Fcom Flight Crew Operations Manual

alx
FCOM
Flight Crew Operations Manual

Limitations ALX Flight Manual
AIRSPEED LIMITATIONS Medium Jet
1-2 AIRSPEED LIMITATIONS
Maximum operating speed limits

VMO — sea level to 24,600 ft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 KIAS
MMO — above 24,600 ft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.82 Mach
VA — maximum manoeuvring speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see figure 1.1

Full application of rudder and aileron controls as well as manoeuvres that involve angles-of-
attack near the stall should be confined to speeds below maximum maneuvering speed.
Figure 1.1: Maximum manoeuvring speed
VFE — maximum flaps extended speed

CONFIG 1 (slats 18°, flaps 0°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 KIAS
CONFIG 1+F (slats 18°, flaps 10°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215 KIAS
Rev. 2.2 © 2018 ALSIM - All Rights Reserved 1-2

Limitations ALX Flight Manual
WEIGHT LIMITATIONS Medium Jet
CONFIG 2 (slats 22°, flaps 15°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS

Do not exceed this speed at the given slat/flap setting.
VSB— maximum speed brake operation speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . no limit
VLE — maximum landing gear extended speed. . . . . . . . . . . . . . . . . . . . .280 KIAS / 0.67 Mach
This is the maximum speed at which the landing gear is extended.
VLOE — maximum landing gear lowering speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
This is the maximum speed at which the landing gear may be lowered.
VLOR — maximum landing gear raising speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 KIAS
This is the maximum speed at which the landing gear may be raised.
Maximum landing gear lowering altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25,000 ft
Maximum tire ground speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Knots
VMC — air minimum control speed with one engine inoperative. . . . . . . . . . . . . . . .105 KIAS
A
Lowest speed at which the aircraft is controllable with one engine operating.
VMC — ground minimum control speed with one engine inoperative . . . . . . . . . . . 103 KIAS
G
1-3 WEIGHT LIMITATIONS
Maximum design take-off weight (MTOW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75.5 t

Maximum design landing weight (MLW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.0 t

Normal Procedures ALX Flight Manual
COCKPIT PREPARATION Medium Jet
2-4 COCKPIT PREPARATION
2-4-1 PANEL SCAN SEQUENCE
1 - OVERHEAD PANEL 4 - GLARESHIELD

2 - PEDESTAL 5 - LATERAL CONSOLES
3 - INSTRUMENT PANEL
The scan pattern varies depending on crew member status (PF, PNF, CM1, or CM2) and
their respective areas of responsibility.

Performance ALX Flight Manual
AIRCRAFT CHARACTERISTICS Medium Jet
4-2 AIRCRAFT CHARACTERISTICS
4-2-1 AIRCRAFT CHARACTERISTICS

Aircraft model: Medium Twin Engine Jet Airplane
• General
Accomodation: 150 passengers (maximum)
• Powerplant
Number of engines: 2
Power plant type: Generic CFM56 turbofan engines
Max power rating: 97.9 kN (22,000 lbf) per engine
• Dimensions
Length: 33.84 m (110.89 ft)
Wingspan: 34.10 m (111.88 ft)
Height: 11.76 m (38.58 ft)
Wing area: 122.60 m2 (1,319 f t2 )
Fuselage diameter: 3.95 m (12.96 ft)
• Performance
Max speed at cruising level: 0.82 Mach
Cruising speed: 0.78 Mach
Service ceiling: 39,100 ft

Performance ALX Flight Manual
AIRCRAFT CHARACTERISTICS Medium Jet
Figure 4.2: Medium jet airplane

Aircraft Systems ALX Flight Manual
(ATA 21) - AIR CONDITIONING Medium Jet
12-1 (ATA 21) - AIR CONDITIONING
12-1-1 GENERAL DESCRIPTION
Figure 12.1: Air cond system
The air conditioning system supplies air to control the temperature in all zones of the aircraft:
• Cockpit
• Fwd cabin
• Aft cabin

The air sent to each zone is a mixture of Cold and Hot air:
• Cold air is produced by two packs.

Hot air from bleed enters the pack through the pack flow valve and is cooled in 3
stages:
– First cooler to reduce air temperature and compressor to increase its pressure
before second cooling stage.
– Second cooler to reduce air temperature further.
– Turbine to expend air and produce very cold air at discharge.
This very cold air can be blended with bleed hot air through a bypass valve.
The air is then blended with cabin air delivered by cabin fans.
• Hot air comes from bleed through trim air valves which control hot air flow.
The hot air supply can be closed by a hot air valve: when this valve is closed, hot air
stops passing to the trim air valves.
Cold and Hot air are blended to the appropriate temperature before entering cabin. The
resulting air temperature is controlled for each zone by driving trim air valves.
Cabin temperature is controlled by a zone controller which deals with 3 regulation zones:
cockpit, forward cabin and aft cabin. Crew can adjust each zone temperature independently
between 18°C and 30°C.
Air conditioning packs deliver constant temperature air.
The zone controller automatically drives trim air valve positions to set appropriate delivered
air to regulate cabin temperature.
Crew can ‘manually’ close the cold air supply using both pack’s ON/OFF buttons.
Crew can ‘manually’ close the hot air supply using the hot air valve ON/OFF button.
Air flow can be controlled by the crew in 3 Modes using the pack flow mode button:
• LOW: the flow produced by pressurization is computed to match the outer flow corre-
sponding to an outflow valve opened at 10% at cruise level steady flight.
• NORM: the flow produced by pressurization is computed to match the outer flow
corresponding to an outflow valve opened at 22% at cruise level steady flight.
• HIGH: the flow produced by pressurization is computed to match the outer flow cor-
responding to an outflow valve opened at 34% at cruise level steady flight.
Nevertheless, air flow is driven by the pressurization system and varies as required, especially
when the aircraft is climbing or descending.
Two cabin air fans (left and right) are used to recycle cabin air. These fans allow air flow
blending to acheive appropriate temperature variation rates. If one or both fans fail, air flow
blending and temperature variation rates are reduced.

The zone controller is duplicated in 2 channels: a primary and a secondary channel. The
secondary channel is used as a backup of the primary one.
If the primary channel fails, the secondary one is used as a backup and packs switch to ALTN
mode.
In this mode, all zones temperatures targets are fixed to 24°C, regardless of the zone tem-
perature selector on OHP.
If both channels fail, the packs switch to REG mode.
In this mode:
• the hot air valve is closed (and trim valves closed also)
• the packs deliver fixed air temperature at 15°C.
Forward and aft cargo heat is also regulated using air produced by the air conditioning system.
Air circulates in the cargo area through isolation valves that are shut off in the case of cargo
smoke detection.

12-1-2 OVERHEAD PANEL DESCRIPTION
1. COCKPIT selector:
Turn left to decrease temperature in cockpit zone. The minimum temperature is 18°C.
Turn right to increase temperature in cockpit zone. The maximum temperature is
30°C.
2. FWD CABIN selector:
Turn left to decrease temperature in fwd cabin zone. The minimum temperature is
18°C.
Turn right to increase temperature in fwd cabin zone. The maximum temperature is
30°C.
3. AFT CABIN selector:
Turn left to decrease temperature in aft cabin zone. The minimum temperature is
18°C.
Turn right to increase temperature in aft cabin zone. The maximum temperature is
30°C.
4. PACK FLOW selector:
LOW: the flow produced by pressurization is computed to match the outer flow corre-
sponding to an outflow valve opened at 10% at cruise level steady flight.
NORM: the flow produced by pressurization is computed to match the outer flow cor-
HIGH: the flow produced by pressurization is computed to match the outer flow cor-
5. PACK 1 pb-sw:
When switched ON, ‘OFF’ is unlit and pack 1 is running (if power supplied and no

fault detected).
When switched OFF, ‘OFF’ is lit and pack 1 is stopped.
‘FAULT’ is lit when button is switched ON and a fault is detected on pack 1 (overheat,
valve not in commanded position or no power supplied).
6. PACK 2 pb-sw:
When switched ON, ‘OFF’ is unlit and pack 2 is running (if power supplied and no
fault detected).
When switched OFF, ‘OFF’ is lit and pack 2 is stopped.
’FAULT’ is lit when button is switched ON and when fault is detected on pack 2
(overheat, valve not in commanded position or no power supplied).
7. HOT AIR pb-sw:
When switched ON, ‘OFF’ is unlit and the hot air valve opens (if power supplied and
no fault detected) if required.
When switched OFF, ‘OFF’ is lit and the hot air valve is closed.
’FAULT’ is lit when the hot air valve is not in the commanded position.
AIR COND
PACK PACK
8 CTRL 1 CTRL 2 9
8. PACK CTRL 1 breaker: Pack 1 controller breaker, when pulled out pack 1 is discon-
nected, when pushed in, pack 1 is connected.
9. PACK CTRL 2 breaker: Pack 2 controller breaker, when pulled out pack 2 is discon-
nected, when pushed in, pack 2 is connected.

12-1-3 MSD AIR COND PAGE DESCRIPTION

BLEED PAGE
1 2
3 4
5 6
7 8
9 10
1. Outlet pack 1 temperature, in Celsius degrees:

Appears green during normal operation.
Appears amber when temperature is greater than 35°C.
2. Outlet pack 2 temperature, in Celsius degrees:
Appears green during normal operation.
3. Pack 1 bypass valve position indicator:
When valve is closed, indicator points to ‘C’ and cold air is produced.
When valve is fully opened, indicator points to ‘H’ and hot air is produced.
4. Pack 2 bypass valve position indicator:
When valve is closed, indicator points to ‘C’ and cold air is produced.
When valve is fully opened, indicator points to ‘H’ and hot air is produced.

5. Pack 1 compressor outlet temperature, in Celsius degrees:

Appears normally green.
6. Pack 2 compressor outlet temperature, in Celsius degrees:
7. Pack 1 outflow valve position indicator:
When valve is closed, indicator points to ‘LO’ and flow equals 0.
When valve is fully opened, indicator points to ‘HI’.
8. Pack 2 outflow valve position indicator:
When valve is closed, indicator points to ‘LO’ and flow equals 0.
When valve is fully opened, indicator points to ‘HI’.
9. Pack 1 outflow valve status:
Appears ‘in line green’ when valve is open.
Appears ‘cross line green’ when valve is closed. Appears amber when valve is not in
commanded position.
10. Pack 2 outflow valve status:
Appears ‘in line green’ when valve is open.
Appears ‘cross line green’ when valve is closed.
Appears amber when valve is not in commanded position.

AIR CONDITIONING PAGE
1. Zone controller state:

No displayed if zone controller channels are in nominal states.
ALTN MODE appears if zone controller primary channel failed.
PACK REG appears if both zone controller primary and channel failed.
2. Zone cockpit temperature, in Celsius degrees, appears green.
3. Zone fwd cabin temperature, in Celsius degrees, appears green.
4. Zone aft cabin temperature, in Celsius degrees, appears green.
5. Cockpit duct temperature, in Celsius:
Appears green normally.
Appears amber if temperature is greater than 80°C.
6. Fwd cabin duct temperature, in Celsius:
Appears green normally.
Appears amber if temperature is greater than 80°C.

(ATA 21) - BLEED Medium Jet
12-2 (ATA 21) - BLEED
12-2-1 SYSTEM DESCRIPTION

GENERAL DESCRIPTION
Bleed system supplies hot pressurized air for aircraft.
Figure 12.2: Bleed System
Bleed air is used by:
• Air conditioning & pressurization systems,

• Wing anti-ice system,
• Engines (to start).
Bleed air can be provided by:
• Ground air supply when aircraft is on ground,

• Engines through engines bleed valves,

• APU through APU bleed valve.
The bleed system consists in two separates set of ducts that can be connected using the cross
valve (X-BLEED VALVE).
On engines:
• Air is taken at Intermediate Pressure (IP) stage.

• Air can be taken also at High Pressure (HP) stage. This stage is used when IP stage
doesn’t deliver enough pressure. An HP valve controls HP air use.
• Air coming from both IP and HP stages are blend. On each engines air flow is controlled
using the bleed valve which is located after IP and HP air blend.
An over pressure valve protects the bleed ducts in case of engine air over pressure.
Air coming from engines is cooled through a pre-cooler. This pre-cooler gets cool air from
fan air and its flow is controlled by the fan air valve.
BLEED AIR CIRCULATION AND VALVES
ENGINES VALVES
Two valves, “engine bleed valves”, are used to open / close air circulation from engine 1 / 2
to bleed air network.
The engine 1 bleed valve is powered by DC Essential Shed bus.
The engine 2 bleed valve is powered by DC 2 bus.
These valves are automatically closed when they are power supplied and:
• Pressure in bleed air ducts is greater than pressure in engine (to avoid return flow).
• Corresponding engine starts.
• APU is started and APU bleed valve is open.
• Engine fire procedure running.
• Bleed engine pb-sw is OFF on overhead panel.
• Engine bleed leak is detected.
• Wing bleed leak is detected.
On Bleed MSD page, engine bleed valves states always displays the commanded states of the
valves, not the actual states. Amber colour means that valve is not in commanded position
(due to malfunction for example).

HP VALVES
These valves are the "High Pressure" compressor valves.

Normally closed, they are open when pressure decreased below 36 PSI (±4 PSI) to keep
pressure supplied by engine at least at 36 PSI.
The HP 1 bleed valve is powered by DC Essential Shed bus.
The HP 2 bleed valve is powered by DC 2 bus.
These valves are automatically closed when:
• Pressure on engine bleed valve is greater than 36 PSI (±4 PSI)

• Corresponding engine bleed valve is closed
Like engine bleed valves, the HP valves states display on Bleed MSD page are the commanded
states, not the actual states.
CROSS BLEED VALVE
Cross bleed valve is used to:
• Isolate both side of bleed system.

• Transfer bleed air from a part to another.
This valve is power supplied by DC 2 bus.

It is driven by X valve selector on overhead panel which can take 3 positions:
• SHUT: manually forced to closed state.

• AUTO: the valve is closed when APU valve is closed, opened when APU valve is
opened.
• OPEN: manually forced to open state.
The cross bleed valve is automatically closed when:
• APU leak is detected and no engine started.

• Left wing or right wing leak is detected and no engine started.
• X valve selector on overhead panel is on SHUT or in AUTO and APU valve is closed.
Like engine bleed valves, the cross bleed valve state displays on Bleed MSD page is the
commanded state, not the actual state. Unlike others bleed valves, the cross bleed valve has
a transit state displays on bleed MSD page.

APU VALVE
APU valve is used to supply bleed air from APU compressor to aircraft on ground or in flight.
APU must be started (N >95%) to open the APU valve.
Unlike engine bleed valves, the APU valve state displays on Bleed MSD page is not the
commanded state but actual state.
The APU valve state directly depends on APU starting phase and the commanded position.
It appears:
• In line green when APU is running and APU bleed air valve is opened.
• Cross line green when APU is not running and APU bleed air valve is closed.
• In line amber when APU is not running and APU bleed air valve is opened.
• Cross line amber when APU is running and APU bleed air valve is closed
The APU bleed valve is automatically closed when:
• APU leak is detected.

• Left wing or right wing leak is detected.
• APU bleed pb-sw is OFF.
APU valve is power supplied by DC Essential Shed bus.
BLEED AIR DYNAMIC
Bleed system handles bleed air pressure and temperature:
• Hot air coming from engines is cooled by the pre cooling system using fan air.
• Pressure is controlled by controlling valves opening.
Due to physics, pressure and temperature of bleed air may have rapid variations, especially
when valves are closing or opening.
On the other hand, when no system uses bleed air, its temperature slowly decreases as the
air is not renewed.

BLEED AIR X VALVE
AUTO
ENG 1 APU SHUT OPEN ENG 2
FAULT FAULT FAULT
OFF ON OFF
Figure 12.3: Bleed system on overhead
1. ENG 1 pb-sw:
When switch ON, engine 1 bleed valve is open, OFF is unlit.
When switch OFF, engine 1 bleed valve is closed, OFF is lit.
FAULT light when on indicates a malfunction on engine 1 bleed valve (temperature,
pressure, leak,...).
2. ENG 2 pb-sw:
When switch ON, engine 2 bleed valve is open, OFF is unlit.
When switch OFF, engine 2 bleed valve is closed, OFF is lit.
FAULT light when on indicates a malfunction on engine 2 bleed valve (temperature,
pressure, leak,...).
3. APU pb-sw:
When switch ON, APU bleed valve is open, ON is blue lit.
When switch OFF, APU bleed valve is closed, ON is unlit.
FAULT light when on indicates a malfunction on APU bleed valve (leak).
4. X VALVE selector: enables to select cross bleed valve mode.
In position SHUT, the cross bleed valve is closed.
In position AUTO, the cross bleed valve automatically switch between closed and open
position when APU is started.
In position OPEN, the cross bleed valve is open.

12-2-3 MSD PAGE DESCRIPTION
Figure 12.5: Bleed system on MFD
1. APU valve: same behavior that APU valve in APU page.

2. Cross bleed valve:
Cross line green when valve is closed and no malfunction detected.
In line green when valve is open and no malfunction detected.
Transit amber when valve is in transition position.
Cross line amber when valve is not in the closed commanded position.
In line amber when valve is not in the open commanded position.
3. Engine 1 bleed pressure value, in PSI:
Appears amber if pressure <external pressure + 4 PSI or pressure >55 PSI
4. Engine 2 bleed pressure value, in PSI:
Appears amber if pressure <external pressure + 4 PSI or pressure >55 PSI

5. Engine 1 bleed temperature value, in Celsius degrees:

Appears amber if temperature <150°C or temperature >260°C
6. Engine 2 bleed temperature value, in Celsius degrees:
Appears amber if temperature <150°C or temperature >260°C
7. Engine 1 bleed valve state:
8. Engine 2 bleed valve state:
9. Engine 1 HP bleed valve state:
10. Engine 2 HP bleed valve state:

(ATA 21) - PRESSURIZATION Medium Jet
12-3 (ATA 21) - PRESSURIZATION

The pressurization system controls cabin pressure to ensure passengers and crew safety and
comfort. The cabin pressure is regulated using:
• The temperate air flow coming from the air conditioning system, itself being provided
by the bleed air system.
• The external air flow.
The pressurization system consists in:
• Two cabin pressure controllers, CTRL1 and CTRL2, CTRL1 being the main controller,
CTRL2 being used as backup. The active controller is used in automatic mode. It
computes the temperate air flow order that drives the temperate air flow coming from
the air conditioning system. It also directly drives the outflow valve.
• An outflow valve that can be operated by 3 independent motors: one for each pressure
controller in automatic mode and one for manual mode. The outflow valve is located
below the flotation line therefore a dedicated switch on the overhead panel enables the
outflow valve to be closed in case of ditching.
• A safety valve that automatically opens in case of too high or too low pressure.
Figure 12.6: Safety Valve
The temperate air flow valves are controlled by air conditioning system both on its orders
and pressurization system’s orders:

• The air conditioning system’s orders aim to regulate cabin temperature and renew
cabin air.
• The pressurization system’s orders aim to increase cabin pressure in automatic mode.
Since the air conditioning system provides temperate air flow whatever the cabin pressure
value, the outflow valve has to be opened even if cabin pressure is still. Nevertheless, in
ditching mode the outflow valve is closed and the air conditioning system doesn’t provide
temperate air anymore.
The outflow valve is controlled by the pressurization system:
• In automatic mode CTRL1 or CTRL2 controllers command SYS 1 MOT and SYS 2
MOT motors that independently operate the outflow valve. The outflow valve is used
to decrease cabin pressure when aircraft altitude is higher than cabin altitude and to
increase it when aircraft altitude is lower than cabin altitude.
• In manual mode the crew directly commands MAN MOT motor that operates the
outflow valve.

P R E S S U R I Z AT I O N
MAN VALVE DITCHING
MODE SEL OPEN
FAULT
ON
MAN
CLOSE
FLT ALT LDG ALT
0 0
Figure 12.7
1. FLT ALT indicator: indicates selected FLT ALT (ft).

2. FLT ALT selector: enables to select FLT ALT with a step of 500 ft.
3. LDG ALT indicator: indicates selected LDG ALT (ft).
4. LDG ALT selector: enables to select LDG ALT with a step of 50 ft.
5. MODE SEL pb-sw: enables to select manual mode (switch on) or automatic mode
(switch off).
MAN light: when off indicates that automatic mode is selected, when on indicates
that manual mode is selected.
FAULT light: when on indicates a system fault (either on automatic or manual mode).
6. DITCHING guarded pb-sw: when switched on enables ditching mode (closes outflow
valve), when off disables ditching mode.
ON light: when on indicates that ditching mode is enabled and that outflow valve is
closed, when off indicates that ditching mode is disabled or that outflow valve is not
closed.
7. MAN VALVE switch, enables to select opening percentage of outflow valve in manual
mode.

3
9
4
SYS1 MAN SYS2
10
5 11
12
1. LDG ALT value: indicates selected landing altitude value (ft), appears green.
2. FLT ALT value: indicates selected flight altitude value (ft), appears green.
3. ∆P indicator: indicates ∆P value (PSI).
Normally green, amber when ∆P >8.2 PSI or ∆P <-0.4 PSI.
4. ∆P value: indicates ∆P value (PSI), appears normally green, amber when ∆P >8.2
PSI or ∆P <-0.4 PSI.
5. SYS 1 label: indicates that automatic mode is on and CTRL 1 controller is managing
the pressurization system. On automatic mode:
Normally green.
• Amber when CTRL 1 controller or MOT 1 motor fault.
• On manual mode: not displayed.
6. OUTFLOW VALVE POSITION indicator: indicates outflow valve opening position
from 0 to 100%. Normally green.
Amber when active mode fault.

7. VS indicator: indicates cabin VS value (ft/min).

Normally green.
8. VS value: indicates cabin VS value (ft/min).

Normally green.
Pulse green when VS >1,800 ft/min (pulse resumes at 1,600 ft/min) or VS <-1,800
ft/min (pulse resumes at -1600 ft/min).
Amber when VS >2,000 ft/min or VS <-2,000 ft/min. Amber when VS >2,000 ft/min
or VS <-2,000 ft/min.
9. CAB ALT indicator: indicates cabin altitude value (ft).
Normally green.
Red when cabin altitude >9,500 ft.
10. CAB ALT value: indicates cabin altitude value (ft).

Normally green.
Pulse green when cabin altitude >8,800 ft (pulse resumes at 8,600 ft).
Red when cabin altitude >9,500 ft.
11. SYS 2 label: indicates that automatic mode is on and CTRL 2 controller is managing
the pressurization system as backup of CTRL 1 controller. On automatic mode:
• If no SYS 1 fault: not displayed.

• If SYS 1 fault:
– Normally green.
– Amber when CTRL 2 controller or MOT 2 motor fault.
On manual mode: not displayed.
12. MAN label: indicates that manual mode is on.
On automatic mode: not displayed.
On manual mode:
• Normally green.
• Amber when MAN MOT 2 motor fault.

12-3-4 AUTOMATIC PRESSURIZATION MODE

In automatic pressurization mode the crew selects:
• The landing altitude at takeoff and landing.

• The flight altitude.
The altimeter settings are taken into account to compute landing and flight altitudes corre-
sponding pressures.
The system automatically regulates cabin pressure assuming the following phases:
• Before takeoff, when the air conditioning system is running, the system pressurizes the
cabin to a lower altitude than landing altitude value to avoid pressure surge at rotation.
The altitude difference corresponds to a ∆P equal to 0.1 PSI. During this phase cabin
VS is limited to -300 ft/min.
• During climb, the system depressurizes the cabin to reach cruise cabin altitude accord-
ing to aircraft climb rate.
• During flight the system controls cabin pressure to keep cruise cabin altitude which
corresponds to a ∆P value of 8.065 PSI at aircraft selected flight altitude. In normal
conditions, cabin altitude high value is limited to cruise cabin altitude. Therefore, if
aircraft altitude gets higher than selected flight altitude, ∆P increases.
• During descent, the system pressurizes the cabin to reach landing cabin altitude ac-
cording to aircraft descent rate. The landing cabin altitude corresponds to a ∆P value
of 0.1 PSI at aircraft selected landing altitude. In normal conditions, cabin altitude low
value is limited to landing cabin altitude. Therefore, if aircraft altitude gets lower than
selected landing altitude, ∆P decreases. If ditching mode is enabled, cabin altitude
low value is limited to selected aircraft landing altitude (∆P equals to 0 PSI).
• At landing the system fully opens outflow valve to depressurize the cabin to reach ex-
ternal pressure. To resume to before takeoff conditions after a landing, the crew resets
the automatic mode by switching to manual mode and then returning to automatic
mode.

Figure 12.8: Pressurization profile
The cruise cabin altitude corresponds to a ∆P equal to 8.065 PSI at selected flight altitude.
Selected flight altitude (ft) Cruise cabin altitude (ft)

20,000 1881
22,000 805
24,000 1,804
26,000 2,762
28,000 3,681
30 000 4 558
32,000 5,394
34 000 6 190
36,000 6,944
38 000 7 658
39,000 8 000
1. limited by cabin landing altitude with selected landing altitude set to 0 ft.
The cabin altitude lower range is limited to the value corresponding to landing altitude (∆P
equal to 0.1 PSI) as given in the thereafter table.

(ATA 22) - AUTOMATIC FLIGHT Medium Jet
12-4 (ATA 22) - AUTOMATIC FLIGHT

The autopilot is a 3-axis system with flight director and yaw damper. The flight director and the yaw
damper can be active without the autopilot.
12-4-1 FLIGHT DIRECTOR

The flight director is engaged by means of the push buttons on the autopilot control panel situated
on the middle-left of the FCP:
FD
Figure 12.9: Flight director control button
The flight director offers visual information on the attitude indicator, which helps the pilot to guide
the aircraft. The flight director guidance bars can be displayed either as a cross or as an inverted V.
Which mode is active depends on the setting in the instructor station "Aircraft Window".
Figure 12.10: Flight director in mode V-bars
Figure 12.11: Flight director in mode cross-bars

12-4-2 AUTOPILOT
AUTOPILOT CONTROL PANEL
The autopilot control panel is situated on the upper side of the dashboard – FCP.
DOWN
HDG NAV AP VS IAS ALT
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALT
CHG
UP
Figure 12.12: Autopilot panel
It consists of the following elements:
• Rotary CRS/TRK HSI 1-2: select the courses position the course selector on the HSI 1 and 2.
Pushing on the rotary switch,
– While in VOR mode: the course selector takes the QDM value of the VOR beacon
– While in ILS mode: the course selector takes the QFU value of the ILS beacon
• Toggle switch CPL: Depending on the position of this switch, the autopilot in NAV and APPR
mode works either with the information received from the pilot’s HSI (HSI 1) or the copilot’s
HSI (HSI 2). Be careful, depending on the position of this switch, the autopilot in ALT mode
use altimeter baro value from the pilot’s altimeter or the copilot’s altimeter.
• Rotary switch HDG: It serves to set the heading select bug (the blue marker in position ’north’
on the picture below) on the HSI.
Pushing on the rotary switch sets the heading select bug to the current value

Figure 12.13: Horizontal situation indicator
• Wheel DOWN/UP for the autopilot pitch trim: This switch allows you to change the aircraft
pitch attitude with the autopilot engaged, or the vertical speed value in VS coupled mode.
If the autopilot is in altitude maintain (ALT) mode or in indicated airspeed maintain (IAS)
mode, then theses modes will be automatically disengaged if wheel is moved.
• Push buttons & rotary knobs for setting the autopilot modes - see next section.

AUTOPILOT MODES
When one of the modes is being engaged, an aural signal will sound. When a mode is active, the
corresponding push button on the FCP is illuminated and there will be an indicator above the attitude
indicator. This is the indicators panel:
Vertical modes Autopilot status

Lateral modes Line 1 : coupled mode Flight director status
Line 1 : coupled mode
Yaw damper status
Autopilot
source
(pilot or
Auto-throttles copilot side)
modes
Go-around
mode
Figure 12.14: Autopilot indicators panel
This is the list of different coupled modes (displayed in green):
Lateral modes Vertical modes

ROLL PITCH
HDG ALT
NAV IAS
LNAV VNAV
LOC VS
GS
GO-AROUND
This is the list of different armed modes (displayed in blue):
Lateral modes Vertical modes

LOC GS
ALT CH
The following modes are available:
• ROLL: This mode is engaged by default, if no other lateral mode is selected. The current
aircraft bank angle is held according these conditions:
– Initial bank angle <6°: flight director maintains wing level.
– Initial bank angle between 6° and 25°: flight director maintains initial aircraft bank
angle.

– Initial bank angle >25°: flight director limits bank angle to 25°.
• HDG: In heading select mode the autopilot searches and follows the heading set with the
orange heading bug on the HSI. To use heading select mode, set the heading bug to the
desired heading, then engage AP (if not yet active) and HDG. You can also set the bug with
the AP engaged.
Pushing on the HDG rotary switch sets HDG bug to the current value.
• NAV (GNS CDI in VLOC mode): In NAV mode the autopilot follows a VOR signal. Use it as
follows:
1. Set the VOR frequency on one of the NAVs and verify that the autopilot is connected
to the HSI which is connected to this NAV.
2. Search the VOR by means of the course pointer on the HSI and set the heading bug in
the desired position.
3. Engage the AP, mode HDG and NAV. NAV ARM will illuminate.
4. When the VOR signal has been captured, HDG disengages (if engaged before), NAV
ARM will disappear and NAV CPLD illuminate.
• NAV (GNS CDI in GPS mode): In NAV mode the autopilot follows a GPS flight plan. Use it
as follows:
1. Enter the desired flight plan and activate a leg between two waypoints. Then verify that
the autopilot is connected to the HSI which is connected to this flight plan.
2. The HSI course pointer is automatically set to the desired track value.
3. Engage the AP, mode NAV. NAV CPLD will illuminate.
4. Autopilot will follow automatically each flight points inserted in current flight plan.
• LNAV: lateral FMS navigation. CDI source must be connected to FMS. FMS must be correctly
initialized and must contains up to date flight plan. See FMS section for more informations.
• APPR (GNS CDI in VLOC mode): In approach mode the autopilot follows an ILS localizer
and glideslope. Use it as follows:
1. Set the aircraft on a course that intercepts localizer and glideslope.
2. Set the ILS frequency on one of the NAVs and verify that the autopilot is connected to
the HSI which is connected to this NAV.
3. Activate AP and APPR. APPR ARMED will illuminate while the aircraft is not on the
ILS.
4. When the localizer has been captured, HDG will disengage (if engaged before), APPR
ARMED will disappear and APPR CPLD will illuminate.
5. When the glideslope has been captured, ALT will disengage (if engaged before), GS
CPLD will illuminate.
6. Disconnect the autopilot at 200 feet AGL.
NOTE
Be careful, when you engage APPR mode, if ALT
ARM mode is already engaged, it will be deactivated
by the GS ARM mode.

• APPR (GNS CDI in GPS mode): In approach mode the autopilot follows an LPV or LNAV+V
GPS approach. Use it as follows:
1. Load and activate a GPS approach procedure in the current flight plan.
2. Set the aircraft on a course that intercepts the approach desired track and glideslope.
3. Verify that the autopilot is connected to the HSI which is connected to this approach.
4. Activate AP and NAV. NAV CPLD will illuminate.
5. When the aircraft is on course to the FAF, activate APPR mode. LOC CPLD and GS
ARMED will illuminate.
6. When the glideslope has been captured, ALT will disengage (if engaged before), GS
CPLD will illuminate.
7. Disconnect the autopilot when minimums are reached.
NOTE
GPS approaches with vertical guidance require a
WAAS compatible GPS unit, such as GNS430W or
GTN650.
NOTE
Don’t forget to monitor GPS unit messages during
approach. A precision approach can be downgraded
to a non-precision approach if GPS signal integrity is
lost.
NOTE
When the aircraft is performing a GPS approach, it
is possible to activate the missed approach procedure
by pushing the go-around buttons. The autopilot can
follow the missed approach procedure if AP and NAV
modes are selected.
NOTE
GPS approaches managed by GNS430W or GTN650
are not recommanded with medium jet flight model.
• AP: This button activates the autopilot (AP) as well as FD and yaw damper (YD) if they
have not been active before. If no other mode is engaged, the AP will maintain the current
pitch attitude and the wings level (if initial bank angle is <6°) or current aircraft bank angle
(if initial bank angle is between 6° and 25°).

NOTE
If autopilot is engaged, it is not possible to deactivate
the flight director (in this case, pressing this button
has no effect).
• CPL: Select the instruments source to which the autopilot is connected for the mode NAV &
APPR
– ←: The autopilot is connected to the pilot instruments
– →: The autopilot is connected to the copilot instruments
• PITCH: This mode maintains the pitch angle which you have set either manually or by means
of the autopilot pitch wheel. The autopilot will maintain the pitch angle at which the aircraft
is when PITCH mode is engaged.
• VS: This mode maintains the vertical speed which you have set either manually or by means of
the autopilot pitch wheel. The autopilot will maintain the vertical speed at which the aircraft
is when VS mode is engaged.
• VNAV: vertical FMS navigation. CDI source must be connected to FMS. FMS must be
correctly initialized and must contains up to date flight plan. See FMS section for more
informations.
• YD: This button activates the yaw damper.
• IAS: The autopilot maintains the aircraft indicated speed (selected with the IAS rotary switch).
Pushing on the IAS rotary switch sets IAS bug to the current value.
• A/THR is engaged when:
– By set two power levers between CL and IDLE positions (with two engines running).
– By set two power levers between MCT and IDLE positions (with only one engine running)
while A/THR is armed.
– By pressing A/THR FCP push button while power levers are in A/THR range activation.
• ALT: In altitude maintain mode the autopilot keeps the aircraft on its current altitude. To use
it, bring the aircraft manually (or, if AP engaged, by means of the pitch trim switch) to the
desired altitude, then activate AP (if not yet the case) and ALT. The autopilot will maintain
the altitude at which the aircraft is when ALT mode is engaged.
Pushing on the ALT rotary switch sets ALT bug to the actual altitude.

• ALT CHG: The autopilot arms the altitude (selected with the ALT rotary switch). To capture
the desired altitude, the aircraft must be set in appropriate flight phase to converge to the
target altitude.
NOTE
Be careful, when you engage ALT ARM mode, if GS
CPLD mode is already engaged (with APPR mode),
autopilot will not capture the selected altitude while
GS CPLD is active.
• GO-AROUND: This mode can be engaged by pushing throttle in TOGA mode, and at least
one flaps lever must be extended.

AIRSPEED SELECTOR
On the FCP, below the autopilot mode IAS, there is an airspeed selector button (showing a blue bug):
IAS
A/THR
Figure 12.15: Airspeed selector rotary switch
The current target autopilot airspeed value (and bug) selected with the IAS rotary switch are displayed
on pilot PFD and copilot PFD (on indicated airspeed instrument):
Airspeed
value
Airspeed
bug
Figure 12.16: Airspeed selector display
In order to have the autopilot maintain the selected airspeed, turn the airspeed selector button until
the display shows the desired value. Adjust the aircraft pitch attitude (or vertical speed) in such a
way that it can capture easily the selected airspeed. Then engage the IAS coupled vertical mode by
pressing IAS button. The IAS CPLD annunciator will illuminate.
Pushing on the IAS rotary switch sets IAS bug to the current value.

ALTITUDE SELECTOR
On the FCP, below the autopilot mode ALT, there is an altitude selector button (showing a blue
bug):
ALT
ALT
CHG
Figure 12.17: Altitude selector rotary switch
Pushing on the ALT rotary switch sets ALT bug to the current value.
The current target autopilot altitude value (and bug) selected with the ALT rotary switch are displayed
on pilot PFD and copilot PFD (on altimeter instrument):
Altitude
value
Altitude
bug
Figure 12.18: Altitude selector display
In order to have the autopilot maintain the selected altitude, turn the altitude selector button until
the display shows the desired value. Press the ALT CHG button, the ALT ARM annunciator will
illuminate. Adjust the aircraft pitch attitude in such a way that it aims towards the selected altitude.
When the selected altitude is reached, the aircraft will level out and remain at this altitude. The ALT
HOLD annunciator will be lit.
There are the following aural warnings:

12-4-3 AUTOMATIC FLIGHT DISENGAGEMENT

There is an autopilot disconnect button on the control wheel:
Electric Autopilot
pitch trim disengage
Figure 12.19: Autopilot disconnet button on the wheel
Pushing the disconnect button the first time disconnects the autopilot and the yaw damper, pushing
it a second time will disconnect the flight director as well.
Pushing the electric pitch trim switches will also disconnect the autopilot, but leave flight director
and yaw damper engaged.
Moving manually the mechanical pitch trim, or the mechanical roll trim, or the mechanical yaw trim,
will also disconnect the autopilot, but leave flight director and yaw damper engaged.
Pushing YD on the autopilot control panel disconnects autopilot and yaw damper, leaving the flight
director engaged.
Pushing FD button on the autopilot control panel disconnects autopilot and flight director, leaving
the yaw damper engaged.
Pushing AP button on the autopilot control panel disconnects the autopilot, leaving flight director
and yaw damper engaged.
Moving manually pitch control or aileron control more than 40% disconnects the autopilot, leaving
flight director and yaw damper engaged.
Whenever the autopilot is disconnected, an aural warning will sound.
NOTE
Autopilot is automatically disconnected when it has
no more electrical supply (autopilot breaker tripped,
electrical bus off).

12-4-4 AUTOTHROTTLE
GENERAL DESCRIPTION
There is an autothrottle installed on the Medium Jet.
Power levers gives the following functions:
• Manual thrust control

• Auto-thrust armament and engagement
• Reverse engagement
• Take-off and go-around engagement modes
Figure 12.20: Medium Jet quadrant
Power levers can be moved in area divided in four ranges limited by five positions:
• TOGA: Maximum take-off thrust or go-around thrust.

• CL: Maximum climb thrust.

• IDLE: idle thrust (and idle reverse thrust).
• MAX REV: Maximum reverse thrust.

AUTO-THRUST ARMED MODES

A/THR could only be armed or engaged if these following conditions are satisfied:
A/THR could be armed:
• On ground:
– By pressing A/THR FCP push button when engines are not running.
– By set two power levers in MCT or TOGA position when engines running.
• In flight:
– by pressing A/THR FCP push button while power levers are out of range of activation.
– By set two power levers beyond CL position, or at least one power lever beyond MCT
position.
– By engage GO-AROUND mode.
A/THR armed mode is indicated by:
• A/THR FCP annunciator is green illuminated.
• A/THR is displayed in blue on the autopilot indicator panel:
Figure 12.21: A/THR armed mode
Here are the following available modes when A/THR is armed:
Figure 12.22: List of available A/THR armed modes

AUTO-THRUST ENGAGE MODES

A/THR is engaged when it controls the trust or airspeed. Power lever position defines the maximum
N1 that could be asked by the A/THR system. A/THR is engaged when:
• By set two power levers between CL and IDLE positions (with two engines running).
• By set two power levers between MCT and IDLE positions (with only one engine running)
while A/THR is armed.
• By pressing A/THR FCP push button while power levers are in A/THR range activation.
A/THR engaged mode is indicated by:
• A/THR FCP annunciator is green illuminated.

• A/THR is displayed in green on the autopilot indicator panel:
Figure 12.23: A/THR engaged mode
When A/THR is engaged:
• If two power levers are beyond CL position (with two engines running) or one power lever
beyond MCT position (with only one engine running), A/THR come back to armed mode.
A/THR become blue on the autopilot indicator panel, and power levers directly control the
thrust. MAN THR is displayed.
• If two power levers are below CL position (with two engines running) or one power lever below
MCT position (with only one engine running), THR LVR is displayed in green (in THRUST
mode) on the autopilot indicator panel and LVR CLB (with two engines running) or LVR MCT
(with one engine running) blink in white:
Figure 12.24: A/THR LVR CLB and LVR MCT messages
When one power lever is in CL position and not the other, the LVR ASYM message is displayed in
amber on the autopilot indicator panel while the two power levers are not set in CL position (only
with two engines running):
Except for take-off and go-around phases, the standard A/THR system operation ask to set power
levers:

Figure 12.25: A/THR LVR ASYM message
Except for take-off and go-around phases, the standard A/THR system operation ask to set power
levers:
• In CL position, with two engines running.

• In MCT position, with only one engine running.
A/THR modes are automatically selected according to autopilot and flight director modes:
• SPEED/MACH mode:
– If autopilot and flight director are not engaged.

– If autopilot/flight director control vertical plan such as V/S, PITCH, ALT, GS, VNAV
(during cruise, descent and hold flight phases).
• THRUST mode:
– If autopilot maintain airspeed such as IAS, VNAV (during take-off and climb flight
phases).
Here are the following available modes when A/THR is engaged:

Figure 12.26: List of available A/THR engaged modes

AUTO-THRUST DISCONNECTION
When A/THR is disconnected, it’s means that this system is not armed and not engaged.
A/THR can be disconnected by two ways:
• Normal disconnection:
– Push one of two A/THR disconnection push buttons on power levers.
– Set two power levers in IDLE position.
• Abnormal disconnection:
– Push A/THR FCP push button while A/THR is engaged.
– FMS is failed or A/THR breaker is popped.
– Set two power levers beyond CL position or one power lever beyond MCT position, when
radio altimeter value is below 100ft.
With flight director on, A/THR will re-arm automatically if at least one power lever is in TOGA
position. With flight director off, A/THR still disconnected.

(ATA 22) - FMS Medium Jet
Information from Information from

airplane systems the flight crew
Navigation and
FMC performance
databases
The FMC calculates the

optimum flight profile
It sends commands to It sends information to

the autoflight system the displays and MCDUs
Figure 12.27: FMC functions description
The CDU has the following features:
• A line select keys to select, put in or remove data.

• An alpha and numeric keys to put in data
• Function keys to show pages of data

(ATA 22) - FMS Medium Jet
M M
S S
G G
Figure 12.28: FMS
The CDU has the following data pages:
• FNPT STATUS: Displays FMS general configuration parameters

• ACTIVE DATA BASE: Displays MCDU databases list. Allows to change active database.
• CONFIRM DATA BASE CHANGE: database change confirmation
• INIT: flight data initialization, such as wind, route, departure and arrival runways, waypoints,
departure and arrival procedures

(ATA 24) - ELECTRICS Medium Jet
12-6 (ATA 24) - ELECTRICS

GENERAL DESCRIPTION
The electrical system consists in three-phases 115V / 400Hz AC current and 28V DC current.
The system produces the AC current with dedicated sources:
• Engines GENerators (GEN 1 and GEN 2) linked to engines through Integrated Drive
Generators (IDG 1 and IDG 2).
• An Auxiliary Power Unit (APU) GENerator (APU GEN) driven by APU.
• An EMERgency GENerator (EMER GEN) driven by blue hydraulic system when Ram
Air Turbine (RAT) is extended.
• A STATic INVerter (STAT INV) that transforms DC current coming from batteries to
AC current.
• On ground, an external power unit (EXT PWR) provides the system with AC current
when plugged-in.
GEN 1, GEN 2, APU GEN and EXT PWR delivers by their owns enough current to power
the whole aircraft network.
EMER GEN delivers enough current to power the essential devices of the aircraft network.
STAT INV delivers enough current to power the most essential AC devices of the aircraft
network.
The system produces the DC current using:
• Two batteries (BAT 1 and BAT 2).

• Three Transformer Rectifiers - TR 1, TR 2 and ESSential TR (ESS TR) - that transform
AC current to DC current.
Two transformer rectifiers out of three (from TR 1, TR 2 and ESS TR) are needed to deliver
enough current to power the whole aircraft DC network. ESS TR delivers enough current to
power the essential DC devices of the aircraft network. When fully charged, the two batteries
together deliver enough current to:
• Power the most essential devices of the aircraft network.

• Start APU.
The system delivers current to inboard devices on separate buses:
• AC buses:

– AC BUS 1 and AC BUS 2 are the main AC buses. In normal configuration these
buses are supplied by GEN 1 and GEN 2. They can also be supplied by APU or
EXT PWR through the AC BUSes TIE device (BUS TIE). They power AC ESS
bus. They also power the DC buses through TR 1 and TR 2.
– AC ESSential bus (AC ESS) provides the essential devices with AC current. In
normal configuration AC ESS is supplied by AC 1 or AC 2 depending on AC ESS
line feed selection.
– AC ESSential SHEDable bus (AC ESS SHED) is the part of AC ESS bus that
can be shed if needed (when power supply is not sufficient).
• DC buses:
– DC BUS 1 and DC BUS 2 are the main DC buses. In normal configuration,

these buses are supplied by TR 1 and TR 2. The are also connected to DC
BAT to supply it in normal configuration or to be supplied by it in abnormal
configuration.
– DC BATteries bus (DC BAT) is the bus linked to batteries. It can supply them
in case of battery discharge or be supplied by them when no generator is running.
In normal configuration DC BAT supplies DC ESS.
– DC ESSential bus (DC ESS) provides the essential devices with DC current. In
normal configuration DC ESS is supplied by DC BAT.
– DC ESSential SHEDable bus (DC ESS SHED) is the part of DC ESS bus that
can be shed if needed (when power supply is not sufficient).
The thereafter diagram illustrate the normal electrical configuration.

DC BAT
BAT 1 BAT 2
DC BUS 1 DC BUS 1
DC ESS
DC ESS SHED
TR 1 TR 2
AC ESS SHED
AC ESS AC ESS
LINE FEED LINE FEED
AC BUS 1 LEFT AC ESS RIGHT AC BUS 2
BUS TIE
GEN 1 APU EXT GEN 2

GEN PWR
Figure 12.101: Normal electrical configuration
When neither GEN 1, GEN 2, APU GEN nor EXT PWR are available, the system automati-
cally switches to the following configurations:
• On ground and speed <50 kt: BAT ONLY configuration.
In this case the batteries only power DC BAT and DC ESS (shed).
• On ground and speed >50 kt or in flight, speed <100 kt: ESS BUSES ON BAT
configuration.
In this case, the batteries only power DC BAT, DC ESS (shed) and AC ESS (shed)
through STAT INV.
• Speed >100 kt (either on ground or in flight): EMERgency CONFIGuration (EMER
CONFIG).
• In this case EMER GEN is energized by the blue hydraulic system pressurized by the
RAT (that extends when speed >100 kt). EMER GEN powers AC ESS (not shed) and
DC ESS (not shed) through ESS TR.
The thereafter diagrams illustrate BAT ONLY, ESS BUSES ON BAT and EMER CONFIG
configurations.

ELECTRICAL
BAT 1 DC BUS 1 AC ESS BUS DC BUS 2 BAT 2
FAULT FAULT
AC ESS FEED
OFF L OFF
E FAULT
F
T
RIGHT
AC BUS 1 AC BUS 2
0.0 0.0
BUS TIE
IDG 1 IDG 2
A
GEN 1 APU OFF U EXT PWR GEN 2
T
O
FAULT FAULT FAULT AVAIL FAULT FAULT
OFF OFF OFF ON OFF OFF
Figure 12.105: Electric system on overhead
1. BAT 1 (2) pb-sw: press to switch on/off BAT 1 (2). Switching off also resumes BAT
1 (2) internal breaker state.
OFF light: when on indicates that BAT 1 (2) is off, when off indicates that BAT 1 (2)
is on.
FAULT light: on when BAT 1 (2) is on and internally tripped, off otherwise.
2. BAT 1 (2) voltage indicator: indicates BAT 1 (2) voltage value (V).
3. AC ESS LINE FEED pb-sw: press to switch AC ESS LINE FEED from left (AC BUS
1 powers AC ESS) to right (AC BUS 2 powers AC ESS) and vice-versa.
RIGHT light: on when AC ESS LINE FEED set to right (AC BUS 2 powers AC ESS),
off when AC ESS LINE FEED set to left (AC BUS 1 powers AC ESS).
FAULT light: on when AC ESS not powered, off otherwise.
4. BUS TIE pb-sw: press to switch on/off BUS TIE.
OFF light: on when BUS TIE switched to off, off otherwise.
5. IDG 1 (2) guarded pb-sw: press to disconnect IDG 1 (2). IDG can be reconnected only
on ground by maintenance crew.
OFF light: on when IDG 1 (2) is disconnected, off otherwise.
FAULT light: on when IDG 1 (2) connected and faulty (oil temperature >185°C or oil
low pressure detected while engine 1 (2) is running), off otherwise.

(ATA 25) - FLIGHT DECK Medium Jet
12-8-1 PILOT’S FLIGHT DECK
MASTER
MIC HIGH CAUTION
COM 1 COM 1 NAV 1 ADF MKR SPK
TEST
MASTER
WARNING
MIC COM 2 NAV 2 DME MKR MKR

COM 2 TEST
ALT FUEL LEFT RIGHT CARB COWL

PUMP MAGN. MAGN. HEAT FLAPS
LIGHTS
L R L R 1 2 1 2 L R L R SURFACE PROP
BATT ON ON ON ON ON ON ON ON ON ON OPEN OPEN LAND TAXI NAV STROBE PITOT HEAT DE-ICE DE-ICE GEAR
ON ON ON ON ON ON ON ON
UP
DOWN
OFF L R L R OFF OFF OFF OFF OFF OFF OFF

OFF OFF PRIMER OFF OFF PRIMER STARTER OFF OFF OFF OFF STARTER OFF OFF OFF OFF
Figure 12.130: Pilot’s Flight Deck

12-8-2 CENTRAL FLIGHT DECK
DOWN
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALTT
CHG
UP
) 2 2
Figure 12.131: Central Flight Deck (without TCAS and Weather Radar System)

DOWN
CRS/TRK CRS/TRK
LNAV FD VNAV
HSI 1 HSI 2
APPR CPL YD A/THR ALT
CHG
UP
APP
Figure 12.132: Central Flight Deck (with TCAS and Weather Radar System)

12-8-3 COPILOT’S FLIGHT DECK
MASTER
CAUTION MIC HIGH
TEST
MASTER
WARNING

COM 2 TEST
FLAPS FUEL SELECTORS PITCH L R

BAT
TRIM ALT ALT
LEFT LEFT
RIGHT RIGHT
TANK TANK
UP CLOSE TANK CLOSE TANK
APPR. LANDING AVIONICS MAIN ESS MAIN AVIONICS

GEAR BUS 1 BUS 1 BUS BUS 2 BUS 2
DOWN
LEFT LEFT
ENGINE ENGINE
Figure 12.133: Copilot’s Flight Deck

(ATA 25) - OVERHEAD PANEL Medium Jet
12-9 (ATA 25) - OVERHEAD PANEL
EFIS FLIGHT COMPUTERS APU

PFD PFD MFD AHRS AHRS ADC ADC APU
1 2 1 2 1 2 GEN
AUDIO NAVIGATION EQUIPMENT SYST EQUIP

PANEL PANEL C/NAV 1 C/NAV 2 ADF XPDR DME FMS FMS STORM TCAS GPWS
1 2 GNS 1 GNS 2 1 2 SCOPE
HYD ANTI-ICE AUTO-FLIGHT FLIGHT CONTROLS

ELEC B PITOT PITOT AUTO A/THR AUTO PITCH LANDING FLAPS SPEED GEAR ANTI
PUMP HEAT 1 HEAT 2 PILOT BRAKES TRIM GEAR BRAKES WARN SKID
ENGINE FUEL AIR COND BLEED

IGN IGN FIRE FIRE LEFT X RIGHT PACK PACK X
L R DET L DET R PUMP 1 PUMP 2 FEED PUMP 1 PUMP 2 CTRL 1 CTRL 2 VALVE
ELECTRIC PRESSU
BAT BAT GEN GEN AC AC DC DC AC ESS DC ESS CTRL CTRL
1 2 1 2 BUS 1 BUS 2 BUS 1 BUS 2 BUS BUS 1 2
FIRE
ENGINE 1 ENGINE 2
AGENT 1 AGENT 2 APU AGENT 1 AGENT 2
TEST TEST
SQUIB SQUIB SQUIB SQUIB
DISCH DISCH FIRE DISCH DISCH

PUSH
AGENT TEST
FIRE SQUIB
FIRE
PUSH PUSH
DISCH
HYDRAULIC
GREEN BLUE YELLOW
ENG 1 PUMP RAT ELEC PUMP ENG 2 PUMP
FAULT FAULT A FAULT

U EVAC
OFF OFF T OFF
O
HORN
COMMAND
SHUT OFF
EVAC
ON
PACK FLOW AIR CONDITIONING
OXYGEN NORM COCKPIT FWD CABIN AFT CABIN
MASK LOW HIGH
HOT AIR
MAN COLD HOT COLD HOT COLD HOT
AUTO BRAKES
PASSENGER CREW
FAULT NORMAL MAXIMUM A/SKID
A OFF
U ON ON DECEL DECEL FAULT
OFF
T
O PACK 1 PACK 2 ON ON ON
FAULT FAULT
PRESSURIZATION
OFF OFF CARGO HEAT
MAN VALVE DITCHING FWD ISOL VALVE AFT ISOL VALVE
MODE SEL OPEN BLEED AIR X VALVE

FAULT FAULT
FAULT AUTO OFF OFF

ON ENG 1 APU SHUT OPEN ENG 2
MAN
FAULT FAULT FAULT
CLOSE OFF ON OFF CARGO SMOKE

FLT ALT LDG ALT TEST
FUEL
0 0
ENG 1 ENG 2
X FEED DISCH DISCH
FWD AFT
OPEN
1 PUMPS 2 1 PUMPS 2 SMOKE SMOKE
ON
DISCH DISCH
FAULT FAULT FAULT FAULT
ANTI ICE OFF OFF OFF OFF

WING ENG 1 ENG 2 APU ENGINES
MODE NORM IGN
FAULT FAULT A FAULT A LEFT TANK RIGHT TANK CRANK
U U START
ON ON T ON T
O O
MASTER 1 MASTER 2
ON ON
PROBES WINDOWS ELECTRICAL
BAT 1 DC BUS 1 AC ESS BUS DC BUS 2 BAT 2
A A
ON U ON U
T T FAULT FAULT
O O AC ESS FEED MAN MAN
OFF L OFF START 1 START 2
E OFF OFF
FAULT
F
GPWS T
RIGHT
SYS G/S MODE FLAP MODE AC BUS 1 AC BUS 2
FAULT
OFF
FAULT
OFF
FAULT
OFF
0.0 0.0 FIRE
FAULT
ON ON FIRE
FAULT
BUS TIE
IDG 1 IDG 2
A
EMERGENCY ELEC PWR GEN 1 APU OFF U EXT PWR GEN 2 APU
T
EMER GEN TEST GEN 1 LINE O MASTER SW START
FAULT FAULT FAULT AVAIL FAULT FAULT
SMOKE OFF OFF ON OFF OFF FAULT AVAIL

OFF
OFF ON ON
EXT LIGHTS CALLS INT LIGHTS SIGNS

STROBE BEACON WING NAV FWD OVHD NO SMOKING SEAT BELTS
ON ON ON ON OFF ON ON ON
L WIPER R WIPER
OFF OFF
SLOW ANN. SLOW
AFT TEST
FAST FAST
OFF OFF OFF OFF OFF OFF
DOME EMER EXIT LIGHTS
LAND TAXI
ON ON HI ON
GND OFF ARM
LO OFF
OFF OFF
Figure 12.134: Overhead panel

(ATA 25) - PEDESTAL Medium Jet
12-10 (ATA 25) - PEDESTAL
A D F
! ! ! '
) , . . 4 3
O N
S B Y A L T
U S E S T B Y / T I M E R
I D E N T
K R 8 7
O F F T S T
V O L
F L T S E T
A D F B F O F R Q K T 7 6 A
E T
R S T
O F F
RELEASED
EMERGENCY GEAR
INSTRUMENTSS AVIONICC
FLOOD LIGHT
LIGHT MASTERR
ON
PARKINGG ON
OFF HIGH OFF HIGH BRAKE
PULL UP FORR
GEAR EXTENTION
DOWN T P P T C HIGHH
H O R H O IDLE
R W O R N
O E P O D
T R E T I
T L T T
P L I
L L
O E O
W E E
R N
E
R
PITCHH
TRIM IDLE IDLE
IDLE
LOWW
IDLE
LIFTSPEEDD
BRAKE
R R
RETRACT E E
V V
UP FULL FULL
EXTEND
YAW TRIM
LEFT RIGHT
Figure 12.135: Pedestal

(ATA 26) - FIRE PROTECTION SYSTEMS Medium Jet
12-11 (ATA 26) - FIRE PROTECTION SYSTEMS

The fire protection system consists in:
• Fire detection and extinguishing systems for:

– Engines.
– APU.
• Smoke detection and extinguishing systems for:
– Lavatories.
– Cargo compartments.
• Smoke detection for avionic bay.

FIRE
ENGINE 1 ENGINE 2
AGENT 1 AGENT 2 APU AGENT 1 AGENT 2
TEST TEST
SQUIB SQUIB SQUIB SQUIB
DISCH DISCH FIRE DISCH DISCH

PUSH
AGENT TEST
FIRE SQUIB
FIRE
PUSH PUSH
DISCH
Figure 12.136: Fire system on overhead
1. Engine 1 fire guarded pb-sw: pop to activate extinguishing system for engine 1, to
acknowledge the fire warning and switch off fire alarm sound.
2. Engine 1 agent 1 pb-sw: push to discharge content of agent 1. SQUIB is lit when the
agent has to be activated. DISCH is lit when bottle is empty.
4. Engine 1 test pb: press to test detection and extinguishing system for engine 1. When
pressed, all lights dedicated to engine 1 fire protection are lit, the fire warning appears,
the master warning button is lit (pulsing) and the warning and fire alarm sound are
played.
5. Engine 2 fire guarded pb-sw: pop to activate extinguishing system for engine 2, to
acknowledge the fire warning and switch off fire alarm sound.
8. Engine 2 test pb: press to test detection and extinguishing system for engine 2. When
pressed, all lights dedicated to engine 2 fire protection are lit, the fire warning appears,
the master warning button is lit (pulsing) and the warning and fire alarm sound are
played.

9. APU fire guarded pb-sw: pop to activate extinguishing system for APU and to ac-
knowledge the fire warning.
10. APU agent pb-sw: push to discharge content of agent. SQUIB is lit when the agent
has to be activated. DISCH is lit when bottle is empty.
11. APU test pb: press to test detection and extinguishing system for APU. When pressed,
all lights dedicated to APU fire protection are lit, the fire warning appears, the master
warning button is lit (pulsing) and the warning and fire alarm sound are played.
ENGINE
IGN IGN FIRE FIRE
L R DET L DET R
Figure 12.137: Fire breakers
12. FIRE DET L breaker: left fire detector breaker, when pulled, left fire detector is dis-
connected, when pushed, left fire detector is connected.
13. FIRE DET R breaker: right fire detector breaker, when pulled, right fire detector is
disconnected, when pushed, right fire detector is connected.
C A R G O H E AT
FWD ISOL VALVE AFT ISOL VALVE
FAULT FAULT
14 OFF OFF
15
Figure 12.138: Cargo heat breakers
14. FWD ISOL VALVE pb-sw: switch on to engage forward isolation valve (valve position
is controlled by cargo heat system), switch off to disengage it (the valve is closed).
If valve is disengaged, OFF light is lit.
On smoke detection valve is closed automatically.
‘FAULT’ lights comes on when valve is not in commanded position.
15. AFT ISOL VALVE pb-sw: switch on to engage aft isolation valve (valve position is
controlled by cargo heat system), switch off to disengage it (the valve is closed).
If valve is disengaged, OFF light is lit.
On smoke detection valve is closed automatically.
‘FAULT’ lights comes on when valve is not in commanded position.

CARGO SMOKE
TEST
DISCH DISCH
FWD AFT
SMOKE SMOKE
DISCH DISCH
Figure 12.139: Cargo smoke on overhead
1. Cargo smoke test pb: press to test smoke detection and extinguishing system for cargo.
When pressed, all lights on cargo panel are lit.
2. FWD SMOKE light: lit if smoke is detected in forward cargo.
3. FWD DISCH guarded pb: push to discharge bottle for forward cargo.
4. FWD DISCH light: lit when bottle for forward cargo is empty.
5. AFT SMOKE light: lit if smoke is detected in rear cargo.
6. AFT DISCH guarded pb: push to discharge bottle for rear cargo.
7. AFT DISCH light: lit when bottle for rear cargo is empty.

12-11-3 ENGINES FIRE PROTECTION

The engines have a fire detection system consisting of:
• detection loop (sensing elements in main parts of the engine)

• fire detection unit (FDU)
When a sensing element is subjected to heat, a signal is sent to the FDU which transmits all
informations to warn crew (WAL messages, warning sounds and Master buttons)
The extinguishing system is comprised of 2 bottles for each engine, with electrically operated
squibs to discharge their contents. Each bottle have a discharging duration of 30 seconds.
After a fire is detected, pushing the corresponding engine ‘FIRE PUSH’ guarded push button
will:
• Light on the active agent on the overhead panel.

• Automatically close the bleed engine valve.
• Disconnect the generator from the electrical system.
• Switch off fire claim sound.
12-11-4 APU FIRE PROTECTION

The APU have a fire detection system consisting of:
• detection loop
• fire detection unit (FDU)
When a sensing element is subjected to heat, a signal is sent to the FDU which transmits all
informations to warn crew (WAL messages, warning sounds and Master buttons)
The extinguishing system is comprised of 1 bottle, with electrically operated squibs to dis-
charge their contents. The bottle has a discharging duration of 60 seconds.
If an APU fire is detected when aircraft is on ground, the APU is automatically shut down
(not if due to the test procedure) and the bottle is discharged.
12-11-5 LAVATORIES FIRE PROTECTION

The lavatories fire protection consists of a smoke detector for each lavatory and an automatic
extinguishing system . When smoke is detected in a lavatory, information is sent to the flight
warning system.

12-11-6 CARGO FIRE PROTECTION

The cargo fire protection consists of
• smoke detectors in each cargo (forward and aft)

• a bottle with two heads (on for each compartment)
When smoke is detected, a signal is sent to the smoke detection control unit which transmits
all informations to warn crew (WAL messages, warning sounds and Master buttons)
12-11-7 AVIONIC BAY FIRE PROTECTION

The avionic bay fire protection consists of a smoke detector in the air extraction duct of
avionics compartment. If smoke is detected, the crew has to isolate the faulty circuit, and
has to manually extinguish the fire.
12-11-8 WARNING MESSAGES
Warning Condition Type Master

Message Ack.
ENG 1(2) FIRE Engine 1 (2) fire detection Warning Yes
ENG 1(2) DET FAULT Engine 1 (2) fire loop detection Caution Yes
fault
APU FIRE APU fire detection Warning Yes
APU DET FAULT APU fire loop detection fault Caution Yes
LAVATORY SMOKE Lavatories smoke detection Warning Yes
LAVATORY DET FAULT Lavatories smoke loop detec- Caution Yes
tion fault
FWD(AFT) CARGO FWD (AFT) cargo smoke de- Warning Yes
SMOKE tection
FWD(AFT) CRG DET FWD (AFT) cargo smoke loop Caution Yes
FAULT detection fault
AVNCS SMOKE Avionics bay smoke detection Caution Yes

(ATA 27) - FLIGHT CONTROLS Medium Jet
12-12 (ATA 27) - FLIGHT CONTROLS
The flight control system consists of primary and secondary controls.
12-12-1 PRIMARY FLIGHT CONTROLS

The trainer is equipped with wheel, stick and pedals for both pilot and copilot. The systems
are interconnected.
WHEEL
Turning the wheel controls roll (i. e. the simulated aircraft movement about the longitudinal
axis).
On the wheel there are buttons for disconnecting the autopilot (red) and starting/ stopping/
resetting the stopwatch (black) as well the electric pitch trim switch. On the wheel back
there is the PTT (push to talk) — the transmission switch for the communications system.
Stopwatch start/stop/reset
Transmission switch
Electric Autopilot
pitch trim disengage
Figure 12.140: Pilot’s wheel
STICK
Moving the stick fore and aft controls pitch (i. e. the simulated aircraft movement about the
lateral axis). Pushing the stick forward lowers the simulated aircraft nose, pulling the wheel
back raises it.

12-12-2 SECONDARY FLIGHT CONTROLS

The secondary flight controls consist of roll trim, pitch trim, yaw trim and the wing flaps.
The manual trim controls are located on the pedestal:
P P C HIGHH
O R O IDLE
W O N
DOWN E P D
INCREASE R E I
L T
P L I
O E O
W R N
E
R
DECREASE
PITCHH
TRIM
Pitch Trim
IDLE
GROUND LOWW
IDLE
LIFT
UP
FUEL
REVERSE FEATHER
CUT OFF
YAW TRIM
LEFT RIGHT
Yaw Trim
Roll Trim
Figure 12.144: Manual trim controls

The indicators for the trim settings are located on top of the central panel:
Figure 12.145: Trim settings indicators

ROLL TRIM
Turn the wheel to the right to trim the aircraft to the right and vice versa.
Figure 12.146: Roll trim wheel
The green line represents the roll trim position, the white line represents the wheel position.
TRIM
R R
O O
L L
L L
Figure 12.147: Roll trim indicator

PITCH TRIM
Turn the wheel aft to increase the aircraft attitude (nose up) and vice versa.
DOWN
PITCH
TRIM
UP
Figure 12.148: Pitch trim wheel
The electric pitch trim switch is on the wheel. Pushing both parts of the switch simultaneously
forward has the same effect as turning the trim wheel forward and vice versa.
Electric
pitch trim Nose down
Nose up
Figure 12.149: Electric pitch trim switch

The green symbol represents the pitch trim position, the white symbol represents the stick
position.
TRIM
NOSE
D N
U P
Figure 12.150: Pitch trim indicator

YAW TRIM
Turn the wheel to the right to trim the aircraft to the right and vice versa.
YAW TRIM
LEFT RIGHT
Figure 12.151: Yaw trim wheel
z
The green symbol represents the yaw trim position, the white symbol represents the rudder
position.
TRIM
RUDDER
Figure 12.152: Yaw trim indicator

WING FLAPS
The flaps lever is located on the right side of central panel. There are four positions: Flaps
0, 1, 2, 3 and full which correspond to those indicated on the flaps indicator.
The lever must be pulled before it can be moved up or down.
Figure 12.153: Flaps indicator
NOTE
If flaps lever position is moved from 0 to 1, wing flaps
will move from 0 to 1 only if indicated airspeed is less
than or equal to 210 kt.
If flaps lever position is at 1, wing flaps will automat-
ically move from 1 to 0 position if indicated airspeed
is greater than or equal to 210 kt.

The speed brakes can be extended at any speed. The speed brakes extend percentage is
shown on the following instrument:
Figure 12.155: Speed brakes indicator
GND position is used only for take off or landing. Ground spoilers are just armed.
Ground spoilers are automatically extended at:
Gear touchdown OR during take off, Speed ≥ 72KT

WHEN
Speed brakes are armed and autothrottle is set to 0 OR reverse are engaged
Ground spoilers are automatically retracted when:
Autothrottle is at 0 % AND speed brake lever position is 0

OR
Autothrottle is under 15 % OR Speed is under 1 KT

1 2
3 4
5 7
6
6
7
Figure 12.156: Flight Controls on the MFD
1. SPD BRK: Left Speed brake position indicator.

2. SPD BRK: Right Speed brake position indicator.
3. L AIL: Left Aileron position indicator.
4. R AIL: Aileron position indicator.
5. L ELEV: Left Elevator position indicator.
6. RUD: Rudder position indicator.
7. R ELEV: Left Elevator position indicator.

(ATA 28) - FUEL Medium Jet
12-13 (ATA 28) - FUEL
Figure 12.157: Fuel System
Fuel system is composed by 4 tanks:

• Left outer tank, in left wing
• Left inner tank, in left wing
• Right inner tank, in right wing
• Right outer tank, in right wing
Aircraft can get a maximum of 23,858 liters (41,289 lbs) fuel on board. Each outer tank can
get a maximum of 1,325 liters (2,293 lbs) and each inner tank 10,604 liters (18,351 lbs).
Outer tanks fuel can be transferred to inner tanks through their transfer valves. The two
valves open simultaneously when any inner tank reaches 109 liters (189 lbs).
A cross fuel valve allow both engines to be supplied by both tank sides.
Each side inner tank is connected with 2 pumps (labelled 1 & 2).
APU is supplied for fuel by left fuel system. If needed APU uses its own pump, directly
connected to left inner tank.

(ATA 28) - FUEL Medium Jet
FUEL
ENG 1 ENG 2
X FEED
OPEN
1 PUMPS 2 1 PUMPS 2
ON
FAULT FAULT FAULT FAULT
OFF OFF OFF OFF

APU
LEFT TANK RIGHT TANK
Figure 12.158: Fuel system on overhead
1. Left tank PUMP 1 pb-sw:

When switched on, left pump 1 is engaged, OFF is unlit.
When switched off, left pump 1 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on left pump 1.
2. Left tank PUMP 2 pb-sw:
When switched on, left pump 2 is engaged, OFF is unlit.
When switched off, left pump 2 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on left pump 2.
3. X FEED pb-sw:
When switched on, cross feed valve is open, ON is lit.
When switched off, cross feed valve is closed, ON is unlit.
OPEN light: if on, indicates that valve is opened and no malfunction detected.
4. Right tank PUMP 1 pb-sw:
When switched on, right pump 1 is engaged, OFF is unlit.
When switched off, right pump 1 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on right pump 1.
5. Right tank PUMP 2 pb-sw:
When switched on, right pump 2 is engaged, OFF is unlit.
When switch off, right pump 2 is disengaged, OFF is lit.
FAULT light: if on, indicates a malfunction on right pump 2.

(ATA 29) - HYDRAULICS Medium Jet
12-14 (ATA 29) - HYDRAULICS

The aircraft consists in 3 continuously operating hydraulic systems:
• Blue system:
An electric pump pressurizes the blue system in normal condition. This pump is powered
by AC 1 bus.
In case of electrical failure (on electrical emergency configuration), a pump driven by
a Ram Air Turbine (RAT) pressurizes the blue system.
• Green system:
A pump driven by engine 1 pressurizes the green system.
• Yellow system pumps:
A pump driven by engine 2 pressurizes the yellow system.
Hydraulic fluid can not be transferred from one system to another.
Green and yellow systems have fire shutoff valves in their lines upstream of their engine driven
pump. These valves are normally opened. They are closed in case of engine fire when the
ENG 1(2) FIRE pbs are pushed.
Figure 12.161: The 3 hydraulic systems
Hydraulic pressure is used by the:

• Flight controls
• Electrical emergency generator on blue system, energized by RAT in case of emergency.
• Landing gear on the green system (blue if green system not available).
• Flaps on the blue and yellow systems.
• Speed brakes on the blue and yellow systems.
• Brakes on the green system (blue if green system not available).
• Nose Wheel Steering on the green and yellow system.

HYDRAULIC
GREEN BLUE YELLOW
ENG 1 PUMP RAT ELEC PUMP ENG 2 PUMPP
FAULT FAULT A FAULT

U
OFFF OFFF T OFF
O
Figure 12.162
1. Engine 1 pump pb-sw: used to engage / disengage green system pump.

OFF light: when off indicates that green pump is engaged, when on indicates that
pump is disengaged.
FAULT light: when on indicates green system fault.
2. Electrical pump pb-sw: used to engage / disengage blue system pump.
OFF light: when off indicates that blue pump is engaged, when on indicates that pump
is disengaged.
FAULT light: when on indicates blue system fault.
3. Engine 2 pump pb-sw: used to engage / disengage yellow system pump.
OFF light: when off indicates that yellow pump is engaged, when on indicates that
pump is disengaged.
FAULT light: when on indicates yellow system fault.

(ATA 31) - AVIONICS Medium Jet
12-16-8 AUDIO CONTROL

The pilot’s and copilot’s audio control switches are identical and located on left and right of
the FCP, in the front of the crew:
MIC HIGH

COM 2 TEST
Figure 12.172: Pilot’s audio control switches
From top to bottom, left to right:
• MIC COM 1 & 2: The messages are transmitted through the frequency selected on
COM1 or COM2 — whichever is on/lit — (this is shown by a ‘TX’ that appears on
related GNS, when a PTT switch is pushed). The light of the related button blink
during the transmission.
• COM1: This button has no effect. (In an aircraft, with the switch on COM 1, the
messages received on the COM 1 frequency could be heard.)
• COM2: This button has no effect. (In an aircraft, with the switch on COM 2, the
messages received on the COM 2 frequency could be heard.)
The next switches serve to choose which message or morse code is heard in the cockpit.
• NAV1: When set on NAV1 the morse code of the beacon selected on NAV1 can be
heard.
• NAV2: When set on NAV2 the morse code of the beacon selected on NAV2 can be
heard.
• ADF: When set on ADF the morse code of the beacon selected on the ADF can be
heard.
• DME: the morse code of the beacon selected by means of the LSK DME button can
be heard.
• SPK: This button has no effect. (In an aircraft, with the switch in position OFF, the
messages or morse codes chosen with the next switches would be transmitted only in
the headsets and not on the speakers.)

(ATA 31) - EFIS Medium Jet
12-17 (ATA 31) - EFIS
12-17-1 EFIS DESCRIPTION

GENERAL DESCRIPTION
The EFIS instrument consists of 3 displays:
• Pilot display (Primary Flight Display - PFD)

• CoPilot Display (Primary Flight Display - PFD)
• Multi Function Display (MFD)
Figure 12.173: ALX EFIS
1. Line Selection Key (LSK) buttons, push to select associated functions (if label is white),
or push twice or more to switch between menu values (if label is yellow)
2. Pilot EFIS Display
3. MFD EFIS Display
4. CoPilot EFIS Display
5. EFIS knob: use to change value of selected LSK (if value is in green).

12-17-2 MULTI FUNCTION DISPLAY (MFD) EFIS
MFD DESCRIPTION
) 2 2
Figure 12.175: MFD description
1. Line Selection Key (LSK) values from 1 to 6: indicates information associated to each
LSK. The selected LSK appears with a green square. The title appears in white, the
subfunction switch value appears in yellow, and the value of the field is in green. More
details in next paragraph.
2. LSK values from 7 to 8: indicates information associated to each LSK.
3. Engine Instrument Display (EID): defined in next paragraph
4. Trim, Gear and Flaps Display (TGFD): defined in next paragraph
5. ADI: defined in next paragraph
6. Multi System Display (MSD) 1: defined in next paragraph

7. Warning and Advisory List (WAL): defined in next paragraph

8. Multi System Display (MSD) 2: defined in next paragraph

ENGINE DISPLAY
Figure 12.177: Engine display on MFD
1. Compass: indicates current heading of the aircraft, mechanical instrument, can’t be

out of order.
2. N1: indicates low pressure compressor burst in percentage. The left indicator is for
left engine, and right indicator is for right engine.
3. ITT: indicates the inter turbine temperature expressed in °C.
4. N2: indicates high pressure compressor burst in percentage.
5. FF: indicates the fuel flow of each engine, in lbs/h
6. Total Fuel On Board: provides fuel quantity on board in lbs.

FLIGHT CONTROLS DISPLAY
) 2 2
Figure 12.178: Flight controls display on MFD
1. Trim Positions: displays the current state of the trim, for roll, pitch, and rudder values.
2. LDG GEAR: displays the position of gears. Three states are possible:
• No display: the gears are locked up
• Green Down Display: the gears are locked down
• UNLK Red display: the gears are not locked in the selected position.

3. FLAPS: indicates the position of the flaps
In green, flaps are in this position. In blue, flaps are comming in this selected position
4. SPEED BRAKES: displays the left and right values of the speed brakes in percentage.

STANDBY INSTRUMENTS
Figure 12.179: Standby instruments on MFD
1. Current Indicated Airspeed, in kts

2. Speed Scale, in kts, with steps of 5 kts
3. Pitch Scale, in °, with steps of 5°.
4. Horizon
5. Altitude Scale, in Ft, with steps of 20 Ft.
6. Current Altitude in Ft.
7. Roll Scale, provide graduations at 0, 10, 20, 30 degrees.
8. Fixed Airplane Symbol
9. Roll Index
10. Side Slip Index/Beta Target: indicates lateral acceleration on the ground and side slip
in flight as provided by AHRS and ADC selected.
This instrument is used as backup of PFD, it displays less informations than PFD.

12-17-3 PFD EFIS

PFD DESCRIPTION
8
7
Figure 12.180: ALX PFD
1. LSK zone: label associated to each LSK.

2. ADI: Attitude direction indicators. Displays information about aircraft attitude, speed,
direction, and various navigation informations.
3. ESD: Engine and System display (its display depending on backup menu)
4. HSI: Horizontal situation indicators.
5. FMA: Flight Mode Annunciator. Indicates the current flight modes activated.
6. Wind informations.
7. System backup display (its display depending on backup menu).
8. Warning backup (its display depending on backup menu).

ADI, AIRSPEED, ALTIMETER AND VERTICAL SPEED
Figure 12.182: ADI display on PFD
The ADI can be divided in three parts:
• left part for airspeed information

• right part for vertical information (altitude and speed)
• center part for attitude and directors indications,.

AIRSPEED INFORMATIONS
Figure 12.183: Airspeed display on PFD
1. Target Speed in Kts

2. Speed Scale, in Kts, graduated each 5 Kts
3. Current Speed, in Kts
Several bugs can be displayed:
• Manual blue speed bug

• Magenta speed bug calculated by the FMS
• V1 bug
• VR bug
• V2 bug
• Green dot: Optimal speed at N-1. Depends on the weight and altitude.
• VEnr
• Flaps retractation speed (F)

• Slats retractation speed (S)

• Next flaps position maximum extention speed (=)

VERTICAL INFORMATION
Figure 12.184: Vertical data on PFD
1. Altitude target in Ft.

2. Altitude Scale, in Ft, graduated each 20 Ft.
3. Altitude trend, starting from the current altitude reference, to the value which will be
attained in 10 seconds if the vertical speed remains constant.
4. Current altitude in Ft.
5. Analog vertical speed pointer.
6. Vertical speed scale, graduated each 500ft/m.
7. VS bug
8. VS Numeric value

ATTITUDE AND DIRECTORS INDICATIONS
Figure 12.185: Attitude and directors indications on PFD
1. Roll Scale: provides graduation at 0, 10, 20, 30, and 60 degrees of bank
2. Roll Index: points to angle of bank in roll scale
3. Side Slip Index/Beta Target: indicates lateral acceleration on the ground and side slip
in flight as provided by ADIRS.
4. Horizon
5. Pitch Scale, graduated each 2.5 degrees.
6. Fixed airplane symbol
7. Lateral Deviation Scale. A red cross appear if no information is received. Otherwise,
a blue diamond appears and indicates value of lateral deviation.
8. Vertical Deviation Scale. A blue diamond indicate the deviation value. If glide failure
is activated, a red bar appears.

9. Flight director, 2 shapes are possible: perspective flight director or cross-bars. If cross-
bars mode is selected, horizontal bar appears if AP ALT mode is activated, end vertical
bar appears if AP HDG mode is activated.
10. Radio Alt: in ft. Displayed only if value is less than 2,500 ft. If a decision height
is selected, a yellow warning square can appear. If there is a radio-altimeter failure,
dashes are displayed instead of value. A synthetic voice will announce (Automatic call
out): 2,000ft, 1,000ft, 500ft, 400ft, 300ft, 200ft, 100ft, 50ft, 40ft, 30ft, 20ft, 10ft,
DH, whereas RETARD will be annouced crossing 20ft.
11. Marker Beacons (O for Outer, M for Middle,or I for Inner). Blinking when signals
received.
DME
The DME selection switch determines the NAV receiver from which the DME display takes
its information:

HSI (HORIZONTAL SITUATION INDICATORS)
8
1
Figure 12.188: HSI on PFD
1. Course: in degrees.
2. Target HDG.
3. Current Heading: in degrees.
4. AutoPilot Heading pointer
5. Heading trend.
6. Course deviation scale
7. Course arrow.
8. NAV source and mode (VLOC1, VLOC2, GPS1 or GPS2).
9. Ground Speed

If the HSI is connected to the GNS, the rose is as follows
1. Bearing 1 source
2. Bearing 2 source
3. Desired Track, replaces CRS when aircraft is connected to GNS (GPS mode).
4. Lateral deviation Indicator
5. Desired Track
6. Current Heading
7. GNS Source & Mode (VLOC1, VLOC2, GPS1 or GPS2)
8. Heading bug
9. Lateral Deviation Scale
10. Target Heading
11. Indicates whether the desired track is "from" or "to" the waypoint or the station.
Disappears when when selected frequency is an ILS
12. bearing 2 beacon.
13. Ground Speed

In ILS approach phase, the rose is displayed as follows
1. Glide slope information

2. bearing 1 beacon
3. bearing 2 beacon
4. bearing VOR

The HSI can also be viewed in arc mode (120° view, in front of the aircraft).
16
1. Bearing 1 source
2. Bearing 2 source
3. Desired Track, replaces CRS when aircraft is connected to the GNS
4. Cross Track: distance to desired track
5. Distance to next waypoint
6. Ground Speed of next waypoint
7. Half Arc Scale
8. Heading target
9. Current Heading
10. GNS Source & Mode
11. Waypoint
12. Next Waypoint
13. Flightplan
14. Heading bug
15. Heading to the beacon chosen.
16. Waypoint name

If the HSI is connected to the FMS, the HSI can be viewed in plan mode, to visualize the
flight plan prior to departure.
1. Desired Track
2. Waypoint
3. Next Waypoint
4. Ground Speed of next waypoint
5. Flightplan
6. Waypoint name
7. Heading target
8. FMS Source

FMA (FLIGHT MODE ANNUNCIATOR)
Figure 12.189: FMA on PFD
1. Time: UTC time

2. Chrono: time.
3. Indicates selected auto-throttles modes.
4. Indicates selected lateral navigation modes.
Line 1: Heading(HDG), Lateral Nav (LNAV), or localizer(LOC) engaged mode (green
display)
Line 2: Localizer (LOC) armed mode (blue display)
Line 3: N/A
5. Indicates selected vertical navigation modes
Line 1: PITCH, IAS, VS, ALT, Vertical Nav (VNAV), or GS engaged mode (green
display)
Line 2: ALT CH or GS armed mode (blue display)
Line 3: N/A
6. Indicates automatic modes
Line 1: Autopilot, AP (green display)
Line 2: Flight Director, FD(green display)
Line 3: Yaw Director, YD(green display)
7. Line 1: ← or → (green color).
Line 2: GA (green display)
Line 3: A/THR (green or bleue display)

CDI, BRG1, BRG2 INFORMATIONS
When HSI is coupled with GNS, CDI, BRG1 and BRG2 informations about waypoint can be
displayed.
Figure 12.191: Waypoint data display on PFD
1. Bearing 1 informations: name of the waypoint and distance to the waypoint.

2. Bearing 2 informations: frequency of the ADF.
3. CDI informations: name of the waypoint and distance to the waypoint.
4. DME informations: frequency and distance.

HEADING FAULT
This failure affects both PFD and MFD.
MFD NAV PAGE
Figure 12.192: Heading fault on MFD NAV page

PFD
Figure 12.193: Heading fault on PFD

ATTITUDE FAULT
MFD
Figure 12.194: Attitude fault on MFD

PFD
Figure 12.195: Attitude fault on PFD

BANK FAULT
MFD
DN
Figure 12.196: Bank fault on MFD

PFD
Figure 12.197: Bank fault on PFD

AHRS POWER FAULT
MFD
Figure 12.198: AHRS power fault on MFD

PFD
Figure 12.199: AHRS power fault on PFD

AIRSPEED FAULT
MFD NAV PAGE
Figure 12.200: Airspeed fault on MFD NAV page

PFD
Figure 12.201: Airspeed fault on PFD

VERTICAL SPEED FAULT
This failure affects only PFD.
PFD
Figure 12.202: Vertical airspeed fault on PFD

ALTIMETER FAULT
MFD NAV PAGE
Figure 12.203: Altimeter fault on MFD

PFD
Figure 12.204: Altimeter fault on PFD

ADC POWER FAULT
MFD NAV PAGE
Figure 12.205: ADC power fault on MFD NAV page

PFD
Figure 12.206: ADC power fault on PFD

LOC FAULT
This failure affects PFD. During approach phase, if loc fault is detected, a red cross appears
on deviation localizer symbol in the HSI and PFD, and glide symbols are lost.
Figure 12.207: LOC fault on PFD

GLIDE FAULT
This failure affects PFD. During approach phase, if glide fault is detected, a red cross appears
on glide slope symbol in the HSI and PFD.
Figure 12.208: GLIDE fault on PFD

(ATA 31) - TCAS Medium Jet
12-19 (ATA 31) - TCAS

The Traffic Collision and Avoidance System provides various visual and audio alarms if there
is a conflict between the aircraft’s flight path and other aircraft traffic. It provides traffic
advisories (TA) and resolutin advisories (RA), i.e., recommanded escape maneuvers, in the
vertical dimension to either increase or maintain the existing vertical separation between
aircrafts.
TCAS receive transponder informations of intruder aircrafts to classify them in different
categories according to their collision probability level:
• Non-threat traffic.
• Non-threat proximate traffic.
• Traffic advisory.
• Resolution advisory.
TCAS is electrically supplied by the DC BUS 1.
12-19-2 COLLISION AVOIDANCE

PROTECTED VOLUME
Protected volume depends on current sensitivity level (SL) determined by TCAS. TCAS uses
these following cases to determining the operating SL:
• When the TRAFFIC MODE menu is set to STDBY position, TCAS is operating in
SL1. In SL1, TCAS does not transmit any interrogations. SL1 is normally selected
only when the aircraft is on the ground or if TCAS has failed.
• When the pilot selects TA-ONLY mode, TCAS is placed into SL2. While in SL2, TCAS
performs all surveillance functions and will issue TAs, as required. RAs are inhibited
in SL2.
• When the pilot selects TA-RA mode, the TCAS logic automatically selects the appro-
priate SL based on the altitude of the own aircraft. Next table provides the altitude
threshold at which TCAS automatically changes SL. In these SLs, TCAS performs all
surveillance functions and will issue TAs and RAs, as required.

Table 12.60
Tau DMOD Alt. Threshold

Own altitude SL (sec) (nm) (ft)
(ft) TA RA TA RA TA RA
≤ 1000 2 20 N/A 0.30 N/A 850 N/A
1000 - 2350 3 25 15 0.33 0.20 850 300
2350 - 5000 4 30 20 0.48 0.35 850 300
5000 - 10000 5 40 25 0.75 0.55 850 350
10000 - 20000 6 45 30 1.00 0.80 850 400
20000 - 42000 7 48 35 1.30 1.10 850 600
≥ 42000 7 48 35 1.30 1.10 1200 700
CPA (Closest Point of Approach): This is the predictive conflict point.
Tau: TCAS primarily uses time-to-go to CPA rather than distance to determine when a
TA or an RA should be issued. The time to CPA is called the range tau and the time to
co-altitude is called the vertical tau. Tau is an approximation of the time, in seconds, to CPA
or to the aircraft being at the same altitude. The range tau is equal to the slant range (nmi)
divided by the closing speed (knots) multiplied by 3600. The vertical tau is equal to the alti-
tude separation (feet) divided by the vertical closing speed of the two aircraft (feet/minute)
times 60.
DMOD (Distance MODification): A problem with this simple definition of tau is that
in encounters where the rate of closure is very low, an intruder aircraft can come very close in
range without crossing the range tau boundaries and thus, without causing a TA or an RA to
be issued. To provide protection in these types of encounters, a modified definition of range
tau is used. At larger ranges and higher closure rates these boundaries are essentially equal to
those defined by the basic tau concept. However, at close ranges and at slower closure rates
the modified tau boundaries converge to a non-zero range called DMOD. This modification
allows TCAS to issue TAs and RAs at or before the fixed DMOD range threshold in these
slow-closure-rate encounters. The value of DMOD varies with the different sensitivity levels.

RA INHIBITION SITUATIONS
RA is automatically inhibited in theses following cases:
• When stall warning is activated. All RA are transformed into TA.

• When GPWS warning is activated. All RA are transformed into TA.
• When WINDSHEAR warning is activated. All RA are transformed into TA.
• When Radio altimeter value is below 1000 ft.
• When TCAS is failed.
• When TCAS is not electrically supplied.
Moreover, if priority alarm is generated, i.e., stall or GPWS or windshear, then all TCAS oral
alarms are inhibited.

12-19-3 EFIS REPRESENTATION
12-19-4 PFD ADI

To alert pilot and copilot of a potential traffic collision, TCAS generates three kinds of
annunciators on each PFD’s artifical horizon:
• A yellow TRAFFIC TEST annunciator in left upper corner of ADI when TCAS is in
self test mode.
Figure 12.211: Warning displayed during TCAS self test process
• A yellow TRAFFIC annunciator in left upper corner of ADI when a TA is generated.
Figure 12.212: Warning displayed during TCAS traffic advisory

• A red TRAFFIC annunciator in left upper corner of ADI when a RA is generated.
Figure 12.213: Warning displayed during TCAS resolution advisory

12-19-5 MFD MENU

TCAS MODE menu is used to select theses different TCAS modes:
• OFF: TCAS is electrically off.

• TEST: TCAS performs internal self test during few seconds. During test, each kind of
geometric symbols is displayed on HSIs. And at the end of the test, an aural message
is generated depending of success or failure of self test.
• STDBY: Power is applied to the TCAS Processor, but TCAS does not issue any
interrogations and the transponder will reply to only discrete interrogations. This
mode is usually used during ground operations.
• TA: TCAS will operate normally and issue the appropriate interrogations and perform all
tracking functions. However, TCAS will only issue TAs, and the RAs will be inhibited.
This mode is usually used during takeoff/departure or arrival/landing flight phases.
• TA/RA: TCAS will operate normally and issue the appropriate interrogations and per-
form all tracking functions. TCAS will issue TAs and RAs, when appropriate.
If TCAS is not power supplied then the symbol "- - -" is displayed instead current selected
TCAS mode.
TCAS TRAFFIC menu is used to select theses different vertical scan ranges:
• NORMAL: TCAS scans between -2700 ft and +2700 ft relative to the current own
aircraft altitude.
• BELOW: TCAS scans between -9900 ft and +2700 ft relative to the current own
aircraft altitude.
• ABOVE: TCAS scans between -2700 ft and +9900 ft relative to the current own
aircraft altitude.
• EXPAND: TCAS scans between -9900 ft and +9900 ft relative to the current own
aircraft altitude.
If TCAS is not power supplied then the symbol "- - -" is displayed instead current selected
TCAS traffic vertical scan range.

12-19-6 TRAFFIC DISPLAY SYMBOLOGY

Intruder aircrafts are depicted using geometric symbols, depending on their threat status, as
follows:
• An unfilled cyan diamond, (not the same color as the own aircraft symbol), is used to
depict non-threat traffic.
• A filled cyan diamond, (not the same color as the own aircraft symbol), is used to
depict Proximate Traffic. Proximate Traffic is non-threat traffic that is within 6 nm
and 1200 ft from own aircraft.
• A filled yellow circle is used to display intruders that have caused a TA to be issued.
• A filled red square is used to display intruders that have caused an RA to be issued.
Figure 12.214: Traffic displayed during TCAS test mode (HSI rose)

Figure 12.215: Traffic displayed during TCAS test mode (HSI arc)
Each symbol is displayed on the screen according to its relative position to own aircraft.
Vertical speed information and altitude information are also provided for all displayed traffic
that are reporting altitude. Relative altitude is displayed in hundreds of feet above the symbol
if the intruder is above own aircraft and below the symbol if the intruder is below own aircraft.
When the intruder is above the own aircraft, the relative altitude information is preceded by
a + sign. When the intruder is below the own aircraft, a - sign precedes the relative altitude
information. In some aircraft, the flight level of the intruder can be displayed instead of its
relative altitude. The flight level is shown above the traffic symbol if the intruder is above
the own aircraft and below the traffic symbol is the intruder is below the own aircraft. If the
intruder is not reporting its altitude, no altitude information in shown for the traffic symbol.
The altitude information is displayed in the same color as the aircraft symbol.
An arrow is displayed immediately to the right of a traffic symbol when the target aircraft
is reporting its altitude and is climbing or descending at more than 600 fpm. An up arrow
is used for a climbing aircraft; a down arrow is used for a descending aircraft. The arrow is
displayed in the same color as the aircraft symbol.

RESOLUTION ORDERS
The RA display provides the pilot with information on the vertical speed to fly or avoid to
resolve an encounter. The RA display is implemented on a vertical speed tape that is part of
a Primary Flight Display (PFD). The implementations use red and markings to indicate the
vertical speeds to be avoided (red) and the desired vertical speed to be flown (green):
Figure 12.216: Resolution advisory display during TCAS test mode

12-19-7 AURAL ANNUNCIATIONS

Whenever the collision avoidance logic issues a TA or an RA, a voice alert is issued to ensure
that the pilots are aware of the information being displayed on the traffic and RA displays.
Table 12.61
TCAS Advisory Aural Annunciation

Traffic Advisory Traffic, Traffic
Climb RA Climb, Climb
Descend RA Descend, Descend
Altitude Crossing Climb RA Climb, Crossing Climb; Climb, Cross-
ing Climb
Altitude Crossing Descend RA Descend, Crossing Descend; De-
scend, Crossing Descend
Reduce Climb RA Adjust Vertical Speed, Adjust
Reduce Descent RA Adjust Vertical Speed, Adjust
RA Reversal to a Climb RA Climb, Climb, NOW; Climb, Climb
NOW
RA Reversal to a Descend RA Descend, Descend NOW; Descend,
Descend NOW
Increase Climb RA Increase Climb, Increase Climb
Increase Descent RA Increase Descent, Increase Descent
Maintain Rate RA Maintain Vertical Speed, Maintain
Altitude Crossing, Maintain Rate RA Maintain Vertical Speed, Crossing
(Climb and Descend) Maintain
Weakening of Initial RA Adjust Vertical Speed, Adjust
Preventive RA (No change in vertical Monitor Vertical Speed
speed required)
RA Removed Clear of Conflict

(ATA 31) - WARNINGS Medium Jet
12-20-2 WARNING MESSAGES LIST DESCRIPTION
Figure 12.217: Warning messages list
1. Warning: always at top of the list, displayed red, blinking if acknowledgment is required.
2. Caution: below warning list, displayed amber.
3. Scrolling arrows: indicate that the list contains more than the displayed messages.
The display list is sorted:
• The warnings are displayed at the top of the list. The messages are sorted from
most recent (top) to oldest (bottom).
• The cautions are displayed below the warnings. The messages are sorted from
most recent (top) to oldest (bottom).
When the warning messages list contains more than its display capacity, arrows
appear on both sides of the display list indicating that messages are hidden. The
direction of these arrows (up or down) indicates if hidden messages are below
and/or above the displayed messages.

To scroll, the crew presses the third LSK on either side of the MFD to select
scrolling mode and use EFIS knob to scroll the message list.
F L A P S
U P
A P P
D N
Figure 12.218: Warning messages on MFD
4. Warning list scroll LSK

The display list is scrolled automatically if needed when a new message occurs: the
list automatically scrolls up or down to the ensure that this new message is visible.

12-20-3 WARNING AND CAUTION MASTER BUTTONS

Two sets of master buttons are located on the flight deck, one for the pilot and one for the
copilot.
MASTER
WARNING
MASTER
CAUTION
Figure 12.220: Warning caution and master buttons
1. Master warning pb:

If a warning requests an acknowledgment, the master warning buttons blink red and
until either pilot or copilot press one of them.
2. Master caution pb:
If a caution requests an acknowledgment, the master caution buttons are lit amber
until either pilot or copilot press one of them.
Master buttons lights can be tested using the TEST pbs on each side of the flightdeck.
12-20-4 WARNING ACKNOWLEDGE PROCEDURE

When a warning is detected, the corresponding message appears at the top of the list, in red.
If the warning requires an acknowledgment, the warning message and the master warning
buttons blink and the CRC sound is played. A press on either master warning buttons lights
them off and stops the message blinking and the CRC sound.
12-20-5 CAUTION ACKNOWLEDGE PROCEDURE

When a caution is detected, the corresponding message appears just below the last warning
message, in amber.
If the caution requires an acknowledgment, the master caution buttons are lit, and the SC
sound is played. A press on either master caution buttons lights them off.

(ATA 32) - LANDING GEAR Medium Jet
12-22 (ATA 32) - LANDING GEAR

The landing gear system is a hydraulic system comprising 3 parts: right, left and nose.
Doors enclose the landing gear bays. Doors and gear are electrically controlled and hydrauli-
cally operated.
The extension and retracting times are about 12 seconds. The emergency extension time is
about 15 seconds.
12-22-2 PILOT DECK DESCRIPTION

The landing gear control is located on the lower right-hand part of the pilot’s deck.
GEAR
UP
DOWN
Figure 12.231: Landing Gear Control
The landing gear lever needs to be pulled out from the flight deck before it can be raised or
lowered.
The gear cannot be retracted on ground.
CAUTION
The landing gear lever is ’locked’ by default and
MUST be pulled OUT to release it before use. Failure
to do so and/or trying to force it may break the lever
mechanism.

12-22-4 TGFD (Trim, Gear and Flaps Display) DESCRIPTION
Figure 12.233: Landing Gear on the TGFD (Trim, Gear and Flaps Display
1. left gear indicator (retracted).

2. Nose gear indicator (retracted).
3. Right gear indicator (retracted).
4. Green down arrow, indicates associated gear is down locked.
5. UNLK red label, indicates associated gear is not locked in selected position.

12-22-5 EMERGENCY LANDING GEAR OPERATION

The emergency gear lever is located on the lower part of the pedestal. It consists of a switch
protected by a cover to prevent accidental actuation of the lever.
EMERGENCY
GEAR
PULL UP
FOR GEAR
EXTENSION
Figure 12.234: Emergency Gear Control
Before engaging the emergency gear lever, make sure the gear lever is down. Then pull the
gear breaker. Finally lift the security cover and raise the switch.
NOTE
The gear cannot be raised by means of the emergency
gear lever.

(ATA 32) - AUTO BRAKES & ANTI SKID Medium Jet
1 2 3
AUTO BRAKES
NORMAL MAXIMUM A/SKID
DECEL DECEL FAULT
ON ON ON
1. NORMAL auto brakes mode pb:

Push this button to engage / disengage normal auto brakes mode. Engaging this mode
will disengage maximum auto brakes mode (if it was previously engaged).
DECEL is lit when aircraft acceleration is smaller than 80% of −1.7 m/s2 (targeted
acceleration in normal mode).
ON is lit when normal auto brakes mode is engaged (but not necessarily activated).
2. MAXIMUM auto brakes mode pb:
Push this button to engage / disengage maximum auto brakes mode. Engaging this
mode will disengage normal auto brakes mode (if it was previously engaged).
DECEL is lit when aircraft acceleration is smaller than 80% of −3 m/s2 (targeted
acceleration in maximum mode).
ON is lit when maximum auto brakes mode is engaged (but not necessarily activated).
3. A/SKID pb:
Push this button to engage / disengage anti skid system.
ON is lit when anti skid system is engaged.
FAULT is lit when anti skid system failure is detected.

(ATA 33) - LIGHTS Medium Jet
EXTERIOR LIGHTS
2 3
EXT LIGHTS
STROBE BEACON WING NAV
ON ON ON ON
1 4
OFF OFF OFF OFF
LAND TAXI
5 ON ON 6
OFF OFF
Figure 12.236: Exterior lights on the overhead
1. Strobe lights switch:

• ON: switch on three synchronized strobe lights, one on each wing tip and one below the
tail cone.
• OFF: switch off lights.
2. Beacon lights switch:
• ON: switch on two flashing red lights, one on the top and one on the bottom of the
fuselage.
3. Wing lights switch:
• ON: switch on two beam lights on each side of the fuselage.
4. Navigation lights switch:
• ON: switch on navigation lights on each wing tip and in the APU tail cone.
5. Landing lights switch:
• ON: switch on the left / right landing light.
• OFF: switch off the left / right light.

(ATA 33) - LIGHTS Medium Jet
6. Taxi lights switch:

• ON: switch on the left / right runaway turn-off lights.
• OFF: switch off the left / right lights.
EMERGENCY LIGHTS
EMER EXIT LIGHTS

ON
ARM
OFF
Figure 12.237: Emergency lights on the overhead
Emergency exit switch:
1. ON: EXIT signs are switched on.

2. OFF: EXIT signs are switched off.
3. ARM: EXIT signs are automatically switched on if normal electrical power system fails or DC
ESS bus fails.
SIGNS
SIGNS
NO SMOKING SEAT BELTS
ON ON
1 2
OFF OFF
Figure 12.238: Signs on the overhead
1. No smoking switch:
• ON: NO SMOKING signs lights are switched on.
• OFF:NO SMOKING signs lights are switched off.

(ATA 35) - OXYGEN Medium Jet
OXYGEN
MASK
MAN
PASSENGER CREW
A
U ON ON OFF
T
O
1. Mask guarded pb-sw: press to open the cabin masks doors regardless of system auto-
matic behaviour. Lit once pushed.
2. Passenger indicator: lit on when cabin masks are dropped.
3. Crew guarded pb-sw: press to stop the oxygen delivery. Lit when crew delivery disabled.

(ATA 35) - OXYGEN Medium Jet
12-25-3 MFD PRESSURE PAGE DESCRIPTION
• Oxygen supply value: indicates the value of the oxygen pressure in the high-pressure
cylinder for the crew. Green when higher than 500 PSI, amber lower than 500 PSI.
• Oxygen supply label: green, becomes amber when pressure is less than 500 PSI or
when crew push button is pressed.
• Cabin altitude value: indicates the cabin altitude in feet. Normally green, green pulsing
above 8,800ft (pulsing stops if cabin altitude gets lower than 8,600 ft), red when value
exceeds 9,500 ft.

(ATA 49) - APU Medium Jet
12-26 (ATA 49) - APU

GENERAL DESCRIPTION
The Auxiliary Power Unit (APU) allows to provide air and electrical power to the aircraft.
It consists in a turbine compressor engine. The APU can be used on ground vice external
ground air supply and ground power unit. The APU can be used in flight to restart engines
in emergency procedures or to backup electrical system and bleed air system.
The APU uses DC Bat bus electrical power to start. Once started, it provides air bleed and
electrical power to the aircraft. APU gets fuel by left wing fuel system. If wings pumps
cannot supply the APU (left pumps inoperative and cross fuel valve closed or right pumps
inoperative), the APU uses its own fuel pump, directly connected to left fuel tank.

APU START
Start APU is used to:
• Backup bleed air system.

• Backup electrical power system.
• Start / restart engines.
Procedure to start APU:
• Switch on MASTER SW pb-sw.
MASTER SW
FAULT
ON
⇒ Blue ’ON’ light comes on

⇒ APU flap is opened (’FLAP OPEN’ appears in green in bottom of MFD APU page)
⇒ APU fuel valve is opened (valve position switch in MFD Fuel page)
• Switch on START pb-sw
START
AVAIL
ON
⇒ Blue ’ON’ light comes on

⇒ As soon as N reaches 95% (displayed in APU MFD page), green ’AVAIL’ indication
appears in top on APU MSD page. At this time, the APU is started.
To supply the aircraft with electrical power, on electrical part of overhead panel:
• Switch on APU generator pb.

APU
FAULT
OFF
• Check that BUS TIE pb is switched on.
BUS TIE
A
OFF U
T
O
To supply the aircraft with bleed air, switch on APU pb-sw in BLEED part of overhead panel.
BLEED AIR
APU
FAULT
ON

APU
MASTER SW START
FAULT AVAIL
ON ON
1. MASTER SW pb-sw: When switched ON, APU flap is opened, ON blue light comes
on, APU fuel valve is opened. When switched OFF, APU is shut down, flap is closed,
ON blue light goes off, APU fuel valve is closed. FAULT light in case of APU fire.
2. START pb-sw: When switched ON, ON blue light comes on, APU start sequence
is initialized if MASTER SW is ON. AVAIL light comes on to indicate that APU is
available (N >95 %).
3. APU GEN breaker: APU GEN breaker, when pulled APU generator is disconnected,
when pushed APU generator is connected. APU bleed air supply is not concerned by
this breaker, only the electrical generator is.
APU
APU
GEN

Figure 12.240: APU on MFD
1. APU Gen line connection indicator: appears green when "APU" generator pb-sw is on,
disappears when "APU" gen pb-sw is off.
2. APU generator indication: same as APU indications on electrical MSD page.
3. AVAIL label: appears in green when APU is available (N >95%), disappears otherwise.
4. APU bleed valve state: In line green when APU is running and APU bleed air valve is
opened. Cross line green when APU is not running and APU bleed air valve is closed.
In line amber when APU is not running and APU bleed air valve is opened. Cross line
amber when APU is running and APU bleed air valve is closed
5. Bleed pressure value: indicates the pressure of air supplied by the APU, always green.
6. N value and indicator: indicates RPM of APU engine, in %. Appears green when N
<= 102 %. Appears amber when N >102 %. Appears red when N >107 %.
7. EGT value and indicator: ejection gas temperature, in Celsius degrees. Appears green
when EGT <= 1000°C. Appears amber when EGT >1000°C. Appears red when EGT
>1033°C.

8. FUEL LO PRESS label: appears in amber when no fuel is available for APU. No fuel
is available for APU if:
• no fuel in left wing
and
• cross fuel valve closed or right pumps inoperative.
9. FLAP OPEN label: message appears in green as soon as MASTER SW pb-sw is ON
(disappears when MASTER SW pb-sw is OFF).
10. OIL LO LEVEL label: appears in amber when oil low pressure detected in APU and
APU is running (disappears otherwise).

(ATA 52) - DOORS Medium Jet
12-27 (ATA 52) - DOORS

Doors system provides information about aircraft doors state and report them on MFD.
Figure 12.241: Doors on the MSD
• In green: Door locked.

• In amber: Door unlocked.

(ATA 52) - DOORS Medium Jet
Figure 12.242: Cockpit Door on the MSD

(ATA 70) - ENGINE Medium Jet
12-28 (ATA 70) - ENGINE

GENERAL DESCRIPTION
The ALX is equipped by two simulated high bypass ratio turbofan engines.
Figure 12.243: Alsim simulated turbofan description
• Fan: the fan pre-compress the air entering the engine. Air is also taken at this stage
(in the bypass) for cooling purposes by the bleed and air conditioning systems.
• Low Pressure (LP) compressor: the LP compressor is connected to the LP turbine.
The LP rotor speed is called N1. Hot air is taken at this compressor stage by the bleed
system.
• High Pressure (HP) compressor: the HP compressor is connected to the HP turbine.
The HP rotor speed is called N2. Hot air is taken at this compressor stage by the
bleed system. The electrical generator is driven at this stage by an Integrated Drive
Generator (IDG).
• Combustion chamber: the combustion chamber receives fuel and is fitted with igniters.
Igniters are used during the start phase and may be used after start to maintain
combustion (continuous ignition mode).

THROTTLES
Figure 12.244: Alsim Medium Jet throttle

There is one thrust lever for each engine. Pushing the thrust lever forward increases thrust to
CL or TOGA mode. The thrust lever can be pulled back until IDLE, where it will be blocked
by the reverse lever.
In order to obtain reverse thrust, pull up the reverse lever. Pulling back the thrust and reverse
levers increases reverse thrust.
There is a red button on the side of both thurst lever handles.
Pushing this button will
• disengange the autopilot

• display the flight director guidance bars for a 7° climb
The resistance of the levers can be adjusted by means of the friction control on the pedestal
right-hand side panel: turning the wheel forward (=clockwise) will increase friction, turning
it aft will reduce friction.

ENGINES
MODE NORM IGN
CRANK
START
MASTER 1 MASTER 2
ON ON
MAN MAN
START 1 START 2
OFF OFF
FIRE ON ON FIRE
FAULT FAULT
1. MODE selector enables to select engine mode:
• CRANK: this position is used to open start valve and evacuate gas.
• MODE NORM: used to turn on continuous ignition when engines running (Set
position to NORM and then to IGN START).
• IGN START: closes pack valve before start.
2. MASTER 1 switch:
• Push up (ON) to begin start sequence of engine 1.

• Push down (OFF) to stop engine 1.
3. MASTER 2 switch:
• Push up (ON) to begin start sequence of engine 2

• Push down (OFF) to stop engine 2.

4. MAN START 1 guarded push-button switch:
• When switched ON, enables manual start or crank procedure for engine 1.
• When switched OFF, enables automatic start procedure for engine 1.
5. MAN START 2 guarded push-button switch:
• When switched ON, enables manual start or crank procedure for engine 2
• When switched OFF, enables automatic start procedure for engine 2
6. FIRE / FAULT lights:
• When FIRE is on, engine 1 fire procedure is running.

• When FAULT is on, MASTER 1 is set to OFF or left HP Fuel valve fault is
detected.
7. FIRE / FAULT lights:
• When FIRE is on, engine 2 fire procedure is running

• When FAULT is on, MASTER 2 is set to OFF or right HP Fuel valve fault is
detected.
ENGINE
IGN IGN FIRE FIRE
L R DET L DET R
8. IGN L breaker: left igniter breaker, when pulled left igniter is disconnected, when
pushed, left igniter is connected.
9. IGN R breaker: right igniter breaker, when pulled right igniter is disconnected, when
pushed, right igniter is connected.
10. FIRE DET L breaker: left fire detector breaker, when pulled, left fire detector is dis-
connected, when pushed, left fire detector is connected.
11. FIRE DET R breaker: right fire detector breaker, when pulled, right fire detector is
disconnected, when pushed, right fire detector is connected.

Figure 12.247: Engines on the MSD
1. F. USED 1 value indicates fuel used by engine 1, in LBS

2. F. USED 2 value indicates fuel used by engine 2, in LBS
3. OIL QT: value and indicator indicate the oil quantity of engine 1, in quarts
4. OIL QT: value and indicator indicate the oil quantity of engine 2, in quarts
5. OIL PSI: value and indicator indicate the oil pressure of engine 1, in PSI
Value and indicator switch to red if pressure <16 PSI or pressure >90 PSI
6. OIL PSI: value and indicator indicate the oil pressure of engine 2, in PSI
Value and indicator switch to red if pressure <16 PSI or pressure >90 PSI
7. OIL°C: value indicates the oil temperature of engine 1, in Celsius degrees Value and
indicator switch to red if temperature >155°C
8. OIL°C: value indicates the oil temperature of engine 2, in Celsius degrees Value and
indicator switch to red if temperature >155°C
9. NAC°C: value indicates the nacelle temperature of engine 1, in Celsius degrees
10. NAC°C: value indicates the nacelle temperature of engine 2, in Celsius degrees

11. IGN: Ignition state of engine 1

12. IGN: Ignition state of engine 2

12-28-5 AUTOMATIC START SEQUENCE

Automatic start sequence can be performed only after engines start prerequisites have been
achieved. Automatic start sequence is the default one.
The nominal automatic start sequence is:
• Start the engine 1.

• Start the engine 2.
Nevertheless, engine 2 may be started before engine 1 if engine 1 master switch is off while
engine 2 master switch is on.
START FIRST ENGINE

• Set the engine mode selector to IGN / START position.
Pack valve is opened and will be closed automatically after 30 seconds.
ENGINES
MODE NORM IGN
CRANK
START
• Set MASTER 1 (2) switch to ON.

LP fuel valve is opened (can be checked in fuel MSD page). Start valve is opened.
MASTER 1
ON
OFF

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Flight Crew Operations Manual

1-2 AIRSPEED LIMITATIONS

Maximum operating speed limits

VA — maximum manoeuvring speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . see figure 1.1

Figure 1.1: Maximum manoeuvring speed

VFE — maximum flaps extended speed

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 1-2

CONFIG 2 (slats 22°, flaps 15°) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS

VSB— maximum speed brake operation speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . no limit

Maximum tire ground speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Knots

1-3 WEIGHT LIMITATIONS

Maximum design take-off weight (MTOW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75.5 t

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 1-3

2-4 COCKPIT PREPARATION

2-4-1 PANEL SCAN SEQUENCE

1 - OVERHEAD PANEL 4 - GLARESHIELD

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 2-16

4-2 AIRCRAFT CHARACTERISTICS

4-2-1 AIRCRAFT CHARACTERISTICS

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 4-5

Figure 4.2: Medium jet airplane

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 4-6

12-1 (ATA 21) - AIR CONDITIONING

12-1-1 GENERAL DESCRIPTION

Figure 12.1: Air cond system

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-11

• Cold air is produced by two packs.

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-12

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-13

12-1-2 OVERHEAD PANEL DESCRIPTION

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-14

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-15

12-1-3 MSD AIR COND PAGE DESCRIPTION

1. Outlet pack 1 temperature, in Celsius degrees:

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-16

5. Pack 1 compressor outlet temperature, in Celsius degrees:

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-17

AIR CONDITIONING PAGE

1. Zone controller state:

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-18

12-2 (ATA 21) - BLEED

12-2-1 SYSTEM DESCRIPTION

Bleed system supplies hot pressurized air for aircraft.

Figure 12.2: Bleed System

Bleed air is used by:

• Air conditioning & pressurization systems,

Bleed air can be provided by:

• Ground air supply when aircraft is on ground,

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-23

• APU through APU bleed valve.

• Air is taken at Intermediate Pressure (IP) stage.

BLEED AIR CIRCULATION AND VALVES

Rev. 2.2 © 2018 ALSIM - All Rights Reserved 12-24

These valves are the "High Pressure" compressor valves.

• Pressure on engine bleed valve is greater than 36 PSI (±4 PSI)

CROSS BLEED VALVE

Cross bleed valve is used to:

• Isolate both side of bleed system.

This valve is power supplied by DC 2 bus.

• SHUT: manually forced to closed state.

The cross bleed valve is automatically closed when:

• APU leak is detected and no engine started.