK lights, Cockpit door locking system
Flight controls : STBY PITCH TRIM CTL CCAS: GPWS FAULT on CAP
COMMENTS
- CM1 is pilot flying due to complete loss of CM2 panel.
- HYD X FEED must be opened due to loss of GREEN HYD PUMP control.

P3 001
ELECTRICAL SYSTEM JUN 10
AA
ALERT
AC BUS not - MC light flashing amber SC
circuit protection) - associated INV FAULT and BUS OFF
PROCEDURE

Note : Wait for 10 seconds in order to confirm the failure.
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL THEN ON
J If unsuccessful
J If AC BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
AC BUS 1 or 2 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AC BUS 1 LOST EQUIPMENT LIST

(*) = Items lost if TRU not installed
115V AC BUS1: 26V AC BUS1:
R Weather Radar, GPWS TRIMS IND
BLEED LEAK detector (*) CM1 ASI/VSI/ALTI,
(*) TAS/TEMP IND
(*) ALT REF for ADC1 & FDAU
AC BUS 2 LOST EQUIPMENT LIST

115V AC BUS2: 26V AC BUS2:
CM2 ASI/VSI/ALTI
HDG RMI#1, Bearing VOR#2 and
ADF#2 to RMI/SGU 1/2
Course#2 and HDG#2 select
COMMENTS
R - The DC BTC pushbutton controls also the BTR (Bus Tie Relay). The reset of this
pushbutton may help to recover the affected AC BUS.
- In case of inverter failure, the AC BUS OFF light illuminates during 10 seconds through
the BTR temporizing, then extinguishes. The AC BUS is then available. An AC BUS
failure is effective as soon as the light stays on after 10 seconds.
- In case of AC BUS 2 failure, CM1 is pilot flying due to loss of ASI, VSI and altimeter on
CM2 panel.

P4 001
AA
ALERT
ACW BUS not - MC light flashing amber SC
circuit protection) - associated ACW GEN FAULT and ACW
BUS OFF amber lights on overhead panel
PROCEDURE

LEAVE AND AVOID ICING CONDITIONS
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
J If ACW BUS 1 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM2
CM1 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If ACW BUS 2 OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CM1
CM2 AIRSPEED INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ACW BUS 1 or 2 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If any IAS discrepancy occurs
DADC DATA INVALID (ADU message) procedure (2.05.10 page 2) . . . . . APPLY
F After touch down
R
ACW BUS 1 LOST EQUIPMENT LIST
Refer to page 4A

Refer to page 4A

P 4A 001
ACW BUS 1 OFF / ACW BUS 2 OFF (CONT’D)
PROCEDURE (CONT’D)
Hydraulic: Ice and Rain Protection:
BLUE PUMP PWR CM1 PITOT/ALPHA/TAT and
Lights: WINDSHIELD HTG
Integrated Normal INST& PANELS Lights ANTI-- ICING HORNS (Rud&LH Elev)
LH LDG Light ANTI-- ICING PROP 1
LH and REAR STROBE Lights
Cabin:
TOILET SYS and LH PAX Reading Lights

Hydraulic: Ice and Rain Protection:
GREEN PUMP PWR CM2 PITOT/ALPHA/TAT and
TAXI/TO Lights ANTI-- ICING HORNS (AIL&RH Elev)
RH LDG Light ANTI-- ICING PROP 2
RH STROBE Light ICE DETECTOR
Cabin:
Galley
RH PAX Reading Lights
COMMENTS
- Monitor airspeed on non affected side due to loss of affected side pitot heating.

P5 001
AA
ACW TOTAL LOSS
ALERT
ACW total loss - MC light flashing amber SC
- ELEC amber light on CAP
- both ACW GEN FAULT and ACW BUS
OFF amber lights on overhead panel
PROCEDURE
ACW TOTAL LOSS
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR
CM1 and CM2 AIRSPEED INDICATORS . . . . . . . . . . . . . . . . . . MONITOR
ACW TOTAL LOSS LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . CHECK
MAIN HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG GEAR EXTENSION/RETRACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.4
F Before landing
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . . . . APPLY
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
ACW TOTAL LOSS LOST EQUIPMENT LIST

R Hydraulic: Ice and Rain Protection:
GREEN and BLUE PUMP PWR CM 1+2 PITOT/ALPHA/TAT and
Integrated Normal INST& PANELS Lights ANTI-- ICING HORNS
TAXI/TO, LDG, STROBE Lights ANTI-- ICING PROP 1+2
Cabin: ICE DETECTOR
TOILET SYS, Galley
PAX Reading Lights
COMMENTS

P6 001
AA
ACW TOTAL LOSS (CONT’D)
COMMENTS
- Monitor CM1 and CM2 airspeed indicators for erroneous indications due to loss of both
sides pitot heating. STBY instruments will be used as a reference.
- The HYD DC AUX PUMP allows flaps extension, maintains the nosewheel steering
and powers the emergency brake accumulator.
- If a go around has to be performed :
. landing gear will not retract
. flaps will retract with a lower speed than normal normal due to DC AUX PUMP size.
- Landing distance is multiplied by 1.4 due to loss of normal braking.

P7 001
DC ESS BUS OFF

PROCEDURE
DC ESS BUS OFF
R DC ESS BUS OFF LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . CHECK

J If Cockpit Securized Door installed
COCKPIT DOOR MANUAL BOLT(S) . . . . . . . . . . MOVE TO CLOSE POSITION
Note : Cockpit Doord Control Panel FAULT light is inoperative.
Note : When the door is locked with the manual bolt(s), the emergency access to
the cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
COMMENTS
- For DC ESS BUS OFF LOST EQUIPMENT LIST refer to 1.06.80 pages 9 and 10.

P8 001
AA
DC EMER BUS OFF
ALERT
DC EMER BUS no - MC light flashing amber SC
longer supplied - CAP alerts
- TQ indications loss
- VHF1 loss
- Both Bleeds and Packs loss
PROCEDURE
DC EMER BUS OFF

DESCEND TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL 100/MEA
STBY PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
R
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R DC EMER BUS OFF LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . CHECK
J If ice accretion builds up on airframe
ANTI-- / DE-- ICING ENG FAULT procedure (2.05.09 page 5) . . . . . . . . . . APPLY
ANTI-- ICING PROP FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . . APPLY
R ANTI-- ICING HORNS FAULT procedure (2.05.09 page 6) . . . . . . . . . . . . APPLY
R CM1 and STBY IAS COMPARE TO CM2
Note: Use CM2 instruments in case of disagreement.
F Before landing
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07 page 7) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- For DC EMER BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 7 and 8.
- ACW powered blue hydraulic pump is lost. HYD X FEED must be selected to open
position to pressurize blue hydraulic circuit.
- TQ indications are lost: PLs must be set in the notch and engines monitoring must be
performed with fuel flow indications.
- Normal pitch trim is lost use stand by pitch trim.

P9 001
AA
DC GEN FAULT
ALERT
One DC generation - MC light flashing amber SC
channel inoperative - ELEC amber light on CAP
- associated DC GEN FAULT amber light
on overhead panel
PROCEDURE
DC GEN FAULT
INV FAULT
ALERT
Under/Over voltage - MC light flashing amber SC
at INV output - ELEC amber light on CAP
- associated INV FAULT amber light on
overhead panel
PROCEDURE
INV FAULT
NO SPECIFIC ACTION IN FLIGHT
COMMENTS
- After 10 seconds following INV FAULT, the AC BTC is automatically closed causing
affected AC BUS and AC STBY BUS to be supplied from the remaining inverter.

P 10 001
AA
ACW GEN FAULT
ALERT
One ACW - MC light flashing amber SC
generation channel - ELEC amber light on CAP
inoperative - associated ACW GEN FAULT amber
light on overhead panel
PROCEDURE
ACW GEN FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA

ALERT
One DC UTLY BUS - MC light flashing amber SC
automatically shed - ELEC amber light on CAP
after a source - DC SVCE/UTLY BUS SHED amber light
overload on overhead panel
PROCEDURE

DC SVCE/UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
COMMENTS
- For DC SVCE/UTLY BUS SHED LOST EQUIPMENT LIST refer to 1.06.80 pages 12
R and 14.
- It is crew decision to select DC SVCE/UTLY BUS pushbutton OFF or not. In case this
pushbutton is selected OFF, it will :
. confirm automatic shedding of affected DC UTLY BUS
. shut off the non affected DC UTLY BUS and the DC SVCE BUS

P 11 001
AA
BAT CHG FAULT
ALERT
Incipient battery - MC light flashing amber SC
thermal runaway otr - ELEC amber light on CAP
change contactor - associated CHG FAULT amber light on
failure overhead panel
PROCEDURE
BAT CHG FAULT

CHG associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

P 12 001
AA
BAT DISCHARGE IN FLIGHT
NOT APPLICABLE

P 13 001
AA
STBY BUS AND BAT ONLY LOST EQUIPMENT LISTS
See QRH pages 2.18A and 2.18B.

P1 001
HYDRAULIC APR 08
AA
HYD LO LVL
ALERT
Tank compartment - MC light flashing amber SC
fluid quantity - HYD amber light on CAP
below 2,5 l (0,67 US - associated LO LVL amber light on
gal) overhead panel
PROCEDURE
HYD LO LVL
J If blue system affected
BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF (CONFIRMED)
REDUCED FLAPS LANDING procedure (2.05.06 page 3) . . . . . . . . . . . . APPLY
F After touch down
USE NORMAL BRAKE FOR STEERING
J If green system affected
GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.4
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
HYD SYS LOST EQUIPMENT LIST

BLUE GREEN
FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
PROP BRAKE (if installed) NORMAL BRAKE
EMER and PARKING BRAKE (on accu
only)
COMMENTS
- In case of LO LVL, X FEED remains closed and X FEED valve operation is automatically
inhibited.
- For emergency/parking brake, the brake accumulator allows at least six applications of
braking force at full braking pressure.
- If green system affected, landing distance is increased due to loss of normal braking. If
a go around has to be performed, landing gear will not retract.

P2 001
HYDRAULIC OCT 08
AA
PROCEDURE

MAIN BLUE AND GREEN PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
F Before landing
BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R BOTH MAIN HYD PUMPS LOSS LOST EQUIPMENT LIST

BLUE GREEN
(recovered when LDG GEAR lever is down)
PROP BRK (if applicable) NORMAL BRAKE
EMER AND PARKING BRK (on accu only)
COMMENTS
- Landing distance is increased due to loss of normal braking. If a go around has to be
performed, landing gear will not retract.

P3 001
HYDRAULIC OCT 08
AA
BOTH HYD SYS LOSS
PROCEDURE
BOTH HYD SYS LOSS

MAIN AND AUX PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Before approach
GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
APP SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VmHB 0 + WIND EFFECT
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VmLB 0 + WIND EFFECT
LDG DIST . . . . . . . . . . . . . . . . . . . . . MULTIPLY LDG DIST FLAPS 30 BY 1.8
. . . . . . . . . . . . . . . . . . . . . . . . . . . . or MULTIPLY LDG DIST FLAPS 45 BY 2.0
CAUTION : Tail strike may occur if pitch attitude exceeds 10_ during the flare
depending upon vertical speed at touch down.
F When reaching 10 ft
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . REDUCE PROGRESSIVELY
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BOTH HYD SYS LOSS LOST EQUIPMENT LIST

R BLUE GREEN
PROP BRK (if applicable) NORMAL BRAKE
EMER AND PARKING BRK (on accu only)
COMMENTS
- The landing distance is increased due to loss of flaps and of normal braking.
- If a go around has to be performed, landing gear will not retract.
- For use of Flaps 45 see AFM.

P4 001
HYDRAULIC APR 08
AA
ALERT
Pump delivery - MC light flashing amber SC
pressure below 1500 - HYD amber light on CAP
PSI (103.5 bar) - associated pump LO PR amber light on
overhead panel
Pump case drain - MC light flashing amber SC
line temperature - HYD amber light on CAP
above 121_C - associated OVHT amber light on overhead
(250_F) panel
PROCEDURE

PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Failed system users are supplied by the non affected pump when opening the cross
feed.
- In case of overheat, an attempt to restore the system may be performed after OVHT
alert has extinguished.

P1 001
FLIGHT CONTROL APR 08
AA
FLAPS UNLK
ALERT
Flaps untimely - MW light flashing red CRC
retraction of more - FLAPS UNLK red light on CAP
than 3_ when flaps
extended
PROCEDURE
FLAPS UNLK
J If before V1
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABORT
J If after V1
VR, V2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If alarm occurs during approach
GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
F When possible
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0

P2 001
AA
FLAPS JAM / UNCOUPLED
ALERT
No specific alert.
PROCEDURE
FLAPS JAM / UNCOUPLED

FLAPS CONTROL LEVER . . . . . . . . . . . . . . NEAR FLAPS PRESENT POSITION
F When applicable

P3 001
AA
PROCEDURE

GPWS . . . . . . . . . . . . . . GPWS OVRD or FLAP OVRD (depending on version)
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . PROHIBITED
LDG
FLAPS FLAPS 30 APP SPD LDG SPD
MULTIPLY BY
VmLB 0 VmHB 0
0 1.30 + wind effect + wind effect
15 1.15 VmLB 15 VmHB 15

+ wind effect + wind effect
CAUTION : Tail strike may occur if pitch attitude exceeds 10_ during the flare
depending upon vertical speed at touch down.
down
COMMENTS
- GPWS must be selected GPWS OVRD / FLAP OVRD to prevent nuisance alerts on
final approach.

P4 001
AA
ALERT
Stick pusher / - MC light flashing amber SC
shaker fault - FLT CTL amber light on CAP
- FAULT amber light in STICK PUSHER /
SHAKER pushbutton
PROCEDURE

STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
VmHB / VmLB FOR ALL CONFIGURATION . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall
margin.
- If ALPHA probes are not heated, ice accretion may modify alpha probes indication. If
angle of attack information offsets 4_, STICK PUSHER / SHAKER FAULT light
illuminates. When living icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER may be recovered by selecting it ON.

P5 001
AA
ALERT
Pitch tabs - MC light flashing amber SC
desynchronisation - FLT CTL amber light on CAP
- PITCH TRIM FAIL / ASYM amber light on
flight deck
PROCEDURE

AP DISCONNECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM MANUALLY
PITCH TRIM INOPERATIVE procedure (2.05.06 page 5) . . . . . . . . . . . . . . . . APPLY
COMMENTS
- When a PITCH TRIM FAIL / ASYM alert is generated, AP automatically disconnects
and cannot be reengaged. However, it is recommended to manually confirm AP
disconnection.
- Don’t use the trims anymore and apply PITCH TRIM INOPERATIVE procedure.

ALERT
Both normal and standby pitch trim controls are inoperative.
PROCEDURE

EXISTING CONFIGURATION AND SPEED . . . . . . MAINTAIN AS LONG AS POSSIBLE
F For approach
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
FLAPS . . . . . . . . . . . . . . . . . EXTEND AT VFE FOR EACH CONFIGURATION
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.13
COMMENTS
- Maintain existing configuration and speed as long as possible to avoid high forces on
the columns.
- The landing distance is increased due to landing speed increase.

P6 001
FLIGHT CONTROL OCT 09
AA
RUDDER RELEASABLE CENTERING UNIT FAIL
ALERT
There is no indication of a rudder releasable centering unit failure other than a dutch roll
oscillation tendency.
PROCEDURE
R DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING
R UNIT FAIL
J If YD is available
YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
J If YD is not available
R LOCK THE RUDDER PEDALS WITH THE FEET TO PREVENT UNEXPECTED
R RUDDER PEDAL MOVEMENT
PITCH DISCONNECT
ALERT
Pitch coupling - MW light flashing red CRC
mechanism - PITCH DISCONNECT red light on CAP
disconnected
PROCEDURE
PITCH DISCONNECT
BOTH CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK FREE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
LOAD FACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 g MAX
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . 30_ MAX UNITL FLAPS EXTENSION
AVOID ICING CONDITIONS
F For approach
LAND AT AIRPORT WITH MINIMUM CROSSWIND
LDG SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE SMOOTHLY TO FLARE
R
R
COMMENTS
- As both elevator channels are disconnected, pitch control efficiency is reduced.

P7 001
AA

P8 001
AA

P9 001
AA

P 10 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEVATOR JAM
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
AVOID ICING CONDITIONS
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
J If one elevator is stuck to full down position
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT MAX
J If left elevator is jammed
MINIMUM MANEUVER OPERATING SPEEDS . . . . . . . . . INCREASE BY 10 KT
J If elevator jamming occurs at take off
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT MAX
PITCH DISCONNECT procedure (2.05.06 page 6) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield; force required 52 daN (115 lb).
- Stick pusher acts on left hand elevator. If left hand control column is jammed, stick
pusher must be considered inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
- When right hand elevator is jammed, AutoPilot is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.

P 11 001
AA
ALERT
There is no indication of an aileron jam other than an inability to operate the control wheel
laterally.
Spoiler jam may be detected when a SPLR light is illuminated on the overhead panel with
control wheel at neutral position.
PROCEDURE

BANK ANGLE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25_ MAX
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LAND AT AIRPORT WITH MINIMUM CROSSWIND
F For approach
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CAUTION : Do not extend flaps in turn.
F When in landing configuration
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Immediately after touch down
BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Bank angle is limited to 25_ due to reduced roll control efficiency.
- Blue pump and AUX pump are selected OFF in order to decrease drag from associated
extended spoiler. These pumps are selected ON again when necessary then selected
OFF. They must be reselected ON immediately after touch down in order to recover
nose wheel steering.

P 12 001
AA
RUDDER JAM
ALERT
There is no indication of a rudder jam other than an inability to operate the rudder pedals.
PROCEDURE
RUDDER JAM
STEEP SLOPE APPROACH (≥4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 30
USE DIFFERENTIAL POWER SO AS TO MINIMIZE SIDESLIP
LAND AT AIRPORT WIT MINIMUM CROSSWIND
F At touch down
NOSE DOWN BEFORE REDUCTION BELOW FI

P1 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
EMER EXTENSION HANDLE . . . . . . . . . . . . . PULL ABOVE PEDESTAL LEVEL
. . . . . . . . . . . . . . . . . . . . AND MAINTAIN UP TO GREEN LIGHTS ILLUMINATED
CAUTION : Do not twist handle when operating.
J If unsuccessful
LANDING WITH ABNORMAL LDG GEAR procedure (2.05.07 page 2) . . . APPLY
COMMENTS
- Although gravity extension is possible up to VLO, it is recommended to perform it at a
lower speed compatible with flight conditions.
- Pulling the handle mechanically releases the up locks. Pushing the handle back resets
the uplocking system.
TRAINING
- After gravity extension for training purposes, reset the emergency extension handle
before normal retraction. If handle is maintained pulled, hydraulic configuration will
inhibit gear retraction.

P2 001
LANDING GEAR APR 08
AA
PROCEDURE

F Preparation
ATC / TRANSPONDER . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY / AS RQD
SEAT BELTS / NO SMOKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
LOOSE AND SURVIVAL EQUIPMENT . . . . . . . . . . . . . . . CHECK SECURED
BELTS AND SHOULDER HARNESS . . . . . . . . . . . . . . . . . . CHECK LOCKED
FUEL WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, REDUCE
J If abnormal nose LDG GEAR
CG LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, AFT
J If abnormal main LDG GEAR
FUEL UNBALANCE . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, ESTABLISH
Note: Reduced fuel on side with failed LDG GEAR.
F Approach
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM DOWN
LDG GEAR EMER EXT HANDLE . . . . . . . . . . . . . . . . . . . CONFIRM PULLED
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM OBTAINED
F Before landing
BLEEDS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
F After touch down
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AGENTS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

P3 001
LANDING GEAR APR 08
AA
LANDING WITH ABNORMAL LDG GEAR (CONT’D)
COMMENTS
- The procedure is intended for use when one or more landing gear fail to extend and/or
lockdown following the application of either normal or gravity extension procedure.
It is considered preferable to use all available gear locked down rather than carry out a
belly landing. Under these circumstances, a hard surface runway landing is to be
recommended.
Full advantage should be taken from foam spread on the runway.
- Notify ATC of the nature of emergency encountered and state intentions.
- Notify the cabin crew of the nature of emergency encountered and state intentions.
Specify the available time.
- GPWS is selected OFF to avoid nuisance warnings.
- Burn fuel off down to the minimum possible impact weight. This reduces VAPP and as a
consequence the load factor for impact and the energy which must be dissipated.

P4 001
LANDING GEAR APR 08
AA
ALERT
Any gear not seen - MW light flashing red CRC
down locked, and - LDG GEAR NOT DN red light on CAP which may not be
Flaps 30 (45), and - Red light in landing gear lever silenced by
ZRA < 500 ft - Any green ∇ light not illuminated oon depressing MW PB
either panel
Any gear not seen CRC
down locked, and which may be
At least one PL at silenced by
FI, and depressing MW PB
ZRA < 500 ft
Note : The second condition is inhibited during 150 seconds after the retraction of at least
one landing gear leg, to cover the case of the one engine go around.
Note : In both cases, ZRA condition is inhibited in case of radio altimeter failure.
PROCEDURE

J If LDG GEAR selected DOWN
J If GREEN light OFF on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If GREEN light OFF on both panels
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . APPLY
J If LDG GEAR selected UP
J If RED light ON on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If RED or GREEN light ON on both panels
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY

P5 001
LANDING GEAR APR 08
AA
LDG GEAR UNSAFE INDICATION (CONT’D)
COMMENTS
Landing gear selected DOWN
- If all green lights are illuminted on one panel, the unsafe indication is false.
- If overhead panel (detection system 2) gives false indication, use of emergency audio
cancel will be requested to cancel aural warning CRC as soon as flaps will be selected
30 (or 45 if permiited, see AFM).
- If one gear remains unlocked, perform turns to increase load factor and perform
alternating side slips in an attempt to lock the gear.
Landing gear selected UP
- If light illuminated on one indicator but indications are normal on the other panel, the
unsafe indication is false.
- Flight with landing gear extended has a significant effect on fuel consumption and
climb gradient : see 3.11 - SPECIAL OPERATIONS.
- Landing gear down selection may be delayed if peformance requires.

P6 001
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECALL
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

P6 050
LANDING GEAR APR 08
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN THEN UP
J If no retraction occurs
LDG GEAR RET OVRD PB . . . . . . . . . . . . . . . . . . . . . . . OVRD THEN HOLD
J If unsuccessful
4
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
CCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RECALL
69
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : LDG GEAR RET OVR PB must be held until red UNLK lights are extinguished.
:1
D
O
M
Mod : 1694

P7 001
LANDING GEAR JUN 10
AA
ANTI- SKID FAULT
ALERT
Anti-- skid channel - MC light flashing amber SC
loss (power loss or - WHEEL amber light on CAP
loss of transducer or - Associated F amber light on central
valve continuity) panel
PROCEDURE
ANTI- SKID FAULT

R ANTI SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F At touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE WITH CARE
COMMENTS
- landing distance is increased due to reduced braking efficiency.
BRK TEMP HOT

ALERT
Brake temperature - MC light flashing amber SC
over 150_C - WHEEL amber light on CAP
- HOT amber light on central panel
PROCEDURE
BRK TEMP HOT

J If BRK TEMP HOT occurs before take off
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY
J If BRK TEMP HOT occurs in flight
LEAVE LDG GEAR DOWN FOR 1 MINUTE AFTER TAKE OFF FOR COOLING
EXCEPT IN CASE OF EMERGENCY

P1 001
AIR APR 08
AA
BLEED VALVE FAULT
ALERT
Bleed valve position - MC light flashing amber SC
in disagree with - AIR amber light on CAP
command - Associated BLEED and PACK FAULT
PROCEDURE
BLEED VALVE FAULT

PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES
COMMENTS
- Following the detection of a FAULT, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as
BLEED is selected OFF, PACK FAULT light extinguishes).
- A failure of Handling Bleed Valve combined with BLEED OFF operation may lead to
engine stall. Engine stall may be prevented through slow power levers movements,
especially when advancing the power levers.
- Large quick power changes at high altitude may generate engine surges.

P2 001
AIR APR 08
AA
BLEED OVHT
ALERT
Overheat in bleed - MC light flashing amber SC
duct : - AIR amber light on CAP
T duct > 274_C / - Associated OVHT, BLEED and PACK
525_F FAULT amber lights on overhead
panel
PROCEDURE
BLEED OVHT
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- Following the detection of an overheat, the affected BLEED VALVE will close
automatically and the associated PACK VALVE will close due to lack of air supply. The
associated actions confirm automatic operation and extinguish related alerts,
allowing flight to be continued with one pack supplied.
- System may be restored in flight after OVHT alert has extinguished.

P3 001
AIR APR 08
AA
BLEED LEAK
ALERT
Bleed air leak - MC light flashing amber SC
Loop > 124_C / 255_F - or - - AIR amber light
g on CAP
For aircraft fitted with mod - Associated
A i t d LEAK
LEAK, BLEED andd
4584: Bleed air leak PACK FAULT amber lights on
Loop > 153_C / 307_F overhead panel
PROCEDURE
BLEED LEAK
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
CAUTION : System must not be restored in flight.
Note : If a bleed leak occurs on ground during taxi, go back to parking.
COMMENTS
- Following the detection of a leak, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- System must not be restored in flight because it may create hazards.

P4 001
AIR APR 08
AA
X VALVE OPEN
ALERT
X valve open with it - MC light flashing amber SC
should be closed - AIR amber light on CAP
- X VALVE OPEN amber light on
overhead panel
PROCEDURE
X VALVE OPEN
CAUTION : Do not supply both packs from one single bleed.
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
PACK VALVE FAULT

ALERT
Pack valve position disagrees - MC light flashing amber SC
with command or overheat - AIR amber light on CAP
downstream of the compressor - Associated PACK FAULT amber
(T > 204_C / 393_F) light on overhead panel
PROCEDURE
PACK VALVE FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS

P5 001
AIR APR 08
AA
PROCEDURE

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
F When ΔP < 1 PSI
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 O’CLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
COMMENTS
- No air is entering in the cabin. Leaks will increase cabin altitude.
RECIRC FAN FAULT

ALERT
Recirculation fan low RPM < 900 - MC light flashing amber SC
RPM) more than 20 seconds - AIR amber light on CAP
after start or electrical motor - associated RECIRC FAN FAULT
overheat amber light on overhead panel
PROCEDURE
RECIRC FAN FAULT

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

P6 001
AIR JUN 10
AA
DUCT OVHT
ALERT
Overheat in the duct (T duct > - MC light flashing amber SC
R 92_C / 200_F) - AIR amber light on CAP
- associated TEMP SEL OVHT
amber light on overhead panel
PROCEDURE
DUCT OVHT
TEMP SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
COMPT TEMP SELECTOR affected side . . . . . . . . . . . . . . . . . . . . . . . . . . COLD
CAUTION : Monitor DUCT TEMP and make sure it remains positive to avoid possible
pack turbine damage due to freezing.
J If alert persists
PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- The OVHT alert light will remain as long as overtemperature is detected in the duct. It is
not inhibited when in MAN mode.
- When alert disappears, control COMPT TEMP manually is required.
- If alert does not disappear, the temperature control valve is jammed open. Pack valve
has to be closed.

P7 001
AIR APR 08
AA
EXCESS CAB ALT
ALERT
Cabin altitude above 10000 ft. - MW light flashing red CRC
- EXCESS CAB ALT red light on
CAP
PROCEDURE
EXCESS CAB ALT

CAB PRESS IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If rapid decompression
EMERGENCY DESCENT procedure (2.04.05 page 1) . . . . . . . . . . . . . . APPLY
J If Z cabin > 10 000 ft confirmed
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE
J If unsuccessful
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD / MEA
COMMENTS
- Check first for pressurization system fault. If system fault, apply appropriate procedure
(manual regulation). If no abnormal indication, start descent.

P8 001
AIR APR 08
AA
AUTO PRESS FAULT
ALERT
Digital controller failure - MC light flashing amber SC
- AIR amber light on CAP
- FAULT amber light on MAN
pushbutton
PROCEDURE
AUTO PRESS FAULT

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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..

P9 001
AIR APR 08
AA
ALERT
Underspeed or overheat of - MC light flashing amber SC
extract fan (T > 90_C / 194_F) - AIR amber light on CAP
- EXHAUST MODE FAULT amber
light on overhead panel
PROCEDURE

EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
F Before touch down
EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open and
stops the extract fan; ventilation air is then discharged overboard instead of being
directed to the underfloor valve. Ventilation is ensured by ΔP between cabin and
outside air.
OVBD VALVE FAULT
ALERT
OVBD valve position not - MC light flashing amber SC
corresponding with aircraft - AIR amber light on CAP
condition - FAULT amber light on overhead
panel
PROCEDURE
OVBD VALVE FAULT

CAUTION : DO NOT SELECT OVBD VALVE FULL OPEN IF ΔP > 1 PSI.
J If engine 1 running, in flight or on ground
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
J If engine 1 not running, on ground
COMMENTS
- The OVBD VALVE should automatically close 2 minutes after engine 1 start (OIL LO
PRESS signal). If it remains open after FULL CLOSE selection, maintenance action is
required.
- FULL CLOSE / FULL OPEN selection overrides OVBD selection.

P1 001
DE / ANTI ICE JUN 10
AA
AFR AIR BLEED FAULT
ALERT
Low pressure in the - MC light flashing amber SC
de-- icing common air - ANTI ICING amber light on CAP
manifold (P < 14 PSI) - AFR AIR BLEED FAULT amber light
on overhead panel
- or -
Overtemperature (T >
230_C) upstream the
pressure regulating
valve
PROCEDURE
AFR AIR BLEED FAULT

AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R J If DE- ICING ENG FAULT light illuminates after 6 seconds
DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH
J If DE- ICING ENG FAULT light does not illuminates on any side
DE-- ICING AIR FRAME FAULT procedure (2.05.09 page 2) . . . . . . . . . . . APPLY

P2 001
DE / ANTI ICE APR 08
AA
DE- ICING AIR FRAME FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING amber light on CAP
downstream pressure detected - Associated FAULT amber light on
- or - overhead panel
Distribution valve output
controlled closed but
downstream pressure detected
PROCEDURE
DE- ICING AIR FRAME FAULT

DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MINIMUM ICING SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE BY 10 KT
J If in icing condition
J If ice accretion

P3 001
AA
DE- ICING MODE SEL FAULT
NOT APPLICABLE

P4 001
AA
ICE DETECT FAULT

ALERT
Ice detector failure - MC light flashing amber SC
- ANTI ICING amber light on CAP
- ICE DETECT FAULT amber light
on control panel
PROCEDURE
ICE DETECT FAULT

ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY MONITOR

P5 001
AA
DE- /ANTI- ICING ENG FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING amber light on CAP
downstream pressure detected - Associated FAULT amber light on
- or - overhead panel
Distribution valve output
controlled closed but
downstream pressure detected
PROCEDURE
DE- /ANTI- ICING ENG FAULT

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.
- When DE-- ICING MODE SEL pushbutton is installed : several cases of controllers
failure may generate an engine DE-- /ANTI-- ICING FAULT alert prior DE-- ICING
MODE SEL FAULT. Engine DE-- /ANTI-- ICING may be recovered when selecting
DE-- ICING MODE SEL OVRD.

P6 001
AA
ANTI- ICING PROP FAULT
ALERT
One or more blade heating units - MC light flashing amber SC
inoperative - ANTI ICING amber light on CAP
- Associated FAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING PROP FAULT

ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If propeller unbalance due to ice becomes excessive
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . MOVE TO MAX RPM FOR 5 MINUTES
COMMENTS
- If propeller unbalance due to ice becomes significant periodically moving both CL to
MAX RPM will modify centrifugal forces allowing ice elimination.
ANTI- ICING HORNS FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
- AssociatedFAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING HORNS FAULT

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.

P7 001
AA
ALERT
Loss of window / windshield - MC light flashing amber SC
heating - ANTI ICING amber light on CAP
- Associated FAULT amber light on
overhead panel
PROCEDURE

SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF
PROBES HTG FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - ANTI ICING amber light on CAP
- AssociatedFAULT amber light on
overhead panel
PROCEDURE
PROBES HTG FAULT

J If one PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If two PROBE HTG ALPHA illuminated
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER / SHAKER FAULT procedure (2.05.06 page 4) . . . . . . . APPLY
J If PROBE HTG other than ALPHA illuminated
ADC non affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
ASSOCIATED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Erroneous indications may be displayed on associated equipment (CM1, CM2 or STBY
IND, TAT/SAT) due to loss of probe heating.

P1 001
AUTO PILOT APR 08
AA
AILERON MISTRIM (ADU message)
PROCEDURE
AILERON MISTRIM (ADU message)

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 NOSE UP (DN) /

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.

P2 001
AUTO PILOT JUN 10
AA

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

INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
FAULTY ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
R
J If ADC 1 is wrong
C/B ADC 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If ADC 2 is wrong
C/B ADC 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
ADC FAULT procedure (2.05.12 page 4) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Drift between both ADC information may occur if pitots are partially obstructed. Check
pitots.

P1 001
AIRCRAFT PERFORMANCE MONITORING APR 08
AA
For APM PROCEDURES, refer to FCOM 2.02.21.

P1 001
AVIONICS APR 08
AA
AUDIO SEL FAULT
ALERT
RCAU processing - MC light flashing amber SC
board failure or - AUDIO amber light on CAP
power loss - AUDIO SEL FAULT amber light on
associated side panel
PROCEDURE
AUDIO SEL FAULT

AUDIO SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
COMMENTS
- In ALTN mode, affected crew station is connected directly and only to :
. VHF 1 if CM1 station is affected
. VHF 2 if CM2 station is affected
AHRS A/ERECT FAIL

ALERT
One AHRS loses TAS - associated A/ERECT FAIL amber light NIL
input from both ADC illuminates on associated side panel
PROCEDURE
AHRS A/ERECT FAIL

ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
F When possible
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL
AHRS affected side, PUSH TO ERECT PB . . . . DEPRESS FOR 15 SECONDS
COMMENTS
- When the aircraft is stabilized (unaccelerated level flight), a gyro fast erection is
performed by depressing the associated pushbutton for 15 seconds.
- AHRS A/ERECT FAIL remains illuminated as long as TAS signal is lost.

P2 001
AVIONICS OCT 09
EFIS COMP
R ALERT
AHRS disagree - MC light flashing amber SC
- EFIS COMP amber light on CAP
- *
If AP is engaged - AP OFF red light on flight deck ** Cavalry Charge **
- 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
In these cases, AP (if engaged) disconnects being unable to identify the right AHRS.
. heading information, amber HDG message is displayed on both EADI
In this case, AP basic mode returns to wing level (if engaged).
** Except for HDG message (reversion to wing level basic mode)
ILS disagree - MC light flashing amber SC
- EFIS COMP amber light on CAP
- *
* When the two ILS disagree on :
. Localizer information (2/3 dot), amber LOC is displayed on both EADI
. Glideslope information (2/3 dot), amber GS is displayed on both EADI
. Localizer and Glideslope informations (2/3 dot), amber ILS is displayed on both
EADI
PROCEDURE
see page 3

P3 001
AVIONICS OCT 09
R EFIS COMP (CONT’D)

PROCEDURE
EFIS COMP
J If ROL, PIT, ATT, HDG cautions appears on EFIS

BOTH EADI, STBY HORIZON . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
WRONG INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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).
R - 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

P4 001
AVIONICS OCT 09
R CCAS FAULT
ALERT
CAC internal failure - CCAS amber light on CAP NIL
PROCEDURE
CCAS FAULT
OVHD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- Level 2 alerts (amber-- cautions) are no more processed.
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.

P5 001
AVIONICS OCT 09
R ADC FAULT
ALERT
Loss of ADC - Red flag on speed indicators NIL
- TAT/SAT/TAS information are lost
Selected ADC is - AP MSG on both EADI
connected to AP - CPL DATA INVALID on ADU
PROCEDURE
ADC FAULT
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side

AP COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected side
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NON affected equipment
J If ADC 1 is lost
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . PRESSURE ALTITUDE SET
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If ADC 1 + 2 are wrong
STBY INST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
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.

P6 001
AVIONICS OCT 09
AA
AHRS FAIL
ALERT
Loss of AHRS - ATT FAIL red message on associated EADI NIL
- HDG FAIL red message on associated EHSI
- Flag on opposite RMI
PROCEDURE
AHRS FAIL
ATT / HDG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
REMAINING AHRS OUTPUTS . . . . . . PERIODICALLY COMPARE TO STBY INST
Note : If AHRS #3 is installed, it may be selected and ATT / HDG pushbutton need
not be depressed.
COMMENTS
- The pilot on the affected side selects the non affected AHRS to supply its SGU.
- AP (if engaged) identifies the valid AHRS and remains engaged.
SGU FAIL
ALERT
- Refer to 1.10.30 page 14 for SGU failure alerts.
PROCEDURE
SGU FAIL
EFIS SG PB affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
COMMENTS
- If AP is engaged and coupled to the wrong SGU, upper modes are lost. When selecting
valid SGU, AP recovers upper modes.
- Do not confuse with CRT failure; in case of a SGU failure, both CRT on one side are
affected.
CRT FAIL
PROCEDURE
CRT FAIL
CRT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Affected CRT must be switched OFF to obtain composite mode on the non affected
one. In composite mode, the background brightness (brown and blue colors) is
controlled by the WX DIM rheostat.

P1 001
AA
COCKPIT DOOR CONTROL PANEL FAULT
PROCEDURE
COCKPIT DOOR CONTROL PANEL FAULT (if installed)

COCKPIT DOOR MANUAL LOCK BOLT(S) . . . . . . . MOVE TO CLOSE POSITION
Note : When the door is locked with the manual bolts, the emergency access to the
cockpit is unavailable. It is recommended that at least two crewmembers
remain in the cockpit during that time.
LOSS OF RADIO ALTIMETER INFORMATION

ALERT
Loss of - amber dashes on EADI NIL
radioaltimeter - GPWS FAULT amber light on CAP
PROCEDURE
LOSS OF RADIOALTIMETER INFORMATION

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CAUTION : LDG GEAR NOT DOWN undue warning may be generated when
reducing PL.
This alarm may be cancelled by using EMER AUDIO CANCEL.

ALERT
Smoke detectors - MC light flashing amber SC
fans failure - AIR amber light on CAP
- FANS FAULT amber light on overhead
panel
PROCEDURE

FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN

P2 001
MISCELLANEOUS JUN 10
AA
DOORS UNLK IN FLIGHT
ALERT
Door UNLK in flight - MC light flashing amber SC
- DOOR amber light on CAP
- associated door amber light on
overhead panel
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.

PROCEDURE

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

P3 001
AA
OXYGEN LO PR
ALERT
Low pressure (below - MC light flashing amber SC
50 PSI) in the LP - OXY amber light on CAP
distribution circuit - MAIN SUPPLY LO PR amber light on
overhead panel
PROCEDURE
OXYGEN LO PR
OXY MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
J If oxygen LO PR light remains lit
MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OXYGEN PORTABLE UNIT . . . . . . . . . . . . . . INSTALL IN COCKPIT AS RQD
COMMENTS
- The 120 l portable oxygen bottle permits a continuous diluted flow to one crew member
at 13 000 ft for a duration of 30 mn.
Oxygen low pressure supply valve position may disagree with actual oxygen MAIN
SUPPLY pushbutton position if this pushbutton is activated by very close consecutive
actions.
Interval between OFF and ON actions on oxygen MAIN SUPPLY must be greater than
one second to be sure that low pressure supply valve position is in accordance with
actual pushbutton position.
- This bottle can be placed in the cockpit.

P1 001
MFC APR 08
AA
NOT APPLICABLE

LOADING - FUEL - BALANCE CHART 2.06.01
P1 001
DEFINITIONS MAR 99
AA
BASIC WEIGHT
It is the aircraft weight without any load. This means a weight not including crew
members, pantry load, fuel load but including the commercial arrangement of the
corresponding version.
DRY OPERATING WEIGHT
It is the weight of the aircraft in operating configuration. It is obtained by addition of the

R WEIGHT BASIC, crew members any pantry load.
TAKE OFF FUEL
It is the weight of the onboard fuel at take off.
OPERATING WEIGHT
It is the weight obtained by addition of the DRY OPERATING WEIGHT and the take off
fuel.
PAYLOAD (P/L)
It is the weight of the payload including cargo loads, passengers and passengers bags.
ZERO FUEL WEIGHT (ZFW)
It is the weight obtained by addition of the DRY OPERATING WEIGHT and the PAYLOAD.
TAKE OFF WEIGHT
It is the weight at take off. It is equal to the addition of the ZFW and TAKE OFF FUEL.
TRIP FUEL
It is the weight of the fuel necessary to cover the normal leg without reserves.
LANDING WEIGHT
It is the weight at landing. It is equal to TAKE-OFF WEIGHT minus TRIP FUEL.
REFERENCE DATA
Datum line . . . . . . . . . . . . . . . . . . . . STA 0 (2,362 M (7'74") forward of aircraft nose)

Leading edge of MAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.425 m (37'485")
Length of MAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.285 m (7'493")

LOADING - FUEL - BALANCE CHART 2.06.04
P4 001
WEIGHT AND BALANCE MAR 99
AA
EXAMPLE BASED ON FICTITIOUS DATA

CAUTION : Fictitious data
Refer to WBM for operational use

TAKE-OFF 3.03.00
P1 001
CONTENTS APR 03
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
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 FOS TAKE OFF CHART EXAMPLE

TAKE-OFF 3.03.01
P1 001
GENERAL MAR 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, which is the official reference.
As this way is long and complex, the 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 take-off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take-off is at or
below 5° C or when TAT in flight is at or below 7° C and visible moisture in any form
is present (clouds, fog with visibility of less than one mile, rain, snow, sleet and ice
crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5° C and when
surface snow, standing water or slush is present on the ramps, taxiways and
runways.
Note : TAKE-OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered :
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by :
R - water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
R - loose snow : must be considered as slush. To determine the equivalent slush depth,
R multiply the loose snow depth by : Actual loose snow density / 0,8
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
R
R

TAKE- OFF 3.03.02
P3 001
METHODOLOGY OCT 09
DETERMINATION OF THE TOW

R
FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1

TAKE-OFF 3.03.03
P1 130
CORRECTIONS APR 04
AA
RUNWAY SLOPE
Decrease the runway length by 300 m (990 ft) for 1% uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 350 m (1150 ft) for 10 kt tailwind.
R
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, enter the chart and read the take-off weight
and the associated limitation.
2) Apply the QNH correction :
S QNH u 1013.25 hPa or 29.92 in Hg
Whatever the limitations are, add 60 kg (130 lb) to the TOW for each 10 hPa (0.29
in Hg) above the standard pressure.
For QNH q 1050 hPa, keep the values of 1050 hPa.
S QNH t 1013.25 hPa or 29.92 in Hg
Substract 200 kg (440 lb) to the TOW for each 10 hPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-off speeds.
Eng. : PW121

TAKE-OFF 3.03.03
P 1A 130
CORRECTIONS MAR 00
NON DRY RUNWAYS
A non dry runways 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 the factors do not allow sufficient accuracy for predicting the effect of asymmetrical
reverse thrust, it is therefore not recommended to use single engine reverse thrust for
take-off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take-off.
3 - Non dry runways corrections for FCOM computation
According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION

Wet 200 m - (655 ft)
Water or slush between 3 mm (1/8 in)
500 m - (1640 ft)
and 6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4
600 m - (1970 ft)
in) and 12.7 mm (1/2 in)
Compact snow 260 m - (855 ft)
Ice 550 m - (1805 ft)
Eng. : PW121

TAKE-OFF 3.03.03
P3 130
CORRECTIONS MAR 98
AA
R CLOSE OBSTACLES IN NORMAL CONDITIONS

Locate the obstacles on the following graph and determine the decrement to apply to
the WAT limiting weight previously computed to define the obstacle limiting weight.
140
R EXAMPLES
OBSTACLE HEIGHT ABOVE END OF RUNWAY(FT)
4200 9260
R 130
OBSTACLE LOCATION : 50 FT AT 750 M
R
R 120 3700 8160
FROM THE OBSTACLE DISTANCE GO FIRST DOWN
R TO THE WIND REFERENCE LINE, GO TO THE
R 110 NEEDED WIND VALUE THEN GO VERTICALLY UP TO 3250 7160
THE INTERSECTION WITH THE OBSTACLE HEIGHT
R LINE
R 100
2800 6170
R - NO WIND
R 90 THE WAT DECREMENT IS 1750 KG (3860 LB)
- WIND = 17 KT (NOSE)
R THE WAT DECREMENT IS 1450 KG (3200 LB) 2250 4960
R 80
R
R 70 1750 3860
R
R 60 1150 2530
R
R 50
R 600 1320
R 40
R 0 0
R 30
R Kg Lb
R 20
R WEIGHT
R 10 DECREMENT
R
R 0
R 0 100 200 300 400 500 600 700 800 900 1000
R OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)
R
R 20
R
FCOM 42PW121 3.03.03.003.130

TAIL WIND(KT) NOSE
R 10
R
REF
R 0
R
-10
-20
Eng. : PW121
TAKE-OFF 3.03.03
P4 130
CORRECTIONS MAR 98
AA
CLOSE OBSTACLES IN ICING CONDITIONS R

Locate the obstacles on the following graph and determine the decrement to apply to
the WAT limiting weight previously computed to define the obstacle limiting weight.
R
140
R
EXAMPLES
130 4200 9260 R
OBSTACLE HEIGHT ABOVE END OF RUNWAY(FT)

OBSTACLE LOCATION : 35 FT AT 800 M R
120 R
FROM THE OBSTACLE DISTANCE GO FIRST DOWN 3700 8160
R
TO THE WIND REFERENCE LINE, GO TO THE
110 NEEDED WIND VALUE THEN GO VERTICALLY UP TO
R
THE INTERSECTION WITH THE OBSTACLE HEIGHT 3250 7160 R
100 LINE R
R
- NO WIND 2800 6170
90
THE WAT DECREMENT IS 1150 KG (2530 LB)
R
- WIND = -11 KT (TAIL) R
80 THE WAT DECREMENT IS 1450 KG (3200 LB) R
2250 4960
R
70 R
1750 3860
R
60
R
50 1150 2530
R
R
40 R
600 1320 R
30 R
0
R
0
20 R
Kg Lb R
10 R
WEIGHT
DECREMENT R
0 R
0 100 200 300 400 500 600 700 800 900 1000 R
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)
R
R
20 R
TAIL WIND(KT) NOSE
FCOM 42PW121 3.03.03.004.130

10
R
0
REF R
R
-10 R
R
-20 R
Eng. : PW121
TAKE-OFF 3.03.03
P5 102
CORRECTIONS LB MAR 99
AA
BRAKES ENERGY LIMITATION

NORMAL CONDITIONS
ÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
USE FOR ANY TAILWIND UP TO 15 KT
ÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ TAKE OFF WEIGHT (LB) - LIMITATIONS
ÁÁÁÁ
ÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
Zp (FT)
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁ
0 ÁÁÁÁ
ÁÁÁÁ
V1(IAS.KT)-VR(IAS.KT)-V2(IAS.KT)
1000 2000 4000 6000 8000
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
OAT (°C)
ÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
-10
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
39348 6-6 38820 6-6 38278 6-6 37181 6-6 36002 6-6 34733 6-6
ÁÁÁÁ
ÁÁÁÁ0
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
105 105 112
ÁÁÁÁ
38894 6-6
104 104 111
38350 6-6
103 103 111
37798 6-6
102 102 109 100 100 107 98 98 105
36679 6-6 35451 6-6 34154 6-6
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ5ÁÁÁÁÁ
ÁÁÁÁ
104 104 111 103 103 111 103 103 110 101 101 108 99 99 106 97 97 104
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
Á ÁÁÁ
ÁÁÁÁÁÁÁÁ
38663 6-6 38112 6-6 37554 6-6 36421 6-6 35167 6-6 33867 6-6
ÁÁÁÁ
ÁÁÁÁ
10
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
104 104 111
ÁÁÁÁ
38432 6-6
103 103 110
37873 6-6
102 102 109 101 101 108
37309 6-6 36160 6-6

99 99 106
34882 6-6
97 97 103
33579 6-6
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
103 103 111 103 103 110 102 102 109 100 100 107 98 98 105 97 97 103
ÁÁÁÁ
15ÁÁÁÁÁ
ÁÁÁÁ
38201 6-6 37633 6-6 37062 6-6 35894 6-6 34593 6-6 33284 6-6
ÁÁÁÁ ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁ
20ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
103 103 110 102 102 110 101 101 109 100 100 107 98 98 105 96 96 103
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
37967 6-6 37389 6-6 36811 6-6 35629 6-6 34337 6-6 32891 2-2
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
103 103 110 102 102 109 101 101 108 100 100 106 98 98 104 96 96 102
ÁÁÁÁ
25
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
37731 6-6
ÁÁÁÁ
102 102 110
37142 6-6 36549 6-6
102 102 109 101 101 108

35357 6-6
99 99 106
33993 2-2
98 98 104
31386 2-2
94 94 100
ÁÁÁÁ
ÁÁÁÁ
30ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
37490 6-6 36863 6-6 36280 6-6 35001 2-2 32453 2-2 29907 2-2
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
102 102 109 101 101 108 101 101 107 99 99 105 95 95 101 91 91 97
ÁÁÁÁ
35
ÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ37205 6-6 36594 6-6 36011 6-6 33452 2-2 30937 2-2 28548 2-2
ÁÁÁÁ
40
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ102 102 109 101 101 108 101 101 107
36911 6-6 36057 2-2 34581 2-2

97 97 103
31895 2-2
93 93 99
29459 2-2
89 89 95
27189 2-2
ÁÁÁÁ ÁÁÁÁÁ 102 102 108 101 101 107 98 98 105 94 94 101 91 91 97 87 87 93
ÁÁÁÁ ÁÁÁÁÁ
Eng : PW121

TAKE-OFF 3.03.03
P6 100
CORRECTIONS MAR 99
AA
BRAKES ENERGY LIMITATION

ICING CONDITIONS
USE FOR ANY TAILWIND UP TO 15 KT
TAKE OFF WEIGHT - LIMITATIONS
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁÁ
Zp (FT)
ÁÁÁÁÁ
BELOW
ÁÁÁÁÁ
ÁÁÁÁÁ
0
ÁÁÁÁÁ
16621 6-6
1000
16379 6-6
2000 3000
16132 6-6 15884 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
5°C
ÁÁÁÁÁ
111111 118 111111 117 110110 116 109109 115
ÁÁÁÁÁ
ÁÁÁÁÁ
BELOW ÁÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁÁ
16520 6-6 16274 6-6 16024 6-6 15771 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
10 °C ÁÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁÁÁÁÁÁÁ
111111 118 110110 117 109109 116 109109 115

ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
Zp (FT)
ÁÁÁÁÁ
ÁÁÁÁÁ
4000 5000 6000 8000
ÁÁÁÁÁ
ÁÁÁÁÁ
BELOW
ÁÁÁÁÁ
15625 6-6 15337 6-6 15055 6-6 14458 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
5°C
ÁÁÁÁÁ
108108 114 107107 113 106106 112 104104 110
ÁÁÁÁÁ
ÁÁÁÁÁ
BELOW
ÁÁÁÁÁ
15506 6-6 15210 6-6 14925 6-6 14325 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
10 °C
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
108108 114 107107 113 106106 112 104104 109
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
Zp (FT) 0 1000 2000 3000
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
36644 6-6 36111 6-6 35566 6-6 35018 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
5°C 111111 118 111111 117 110110 116 109109 115
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
BELOW 36421 6-6 35879 6-6 35327 6-6 34770 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
10 °C
111111 118 110110 117 109109 116

109109 115
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁ
Zp (FT)
ÁÁÁÁÁ
4000 5000 6000 8000
ÁÁÁÁÁ
ÁÁÁÁÁ
BELOW
ÁÁÁÁÁ
5°C
ÁÁÁÁÁ
34449 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
108108 114
33812 6-6
107107 113
33191 6-6
106106 112
31875 6-6
104104 110
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁ
34185 6-6 33533 6-6 32904 6-6 31581 6-6
ÁÁÁÁÁ
ÁÁÁÁÁ
10 °C ÁÁÁÁÁ ÁÁÁÁÁ
ÁÁÁÁÁ
108108 114 107107 113 106106 112 104104 109
ÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ Eng. : PW121

TAKE-OFF 3.03.04
P1 130
QUICK REFERENCE TABLES MAR 98
AA
The QRT are computed at standard pressure with air conditioning OFF, with no wind, no
obstacle, a dry runway and no slope.
R Entry parameters must be determined as indicated in 3.03.02 P 3.
NORMAL CONDITIONS
The QRT are computed with V2/VS = 1,217 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VS = 1,333 and V1/VR = 1.
The V2/VS speed ratio may be the same as in normal conditions provided that icing
atmospheric conditions do not exist in addition to ground icing conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
Eng. : PW121

TAKE- OFF 3.03.05
P1 001
TAKE-- OFF SPEEDS VALUES JUN 10
AA
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 If Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the
day conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D If Wc limitation:
- Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the
speeds corresponding to the actual TOW.
- In case of tailwind, compare the previous speeds with the brake energy limitation
speeds 3.03.03 p 6/7 and take the lowest ones.

TAKE-OFF 3.03.06
USE OF FOS P1 001
FOS TAKE OFF CHART EXAMPLE APR 02
AA
Note : The following take off chart is an example and cannot be used in operations.
F15 01/03/2002
ELEVATION = 200.0 (FT) LIMITATION CODES ATR 42-300 JAR-DGAC

T.O.R.A. = 1200.0 (M) 0 - DRY CHECK 5 - TYRE SPEED V2/VS OPTIMIZED V1/VR OPTIMIZED
A.S.D.A. = 1300.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY AIR COND. OFF
T.O.D.A = 1300.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE NORMAL CONDITIONS
SLOPE = 0.00 (%) 3 - RUNWAY 8 - FINAL T.O WITHOUT REVERSE
4 - OBSTACLE 9 - VMC
- WIND TOW (KG) CODES QNH = 1013.25 (HPA) DRY RUNWAY

0- KT V1 VR V2 (IAS KT) SCREEN HEIGHT 35 FT
A- DTOW / DTOW DQNH = +10.000 / -10.000
T- DV1 DVR DV2 / DV1 DVR DV2
((DC)) -
-10 -5 0 10 20
0.0 16900 1-1 16900 1-1 NL NL NL

99 100 108 97 100 108
+0 / +0 +0 / +0
+0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
5.0 16869 3-3 16900 1-1 NL NL NL
99 100 107 98 100 108
+30 / -92 +0 / +0
+0 +01 +1/ +0 -1 +0 +0 +0 +0/ +0 +0 +0
10.0 16693 3-3 16900 1-1 NL NL NL
98 99 107 98 100 108
+91 / -93 +0 / +0
+1 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 16522 3-3 16900 1-1 16900 1-1 NL NL
98 98 106 99 100 108 97 100 108
+93 / -95 +0 / +0 +0 / +0
+0 +1 +1/ -1 +0 +0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
/ MINI. ACCELERATION HEIGHT : 459. (FT) QNH ALT. : 659. (FT)

/ MAXI. ACCELERATION HEIGHT : 2983. (FT) QNH ALT. : 3183. (FT)
/ TLC : M1 JUL. 2001 AT00G76T. PDF T00/15-AQ-BY8.-JA APP/LD-AQ-BY8. -JA
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in
runway or obstacle characteristics or in case of amendment of the AFM
performance data.
Example 1 : Example 2 : Example 3 :

. Tail wind : 10 kt Same conditions as in example 1 . No wind
. ATOW : 16 t but with . ATOW : 16 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 16522 kg, which 16522 +93 =16615 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 16900 kg.
Check ATOW below 16900 kg.
V1 = 98 kt V1 = 98 kt
Vr = 98 kt Vr = 98 + 1 = 99 kt
V2 = 106 kt V2 = 106 + 1 = 107 kt Read the speed associated
to ATOW in FCOM 3.03.05 p2

CLIMB 3.04.00
P1 001
CLIMB GRADIENT APR 04
3.04.00 CONTENTS
3.04.02 160 kt
- Ceiling
- Tables
3.04.03 190 kt
- Ceiling
- Tables
3.04.04 ICING CONDITIONS

- Tables at 160 kt
- Maximum Twin-engine operational ceiling at V MLBO
R 3.04.05 CLIMB GRADIENT

CLIMB 3.04.01
P1 130
INTRODUCTION OCT 09
AA
Climb charts are established for two indicated speeds (160 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.
When using air conditioning in high mode, increase fuel consumption by 1.5 %.
All charts are established with a center of gravity location corresponding to 25 %.
NP = 77 % UTILISATION
If NP = 77 % is used according to procedure described in 3.02.01 p. 2, there is
no significant change in time, distance and mean speed. Add 15 kg (33 lb) to
fuel consumption.
USE OF NP = 77 % in icng conditions is prohibited.

SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
R rate of climb of 300 ft/mn (see 3.04.03 p 1). This is the recommended cruise altitude to
R minimize the fuel consumption.
CLIMB IN ICING CONDITIONS
Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Climb charts in icing conditions are established for 160 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 = 1.45 VS 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 lossesof propeller
efficiency.
Because of the variability of REAL ICING, climb performance published for
icing conditions MUST BE regarded as operational information only.
Eng. : PW121

CLIMB 3.04.05
P1 001
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 = 160 kt
-Two engines at Max Climb Power - IAS = VmLB
DIRECTION FOR USE
If a departure requires a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) :
-if the climb gradient at Z2 (the highest altitude) is better than X, then the
procedure can be applied
-if the climb gradient at Z2 is lower than X, then determine the climb gradient at
0.5x (Z1 + Z2),:
-if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID
procedure can be applied
-if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID
can not be used

CLIMB 3.04.05
P2 001

CLIMB 3.04.05
P3 130
GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MAX CONTINUOUS POWER
IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.25 VS - ICING CONDITIONS FLAPS 15 / 1.45 VS
Eng. : PW121

CLIMB 3.04.05
P4 001
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 160 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0
Eng. : PW120 - PW121

CLIMB 3.04.05
P5 001
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER

IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.25 VS - ICING CONDITIONS FLAPS 0 / 1.45 VS
Eng. : PW120 - PW121

HOLDING 3.06.01
P1 001
INTRODUCTION MAR 99
AA
Holding charts are established :

- in clean configuration
- with air conditioning in normal mode
- with NP = 86 % and NP = 77 % propeller speed
- at VMHBO of 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 1.5 %.
All charts are established with a center of gravity location corresponding to 25 %.
The temperature effect is negligible.
ICING CONDITIONS
R Atmospheric icing conditions exist when TAT in flight is at or below 7°C and visible
R moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
R sleet and ice crystals).
Tables are computed only with NP = 86 %.

DESCENT 3.07.01
P1 001
INTRODUCTION MAR 99
AA
Descent charts are established in clean configuration for 3 speed laws (200, 220,
240 kt) and one reference weight (15 T = 33 000 lb).
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 power to reach the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3°, 4° or 5°)
1) set power to reach the desired descent speed
2) maintain descent speed any gradient of descent
R
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
R - 24 kg (53 lb) for the consumption
WEIGHT CORRECTION
- Increase the fuel consumption by :
R + 2 % at 3° descent gradient
for a 1000 kg (2200 lb) weight decrease
- No correction for weight increase
- No influence on time and distance
USE OF NP = 77 %
The effect of reduced propeller speed is negligible on the performance.
The use of reduced propeller speed is forbidden in icng conditions.

DESCENT 3.07.02
P1 002
NORMAL CONDITIONS LB MAR 00
AA
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ DESCENT 2 ENGINES
ÁÁÁ
NP = 86 %
R
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁ
33000 LB NORMAL CONDITIONS
ÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
FLIGHT 200 KT IAS 220 KT IAS 240 KT IAS
LEVEL
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
R 250 19 219 15 153 19 262 15 182 19 319 15 223
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
64
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
48 70 53 76 57
R
ÁÁÁ
240
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
18
ÁÁÁÁ
ÁÁÁÁ
212
ÁÁÁÁ
14 149 18 253 14 177 18 309 14 216
ÁÁÁ
230ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
61 45 67 50 72 54
R
ÁÁÁ
220ÁÁÁÁÁ
17 206
ÁÁÁÁ
14 145
ÁÁÁÁ
17 244
ÁÁÁÁ
14 172
ÁÁÁÁ
17 298
ÁÁÁÁ
14 208
57 43 63 47 69 52
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
17
ÁÁÁÁ
ÁÁÁÁ
199
ÁÁÁÁ
13 142 17 236 13 167 17 287 13 200
ÁÁÁ
210ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
54 41 60 45 65 49
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
16 193 13 138 16 227 13 161 16 276 13 193
51 38 56 42 61 46
R
ÁÁÁ
200
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
15
ÁÁÁÁ
ÁÁÁÁ
186
ÁÁÁÁ
12 134 15 218 12 156 15 264 12 186
180ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
48 36 53 40 58 43
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 14 173 11 126 14 201 11 146 14 241 11 171
42 32 47 35 51 38
R
ÁÁÁ
160ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
13
ÁÁÁÁ
ÁÁÁÁ
160
ÁÁÁÁ
10 118 13 183 10 135 13 218 10 157
ÁÁÁ ÁÁÁÁ
140ÁÁÁÁÁ ÁÁÁÁ ÁÁÁÁÁÁÁÁ
ÁÁÁÁ
37 27 40 30 44 33
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 11 146 9 110 11 166 9 125 11 195 9 143
31 23 34 26 37 28
R
ÁÁÁ
120ÁÁÁÁÁ
ÁÁÁ ÁÁÁÁ
ÁÁÁÁ
10
ÁÁÁÁ
ÁÁÁÁ
133
ÁÁÁÁ8 101 10 148 8 114 10 173 8 128
100ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
26 19 28 21 31 23
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 9 119 7 92 9 131 7 103 9 150 7 114
20 15 23 17 25 18
R
ÁÁÁ
80ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
7
ÁÁÁÁ
ÁÁÁÁ
104
ÁÁÁÁ6 83 7 113 6 92 7 127 6 100
ÁÁÁ
ÁÁÁÁ15
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
12 17 13 19 14
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 6 89 5 74 6 95 5 81 6 104 5 86
11 8 12 9 13 9
R
ÁÁÁ
40ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
5
ÁÁÁÁ
ÁÁÁÁ
73
ÁÁÁÁ4 65 5 77 4 69 5 82 4 71
ÁÁÁ
15ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
6
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ4 6 5 7 5
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
3
0
ÁÁÁÁ
ÁÁÁÁ
53
ÁÁÁÁ3
0
53 3
0
53 3
0
53 3
0
53 3
0
53
FROM START OF DESCENTTIME
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ (MIN)
FUEL
(LB)
FROM START OF DESCENT DIST
(NM)

DESCENT 3.07.02
P2 002
NORMAL CONDITIONS LB MAR 00
AA
R
R
ÁÁÁ
NP = 86 %
ÁÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ
33000 LB NORMAL CONDITIONS
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
200KT 220KT 240KT
R FL 3° 4° 5° 3° 4° 5° 3° 4° 5°
R
ÁÁÁ
250
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁ ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
21 264 17 187 14 144 20 283 15 196 13 149 18 314 14 216 12 160
R
ÁÁÁ
240
ÁÁÁ
ÁÁÁ
ÁÁÁ
74
ÁÁÁ
ÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
55
ÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁ
44 74 55 44 74 55 44
21 258 16 184 14 142 19 275 15 192 13 147 18 305 14 210 12 157
ÁÁÁ
230ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 71 53 42 71 53 42 71 53 42
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 20 252 16 180 13 139 18 268 15 188 12 144 17 295 14 205 12 153
68 51 40 68 51 40 68 51 40
R
ÁÁÁ
220
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
19 245 15 177 13 137 18 260 14 183 12 142 17 286 13 199 11 150
210ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 64 48 39 64 48 39 64 48 39
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 19 238 15 173 12 134 17 253 14 179 12 139 16 277 13 193 11 146
ÁÁÁ ÁÁÁ
61
ÁÁÁ
46
ÁÁÁ
37
ÁÁÁ
61
ÁÁÁÁ
46
ÁÁÁ
37
ÁÁÁ
61
ÁÁÁ
46
ÁÁÁ
37
R 18 231 14 169 12 132 17 245 13 174 11 136 15 268 12 188 10 143
R
ÁÁÁ
200
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
58
ÁÁÁÁÁÁ
44
ÁÁÁ
ÁÁÁ35 58 44 35 58 44 35
R
ÁÁÁ
180
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
17 217 13 160 11 126 15 228 12 165 10 130 14 249 11 176 10 136
160ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
52 39 31 52 39 31 52 39 31
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
15 201 12 150 10 120 14 211 11 154 10 123 13 229 11 164 9 128
R 46 34 27 46 34 27 46 34 27
ÁÁÁ
140ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
14 185 11 140 9 113 13 193 10 143 9 116 12 208 10 151 8 120
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R
39 29 24 39 29 24 39 29 24
ÁÁÁ
120ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R
12 167 10 129 8 105 11 173 9 131 8 108 10 186 9 138 8 111
ÁÁÁ
100ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 33 25 20 33 25 20 33 25 20
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 10 148 9 117 7 97 10 153 8 118 7 99 9 163 8 123 7 102
27 20 16 27 20 16 27 20 16
R
ÁÁÁ
80ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
9 128 7 104 6 88 8 131 7 105 6 90 8 139 7 108 6 91
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
20
ÁÁÁ
ÁÁÁÁ ÁÁÁ
15
ÁÁÁ
ÁÁÁ
12 20 15 12 20 15 12
R
ÁÁÁ
60ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
7 107 6 90
ÁÁÁ 5 78 7 109 6 90 5 80 6 114 6 92 5 81
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
14 11 8 14 11 8 14 11 8
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
5 84 5 74 4 68 5 85 5 74 4 68 5 87 4 75 4 69
R 40 8 6 5 8 6 5 8 6 5
R
ÁÁÁ
15ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁ
3 53
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ3 53 3 53 3 53 3 53 3 53 3 53 3 53 3 53
R ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
0
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ0 0
FROM START OF DESCENTTIME
0 0 0
FUEL
0 0 0
R (MIN) (LB)
R (NM)
R FCOASO-03.07.02.003.002

DESCENT 3.07.03
P1 002
ICING CONDITIONS LB MAR 00
AA
ÁÁÁ
NP = 86 %
R
ÁÁÁÁÁÁÁÁ
33000 LB ICING CONDITIONS
ÁÁÁÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ ÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
200 Kt IAS 220 Kt IAS 240 Kt IAS
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
FLIGHT
LEVEL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
R
ÁÁÁ
250
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁ ÁÁÁÁ
ÁÁÁÁ
19
ÁÁÁÁ
64 ÁÁÁÁ
ÁÁÁÁ
255
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
15
ÁÁÁÁ
48
174 19
69
311 15
53
218 17
66
332 14
54
255
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 18 246 14 169 18 301 14 210 16 326 14 248
240 61 45 66 50 64 52
R
ÁÁÁ
230
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
17
ÁÁÁÁ
ÁÁÁÁ
237
ÁÁÁÁ
14 164 17 291 14 203 16 319 13 242
ÁÁÁÁ ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
57 43 63 47 62 50
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
17 229 13 159 17 280 13 196 16 312 13 236
54 41 60 45 60 48
R
ÁÁÁ
210ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
16
ÁÁÁÁ
ÁÁÁÁ
220
ÁÁÁÁ
13 154 16 268 13 188 15 304 13 229
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
51
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
38 56 42 57 45
R
ÁÁÁ
200
ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
15
48
ÁÁÁÁ
ÁÁÁÁ
211
ÁÁÁÁ
12
36
149 15
53
256 12
40
181 15
55
296 12
43
221
R
ÁÁÁ
180ÁÁÁÁÁ
ÁÁÁ ÁÁÁÁ
ÁÁÁÁ
14
ÁÁÁÁ
ÁÁÁÁ
194
ÁÁÁÁ
11 139 14 233 11 167 14 276 11 203
160ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
42 32 47 35 49 38
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
13
ÁÁÁÁ
ÁÁÁÁ
177
ÁÁÁÁ
10 129 13 211 10 152 13 253 10 184
ÁÁÁ
140ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
37 27 40 30 44 33
R 11 160 9 118 11 188 9 138 11 225 9 164
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
31
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
23 34 26 37 28
R
ÁÁÁ
120
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
10
ÁÁÁÁ
ÁÁÁÁ
143
ÁÁÁÁ8 108 10 165 8 124 10 196 8 145
100ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
26 19 28 21 31 23
R
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
9 125 7 97 9 143 7 110 9 166 7 126
20 15 23 17 25 18
R
ÁÁÁ
80ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
7
ÁÁÁÁ
ÁÁÁÁ
108
ÁÁÁÁ6 86 7 120 6 96 7 137 6 107
ÁÁÁ
ÁÁÁÁ ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
15 12 17 13 19 14
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 6 90 5 75 6 97 5 82 6 107 5 88
11 8 12 9 13 9
R
ÁÁÁ
40ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
5
ÁÁÁÁ
ÁÁÁÁ
74
ÁÁÁÁ4 65 5 77 4 69 5 82 4 71
ÁÁÁ
15ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
6 4 6 5 7 5
ÁÁÁ ÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
R 3 53 3 53 3 53 3 53 3 53 3 53
0 0 0 0 0 0
FROM START OF DESCENT TIME
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ (MIN)
FUEL
(LB)
DIST
(NM)

DESCENT 3.07.03
P2 002
ICING CONDITIONS LB MAR 00
AA
ÁÁÁ
NP = 86 %
ÁÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ
33000 LB ICING CONDITIONS
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
200KT 220KT 240KT
FL
3° 4° 5° 3° 4° 5° 3° 4° 5°
R
ÁÁÁ
250
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁ ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
21 308 17 214 14 160 20 337 15 234 13 172 17 345 14 258 12 195
R
ÁÁÁ
240
ÁÁÁ
ÁÁÁ
ÁÁÁ
74
ÁÁÁ
ÁÁÁ
ÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
55
ÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁ
ÁÁÁ
44 74 55 44 68 54 44
21 300 16 209 14 157 19 327 15 228 13 169 17 338 14 252 12 190
ÁÁÁ
230ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
71 53 42 71 53 42 66 52 42
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
20 291 16 204 13 154 18 317 15 222 12 165 16 332 14 246 12 184
68 51 40 68 51 40 64 50 40
R
ÁÁÁ
220
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
19 282 15 199 13 151 18 307 14 216 12 161 16 325 13 239 11 179
210ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
64 48 39 64 48 39 61 48 39
R
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
19 273 15 194 12 148 17 297 14 209 12 157 16 317 13 232 11 174
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
61 46 37 61 46 37 59 46 37
R
ÁÁÁ ÁÁÁ
18 264 14 188 12 144 17 286 13 203 11 153 15 308 12 224 10 169
200
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
58
ÁÁÁÁÁÁ
44
ÁÁÁ
ÁÁÁ35 58 44 35 57 44 35
R
ÁÁÁ
180
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
17 245 13 177 11 137 15 264 12 189 10 145 14 289 11 208 10 158
160ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
52 39 31 52 39 31 51 39 31
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 15 225 12 164 10 129 14 241 11 175 10 136 13 265 11 191 9 147
46 34 27 46 34 27 45 34 27
R
ÁÁÁ
140ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
14 204 11 151 9 121 13 218 10 160 9 126 12 238 10 174 8 135
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
39
ÁÁÁÁÁÁ
29
ÁÁÁ
ÁÁÁ24 39 29 24 39 29 24
R
ÁÁÁ
120ÁÁÁ
ÁÁÁ ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
12 182 10 138 8 112 11 193 9 144 8 116 10 210 9 155 8 123
100ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
33 25 20 33 25 20 33 25 20
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 10 159 9 123 7 102 10 167 8 128 7 105 9 180 8 136 7 110
27 20 16 27 20 16 27 20 16
R
ÁÁÁ
80ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
9 134 7 107 6 91 8 140 7 110 6 93 8 149 7 116 6 97
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
20
ÁÁÁ
ÁÁÁÁ ÁÁÁ
15
ÁÁÁ
ÁÁÁ
12 20 15 12 20 15 12
R
ÁÁÁ
60ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
7 109 6 91
ÁÁÁ 5 79 7 111 6 92 5 81 6 117 6 95 5 82
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
14 11 8 14 11 8 14 11 8
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁ
R 5 84 5 74 4 68 5 85 5 74 4 68 5 87 4 75 4 69
40 8 6 5 8 6 5 8 6 5
R
ÁÁÁ
15ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
ÁÁÁ
3 53
ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ3 53 3 53 3 53 3 53 3 53 3 53 3 53 3 53
ÁÁÁ ÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁ
ÁÁÁÁ
0
ÁÁÁÁÁÁ
ÁÁÁ
ÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁÁ ÁÁÁ0
FROM START OF DESCENT TIME
0 0 0 0
FUEL
0 0 0
(MIN) (LB)
FCOASO-03.07.03.003.002
(NM)

APPROACH LANDING 3.08.00
P1 001
CONTENTS APR 03
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 FOS LANDING CHART EXAMPLE

P1 001
APPROACH CLIMB LIMITING WEIGHT MAR 98
AA
R D Aircraft configuration :
R - Flaps 15 - Gear up
R - Affected propeller feathered
R - Remaining engine power set to GO AROUND"
R - Air conditioning : OFF
R D Steady gradient :
R 2,1 %
R D Go around speeds :
R - Refer to Procedures and Techniques" chapter, in 2.02 or to the QRH.
R D Approach climb limiting weight :

R Normal Conditions : Refer to the graph on 3.08.01 page 2.
R Icing Conditions : determine the approach climb limiting weight in normal
R conditions, then apply the decrement following the table 3.08.01 page 4.

APR 02
WEIGHT (x 1000 lb) 24 26 28 30 32 34 36

R
U
DRY
N
W
WET
A C
Y O WATER or
N
T SLUSH
A (< 1/2 in)
C M
O I
N N
D A COMPACT
I T
T E SNOW
D
I
O B
N Y
ICE
CORRECTION ON LANDING DISTANCES

– Wind :
R S dry or wet runway : add 10 % per 5 kt tailwind
substract 2 % per 5 kt headwind
S contaminated runway : add 12 % per 5 kt tailwind
substract 3 % per 5 kt headwind
– Airport pressure altitude :
S add 2 % per 1000 ft above sea level
–Effect of reverse : landing distances are decreased by :
S 7 % on dry runway
S 10 % on wet runway
S 20 % on runway contaminated by water or slush
S 15 % on runway contaminated by compact snow
S 30 % on runway contaminated by ice
CAUTION :
On contaminated runway, performances without reverser only are to be used for
flight preparation (refer AFM–7.03).
Note : Landing on damp runway

A runway is damp when it is not perfectly dry, but when the water which
is on it does not give it a shiny appearance.
For damp runway, we consider no performance limitation.

USE OF FOS P1 001
FOS LANDING CHART EXAMPLE APR 02
AA AA
Note : The following landing chart is an example and cannot be used in operations.
LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR42-500 JAR
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
– WIND F30 QNH = 1013.25 (HPA) F30

– (KT) APPROACH F15 APPROACH F15
0– CAT I LANDING WEIGHT (KG) CAT I
A– DRY RUNWAY CODE WET RUNWAY
T–
(DC) - -10 –5 0 10 20 –10 –5 0 10 20
–10.0 15682 16400 16400 16400 16400 12892 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
0.0 15682 16400 16400 16400 16400 12892 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
5.0 15682 16400 16400 16400 16400 12892 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
10.0 15682 16400 16400 16400 16400 12892 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
15.0 15682 16400 16400 16400 16400 12982 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
20.0 15682 16400 16400 16400 16400 12892 14419 15961 16400 16400
2 1 1 1 1 2 2 2 1 1
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance
data. In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operator's responsibility to update this chart in case of any change in
runway or obstacle characteristics or in case of amendment of the AFM
performance data.
Example 1 :
Tail Wind : 5 kt
Wet runway
Temperature : 15 °C
The maximum landing weight (Regulatory Landing Weight) is 14 419 kg because of the runway
limitation.

ONE ENGINE INOPERATIVE 3.09.02
P2 130
FLIGHT PREPARATION MAR 00
AA
NET CEILINGS
Considering the atmospheric conditions of the day, read your net ceiling on one
of the two following graphs :
D NET CEILING IN NORMAL CONDITIONS Ć FLAPS 0
TO USE THIS GRAPH, REFER

TO THE EXAMPLE GIVEN IN PAGE 4
ISA (_C) IN DASHED LINE

OAT (_C) IN CONTINUOUS LINE
R
SOFA-03-09-02-002-130
R Examples :
R 1 13000 kg ; ISA+30_C ⇒ Net ceiling : Zp (nc) = 13000 ft
R 2 13500 kg ; OAT = 10_C ⇒ Net ceiling : Zp (nc) = 13900 ft
Eng. : PW121

P3 130
AA
D NET CEILING IN ICING CONDITIONS Ć FLAPS 15
TO USE THIS GRAPH, REFER

TO THE EXAMPLE GIVEN IN PAGE 4
ISA (_C) IN DASHED LINE

OAT (_C) IN CONTINUOUS LINE
R
SOFA-03-09-02-003-130
R Examples :
À 14000 kg ; OAT = -30 _C ⇒ Net ceiling = 16500 ft
R Á 14000 kg ; ISA+20_C ⇒ The corresponding OAT is greater than 5_C, so refer
to the Normal Condition graph (page 2) : for 14000 kg / ISA+20_C, the Net ceiling
is 13400 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. : PW121

P4 130
AA
S 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 À)
- 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 (Example Á andÂ)
ÀInitial parameters at engine failure :
25000 ft; Icing Conditions; 14000 kg; OAT = - 30°C; No wind
é Read the net ceiling on the Icing Conditions graph (page 3) : Zp (ic) = 16500 ft.
The height above the ceiling is : 25000 - 16500 = 8500 ft.
é Refering to page 6, the distance to reach the ceiling of 16500 ft is : 250 - 55 = 195 NM.
ÁInitial parameters at engine failure :
25000 ft; Icing Conditions : 14000 kg; ISA + 20°C; No wind
é Refering to the Icing Conditions graph (page 3), for 14000 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) = 9750 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.
é The level off net ceiling is read on the Normal Conditions graph (page 2) :
Zp(nc) = 13400 ft.
a) Determine the distance covered in Icing Conditions using the graph page 6 :
D(ic)=d(25000-9750)-d(15200-9750)=d(15250)-d(5450)=80-24=56
b) Determine the distance covered in Normal Conditions using the graph page 5:
D(nc)=d(15200-13400)=d(1800)=270-160=110 NM
c) The total distance to reach the ceiling of 13400 ft is :
D=D(ic)+D(nc)=110+56=166NM
Â Same example than Á, but with weight = 13000 kg;
é Refering to the Icing Conditions graph (page 3), for 13000 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.
é On the Normal Conditions graph (page 2), you read a net ceiling Zp(nc)=16250 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).
é 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)=250-47=203 NM.
S CORRECTIONS ON GEOMETRICAL ALTITUDE

To take into account the actual atmospheric conditions (pressure, temperature), refer to
the operating date 3.01 chapter.
Eng. : PW121

P5 130
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 Vm LB associated to the day conditions
(flaps 0 normal conditions or flaps 15 icing conditions).
NORMAL CONDITIONS
Example :
Height above ceiling = 6000 ft
Wind = - 40 kt (headwind)
Distance to reach the ceiling = 190 - 60 = 130 Nm.

Wind = + 40 kt (tailwind)
Eng. : PW121

P6 001
AA
ICING CONDITIONS
Example :
Wind = + 40 kt (tailwind)

Wind = - 40 kt (headwind)

PROCEDURE P1 001
IN FLIGHT MAR 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 VMLB15 (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 is recommended in order to optimize the cruise speed.
Note : A particular attention will be paid to the fuel balance. When the dissymmetry
reaches 100 kg (or 200 lb), the use of the fuel crossfeed is recommended to
balance the wings.
R
R
R

PROCEDURE P2 001
IN FLIGHT MAR 99
AA
J IF NO OBSTACLE PROBLEM EXITS
R Drift down procedure is not necessary. A descent at maximum continuous power will
be performed at 200 kt. When the vertical speed shows down to 500 ft/mn maintain this
R value
R by increasing the speed.
Aircraft will be leveled when reaching the chosen possible cruise altitude.
R When possible, FL 70/80 is recommended to optimize the cruise speed.
Use the 200 kt IAS descent tables (3.09.16 or 3.09.17) and the cruise 1 engine tables
(3.09.20 or 3.09.25).
R
R
R
R
R
R
Note : A particular attention will be paid to the fuel balance. When the dissymmetry
reaches 100 kg (220 lb), the use of the fuel crossfeed is recommended to
balance the wings.

PROCEDURE P3 001
IN FLIGHT MAR 99
AA
DRIFT DOWN DESCENT TABLES
R METHOD OF USE
Choose in the next pages, the table corresponding to atmospheric conditions

(normal or icing, ∆ ISA).
R Select aircraft weight and flight level when failure occurs.
Example 16 500 kg, FL240.
INITIAL INITIAL FLIGHT LEVEL

GW
1000 kg 170 180 200 220 240 250
99 359 162 583 196 700 215 765 224 792
16.5 129 177 129 282 129 333 129 358 129 368
17400 17600 17700 17700 17800
R Values to be used as example only.

The table gives drift down ceiling (17700 ft) and air distance to cover to reach this
altitude (215 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 = 215 - 162 = 53 Nm
The ground distance corresponding to the air distance according to the wind
value is given in the chart hereafter :
Air Wind (kt)
Distance
(Nm) - 80 - 40 0 + 40 + 80
10 5 7.5 10 12.5 15
20 10 15 20 25 30
30 15 22.5 30 37.5 45
40 20 30 40 50 60
50 25 37.5 50 62.5 75
60 30 45 60 75 90
70 35 52.5 70 87.5 105
80 40 60 80 100 120
90 45 67.5 90 112.5 135
100 50 75 100 125 150
R COMPUTATION ASSUMPTIONS IN ICING CONDITIONS

R The drift down tables are computed with flaps 15° and ice accretion above icing altitude
R (TAT r 7° C) and with flaps 0° without ice accretion below icing altitude (TAT > 7° C).

FLIGHT PLANNING 3.10.01
P1 001
FUEL POLICY MAR 98
AA
R RECOMMENDED FUEL REQUIREMENTS
The total fuel quantity required to fly a given sector is the sum of the following
quantities :
R A. TAXI FUEL
Quantity required for start up and TAXI
Note : Average quantity 14 kg (2 min) - 30 lb (2 min).
R B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
- Take-off and initial climb : Average quantity 14 kg (1 min) - 30 lb (1 min)
- Climb at selected speed
- Cruise
- Descent from cruising level to 1.500 ft above destination airport
R - Approach and landing : Average quantity 24 kg (3 min) - 55 lb (3 min)
R C. EN ROUTE" RESERVE FUEL

According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
R 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.
R E. HOLDING FUEL
R Fuel required for holding, calculated at minimum drag speed with the estimated mass
R on arrival at the alternate or the destination aerodrome, when no alternate is
R required.
FLIGHT PLAN
When no FOS precalculated flight plan is available, flight planning can be determined by
using the graph given in this chapter.
Computations are done with 30 mn hotel mode (42 kg - 90 lb) and include the average
quantities for taxi in and out, take-off and initial climb, approach and landing.
The reserves are not included.

SPECIAL OPERATIONS 3.11.00
P2 001
DISPATCH INTRODUCTION APR 01
All dispatch cases are described in the AFM, part 7-02.
Many dispatches may be taken into account using the FOS software that given
accurate computation.
Nevertheless, no combination of dispatches is allowed.

P1 130
FLIGHT WITH GEAR DOWN MAR 98
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take off weight and fuel consumption.
FLIGHT IN ICING CONDITIONS IS PROHIBITED WITH GEAR DOWN.
The propeller speed used is 86 %.
Refer to the MMEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT
Penalties on performance affect the WAT ; Enter in the quick reference tables with
Weight reduction 16 %.
APPROACH CLIMB PERFORMANCE
Decrease the basic limiting weight by 11 %.
FLIGHT PLANNING
Climb
Climb at 160 kt with both engines at maximum climb power setting. The tables in
3-11-01 p 2 to 5 give the time, distance and fuel consumption according to the weight.
Cruise
R
The maximum recommended altitude is 16000 ft.
R The maximum cruise speed is 160 kt.
Pages 3-11-01 p 6 to 9 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 16 %, consequently decrease
the single engine ceiling by :
ACTUAL WEIGHT KG (lb) ISA - 10 ISA ISA + 10 ISA + 20

17000 (37480) - 23 % - 26 % - 30 % - 42 %
16000 (35270) - 22 % - 24 % - 29 % - 37 %
15000 (33070) - 20 % - 22 % - 27 % - 33 %
14000 (30865) and below - 15 % - 17 % - 20 % - 25 %
HOLDING
Page 3-11-01 p 10 gives the holding parameters.
Eng. : PW121

P1 001
DISPATCH WITH FLAPS RETRACTED OCT 08
R • Refer to the AFM supplements (7-- 02-- 03), or use the FOS.
R
P1 001
DISPATCH WITH AUTOFEATHER INOPERATIVE APR 01
AA
TAKE-OFF
D Refer to the MMEL for the operating procedures.
D Increase VR by 2 kt.
D Increase V1 limited by VMCG by 5 kt
D Enter the quick reference tables with a corrected runway length reduced by 60 %.
D Decrease the maximum weight for 2nd segment (WAT tables) by :
CORRECTIONS MAXIMUM WEIGHT FOR 2nd SEGMENT

(WAT Tables)
R - 4 540 kg (- 10 000 lb) 21 000 kg (46 300 lb)
R - 4 230 kg (- 9 400 lb) 20 000 kg (44 100 lb)
R - 3 920 kg (- 8 700 lb) 19 000 kg (41 900 lb)
- 3 600 kg (- 8 000 lb) 18 000 kg (39 680 lb)
- 2 400 kg (- 5 290 lb) 14 000 kg (30 865 lb)

P1 001
DISPATCH WITH ECU OFF APR 01
AA
TAKE-OFF
D Enter the quick reference tables with a corrected runway length reduced by 300 m.

(WAT Tables)
R - 930 kg (- 2 050 lb) 21 000 kg (46 300 lb)
R - 880 kg (- 1 940 lb) 20 000 kg (44 100 lb)
R - 820 kg (- 1 810 lb) 19 000 kg (41 900 lb)
- 800 kg (-1 760 lb) 18 000 kg (39 680 lb)
- 400 kg (-880 lb) 12 000 kg (26 455 lb)

P1 001
DISPATCH WITH ATPCS OFF APR 01
AA
TAKE-OFF
D Increase VR by 2 kt.
D Enter the quick reference tables with a corrected runway length reduced by 750 m.

(WAT Tables)
R - 4 540 kg (- 10 000 lb) 21 000 kg (46 300 lb)
R - 4 230 kg (- 9 400 lb) 20 000 kg (44 100 lb)
R - 3 920 kg (- 8 700 lb) 19 000 kg (41 900 lb)
- 3 600 kg (- 8 000 lb) 18 000 kg (39 680 lb)
- 2 400 kg (- 5 290 lb) 14 000 kg (30 865 lb)

P1 130
ETOPS MAR 99
AA
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R NOT ALLOWED
R
R
R
R
R
R
R
R
R
R
R
R
R Eng. : PW121


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FLIGHT CREW OPERATING MANUAL

FOR TRAINING PURPOSES ONLY

N°REV EDITION DATE INSERTION DATE NAME

N°REV EDITION DATE INSERTION DATE NAME

FCOM mainly comprises :

For any question, comment or suggestion regarding this manual, or technical

DEFINITION OF THE PAGE

FOR TRAINING PURPOSES ONLY

(1) Modification zone : contains expression of modifications characterizing the content of

FOR TRAINING PURPOSES ONLY

GLOSSARY OF STANDARD NOMENCLATURE

FOR TRAINING PURPOSES ONLY

CAC Crew Alerting Computer

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

R UBC Utility Bus Contactor

UHF Ultra High Frequency

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

R 1.00.25 COCKPIT DOOR SECURITY SYSTEM (if installed)

1.00.50 WATER AND WASTE SYSTEM

FOR TRAINING PURPOSES ONLY

SEAT POSITION SIGHT GAUGE

FOR TRAINING PURPOSES ONLY

PB POSITION BASIC FUCTION

GREEN Back up or alternate system selected

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

* NAC OVHT (depending on the version)

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Is used to activate desired warning system.

red light in landing gear lever.

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

R FLT COMPT CABIN

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

- Action on the AP pb on the control panel, or quick disconnect pb on each control

- Pitch axis : 48 lbs $9.5

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

R Mod : 3073 or 3625 or 3832 or 5103 or 5146

TCAS CONTROL BOX

TCAS rotary selector

STBY : TCAS system is under power, but TCAS functions (intruder

R Mod : 3073 or 3625 or 3832 or 5103 or 5146

(B) Corrective resolution advisory :

R Mod : 3073 or 3625 or 5103 or 5146

(A) CLIMB, CLIMB, CLIMB" :

(B) DESCEND, DESCEND, DESCEND" :

(A) INCREASE DESCEND, INCREASE DESCEND" :

S The increase climb" RA is inhibited for certain above conditions.