Fcom Atr 76 - RN 01 - Feb 12

FLIGHT CREW OPERATING MANUAL 0.00.
00
P1 001
PRELIMINARY PAGES
CONTENTS APR 11
AA
0.00.00 CONTENTS
0.01.00 LIST OF TEMPORARY REVISIONS (L.T.R.)
0.02.00 REASON OF TEMPORARY REVISIONS (R.T.R.)
0.03.00 SHIPPING NOTE TEMPORARY PAGES (S.N.T.P.)
0.04.00 LIST OF EFFECTIVE TEMPORARY PAGES (L.E.T.P.)
0.05.00 LIST OF NORMAL REVISIONS (L.N.R.)
0.06.00 REASON OF THE REVISION
0.07.00 SHIPPING NOTE NORMAL PAGES (S.N.N.P.)
0.08.00 LIST OF EFFECTIVE NORMAL PAGES (L.E.N.P.)
0.09.00 LIST OF MOD / MP / SB (L.O.M.)
0.10.00 CROSS REFERENCE TABLE (C.R.T.)
0.40.00 ORGANIZATION OF THE MANUAL
0.50.00 STANDARD NOMENCLATURE
0.60.00 UNITS CONVERSION TABLE

.
FLIGHT CREW OPERATING MANUAL 0.01.00
P1 082 TQ
L.T.R.
LIST OF TEMPORARY REVISIONS FEB 12
AA
No. T.R. DATE IN DESTROYED POSITION REMARKS

01 SEP 11 FEB 12 TR 01 - ENV
02 OCT 11 FEB 12 TR 02 - ENV
.
P1 001 ENV
R.T.R.
REASON OF THE TEMPORARY REVISIONS FEB 12
DATE REASON OF REVISIONS AFFECTED PAGES

SEP 11 OEB N04 - AP/FD ALT* mode during 3.12.20
climb phase 3.12.24
OCT 11 - List of OEB corrected and updated
- OEB N05 - Inconsistency between
displayed MDA and call out 3.12.20
Approaching minimum and Minimum 3.12.25
Minimum. 3.12.26
- OEB N06 - Take Off procedure -
After lift Off
.
FCOM FLIGHT CREW OPERATING MANUAL 0-04 page 1-082
ATR L.E.T.P.
FEB 12
72 List of EffectiveTemporary Pages
You must hold in your manual the following pages

Issue P CH SE Page Seq Date Label Modification expression
Validity expression
REV1 0 01 00 001 082 FEB 12 L.T.R. TQ
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REV1 0 02 00 001 001 FEB 12 R.T.R.
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REV1 0 04 00 001 082 FEB 12 L.E.T.P. TQ
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P1 001
L.N.R.
LIST OF NORMAL REVISIONS FEB 12
AA
NREV EDITION DATE INSERTION DATE NAME

00 APR 11 TOTAL NEW EDITION
72-- 212A -- 600
version (Mod 5948)
01 FEB 12 (published in TOTAL RE-- EDITION
April 2012 due to including L2B2
certification process) software
.
P1 001
R.N.R.
REASON OF THE REVISION FEB 12
DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

APR 11 * NEW MODIFICATION :
- Mod 5948: New Avionic Suite 72-- 212A -- 600 version. ALL
FEB 12 (published in April 2012 due to certification process)

* NEW MODIFICATION : ALL
- Mod 6521: New software L2B2 for 600 version
- Mod 6635: Airport Navigation function.
- COMPLETE PROCEDURE REVIEW: 2.03 / 2.04 / 2.05
Emergency (except Unreliable airspeed indication)
Following Failure
Normal
- FWS and Electronic CheckList description 1.02.10 and
and human factor recommendations 2.03.02 / 2. 04.01
and 2.05.01
- Several correction and improvements ALL
- OEB 07 : VHF emitting (Mod: 6760) 3.12.27
.
ATR L.E.N.P.
FEB 12
72 List of Effective Normal Pages
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M P CH SE Page Seq Date Label
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NORMAL REVISION N 1
N 0 00 00 001 001 APR 11 CONTENTS

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N 0 01 00 001 082 FEB 12 L.T.R. TQ
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N 0 05 00 001 001 FEB 12 L.N.R.
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N 0 06 00 001 001 FEB 12 R.N.R.
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N 0 08 00 001 082 FEB 12 L.E.N.P. TQ
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N 0 09 00 001 082 FEB 12 L.O.M. TQ
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N 0 10 00 001 082 FEB 12 C.R.T. TQ
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N 0 40 00 001 001 APR 11 ORGANIZATION OF THE MANUAL
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N 0 50 00 001 001 APR 11 STANDARD NOMENCLATURE
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ATR L.E.N.P.
FEB 12

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ALL
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N 0 60 00 001 001 APR 11 UNITS CONVERSION TABLE
N 0 60 00 002 001 APR 11 UNITS CONVERSION TABLE
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N 1 00 00 001 001 APR 11 MOD 5948
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ATR L.E.N.P.
FEB 12

Validity expression
N 1 00 30 005 001 APR 11 MOD 5948
N 1 00 30 006 001 APR 11 MOD 5948
ALL
N 1 00 30 007 001 APR 11 MOD 5948
N 1 00 30 008 001 APR 11 MOD 5948
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N 1 00 40 008 001 APR 11 MOD 5948
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N 1 01 00 001 001 FEB 12 MOD 5948
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N 1 01 10 001 001 APR 11 MOD 5948
N 1 01 10 002 001 APR 11 MOD 5948
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N 1 01 10 004 001 APR 11 MOD 5948
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N 1 01 20 002 001 APR 11 MOD 5948
ALL
N 1 01 20 003 001 APR 11 MOD 5948
N 1 01 20 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 01 20 005 001 FEB 12 MOD 5948

N 1 01 20 006 001 APR 11 MOD 5948
ALL
N 1 01 20 007 001 APR 11 MOD 5948
N 1 01 20 008 001 FEB 12 MOD 5948
ALL
N 1 01 20 009 001 APR 11 MOD 5948
N 1 01 20 010 001 APR 11 MOD 5948
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N 1 01 20 011-012001 APR 11 MOD 5948
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N 1 01 20 013 001 APR 11 MOD 5948
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N 1 01 30 001 001 APR 11 MOD 5948
N 1 01 30 002 001 APR 11 MOD 5948
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N 1 01 30 003 001 APR 11 MOD 5948
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N 1 01 40 001 001 FEB 12 MOD 5948
N 1 01 40 002 001 FEB 12 MOD 5948
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N 1 01 40 009-010001 FEB 12 MOD 5948
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N 1 01 40 011-012001 APR 11 MOD 5948
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N 1 01 40 013-014001 FEB 12 MOD 5948
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N 1 01 40 015-016001 APR 11 MOD 5948
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N 1 01 40 019-020001 APR 11 MOD 5948
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ATR L.E.N.P.
FEB 12

Validity expression
N 1 01 40 021-022001 FEB 12 MOD 5948
ALL
N 1 01 40 023-024001 FEB 12 MOD 5948
ALL
N 1 01 40 025-026001 FEB 12 MOD 5948
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N 1 01 40 027-028001 FEB 12 MOD 5948
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N 1 01 40 029-030001 APR 11 MOD 5948
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N 1 01 40 031-032001 FEB 12 MOD 5948
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N 1 01 40 033 001 FEB 12 MOD 5948
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N 1 02 00 001 001 FEB 12 MOD 5948
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N 1 02 10 001-002001 APR 11 MOD 5948
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N 1 02 10 006 001 APR 11 MOD 5948
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N 1 02 10 007 001 APR 11 MOD 5948
N 1 02 10 008 001 APR 11 MOD 5948
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N 1 02 10 009 001 APR 11 MOD 5948
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N 1 02 10 017 001 APR 11 MOD 5948
N 1 02 10 018 001 APR 11 MOD 5948
ALL
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ATR L.E.N.P.
FEB 12

Validity expression
N 1 02 10 019 001 APR 11 MOD 5948
N 1 02 10 020 001 APR 11 MOD 5948
ALL
N 1 02 10 021 001 APR 11 MOD 5948
N 1 02 10 022 001 APR 11 MOD 5948
ALL
N 1 02 10 023 001 APR 11 MOD 5948
N 1 02 10 024 001 APR 11 MOD 5948
ALL
N 1 03 00 001 001 APR 11 MOD 5948
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N 1 03 10 001 001 APR 11 MOD 5948
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N 1 03 20 001 001 APR 11 MOD 5948
N 1 03 20 002 001 APR 11 MOD 5948
ALL
N 1 03 20 003 001 APR 11 MOD 5948
N 1 03 20 004 001 FEB 12 MOD 5948
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N 1 03 20 005 001 FEB 12 MOD 5948
N 1 03 20 006 001 FEB 12 MOD 5948
ALL
N 1 03 20 007 001 APR 11 MOD 5948
N 1 03 20 008 001 APR 11 MOD 5948
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N 1 03 20 009-010001 APR 11 MOD 5948
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N 1 03 20 011 001 APR 11 MOD 5948
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N 1 03 30 001 001 APR 11 MOD 5948
N 1 03 30 002 001 APR 11 MOD 5948
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N 1 03 30 003 001 APR 11 MOD 5948
N 1 03 30 004 001 APR 11 MOD 5948
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N 1 03 30 005 001 APR 11 MOD 5948
N 1 03 30 006 001 APR 11 MOD 5948
ALL
N 1 03 30 007 001 FEB 12 MOD 5948
N 1 03 30 008 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 03 30 009-010001 APR 11 MOD 5948

ALL
N 1 03 30 011-012001 APR 11 MOD 5948
ALL
N 1 03 30 013 001 FEB 12 MOD 5948
N 1 03 30 014 001 FEB 12 MOD 5948
ALL
N 1 03 30 015 001 FEB 12 MOD 5948
N 1 03 30 016 001 FEB 12 MOD 5948
ALL
N 1 03 30 017 001 FEB 12 MOD 5948
ALL
N 1 03 40 001 001 FEB 12 MOD 5948
N 1 03 40 002 001 APR 11 MOD 5948
ALL
N 1 03 40 003 001 FEB 12 MOD 5948
N 1 03 40 004 001 APR 11 MOD 5948
ALL
N 1 03 40 005 001 FEB 12 MOD 5948
N 1 03 40 006 001 APR 11 MOD 5948
ALL
N 1 03 40 007-008001 FEB 12 MOD 5948
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N 1 03 40 009 001 FEB 12 MOD 5948
N 1 03 40 010 001 FEB 12 MOD 5948
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N 1 04 00 001 001 APR 11 MOD 5948
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N 1 04 10 001-002001 APR 11 MOD 5948
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N 1 04 10 003 001 APR 11 MOD 5948
N 1 04 10 004 001 APR 11 MOD 5948
ALL
N 1 04 10 005 001 FEB 12 MOD 5948
N 1 04 10 006 001 APR 11 MOD 5948
ALL
N 1 04 10 007 001 APR 11 MOD 5948
N 1 04 10 008 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 04 10 009 001 APR 11 MOD 5948

N 1 04 10 010 001 APR 11 MOD 5948
ALL
N 1 04 10 011 001 APR 11 MOD 5948
N 1 04 10 012 001 APR 11 MOD 5948
ALL
N 1 04 10 013 001 APR 11 MOD 5948
N 1 04 10 014 001 APR 11 MOD 5948
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N 1 04 10 015 001 APR 11 MOD 5948
N 1 04 10 016 001 APR 11 MOD 5948
ALL
N 1 04 10 017-018001 APR 11 MOD 5948
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N 1 04 10 019-020001 APR 11 MOD 5948
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N 1 04 10 021-022001 APR 11 MOD 5948
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N 1 04 20 001 001 APR 11 MOD 5948
N 1 04 20 002 001 APR 11 MOD 5948
ALL
N 1 04 30 001 001 APR 11 MOD 5948
N 1 04 30 002 001 APR 11 MOD 5948
ALL
N 1 04 40 001 001 APR 11 MOD 5948
N 1 04 40 002 001 APR 11 MOD 5948
ALL
N 1 04 40 003-004001 APR 11 MOD 5948
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N 1 04 40 005-006001 APR 11 MOD 5948
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N 1 04 40 007-008001 APR 11 MOD 5948
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N 1 04 40 009-010001 APR 11 MOD 5948
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N 1 04 40 011-012001 APR 11 MOD 5948
ALL
N 1 04 40 013-014001 APR 11 MOD 5948
ALL
N 1 04 40 015-016001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 04 40 017-018001 APR 11 MOD 5948
ALL
N 1 04 40 019-020001 APR 11 MOD 5948
ALL
N 1 04 40 021 001 APR 11 MOD 5948
ALL
N 1 04 50 001 001 APR 11 MOD 5948
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N 1 05 00 001 001 APR 11 MOD 5948
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N 1 05 10 001 001 APR 11 MOD 5948
N 1 05 10 002 001 APR 11 MOD 5948
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N 1 05 10 004 001 APR 11 MOD 5948
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N 1 05 10 006 001 APR 11 MOD 5948
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N 1 05 10 007 001 APR 11 MOD 5948
N 1 05 10 008 001 APR 11 MOD 5948
ALL
N 1 05 10 009 001 APR 11 MOD 5948
N 1 05 10 010 001 FEB 12 MOD 5948
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N 1 05 10 011 001 APR 11 MOD 5948
N 1 05 10 012 001 APR 11 MOD 5948
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N 1 05 10 013 001 FEB 12 MOD 5948
N 1 05 10 014 001 APR 11 MOD 5948
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N 1 05 10 015 001 APR 11 MOD 5948
N 1 05 10 016 001 APR 11 MOD 5948
ALL
N 1 05 10 017 001 APR 11 MOD 5948
N 1 05 10 018 001 APR 11 MOD 5948
ALL
N 1 05 10 019-020001 APR 11 MOD 5948
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N 1 05 10 021 001 APR 11 MOD 5948
N 1 05 10 022 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 05 10 023 001 APR 11 MOD 5948
N 1 05 10 024 001 APR 11 MOD 5948
ALL
N 1 05 10 025 001 APR 11 MOD 5948
N 1 05 10 026 001 APR 11 MOD 5948
ALL
N 1 05 10 027 001 APR 11 MOD 5948
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N 1 05 20 001 001 APR 11 MOD 5948
N 1 05 20 002 001 APR 11 MOD 5948
ALL
N 1 05 20 003 001 FEB 12 MOD 5948
N 1 05 20 004 001 FEB 12 MOD 5948
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N 1 05 20 005-006001 FEB 12 MOD 5948
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N 1 05 20 007 001 FEB 12 MOD 5948
N 1 05 20 008 001 APR 11 MOD 5948
ALL
N 1 05 20 009 001 FEB 12 MOD 5948
N 1 05 20 010 001 APR 11 MOD 5948
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N 1 05 20 011 001 APR 11 MOD 5948
N 1 05 20 012 001 APR 11 MOD 5948
ALL
N 1 06 00 001 001 APR 11 MOD 5948
ALL
N 1 06 10 001 001 APR 11 MOD 5948
N 1 06 10 002 001 APR 11 MOD 5948
ALL
N 1 06 20 001 001 APR 11 MOD 5948
N 1 06 20 002 001 APR 11 MOD 5948
ALL
N 1 06 20 003 001 FEB 12 MOD 5948
N 1 06 20 004 001 FEB 12 MOD 5948
ALL
N 1 06 20 005 001 APR 11 MOD 5948
N 1 06 20 006 001 APR 11 MOD 5948
ALL
N 1 06 20 007 001 APR 11 MOD 5948
N 1 06 20 008 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 06 20 009-010001 APR 11 MOD 5948
ALL
N 1 06 20 011-012001 APR 11 MOD 5948
ALL
N 1 06 20 013-014001 APR 11 MOD 5948
ALL
N 1 06 20 015 001 APR 11 MOD 5948
N 1 06 20 016 001 APR 11 MOD 5948
ALL
N 1 06 20 017 001 APR 11 MOD 5948
N 1 06 20 018 001 APR 11 MOD 5948
ALL
N 1 06 20 019 001 APR 11 MOD 5948
N 1 06 20 020 001 APR 11 MOD 5948
ALL
N 1 06 20 021 001 APR 11 MOD 5948
N 1 06 20 022 001 APR 11 MOD 5948
ALL
N 1 06 20 023 001 APR 11 MOD 5948
N 1 06 20 024 001 APR 11 MOD 5948
ALL
N 1 06 20 025 001 APR 11 MOD 5948
ALL
N 1 06 30 001 001 APR 11 MOD 5948
N 1 06 30 002 001 APR 11 MOD 5948
ALL
N 1 06 30 003 001 APR 11 MOD 5948
N 1 06 30 004 001 APR 11 MOD 5948
ALL
N 1 06 30 005 001 APR 11 MOD 5948
N 1 06 30 006 001 APR 11 MOD 5948
ALL
N 1 06 30 007 001 APR 11 MOD 5948
ALL
N 1 06 35 001-002001 APR 11 MOD 5948
ALL
N 1 06 40 001 001 APR 11 MOD 5948
N 1 06 40 002 001 APR 11 MOD 5948
ALL
N 1 06 40 003 001 APR 11 MOD 5948
N 1 06 40 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 06 40 005-006001 APR 11 MOD 5948
ALL
N 1 06 40 007 001 APR 11 MOD 5948
N 1 06 40 008 001 APR 11 MOD 5948
ALL
N 1 06 40 009 001 APR 11 MOD 5948
ALL
N 1 06 50 001 001 APR 11 MOD 5948
N 1 06 50 002 001 APR 11 MOD 5948
ALL
N 1 06 50 003 001 APR 11 MOD 5948
N 1 06 50 004 001 APR 11 MOD 5948
ALL
N 1 06 60 001 001 FEB 12 MOD 5948
N 1 06 60 002 001 FEB 12 MOD 5948
ALL
N 1 06 60 003 001 FEB 12 MOD 5948
N 1 06 60 004 001 FEB 12 MOD 5948
ALL
N 1 06 60 005 001 FEB 12 MOD 5948
N 1 06 60 006 001 FEB 12 MOD 5948
ALL
N 1 06 60 007 001 FEB 12 MOD 5948
N 1 06 60 008 001 FEB 12 MOD 5948
ALL
N 1 06 60 009 001 APR 11 MOD 5948
N 1 06 60 010 001 FEB 12 MOD 5948
ALL
N 1 06 60 011 001 FEB 12 MOD 5948
N 1 06 60 012 001 FEB 12 MOD 5948
ALL
N 1 06 60 013 001 APR 11 MOD 5948
N 1 06 60 014 001 APR 11 MOD 5948
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N 1 06 60 015 001 APR 11 MOD 5948
N 1 06 60 016 001 APR 11 MOD 5948
ALL
N 1 06 60 017 001 APR 11 MOD 5948
N 1 06 60 018 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 06 60 019 001 APR 11 MOD 5948

N 1 06 60 020 001 APR 11 MOD 5948
ALL
N 1 06 60 021 001 APR 11 MOD 5948
N 1 06 60 022 001 APR 11 MOD 5948
ALL
N 1 06 60 023 001 APR 11 MOD 5948
N 1 06 60 024 001 APR 11 MOD 5948
ALL
N 1 06 60 025 001 APR 11 MOD 5948
ALL
N 1 07 00 001 001 APR 11 MOD 5948
ALL
N 1 07 10 001 001 FEB 12 MOD 5948
N 1 07 10 002 001 APR 11 MOD 5948
ALL
N 1 07 20 001 001 APR 11 MOD 5948
N 1 07 20 002 001 APR 11 MOD 5948
ALL
N 1 07 20 003 001 APR 11 MOD 5948
N 1 07 20 004 001 FEB 12 MOD 5948
ALL
N 1 07 20 005 001 APR 11 MOD 5948
N 1 07 20 006 001 APR 11 MOD 5948
ALL
N 1 07 20 007-008001 APR 11 MOD 5948
ALL
N 1 07 20 009-010001 APR 11 MOD 5948
ALL
N 1 07 30 001 001 APR 11 MOD 5948
N 1 07 30 002 001 APR 11 MOD 5948
ALL
N 1 08 00 001 001 APR 11 MOD 5948
ALL
N 1 08 10 001 001 APR 11 MOD 5948
N 1 08 10 002 001 FEB 12 MOD 5948
ALL
N 1 08 10 003 001 APR 11 MOD 5948
N 1 08 10 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 08 10 005 001 APR 11 MOD 5948

N 1 08 10 006 001 APR 11 MOD 5948
ALL
N 1 08 10 007 001 APR 11 MOD 5948
N 1 08 10 008 001 APR 11 MOD 5948
ALL
N 1 08 10 009 001 APR 11 MOD 5948
ALL
N 1 09 00 001 001 APR 11 MOD 5948
ALL
N 1 09 10 001 001 APR 11 MOD 5948
ALL
N 1 09 20 001 001 APR 11 MOD 5948
N 1 09 20 002 001 APR 11 MOD 5948
ALL
N 1 09 20 003 001 APR 11 MOD 5948
N 1 09 20 004 001 APR 11 MOD 5948
ALL
N 1 09 30 001 001 APR 11 MOD 5948
N 1 09 30 002 001 APR 11 MOD 5948
ALL
N 1 09 30 003 001 APR 11 MOD 5948
N 1 09 30 004 001 APR 11 MOD 5948
ALL
N 1 09 30 005 001 APR 11 MOD 5948
N 1 09 30 006 001 APR 11 MOD 5948
ALL
N 1 09 30 007 001 APR 11 MOD 5948
N 1 09 30 008 001 APR 11 MOD 5948
ALL
N 1 09 40 001 001 APR 11 MOD 5948
N 1 09 40 002 001 APR 11 MOD 5948
ALL
N 1 09 40 003 001 APR 11 MOD 5948
N 1 09 40 004 001 APR 11 MOD 5948
ALL
N 1 09 40 005 001 APR 11 MOD 5948
N 1 09 40 006 001 APR 11 MOD 5948
ALL
N 1 09 40 007-008001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 09 50 001 001 APR 11 MOD 5948
N 1 09 50 002 001 APR 11 MOD 5948
ALL
N 1 09 50 003 001 APR 11 MOD 5948
N 1 09 50 004 001 APR 11 MOD 5948
ALL
N 1 09 50 005 001 APR 11 MOD 5948
N 1 09 50 006 001 APR 11 MOD 5948
ALL
N 1 09 50 007 001 APR 11 MOD 5948
ALL
N 1 09 60 001 001 APR 11 MOD 5948
N 1 09 60 002 001 APR 11 MOD 5948
ALL
N 1 09 60 003 001 APR 11 MOD 5948
ALL
N 1 10 00 001 001 APR 11 MOD 5948
N 1 10 00 002 001 FEB 12 MOD 5948
ALL
N 1 10 05 001-002001 APR 11 MOD 5948
ALL
N 1 10 05 003 001 APR 11 MOD 5948
N 1 10 05 004 001 FEB 12 MOD 5948
ALL
N 1 10 05 005 001 APR 11 MOD 5948
N 1 10 05 006 001 APR 11 MOD 5948
ALL
N 1 10 05 007 001 APR 11 MOD 5948
N 1 10 05 008 001 FEB 12 MOD 5948
ALL
N 1 10 05 009 001 APR 11 MOD 5948
N 1 10 05 010 001 APR 11 MOD 5948
ALL
N 1 10 05 011 001 APR 11 MOD 5948
N 1 10 05 012 001 APR 11 MOD 5948
ALL
N 1 10 05 013 001 FEB 12 MOD 5948
N 1 10 05 014 001 FEB 12 MOD 5948
ALL
N 1 10 05 015 001 APR 11 MOD 5948
N 1 10 05 016 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 10 05 017 001 APR 11 MOD 5948
N 1 10 05 018 001 APR 11 MOD 5948
ALL
N 1 10 10 001 001 APR 11 MOD 5948
N 1 10 10 002 001 APR 11 MOD 5948
ALL
N 1 10 10 003 001 APR 11 MOD 5948
N 1 10 10 004 001 APR 11 MOD 5948
ALL
N 1 10 10 005 001 APR 11 MOD 5948
N 1 10 10 006 001 APR 11 MOD 5948
ALL
N 1 10 10 007 001 FEB 12 MOD 5948
N 1 10 10 008 001 APR 11 MOD 5948
ALL
N 1 10 10 009 001 APR 11 MOD 5948
ALL
N 1 10 20 001-002001 APR 11 MOD 5948
ALL
N 1 10 20 003 001 APR 11 MOD 5948
N 1 10 20 004 001 FEB 12 MOD 5948
ALL
N 1 10 20 005 001 APR 11 MOD 5948
N 1 10 20 006 001 FEB 12 MOD 5948
ALL
N 1 10 20 007 001 APR 11 MOD 5948
ALL
N 1 10 22 001 001 APR 11 MOD 5948
N 1 10 22 002 001 APR 11 MOD 5948
ALL
N 1 10 22 003 001 APR 11 MOD 5948
N 1 10 22 004 001 FEB 12 MOD 5948
ALL
N 1 10 22 005 001 APR 11 MOD 5948
N 1 10 22 006 001 APR 11 MOD 5948
ALL
N 1 10 22 007 001 APR 11 MOD 5948
N 1 10 22 008 001 APR 11 MOD 5948
ALL
N 1 10 22 009 001 APR 11 MOD 5948
N 1 10 22 010 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 10 22 011 001 APR 11 MOD 5948
N 1 10 22 012 001 APR 11 MOD 5948
ALL
N 1 10 22 013 001 APR 11 MOD 5948
N 1 10 22 014 001 APR 11 MOD 5948
ALL
N 1 10 22 015 001 APR 11 MOD 5948
N 1 10 22 016 001 APR 11 MOD 5948
ALL
N 1 10 22 017 001 APR 11 MOD 5948
N 1 10 22 018 001 APR 11 MOD 5948
ALL
N 1 10 22 019 001 APR 11 MOD 5948
N 1 10 22 020 001 APR 11 MOD 5948
ALL
N 1 10 32 001 001 APR 11 MOD 5948
N 1 10 32 002 001 APR 11 MOD 5948
ALL
N 1 10 32 003 001 APR 11 MOD 5948
N 1 10 32 004 001 APR 11 MOD 5948
ALL
N 1 10 32 005 001 APR 11 MOD 5948
N 1 10 32 006 001 APR 11 MOD 5948
ALL
N 1 10 32 007 001 APR 11 MOD 5948
N 1 10 32 008 001 APR 11 MOD 5948
ALL
N 1 10 32 009 001 APR 11 MOD 5948
N 1 10 32 010 001 APR 11 MOD 5948
ALL
N 1 10 32 011 001 APR 11 MOD 5948
ALL
N 1 10 34 001 001 FEB 12 MOD 5948
ALL
N 1 10 36 001 001 APR 11 MOD 5948
N 1 10 36 002 001 APR 11 MOD 5948
ALL
N 1 10 36 003 001 APR 11 MOD 5948
N 1 10 36 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 10 36 005 001 APR 11 MOD 5948

N 1 10 36 006 001 APR 11 MOD 5948
ALL
N 1 10 36 007 001 APR 11 MOD 5948
ALL
N 1 10 38 001 001 APR 11 MOD 5948
N 1 10 38 002 001 APR 11 MOD 5948
ALL
N 1 10 40 001 001 APR 11 MOD 5948
N 1 10 40 002 001 APR 11 MOD 5948
ALL
N 1 10 40 003 001 APR 11 MOD 5948
N 1 10 40 004 001 FEB 12 MOD 5948
ALL
N 1 10 50 001 001 APR 11 MOD 5948
N 1 10 50 002 001 APR 11 MOD 5948
ALL
N 1 10 50 003 001 APR 11 MOD 5948
N 1 10 50 004 001 APR 11 MOD 5948
ALL
N 1 10 50 005 001 APR 11 MOD 5948
ALL
N 1 11 00 001 001 APR 11 MOD 5948
ALL
N 1 11 10 001 001 APR 11 MOD 5948
N 1 11 10 002 001 APR 11 MOD 5948
ALL
N 1 11 10 003 001 APR 11 MOD 5948
N 1 11 10 004 001 APR 11 MOD 5948
ALL
N 1 11 10 005 001 APR 11 MOD 5948
N 1 11 10 006 001 APR 11 MOD 5948
ALL
N 1 11 10 007 001 APR 11 MOD 5948
N 1 11 10 008 001 APR 11 MOD 5948
ALL
N 1 11 10 009 001 APR 11 MOD 5948
N 1 11 10 010 001 APR 11 MOD 5948
ALL
N 1 11 10 011 001 APR 11 MOD 5948
N 1 11 10 012 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 11 10 013 001 FEB 12 MOD 5948
N 1 11 10 014 001 APR 11 MOD 5948
ALL
N 1 11 10 015-016001 APR 11 MOD 5948
ALL
N 1 11 10 017 001 APR 11 MOD 5948
ALL
N 1 12 00 001 001 APR 11 MOD 5948
ALL
N 1 12 10 001 001 APR 11 MOD 5948
N 1 12 10 002 001 APR 11 MOD 5948
ALL
N 1 12 10 003 001 APR 11 MOD 5948
N 1 12 10 004 001 APR 11 MOD 5948
ALL
N 1 12 10 005-006001 APR 11 MOD 5948
ALL
N 1 12 10 007-008001 APR 11 MOD 5948
ALL
N 1 12 10 009 001 APR 11 MOD 5948
N 1 12 10 010 001 FEB 12 MOD 5948
ALL
N 1 12 10 011-012001 FEB 12 MOD 5948
ALL
N 1 12 10 013 001 APR 11 MOD 5948
ALL
N 1 13 00 001 001 APR 11 MOD 5948
N 1 13 00 002 001 APR 11 MOD 5948
ALL
N 1 13 10 001-002001 APR 11 MOD 5948
ALL
N 1 13 20 001 001 APR 11 MOD 5948
N 1 13 20 002 001 APR 11 MOD 5948
ALL
N 1 13 20 003 001 APR 11 MOD 5948
N 1 13 20 004 001 APR 11 MOD 5948
ALL
N 1 13 20 005 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 13 30 001 001 APR 11 MOD 5948

N 1 13 30 002 001 FEB 12 MOD 5948
ALL
N 1 13 30 003 001 FEB 12 MOD 5948
N 1 13 30 004 001 FEB 12 MOD 5948
ALL
N 1 13 30 005 001 FEB 12 MOD 5948
N 1 13 30 006 001 FEB 12 MOD 5948
ALL
N 1 13 30 007 001 FEB 12 MOD 5948
N 1 13 30 008 001 FEB 12 MOD 5948
ALL
N 1 13 30 009-010001 APR 11 MOD 5948
ALL
N 1 13 30 011 001 APR 11 MOD 5948
ALL
N 1 13 40 001 001 APR 11 MOD 5948
N 1 13 40 002 001 FEB 12 MOD 5948
ALL
N 1 13 40 003 001 APR 11 MOD 5948
N 1 13 40 004 001 FEB 12 MOD 5948
ALL
N 1 13 40 005 001 APR 11 MOD 5948
ALL
N 1 13 50 001 001 FEB 12 MOD 5948
N 1 13 50 002 001 FEB 12 MOD 5948
ALL
N 1 13 50 003 001 FEB 12 MOD 5948
N 1 13 50 004 001 APR 11 MOD 5948
ALL
N 1 13 50 005 001 FEB 12 MOD 5948
ALL
N 1 13 60 001 001 APR 11 MOD 5948
N 1 13 60 002 001 APR 11 MOD 5948
ALL
N 1 13 60 003 001 APR 11 MOD 5948
ALL
N 1 13 70 001 001 APR 11 MOD 5948
ALL
N 1 13 80 001-002001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 13 80 003 001 APR 11 MOD 5948
N 1 13 80 004 001 APR 11 MOD 5948
ALL
N 1 13 80 005 001 APR 11 MOD 5948
ALL
N 1 14 00 001 001 APR 11 MOD 5948
ALL
N 1 14 10 001 001 FEB 12 MOD 5948
ALL
N 1 14 20 001 001 APR 11 MOD 5948
N 1 14 20 002 001 FEB 12 MOD 5948
ALL
N 1 14 20 003 001 APR 11 MOD 5948
N 1 14 20 004 001 FEB 12 MOD 5948
ALL
N 1 14 20 005 001 FEB 12 MOD 5948
N 1 14 20 006 001 APR 11 MOD 5948
ALL
N 1 14 20 007 001 APR 11 MOD 5948
N 1 14 20 008 001 APR 11 MOD 5948
ALL
N 1 14 30 001 001 APR 11 MOD 5948
N 1 14 30 002 001 FEB 12 MOD 5948
ALL
N 1 14 30 003-004001 APR 11 MOD 5948
ALL
N 1 14 30 005 001 APR 11 MOD 5948
ALL
N 1 14 40 001 001 APR 11 MOD 5948
N 1 14 40 002 001 APR 11 MOD 5948
ALL
N 1 14 40 003 001 FEB 12 MOD 5948
N 1 14 40 004 001 FEB 12 MOD 5948
ALL
N 1 14 40 005 001 FEB 12 MOD 5948
N 1 14 40 006 001 FEB 12 MOD 5948
ALL
N 1 14 40 007 001 APR 11 MOD 5948
N 1 14 40 008 001 APR 11 MOD 5948
ALL
N 1 14 40 009-010001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 14 40 011-012001 APR 11 MOD 5948
ALL
N 1 15 00 001 001 APR 11 MOD 5948
ALL
N 1 15 10 001-002001 APR 11 MOD 5948
ALL
N 1 15 10 003 001 APR 11 MOD 5948
N 1 15 10 004 001 APR 11 MOD 5948
ALL
N 1 15 10 005 001 APR 11 MOD 5948
N 1 15 10 006 001 APR 11 MOD 5948
ALL
N 1 15 10 007 001 APR 11 MOD 5948
N 1 15 10 008 001 APR 11 MOD 5948
ALL
N 1 15 10 009 001 APR 11 MOD 5948
N 1 15 10 010 001 APR 11 MOD 5948
ALL
N 1 15 20 001 001 APR 11 MOD 5948
N 1 15 20 002 001 APR 11 MOD 5948
ALL
N 1 15 20 003 001 APR 11 MOD 5948
N 1 15 20 004 001 APR 11 MOD 5948
ALL
N 1 15 30 001 001 APR 11 MOD 5948
N 1 15 30 002 001 APR 11 MOD 5948
ALL
N 1 15 30 003 001 APR 11 MOD 5948
ALL
N 1 15 40 001 001 APR 11 MOD 5948
N 1 15 40 002 001 APR 11 MOD 5948
ALL
N 1 15 40 003 001 APR 11 MOD 5948
N 1 15 40 004 001 APR 11 MOD 5948
ALL
N 1 15 40 005 001 APR 11 MOD 5948
N 1 15 40 006 001 APR 11 MOD 5948
ALL
N 1 15 40 007 001 APR 11 MOD 5948
N 1 15 40 008 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 15 40 009 001 APR 11 MOD 5948

N 1 15 40 010 001 APR 11 MOD 5948
ALL
N 1 15 40 011 001 APR 11 MOD 5948
N 1 15 40 012 001 APR 11 MOD 5948
ALL
N 1 15 40 013 001 APR 11 MOD 5948
N 1 15 40 014 001 APR 11 MOD 5948
ALL
N 1 15 50 001 001 APR 11 MOD 5948
N 1 15 50 002 001 APR 11 MOD 5948
ALL
N 1 15 50 003 001 APR 11 MOD 5948
N 1 15 50 004 001 APR 11 MOD 5948
ALL
N 1 15 50 005 001 APR 11 MOD 5948
N 1 15 50 006 001 APR 11 MOD 5948
ALL
N 1 15 50 007 001 APR 11 MOD 5948
ALL
N 1 15 60 001 001 APR 11 MOD 5948
N 1 15 60 002 001 APR 11 MOD 5948
ALL
N 1 15 60 003 001 APR 11 MOD 5948
ALL
N 1 15 65 001 001 APR 11 MOD 5948
ALL
N 1 15 70 001 001 APR 11 MOD 5948
N 1 15 70 002 001 APR 11 MOD 5948
ALL
N 1 15 70 003 001 APR 11 MOD 5948
N 1 15 70 004 001 APR 11 MOD 5948
ALL
N 1 15 70 005 001 APR 11 MOD 5948
N 1 15 70 006 001 APR 11 MOD 5948
ALL
N 1 15 70 007 001 APR 11 MOD 5948
N 1 15 70 008 001 APR 11 MOD 5948
ALL
N 1 15 70 009 001 APR 11 MOD 5948
N 1 15 70 010 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 15 70 011 001 APR 11 MOD 5948
N 1 15 70 012 001 APR 11 MOD 5948
ALL
N 1 15 70 013 001 APR 11 MOD 5948
N 1 15 70 014 001 APR 11 MOD 5948
ALL
N 1 15 70 015 001 APR 11 MOD 5948
N 1 15 70 016 001 APR 11 MOD 5948
ALL
N 1 15 70 017 001 APR 11 MOD 5948
N 1 15 70 018 001 APR 11 MOD 5948
ALL
N 1 16 00 001 001 APR 11 MOD 5948
ALL
N 1 16 10 001 001 APR 11 MOD 5948
ALL
N 1 16 20 001 001 APR 11 MOD 5948
N 1 16 20 002 001 APR 11 MOD 5948
ALL
N 1 16 20 003 001 FEB 12 MOD 5948
N 1 16 20 004 001 APR 11 MOD 5948
ALL
N 1 16 20 005 001 APR 11 MOD 5948
N 1 16 20 006 001 APR 11 MOD 5948
ALL
N 1 16 20 007-008001 APR 11 MOD 5948
ALL
N 1 16 20 009-010001 APR 11 MOD 5948
ALL
N 1 16 20 011-012001 APR 11 MOD 5948
ALL
N 1 16 30 001 001 FEB 12 MOD 5948
N 1 16 30 002 001 APR 11 MOD 5948
ALL
N 1 16 30 003 001 APR 11 MOD 5948
N 1 16 30 004 001 APR 11 MOD 5948
ALL
N 1 16 30 005 001 APR 11 MOD 5948
N 1 16 30 006 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 16 30 007 001 APR 11 MOD 5948

N 1 16 30 008 001 FEB 12 MOD 5948
ALL
N 1 16 30 009 001 FEB 12 MOD 5948
N 1 16 30 010 001 APR 11 MOD 5948
ALL
N 1 16 40 001 001 APR 11 MOD 5948
N 1 16 40 002 001 APR 11 MOD 5948
ALL
N 1 16 40 003 001 APR 11 MOD 5948
N 1 16 40 004 001 APR 11 MOD 5948
ALL
N 1 16 40 005 001 APR 11 MOD 5948
N 1 16 40 006 001 APR 11 MOD 5948
ALL
N 1 16 40 007 001 APR 11 MOD 5948
N 1 16 40 008 001 APR 11 MOD 5948
ALL
N 1 16 40 009 001 APR 11 MOD 5948
N 1 16 40 010 001 APR 11 MOD 5948
ALL
N 1 16 40 011 001 APR 11 MOD 5948
N 1 16 40 012 001 APR 11 MOD 5948
ALL
N 1 16 40 013 001 APR 11 MOD 5948
N 1 16 40 014 001 APR 11 MOD 5948
ALL
N 1 16 40 015 001 APR 11 MOD 5948
N 1 16 40 016 001 APR 11 MOD 5948
ALL
N 1 16 40 017 001 APR 11 MOD 5948
ALL
N 1 16 45 001 001 APR 11 MOD 5948
N 1 16 45 002 001 APR 11 MOD 5948
ALL
N 1 16 50 001 001 APR 11 MOD 5948
N 1 16 50 002 001 APR 11 MOD 5948
ALL
N 1 16 60 001 001 APR 11 MOD 5948
N 1 16 60 002 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 1 16 60 003 001 APR 11 MOD 5948

N 1 16 60 004 001 APR 11 MOD 5948
ALL
N 1 16 60 005 001 APR 11 MOD 5948
N 1 16 60 006 001 APR 11 MOD 5948
ALL
N 1 16 60 007 001 APR 11 MOD 5948
N 1 16 60 008 001 APR 11 MOD 5948
ALL
N 2 01 00 001 001 APR 11 MOD 5948
ALL
N 2 01 01 001 001 APR 11 MOD 5948
N 2 01 01 002 001 APR 11 MOD 5948
ALL
N 2 01 02 001 700 APR 11 MOD 5555 +5948
N 2 01 02 002 001 APR 11 MOD 5948
ALL
N 2 01 03 001 001 APR 11 MOD 5948
N 2 01 03 002 001 APR 11 PW127F-PW127M MOD 5948
ALL
N 2 01 03 003 001 APR 11 PW127F-PW127M MOD 5948
N 2 01 03 004 001 APR 11 PW127F-PW127M MOD 5948
ALL
N 2 01 03 005 150 APR 11 MOD 5948 +3037 +(3522 or 8044)
N 2 01 03 006 001 APR 11 MOD 5948
ALL
N 2 01 04 001 001 APR 11 212A MOD 5948
N 2 01 04 002 001 APR 11 212A MOD 5948
ALL
N 2 01 04 003 001 APR 11 212A MOD 5948
N 2 01 04 004 001 APR 11 212A MOD 5948
ALL
N 2 01 04 005 001 APR 11 MOD 5948
N 2 01 04 006 001 APR 11 MOD 5948
ALL
N 2 01 05 001 030 APR 11 MOD 5948 +1603
N 2 01 05 002 100 APR 11 MOD 5948 +4411
ALL
N 2 01 05 003 001 APR 11 MOD 5948
N 2 01 05 004 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 01 06 001 001 APR 11 MOD 5948

N 2 01 06 002 001 APR 11 MOD 5948
ALL
N 2 01 06 003 001 APR 11 MOD 5948
N 2 01 06 004 001 APR 11 MOD 5948
ALL
N 2 01 06 005 001 APR 11 MOD 5948
ALL
N 2 01 07 001 001 APR 11 MOD 5948
ALL
N 2 01 07 001A 001 APR 11 MOD 5948
ALL
N 2 01 07 001B 001 FEB 12 MOD 5948
ALL
N 2 01 08 001 001 APR 11 MOD 5948
ALL
N 2 01 09 001 001 APR 11 MOD 5948
ALL
N 2 01 10 001 200 APR 11 MOD 5948 +5465
N 2 01 10 002 200 APR 11 MOD 5948 +5465
ALL
N 2 01 10 003 200 APR 11 MOD 5948 +5465
N 2 01 10 004 200 APR 11 MOD 5948 +5465
ALL
N 2 02 00 001 001 APR 11 MOD 5948
ALL
N 2 02 01 001 001 APR 11 MOD 5948
N 2 02 01 002 001 FEB 12 MOD 5948
ALL
N 2 02 01 003 001 APR 11 MOD 5948
N 2 02 01 004 001 FEB 12 MOD 5948
ALL
N 2 02 02 001 001 APR 11 MOD 5948
ALL
N 2 02 03 001 001 APR 11 MOD 5948
N 2 02 03 002 080 FEB 12 MOD 5948 +3037
ALL
N 2 02 03 003 001 APR 11 MOD 5948
N 2 02 03 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 02 04 001 001 FEB 12 MOD 5948

N 2 02 04 002 001 APR 11 MOD 5948
ALL
N 2 02 04 003 001 APR 11 MOD 5948
N 2 02 04 004 001 APR 11 MOD 5948
ALL
N 2 02 04 005 001 APR 11 MOD 5948
N 2 02 04 006 001 APR 11 MOD 5948
ALL
N 2 02 04 007 001 APR 11 MOD 5948
N 2 02 04 008 001 APR 11 MOD 5948
ALL
N 2 02 04 009 001 APR 11 MOD 5948
N 2 02 04 010 001 APR 11 MOD 5948
ALL
N 2 02 04 011 001 APR 11 MOD 5948
N 2 02 04 012 001 APR 11 MOD 5948
ALL
N 2 02 05 001 001 APR 11 MOD 5948
N 2 02 05 002 001 APR 11 MOD 5948
ALL
N 2 02 06 001 001 APR 11 MOD 5948
N 2 02 06 002 001 APR 11 MOD 5948
ALL
N 2 02 06 003 001 APR 11 MOD 5948
N 2 02 06 004 001 APR 11 MOD 5948
ALL
N 2 02 06 005 001 APR 11 MOD 5948
ALL
N 2 02 07 001 001 APR 11 MOD 5948
ALL
N 2 02 08 001 001 APR 11 MOD 5948
N 2 02 08 002 001 APR 11 MOD 5948
ALL
N 2 02 08 003 001 APR 11 MOD 5948
N 2 02 08 004 001 APR 11 MOD 5948
ALL
N 2 02 08 005 001 APR 11 MOD 5948
N 2 02 08 006 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 02 08 007 001 APR 11 MOD 5948

N 2 02 08 008 001 APR 11 MOD 5948
ALL
N 2 02 08 009 001 APR 11 MOD 5948
N 2 02 08 010 001 APR 11 MOD 5948
ALL
N 2 02 08 011 001 APR 11 MOD 5948
N 2 02 08 012 001 APR 11 MOD 5948
ALL
N 2 02 08 013 001 APR 11 MOD 5948
N 2 02 08 014 001 APR 11 MOD 5948
ALL
N 2 02 08 015 001 APR 11 MOD 5948
N 2 02 08 016 001 FEB 12 MOD 5948
ALL
N 2 02 08 017 001 FEB 12 MOD 5948
N 2 02 08 018 001 FEB 12 MOD 5948
ALL
N 2 02 08 019 001 FEB 12 MOD 5948
N 2 02 08 020 001 FEB 12 MOD 5948
ALL
N 2 02 08 021 001 APR 11 MOD 5948
N 2 02 08 022 001 APR 11 MOD 5948
ALL
N 2 02 08 023 001 APR 11 MOD 5948
N 2 02 08 024 001 APR 11 MOD 5948
ALL
N 2 02 08 025 001 APR 11 MOD 5948
ALL
N 2 02 09 001 001 APR 11 MOD 5948
N 2 02 09 002 001 APR 11 MOD 5948
ALL
N 2 02 09 003 001 APR 11 MOD 5948
ALL
N 2 02 10 001 001 APR 11 MOD 5948
N 2 02 10 002 001 APR 11 MOD 5948
ALL
N 2 02 10 003 001 APR 11 MOD 5948
N 2 02 10 004 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 02 10 005 001 APR 11 MOD 5948

N 2 02 10 006 001 APR 11 MOD 5948
ALL
N 2 02 10 007 001 APR 11 MOD 5948
N 2 02 10 008 001 APR 11 MOD 5948
ALL
N 2 02 10 009 001 APR 11 MOD 5948
ALL
N 2 02 11 001 001 APR 11 MOD 5948
N 2 02 11 002 001 APR 11 MOD 5948
ALL
N 2 02 11 002A 001 APR 11 MOD 5948
ALL
N 2 02 11 003 001 APR 11 MOD 5948
N 2 02 11 004 001 APR 11 MOD 5948
ALL
N 2 02 11 005 001 APR 11 MOD 5948
N 2 02 11 006 001 APR 11 MOD 5948
ALL
N 2 02 11 007 001 APR 11 MOD 5948
ALL
N 2 02 12 001 001 APR 11 MOD 5948
N 2 02 12 002 001 APR 11 MOD 5948
ALL
N 2 02 12 003 001 APR 11 MOD 5948
N 2 02 12 004 001 APR 11 MOD 5948
ALL
N 2 02 12 005 001 APR 11 MOD 5948
ALL
N 2 02 14 001 001 APR 11 MOD 5948
N 2 02 14 002 001 APR 11 MOD 5948
ALL
N 2 02 15 001 001 APR 11 MOD 5948
N 2 02 15 002 001 APR 11 MOD 5948
ALL
N 2 02 16 001 001 APR 11 MOD 5948
N 2 02 16 002 001 APR 11 MOD 5948
ALL
N 2 02 18 001 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 02 19 001 001 APR 11 MOD 5948

ALL
N 2 02 20 001 001 APR 11 MOD 5948
ALL
N 2 02 21 001 001 APR 11 MOD 5948
N 2 02 21 002 001 APR 11 MOD 5948
ALL
N 2 02 21 003 001 APR 11 MOD 5948
N 2 02 21 004 001 APR 11 MOD 5948
ALL
N 2 02 21 005 001 APR 11 MOD 5948
N 2 02 21 006 001 APR 11 MOD 5948
ALL
N 2 02 21 007 001 FEB 12 MOD 5948
N 2 02 21 008 001 APR 11 MOD 5948
ALL
N 2 02 21 009 001 APR 11 MOD 5948
ALL
N 2 02 24 001 001 APR 11 MOD 5948
N 2 02 24 002 001 APR 11 MOD 5948
ALL
N 2 02 24 003 001 APR 11 MOD 5948
N 2 02 24 004 001 APR 11 MOD 5948
ALL
N 2 02 24 005 001 APR 11 MOD 5948
N 2 02 24 006 001 APR 11 MOD 5948
ALL
N 2 02 24 007 001 APR 11 MOD 5948
N 2 02 24 008 001 APR 11 MOD 5948
ALL
N 2 03 00 001 001 APR 11 MOD 5948
ALL
N 2 03 01 001 001 APR 11 MOD 5948
ALL
N 2 03 02 001 001 APR 11 MOD 5948
ALL
N 2 03 03 001 001 APR 11 MOD 5948
ALL
N 2 03 04 001 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 03 05 001 001 FEB 12 MOD 5948

N 2 03 05 002 001 APR 11 MOD 5948
ALL
N 2 03 05 003 001 FEB 12 MOD 5948
N 2 03 05 004 001 FEB 12 MOD 5948
ALL
N 2 03 05 005 001 FEB 12 MOD 5948
N 2 03 05 006 001 FEB 12 MOD 5948
ALL
N 2 03 05 007 001 FEB 12 MOD 5948
ALL
N 2 03 06 001 001 APR 11 MOD 5948
N 2 03 06 002 001 APR 11 MOD 5948
ALL
N 2 03 06 003 001 FEB 12 MOD 5948
N 2 03 06 004 001 FEB 12 MOD 5948
ALL
N 2 03 06 005 001 FEB 12 MOD 5948
N 2 03 06 006 001 FEB 12 MOD 5948
ALL
N 2 03 06 007 001 FEB 12 MOD 5948
N 2 03 06 008 001 FEB 12 MOD 5948
ALL
N 2 03 06 009 001 FEB 12 MOD 5948
N 2 03 06 010 001 FEB 12 MOD 5948
ALL
N 2 03 07 001 001 APR 11 MOD 5948
N 2 03 07 002 001 APR 11 MOD 5948
ALL
N 2 03 07 003 001 APR 11 MOD 5948
N 2 03 07 004 001 FEB 12 MOD 5948
ALL
N 2 03 07 005 001 FEB 12 MOD 5948
N 2 03 07 006 001 FEB 12 MOD 5948
ALL
N 2 03 07 007 001 FEB 12 MOD 5948
N 2 03 07 008 001 FEB 12 MOD 5948
ALL
N 2 03 07 009 001 FEB 12 MOD 5948
N 2 03 07 010 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 03 07 011 001 FEB 12 MOD 5948

N 2 03 07 012 001 FEB 12 MOD 5948
ALL
N 2 03 07 013 001 FEB 12 MOD 5948
ALL
N 2 03 08 001 001 APR 11 MOD 5948
N 2 03 08 002 001 APR 11 MOD 5948
ALL
N 2 03 08 003 001 APR 11 MOD 5948
N 2 03 08 004 001 APR 11 MOD 5948
ALL
N 2 03 08 005 001 APR 11 MOD 5948
N 2 03 08 006 001 APR 11 MOD 5948
ALL
N 2 03 08 007 001 FEB 12 MOD 5948
ALL
N 2 03 09 001 001 FEB 12 MOD 5948
N 2 03 09 002 001 FEB 12 MOD 5948
ALL
N 2 03 10 001 001 FEB 12 MOD 5948
ALL
N 2 03 11 001 001 FEB 12 MOD 5948
N 2 03 11 002 001 FEB 12 MOD 5948
ALL
N 2 03 12 001 001 APR 11 MOD 5948
N 2 03 12 002 001 APR 11 MOD 5948
ALL
N 2 03 13 001 001 FEB 12 MOD 5948
ALL
N 2 03 14 001 001 FEB 12 MOD 5948
N 2 03 14 002 001 FEB 12 MOD 5948
ALL
N 2 03 14 003 001 FEB 12 MOD 5948
N 2 03 14 004 001 APR 11 MOD 5948
ALL
N 2 03 15 001 001 FEB 12 MOD 5948
N 2 03 15 002 001 FEB 12 MOD 5948
ALL
N 2 03 15 003 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 03 16 001 001 FEB 12 MOD 5948

N 2 03 16 002 001 FEB 12 MOD 5948
ALL
N 2 03 16 003 001 FEB 12 MOD 5948
N 2 03 16 004 001 APR 11 MOD 5948
ALL
N 2 03 17 001 001 FEB 12 MOD 5948
ALL
N 2 03 18 001 001 FEB 12 MOD 5948
N 2 03 18 002 001 FEB 12 MOD 5948
ALL
N 2 03 19 001 001 FEB 12 MOD 5948
ALL
N 2 03 20 001 001 FEB 12 MOD 5948
ALL
N 2 03 21 001 001 FEB 12 MOD 5948
N 2 03 21 002 001 FEB 12 MOD 5948
ALL
N 2 03 22 001 001 FEB 12 MOD 5948
ALL
N 2 03 23 001 001 APR 11 MOD 5948
ALL
N 2 03 24 001 001 FEB 12 MOD 5948
N 2 03 24 002 001 FEB 12 MOD 5948
ALL
N 2 03 24 003 001 FEB 12 MOD 5948
ALL
N 2 04 00 001 001 FEB 12 MOD 5948
ALL
N 2 04 01 001 001 APR 11 MOD 5948
N 2 04 01 002 001 FEB 12 MOD 5948
ALL
N 2 04 01 003 001 FEB 12 MOD 5948
ALL
N 2 04 02 001 001 FEB 12 MOD 5948
N 2 04 02 002 001 FEB 12 MOD 5948
ALL
N 2 04 02 003 001 FEB 12 MOD 5948
N 2 04 02 004 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 04 02 005 001 APR 11 MOD 5948

N 2 04 02 006 001 FEB 12 MOD 5948
ALL
N 2 04 03 001 001 FEB 12 MOD 5948
N 2 04 03 002 001 FEB 12 MOD 5948
ALL
N 2 04 03 003 001 FEB 12 MOD 5948
N 2 04 03 004 001 FEB 12 MOD 5948
ALL
N 2 04 03 005 001 APR 11 MOD 5948
N 2 04 03 006 001 FEB 12 MOD 5948
ALL
N 2 04 03 007 001 FEB 12 MOD 5948
ALL
N 2 04 04 001 001 FEB 12 MOD 5948
N 2 04 04 002 001 FEB 12 MOD 5948
ALL
N 2 04 05 001 001 FEB 12 MOD 5948
N 2 04 05 002 001 FEB 12 MOD 5948
ALL
N 2 04 05 003 001 APR 11 MOD 5948
N 2 04 05 004 001 APR 11 MOD 5948
ALL
N 2 04 05 005 001 FEB 12 MOD 5948
N 2 04 05 006 001 APR 11 MOD 5948
ALL
N 2 04 05 007 001 FEB 12 MOD 5948
N 2 04 05 008 001 FEB 12 MOD 5948
ALL
N 2 04 05 009 001 FEB 12 MOD 5948
N 2 04 05 010 001 APR 11 MOD 5948
ALL
N 2 04 05 011 001 FEB 12 MOD 5948
N 2 04 05 012 001 FEB 12 MOD 5948
ALL
N 2 04 05 013 001 FEB 12 MOD 5948
ALL
N 2 05 00 001 001 FEB 12 MOD 5948
N 2 05 00 002 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 00 003 001 FEB 12 MOD 5948

N 2 05 00 004 001 FEB 12 MOD 5948
ALL
N 2 05 00 005 001 FEB 12 MOD 5948
N 2 05 00 006 001 FEB 12 MOD 5948
ALL
N 2 05 00 007 001 FEB 12 MOD 5948
N 2 05 00 008 001 FEB 12 MOD 5948
ALL
N 2 05 01 001 001 APR 11 MOD 5948
N 2 05 01 002 001 FEB 12 MOD 5948
ALL
N 2 05 01 003 001 FEB 12 MOD 5948
ALL
N 2 05 02 001 001 FEB 12 MOD 5948
N 2 05 02 002 001 FEB 12 MOD 5948
ALL
N 2 05 02 003 001 FEB 12 MOD 5948
N 2 05 02 004 001 FEB 12 MOD 5948
ALL
N 2 05 02 005 001 FEB 12 MOD 5948
N 2 05 02 006 001 FEB 12 MOD 5948
ALL
N 2 05 02 007 001 FEB 12 MOD 5948
N 2 05 02 008 001 FEB 12 MOD 5948
ALL
N 2 05 02 009 001 FEB 12 MOD 5948
N 2 05 02 010 001 FEB 12 MOD 5948
ALL
N 2 05 02 011 001 FEB 12 MOD 5948
N 2 05 02 012 001 FEB 12 MOD 5948
ALL
N 2 05 02 013 001 FEB 12 MOD 5948
N 2 05 02 014 001 APR 11 MOD 5948
ALL
N 2 05 02 015 001 FEB 12 MOD 5948
N 2 05 02 016 001 FEB 12 MOD 5948
ALL
N 2 05 02 017 001 FEB 12 MOD 5948
N 2 05 02 018 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 02 019 001 FEB 12 MOD 5948

N 2 05 02 020 001 FEB 12 MOD 5948
ALL
N 2 05 02 021 001 FEB 12 MOD 5948
N 2 05 02 022 001 FEB 12 MOD 5948
ALL
N 2 05 02 023 001 FEB 12 MOD 5948
N 2 05 02 024 001 FEB 12 MOD 5948
ALL
N 2 05 02 025 001 FEB 12 MOD 5948
ALL
N 2 05 03 001 001 FEB 12 MOD 5948
N 2 05 03 002 001 FEB 12 MOD 5948
ALL
N 2 05 03 003 001 FEB 12 MOD 5948
N 2 05 03 004 001 FEB 12 MOD 5948
ALL
N 2 05 03 005 001 FEB 12 MOD 5948
N 2 05 03 006 001 FEB 12 MOD 5948
ALL
N 2 05 03 007 001 FEB 12 MOD 5948
ALL
N 2 05 04 001 001 FEB 12 MOD 5948
ALL
N 2 05 04 001A 001 FEB 12 MOD 5948
ALL
N 2 05 04 002 001 FEB 12 MOD 5948
ALL
N 2 05 04 002A 001 FEB 12 MOD 5948
ALL
N 2 05 04 003 001 FEB 12 MOD 5948
N 2 05 04 004 001 FEB 12 MOD 5948
ALL
N 2 05 04 005 001 FEB 12 MOD 5948
N 2 05 04 006 001 FEB 12 MOD 5948
ALL
N 2 05 04 007 001 FEB 12 MOD 5948
N 2 05 04 008 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 04 009 001 FEB 12 MOD 5948

N 2 05 04 010 001 FEB 12 MOD 5948
ALL
N 2 05 04 011 001 FEB 12 MOD 5948
N 2 05 04 012 001 FEB 12 MOD 5948
ALL
N 2 05 04 013 001 FEB 12 MOD 5948
N 2 05 04 014 001 FEB 12 MOD 5948
ALL
N 2 05 04 015 001 FEB 12 MOD 5948
N 2 05 04 016 001 FEB 12 MOD 5948
ALL
N 2 05 04 017 001 FEB 12 MOD 5948
N 2 05 04 018 001 FEB 12 MOD 5948
ALL
N 2 05 05 001 001 FEB 12 MOD 5948
ALL
N 2 05 05 001A 001 FEB 12 MOD 5948
ALL
N 2 05 05 002 001 FEB 12 MOD 5948
ALL
N 2 05 05 003 001 FEB 12 MOD 5948
N 2 05 05 004 001 FEB 12 MOD 5948
ALL
N 2 05 06 001 001 FEB 12 MOD 5948
N 2 05 06 002 001 FEB 12 MOD 5948
ALL
N 2 05 06 003 001 FEB 12 MOD 5948
N 2 05 06 004 001 FEB 12 MOD 5948
ALL
N 2 05 06 005 001 FEB 12 MOD 5948
N 2 05 06 006 001 APR 11 MOD 5948
ALL
N 2 05 06 007 001 FEB 12 MOD 5948
N 2 05 06 008 001 FEB 12 MOD 5948
ALL
N 2 05 06 009 001 FEB 12 MOD 5948
N 2 05 06 010 001 FEB 12 MOD 5948
ALL
N 2 05 06 011 001 FEB 12 MOD 5948
N 2 05 06 012 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 06 013 001 FEB 12 MOD 5948
ALL
N 2 05 07 001 001 FEB 12 MOD 5948
N 2 05 07 002 001 FEB 12 MOD 5948
ALL
N 2 05 07 003 001 APR 11 MOD 5948
N 2 05 07 004 001 APR 11 MOD 5948
ALL
N 2 05 07 005 001 APR 11 MOD 5948
N 2 05 07 006 001 FEB 12 MOD 5948
ALL
N 2 05 07 007 001 APR 11 MOD 5948
ALL
N 2 05 08 001 001 APR 11 MOD 5948
N 2 05 08 002 001 APR 11 MOD 5948
ALL
N 2 05 08 003 001 FEB 12 MOD 5948
N 2 05 08 004 001 FEB 12 MOD 5948
ALL
N 2 05 08 005 001 FEB 12 MOD 5948
N 2 05 08 006 001 FEB 12 MOD 5948
ALL
N 2 05 08 007 001 FEB 12 MOD 5948
N 2 05 08 008 001 FEB 12 MOD 5948
ALL
N 2 05 08 009 001 FEB 12 MOD 5948
N 2 05 08 010 001 FEB 12 MOD 5948
ALL
N 2 05 08 011 001 FEB 12 MOD 5948
N 2 05 08 012 001 FEB 12 MOD 5948
ALL
N 2 05 08 013 001 FEB 12 MOD 5948
ALL
N 2 05 09 001 001 FEB 12 MOD 5948
N 2 05 09 002 001 FEB 12 MOD 5948
ALL
N 2 05 09 003 001 FEB 12 MOD 5948
N 2 05 09 004 001 FEB 12 MOD 5948
ALL
N 2 05 09 005 001 FEB 12 MOD 5948
N 2 05 09 006 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 09 007 001 FEB 12 MOD 5948
N 2 05 09 008 001 APR 11 MOD 5948
ALL
N 2 05 09 009 001 FEB 12 MOD 5948
ALL
N 2 05 10 001 001 FEB 12 MOD 5948
N 2 05 10 002 001 FEB 12 MOD 5948
ALL
N 2 05 10 003 001 FEB 12 MOD 5948
ALL
N 2 05 11 001 001 APR 11 MOD 5948
ALL
N 2 05 12 001 001 FEB 12 MOD 5948
N 2 05 12 002 001 FEB 12 MOD 5948
ALL
N 2 05 12 003 001 FEB 12 MOD 5948
N 2 05 12 004 001 FEB 12 MOD 5948
ALL
N 2 05 12 005 001 APR 11 MOD 5948
N 2 05 12 006 001 FEB 12 MOD 5948
ALL
N 2 05 12 007 001 FEB 12 MOD 5948
N 2 05 12 008 001 FEB 12 MOD 5948
ALL
N 2 05 12 009 001 FEB 12 MOD 5948
N 2 05 12 010 001 FEB 12 MOD 5948
ALL
N 2 05 12 011 001 FEB 12 MOD 5948
N 2 05 12 012 001 FEB 12 MOD 5948
ALL
N 2 05 12 013 001 FEB 12 MOD 5948
N 2 05 12 014 001 FEB 12 MOD 5948
ALL
N 2 05 12 015 001 FEB 12 MOD 5948
N 2 05 12 016 001 FEB 12 MOD 5948
ALL
N 2 05 12 017 001 FEB 12 MOD 5948
N 2 05 12 018 001 FEB 12 MOD 5948
ALL
N 2 05 12 019 001 FEB 12 MOD 5948
N 2 05 12 020 001 FEB 12 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 05 12 021 001 FEB 12 MOD 5948
N 2 05 12 022 001 FEB 12 MOD 5948
ALL
N 2 05 12 023 001 FEB 12 MOD 5948
N 2 05 12 024 001 FEB 12 MOD 5948
ALL
N 2 05 12 025 001 FEB 12 MOD 5948
N 2 05 12 026 001 FEB 12 MOD 5948
ALL
N 2 05 12 027 001 FEB 12 MOD 5948
N 2 05 12 028 001 FEB 12 MOD 5948
ALL
N 2 05 13 001 001 FEB 12 MOD 5948
N 2 05 13 002 001 FEB 12 MOD 5948
ALL
N 2 05 13 003 001 FEB 12 MOD 5948
N 2 05 13 004 001 FEB 12 MOD 5948
ALL
N 2 05 13 005 001 FEB 12 MOD 5948
ALL
N 2 05 14 001 001 FEB 12 MOD 5948
N 2 05 14 002 001 FEB 12 MOD 5948
ALL
N 2 05 14 003 001 FEB 12 MOD 5948
N 2 05 14 004 001 FEB 12 MOD 5948
ALL
N 2 05 14 005 001 FEB 12 MOD 5948
N 2 05 14 006 001 FEB 12 MOD 5948
ALL
N 2 05 14 007 001 FEB 12 MOD 5948
N 2 05 14 008 001 FEB 12 MOD 5948
ALL
N 2 05 14 009 001 FEB 12 MOD 5948
N 2 05 14 010 001 FEB 12 MOD 5948
ALL
N 2 05 14 011 001 FEB 12 MOD 5948
N 2 05 14 012 001 FEB 12 MOD 5948
ALL
N 2 06 00 001 001 APR 11 MOD 5948
ALL
N 2 06 01 001 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 2 06 02 001 001 APR 11 MOD 5948
ALL
N 2 06 03 001 001 APR 11 MOD 5948
N 2 06 03 002 001 APR 11 MOD 5948
ALL
N 2 06 03 003 001 FEB 12 MOD 5948
N 2 06 03 004 001 APR 11 MOD 5948
ALL
N 2 06 03 005 001 APR 11 MOD 5948
N 2 06 03 006 001 APR 11 MOD 5948
ALL
N 2 06 03 007 001 APR 11 MOD 5948
N 2 06 03 008 001 APR 11 MOD 5948
ALL
N 2 06 03 009 001 APR 11 MOD 5948
N 2 06 03 010 001 APR 11 MOD 5948
ALL
N 2 06 04 001 001 APR 11 MOD 5948
N 2 06 04 002 001 APR 11 MOD 5948
ALL
N 2 06 04 003 001 APR 11 MOD 5948
N 2 06 04 004 001 APR 11 MOD 5948
ALL
N 3 01 00 001 001 APR 11 MOD 5948
ALL
N 3 01 01 001 001 APR 11 MOD 5948
N 3 01 01 002 001 APR 11 MOD 5948
ALL
N 3 01 01 003 001 APR 11 MOD 5948
ALL
N 3 01 02 001 001 APR 11 MOD 5948
ALL
N 3 01 03 001 001 APR 11 MOD 5948
ALL
N 3 01 04 001 001 APR 11 MOD 5948
N 3 01 04 002 001 APR 11 MOD 5948
ALL
N 3 01 05 001 001 APR 11 MOD 5948
ALL
N 3 02 00 001 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 02 01 001 001 APR 11 MOD 5948
N 3 02 01 002 001 APR 11 MOD 5948
ALL
N 3 02 02 001 100 APR 11 PW127F - PW127M MOD 5948
N 3 02 02 002 100 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 02 02 003 100 APR 11 PW127F - PW127M MOD 5948
N 3 02 02 004 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 02 02 005 500 APR 11 PW127F - PW127M MOD 5948
N 3 02 02 006 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 02 02 007 500 APR 11 PW127F - PW127M MOD 5948
N 3 02 02 008 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 02 02 009 500 APR 11 PW127F - PW127M MOD 5948
N 3 02 02 010 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 02 02 011 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 03 00 001 001 APR 11 MOD 5948
ALL
N 3 03 01 001 001 APR 11 MOD 5948
N 3 03 01 002 001 APR 11 MOD 5948
ALL
N 3 03 02 001 001 APR 11 MOD 5948
N 3 03 02 002 001 APR 11 MOD 5948
ALL
N 3 03 02 003 001 APR 11 MOD 5948
N 3 03 02 004 550 APR 11 PW127F - PW127M MOD(4671 or 5555)+5948
ALL
N 3 03 02 005 560 APR 11 PW127F - PW127M BOOST OFF MOD 5555+5948
N 3 03 02 006 560 APR 11 PW127F - PW127M BOOST OFF MOD 5555+5948
ALL
N 3 03 03 001 500 APR 11 PW127F - 127M MOD 5948
N 3 03 03 002 500 APR 11 PW127F - 127M MOD 5948
ALL
N 3 03 03 002A 500 APR 11 PW127F - 127M MOD 5948
ALL
N 3 03 03 003 300 APR 11 PW127F - PW127M MOD 5948
N 3 03 03 004 500 APR 11 PW127F - PW127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 03 03 004A 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 03 03 005 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 03 03 005A 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 03 03 006 550 APR 11 PW127F - PW127M BOOST OFF MOD3522+5948
ALL
N 3 03 03 007 550 APR 11 PW127F - PW127M BOOST OF FMOD 3522+5948
ALL
N 3 03 04 001 500 APR 11 PW127F - PW127M MOD 5948
N 3 03 04 002 500 APR 11 PW127F - PW127M BOOST OFF MOD 5948
ALL
ALL
ALL
ALL
ALL
ALL
ALL
N 3 03 05 001 001 APR 11 MOD 5948
N 3 03 05 002 001 APR 11 212A MOD 5948
ALL
N 3 03 06 001 001 APR 11 MOD 5948
ALL
N 3 04 00 001 001 APR 11 MOD 5948
ALL
N 3 04 01 001 500 APR 11 PW127F-127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 04 02 001 300 FEB 12 PW127F - PW127M MOD 5948

N 3 04 02 002 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 04 02 003 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 03 001 300 FEB 12 PW127F - PW127M MOD 5948
N 3 04 03 002 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 04 03 003 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 001 500 APR 11 PW127F - PW127M MOD 5948
N 3 04 04 002 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 003 500 APR 11 PW127F - PW127M MOD 5948
N 3 04 04 004 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 005 500 APR 11 PW127F - PW127M MOD 5948
N 3 04 04 006 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 007 500 APR 11 PW127F - PW127M MOD 5948
N 3 04 04 008 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 009 500 APR 11 PW127F - PW127M MOD 5948
N 3 04 04 010 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 04 011 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 05 001 001 APR 11 MOD 5948
N 3 04 05 002 001 APR 11 MOD 5948
ALL
N 3 04 05 003 500 FEB 12 PW127F - PW127M MOD 5948
N 3 04 05 004 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 04 05 005 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 00 001 001 APR 11 MOD 5948
ALL
N 3 05 01 001 500 APR 11 PW127F-127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 05 02 001 500 APR 11 PW127F - PW127M MOD 5948

N 3 05 02 002 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 05 02 003 500 APR 11 PW127F - PW127M MOD 5948
N 3 05 02 004 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 05 02 005 500 APR 11 PW127F - PW127M MOD 5948
N 3 05 02 006 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 05 02 007 500 APR 11 PW127F - PW127M MOD 5948
N 3 05 02 008 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 05 02 009 500 APR 11 PW127F - PW127M MOD 5948
N 3 05 02 010 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 05 02 011 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 001 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 002 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 003 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 004 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 005 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 006 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 007 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 008 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 009 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 010 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 011 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 012 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 013 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 014 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 05 03 015 500 FEB 12 PW127F - PW127M MOD 5948
N 3 05 03 016 500 FEB 12 PW127F - PW127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 05 03 017 500 FEB 12 PW127F - PW127M MOD 5948

N 3 05 03 018 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 06 01 001 500 FEB 12 PW127F - 127M MOD 5948
ALL
N 3 06 02 001 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 06 03 001 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 07 00 001 001 APR 11 MOD 5948
ALL
N 3 07 01 001 500 APR 11 PW127F - 127M MOD 5948
ALL
N 3 07 02 001 500 APR 11 PW127F - PW127M MOD 5948
N 3 07 02 002 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 07 03 001 500 APR 11 PW127F - PW127M MOD 5948
N 3 07 03 002 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 08 00 001 001 APR 11 MOD 5948
ALL
N 3 08 01 001 020 APR 11 MOD 5948
ALL
N 3 08 01 002A 520 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 08 01 003A 520 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 08 02 001 500 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 08 03 001 200 APR 11 PW127F - PW127M MOD 5948
N 3 08 03 002 200 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 08 03 003 001 APR 11 MOD 5948
ALL
N 3 08 04 001 001 APR 11 MOD 5948
ALL
N 3 09 00 001 001 APR 11 MOD 5948
ALL
N 3 09 01 001 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 09 02 001 001 APR 11 MOD 5948
N 3 09 02 002 500 FEB 12 PW127F - PW127M BOOST OFF MOD 5948
ALL
ALL
N 3 09 02 005 300 APR 11 PW127-127F-127M MOD 5948
N 3 09 02 006 300 APR 11 PW127-127F-127M MOD 5948
ALL
N 3 09 02 007 300 APR 11 PW127-127F-127M BOOST OFF MOD 5948
N 3 09 02 008 300 APR 11 PW127-127F-127M BOOST OFF MOD 5948
ALL
N 3 09 03 001 001 APR 11 MOD 5948
N 3 09 03 002 001 APR 11 MOD 5948
ALL
N 3 09 03 003 001 APR 11 MOD 5948
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression

ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
N 3 10 00 001 001 APR 11 MOD 5948
ALL
N 3 10 01 001 500 APR 11 PW127F - 127M MOD 5948
N 3 10 01 002 001 APR 11 MOD 5948
ALL
N 3 10 02 001 300 APR 11 PW127F - PW127M MOD 5948
N 3 10 02 002 300 APR 11 PW127F - PW127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 10 03 001-002500 FEB 12 PW127F - PW127M MOD 5948

ALL
N 3 10 04 001 300 APR 11 PW127F - PW127M MOD 5948
N 3 10 04 002 300 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 10 04 003 300 APR 11 PW127F - PW127M MOD 5948
N 3 10 04 004 300 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 11 00 001 001 APR 11 MOD 5948
N 3 11 00 002 001 APR 11 MOD 5948
ALL
N 3 11 01 001 500 FEB 12 PW127F - PW127M MOD 5948
N 3 11 01 002 500 FEB 12 PW127F - PW127M - KG MOD 5948
ALL
ALL
ALL
ALL
ALL
ALL
ALL
ALL
N 3 11 01 017 500 FEB 12 PW127F - PW127M MOD 5948
ALL
N 3 11 02 001 001 APR 11 MOD 5948
ALL
N 3 11 03 001 100 APR 11 PW127F - PW127M MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 11 04 001 200 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 11 05 001 200 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 11 06 001 001 APR 11 MOD 5948
ALL
N 3 11 07 001 001 APR 11 MOD 5948
ALL
N 3 11 08 001 200 APR 11 PW127F - PW127M MOD 5948
ALL
N 3 11 09 001 001 APR 11 MOD 5948
ALL
N 3 11 10 001 001 APR 11 MOD 5948
ALL
N 3 11 11 001 001 APR 11 MOD 5948
ALL
N 3 11 12 001 001 APR 11 MOD 5948
ALL
N 3 11 13 001 001 APR 11 MOD 5948
ALL
N 3 11 14 001 001 APR 11 MOD 5948
ALL
N 3 11 15 001 001 APR 11 MOD 5948
ALL
N 3 11 16 001 001 APR 11 MOD 5948
ALL
N 3 11 17 001 001 APR 11 MOD 5948
ALL
N 3 11 18 001 001 APR 11 MOD 5948
ALL
N 3 11 19 001 001 APR 11 MOD 5948
ALL
N 3 12 00 001 001 APR 11 MOD 5948
ALL
N 3 12 10 001 001 APR 11 MOD 5948
ALL
N 3 12 20 001 001 FEB 12 MOD 5948
ALL
N 3 12 21 001 001 APR 11 MOD 5948
ALL
Turn TQ
ATR L.E.N.P.
FEB 12

Validity expression
N 3 12 22 001 001 APR 11 MOD 5948
ALL
N 3 12 23 001 001 APR 11 MOD 5948
ALL
N 3 12 24 001 001 FEB 12 MOD 5948
ALL
N 3 12 25 001 001 FEB 12 MOD 5948
ALL
N 3 12 26 001 001 FEB 12 MOD 5948
ALL
End TQ
ATR L.O.M.
FEB 12
72 List of Modifications
MODIF PARTS TITLE

VALIDITY
0043 REPLACE KING RADIO NAV-RADIO COMM

EQUIPMENT BY COLLINS
ALL
1368 ICE AND RAIN PROTECTION - INSTALL
INNER WING DE-ICING SYSTEM
ALL
1383 GENERAL - CHARACTERISTIC WEIGHTS -
MTOW 21.500 KG,MLW 21.350 KG,MZFW
19.700 KG - DEFINE PERFORMANCE
ALL
1603 ELECTRICAL POWER - INSTALL TRU ON
PROVISION
ALL
1861 1.2 FUSELAGE - ATR 72 (ST3) FUSELAGE
DEFINITION
ALL
2141 1 WATER/WASTE - TOILET TANK - INSTALL
DC MOTOR
ALL
2456 2 COMMUNICATIONS - RELOCATE VHF2
ANTENNA ON UPPER FUSELAGE
ALL
2549 1 DOORS - PASSENGER/CREW DOOR -
MODIFY 2ND HANDRAIL ATTACHMENT
FITTINGS
ALL
2735 1.2.3 ENGINE INDICATING - CHANGE
SOFTWARE AS 06 IN E.E.C
ALL
3037 1.2 PNEUMATIC - ECS - MODIFY CROSSFEED
VALVE OPENING CONTROL DURING
TAXIING
ALL
3305 1.2 IGNITION - MODIFY THE CONTROL
SYSTEM
ALL
3465 1 ELECTRICAL POWER - REPLACE AC GCU
ALL
3522 2.3 GENERAL - CERTIFY ATR 72 FOR 15 KT
TAILWIND LANDING
ALL
Turn TQ
ATR L.O.M.
FEB 12
MODIF PARTS TITLE

VALIDITY
3530 1.2 FLIGHT CONTROLS - ELEVATORS -
INSTALL CLUTCH RECONDITIONING
DEVICE ON EXISTING PROVISION
(PRODUCTION SCHEME)
ALL
3608 1.2 FLIGHT CONTROLS - ELEVATORS -
INSTALL FORCE DETECTOR RODS ON
EXISTING FULL PROVISIONS
ALL
3663 1.2 GENERAL - INSTALL OVERBOARD
EXHAUST FOR HBOV, SHROUD BLEED
FUEL FLOW TRANSMITTER AND JET
PUMP OF ATR72.210
ALL
3827 1.2 PROPELLERS - ADD FAILURE INDICATION
OF SYNCHROPHASER
ALL
3849 2 GENERAL - INCREASE MZFW TO 20000
KGS
ALL
3986 1 LANDING GEAR - NLG EMERGENCY
EXTENSION SYSTEM - ADD FREE FALL
ASSISTER
ALL
REPLACE A 2ND HANDRAIL BY A SEMI
AUTOMATIC HANDRAIL
ALL
4050 1 ICE & RAIN PROTECTION - AIRFOIL &
PROPELLER DE-ICING - INSTALL AN
AUTOMATIC CYCLE SELECTION
CONTROL
ALL
4080 1 EQUIPMENT/FURNISHINGS -
EMERGENCY EQUIPMENT - REPLACE
EMERGENCY LOCATOR TRANSMITTER
ALL
4111 1.2 CONTINUOUS IGNITION -
TRANSFORMATION IN "MAN IGNITION"
ALL
4116 1.2 HYDRAULIC POWER - RELOCATE GREEN
PUMP CONTROL CIRCUIT BREAKER
ALL
Turn TQ
ATR L.O.M.
FEB 12
MODIF PARTS TITLE

VALIDITY
4169 1 ENGINE - STANDARD PRACTICES -
ENGINES - GENERAL - ADAPT FLIGHT
IDLE
ALL
4213 1 FLIGHT CONTROLS - FLAPS - MODIFY
FLAPS CTL LOGIC (SHUNT)
ALL
4237 1.2 INDICATING & RECORDING SYSTEMS -
INSTALL STANDARD L52 MFC
ALL
4238 1.2 INDICATING & RECORDING SYSTEMS -
INSTALL STANDARD L23 MFC
ALL
4358 1 DOORS - SERVICE DOOR - REPLACE THE
OLD OPENING DEVICE BY A NEW RIGID
MECHANISM
ALL
4366 1.2 AUTO FLIGHT - MODIFY ELECTRICAL
POWER SUPPLIES
ALL
4373 1.2 FLIGHT CONTROLS - AILERONS
CONTROLS - INSTALL SPRING TAB WITH
"ANTI-RAFALE" SYSTEM
ALL
4411 1.2 OXYGEN - DISTRIBUTION - MODIFY
THE SYSTEM FOR 25% OF THE
PASSENGERS
ALL
INVERT HANDLE & MODIFY SEMI
AUTOMATIC HAND-RAIL
ALL
4439 2 FUSELAGE - SECT. 18 - INSTALL
VERTICAL FIN WITH CARBON EPOXY BOX
ALL
4457 1.2.3 PROPELLERS - INSTALL 568F
PROPELLERS ON ATR 72-210
ALL
4571 1 INDICATING & RECORDING SYSTEMS -
INSTALL MFC S4 ON ATR 72-210
ALL
Turn TQ
ATR L.O.M.
FEB 12
MODIF PARTS TITLE

VALIDITY
4584 1 PNEUMATIC - AIR LEAK DETECTION
SYSTEM - REPLACE SENSING ELEMENTS
ALL
4585 1 FUSELAGE - CENTER SECTION (STA
11132 TO 13319) - INSTALL SOUND
INSULATION BLANKETS
ALL
4671 2.3 GENERAL - INCREASE MTOW TO 22500
KGS & MZFW TO 20300 KGS & MLW TO
22350 KGS
ALL
4673 2 FLIGHT CONTROLS - AILERON TRIM -
PROHIBIT TRIM OPERATION WITH AP
ENGAGED
ALL
4686 2 FUEL - QUANTITY INDICATION - ADD LOW
LEVEL DETECTION SYSTEM
TQ0064-0066 TQ0068
5008 1.2 ICE & RAIN PROTECTION - ICE
DETECTION - MOD. OPERATION OF
"ICING" LEGEND OF ICE DETECT/PTT
PUSHBUTTON SWITCH
ALL
5016 1 NAVIGATION - RADAR - INSTALL NEW
PRIMUS 660 WEATHER RADAR
ALL
5017 1 COMMUNICATIONS - CABIN & FLIGHT
CREW CALL SYSTEM - ADD "EMER CALL"
ON A NEW-LOOK CONFIG. ATTENDANT
HANDSET
ALL
5040 1 LIGHTS - EMERGENCY LIGHTING-
GROUND MARKING OF EVACUATION
WAY IN PAX CABIN
ALL
5150 2 GENERAL - EXTENSION OF THE FWD CG
LIMITS
ALL
5213 2 GENERAL - INCREASE MZFW BY 200 KG
ALL
5377 1.2 EQUIPMENT/FURNISHINGS - WIRING FOR
COCKPIT ENTRANCE SECURISED
ALL
Turn TQ
ATR L.O.M.
FEB 12
MODIF PARTS TITLE

VALIDITY
5434 1.2 EQUIPMENT/FURNISHINGS - INS TALL
DOOR ON ELECTRICAL PROVISION
ALL
5465 2 EQUIPMENT/FURNISHINGS - SECURIZED
DOOR - REPLACE FITTINGS ON
STRUCTURE
ALL
5555 2 GENERAL - INCREASE MZFW AND WTOW
BY 300 KGS OF 72-500 MODEL
ALL
5736 3 GENERAL - COCKPIT VOICE RECORDER
ALL
5948 NAVIGATION - INSTALL NEW AVIONICS
SUITE
ALL
5961 COMMUNICATIONS - INSTALL SINGLE HF
FOR THE NEW AVIONICS SUITE
ALL
5962 NAVIGATION - 2ND DME FOR NEW
AVIONICS SUITE
ALL
5963 NAVIGATION - 2ND ADF FOR NEW
AVIONICS SUITE
ALL
End TQ
.
ATR C.R.T.
FEB 12
72 Cross Reference Table
This table shows, for each delivered aircraft, the cross reference between :
- the fleet serial number (F.S.N.)
- the manufacturing serial number (M.S.N.)
- the registration number
It is the F.S.N. which appears in the L.E.N.P. or L.E.T.P.
F.S.N. M.S.N. REGISTRATION
TQ0064 0967 PR-TKI

TQ0065 0971 PR-TKJ
TQ0066 0987 PR-TKK
TQ0067 0992 PR-TKL
TQ0068 0998 PR-TKM
End TQ
.
P1 001
PRELIMINARY PAGES
ORGANIZATION OF THE MANUAL APR 11
AA
The Flight Crew Operating Manual (FCOM) provides operating crew members and flight
operations engineers with information on the ATR 72 technical description, procedures
and performances characteristics. It may be used as a crew manual for training purposes
and flight preparation.
FCOM mainly comprises :

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

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

A page is defined by :
- a reference : Part / Chapter / Section / page number - Example : 2.05.10 page 20.
- an effectivity criterion determining the page sequence
example : Equipment, Modification, Engine...
A page with a given reference may have several sequences :
example : 2.05.10 page 20
No criterion . . . . . . . . . . . Sequence 001
Mod XXXX . . . . . . . . . . . . Sequence 002
Mod XXXX + YYYY . . . . . . Sequence 003
All the sequences cover, for a given reference, all technical solution or variant for aircraft
types covered by the manual.
Airlines receive a part of these sequences to cover their fleet.
A sequence can be valid for several aircraft but an aircraft can not have several
sequences: an aircraft receives the page with the highest sequence among all pages for
which it has a validity.
Mod 5948
P2 001
PRELIMINARY PAGES
(1) GIE ATR logo, with aircraft type and manual type
(2) Title of Chapter
(3) Part, chapter and section in the manual
(4) Page Numbering - Particular case : a page followed by an alphabetic letter must be
inserted between 2 pages. Example : page 11A must be inserted between pages 11 and 12.
(5) Sequence number
(6) If 2 letters (XX) are indicated on the page, this one is customized to airline XX
(7) Date of revision (date of page issue)
(8) Zone for standard
(9) Zone for unit
(10) Title of section
(1) Modification zone : contains expression of modifications characterizing the content of

this page.
(2) Indication of engine type installed on aircraft ; if there is ALL or if there is no Eng
reference, the content of the page does not depend on a particular engine.
(3) Indication of aircraft type ; if there is ALL or if there is no Model reference, the
content of the page does not depend on a particular model.
Mod 5948
P3 001
PRELIMINARY PAGES
RECTO- VERSO
The FCOM is published in recto-- verso paper AT5 format customized for each airline.
In the LENP (0.08.00) List of Effective Normal Pages, when recto and verso are printed,
each sheet is represented by 2 lines :
- the first line concerns the recto.
- the second line concerns the verso.
If only recto sheet is printed, it is represented by only one line.
Then for each sheet, we find the validity line with an expression containing one or several
numbers which represent FSN (Fleet Serial Number) of aircraft for which this sheet is
applicable.
To understand the effectivity of the sheets, you must read :
Example : XX0001-- 0003 = XX FSN0001 to FSN003 - - > 3 aircraft valid
XX0001 XX0003 = XX FSN0001 and FSN0003 - - > only 2 aircraft valid
In CRT (0.10.00), we find the list of fleet aircraft with FSN, MSN (Manufacturer Serial
Number) and registration number.
MANUAL UPDATING
Your manual comprises 2 types of pages :

- white pages or NORMAL pages
- yellow pages or TEMPORARY pages
These 2 families of pages have a separated management.
NORMAL PAGES (white)
For its first issue FCOM was published in white normal pages.
Then on a yearly basis at the minimum, a normal revision is performed amending previous
issue by revising pages (sheet replacement), creating new pages (sheet insertion) or
deleting pages (sheet deletion).
Detailed and exhaustive information for manual normal revision updating is in SNNP
(0.07.00), Shipping Note for Normal Pages.
Operator must refer to SNNP and new LENP to update properly its manual.
SNNP lists all revised, created or deleted white sheets.
LENP gives aircraft validity information for all concerned white sheets.
It is important to note that the action given in SNNP is valid for the sheet (recto-- verso) not
for one page.
Normal Revisions are listed in LNR (0.05.00) List of Normal Revisions.
Reasons of revision are highlighted in RNR (0.06.00) Reason of Normal Revisions.
mod 5948
P4 001
PRELIMINARY PAGES
AA
MANUAL UPDATING (contd)
TEMPORARY PAGES (yellow)
Between two normal revisions some subjects may present a particular urgency. In those
cases we perform a Temporary Revision. It may concern only one customer or the whole
fleet.
All temporary pages at a given moment are listed in LETP (0.04.00), List of Effective
Temporary Pages. Temporary pages are recto-- only pages.
When a white page exists with the same reference, a yellow page is inserted in face or
before corresponding white page and its content amends the content of white page. If
there is no white page with the same reference, yellow page(s) is(are) inserted just after
the last adapted white page or chapter.
Detailed and exhaustive information for manual temporary revision updating is in SNTP
(0.03.00), Shipping Note for Temporary Pages.
Operator must refer to SNTP and new LETP to update properly its manual.
SNTP lists all revised, created or deleted yellow pages.
LETP gives aircraft validity information for all concerned yellow sheets.
It is important to note that the action given in SNTP is valid for the yellow page (no verso on
yellow page).
Temporary Revisions are listed in LTR (0.01.00) List of Temporary Revisions. Each
operator has its own LTR as Temporary Revision does not necessarily concern all
customer : TR01 for an operator may be equivalent to TR10 for another operator and TR20
for ENV.
Reasons of revision are highlighted in RTR (0.02.00) Reason of Temporary Revisions.
AIRCRAFT CONFIGURATION
All ATR modifications having an impact on FCOM content are listed in LOM (0.09.00), List
Of Modifications.
As for LENP or LETP, aircraft validity are given under FSN values. We may consult CRT to
have correspondence between FSN and MSN.
Mod 5948
P1 001
PRELIMINARY PAGES
STANDARD NOMENCLATURE APR 11
AA
GLOSSARY OF STANDARD NOMENCLATURE
AAS Anti-- icing Advisory System

ABNORM (ABN) Abnormal
AC Alternating Current
ACARS ARINC Communication Addressing and Reporting System
AC BTC AC Bus Tie Contactor
AC BTR AC Bus Tie Relay
ACCU Accumulator
AC EBTC AC Emer Bus Transfer Contactor
ACM Air Cycle Machine
ACP Audio Control Panel
ACW Alternating Current Wild Frequency
ADC Air Data Computer
ADF Automatic Direction Finding
ADI Attitude Director Indicator
ADN Avionic Data Network
ADS Air Data System
AFCS Automatic Flight Control System
AFDX Avionic Full Duplex
A/FEATH Auto Feathering
AFT Rear Part
AFU Auto Feather Unit
AGB Accessory Gear Box
AGL Above Ground Level
AH Ampere-- Hours
AHRS Attitude and Heading Reference System
AHRU Attitude and Heading Reference Unit
AIL Aileron
ALT Altitude
ALTM Altimeter
ALTN Alternate
AMP Ampere
ANN Annunciator
AOA Angle of Attack
P2 001
PRELIMINARY PAGES
AA
AP Auto-- Pilot
APC Active Phase Control
APP Approach
ARM Armed
ARINC Aeronautical Radio Incorporated
A/S Antiskid
ASAP As Soon As Possible
ASD Accelerate Stop Distance
ASI Air Speed Indicator
ASTR AC Standby Bus Transfer Relay
ASYM Asymmetry
ATC Air Traffic Control
ATE Automatic Test Equipment
ATPCS Automatic Take off Power Control System
ATR Air Transport Racking
ATSCALL Air Transport Selective Calling
ATT Attitude
ATTND Attendant
AUTO Automatic
AUX Auxiliary
AVAIL Available
AZ Azimuth
BARO Barometric
BAT Battery
BC Back Course
BITE Built in Test Equipment
BPCU Bus Power Control Unit
BRG Bearing
BRK Brake
B-- RNAV Basic Area Navigation
BRT Bright
BSC Battery Start Contactor
BTC Bus Tie Contactor
BTR Bus Tie Relay
BXR Battery Transfer Relay
P3 001
PRELIMINARY PAGES
AA
CAB CabinCAC
CAC Core Avionic Cabinet
CAN Controller Area Network
CAPT Captain
CAT Category
C/B Circuit Breaker
CCAS Centralized Crew Alerting System
CCW Counter clockwise
CD Coefficient of Drag
CDI Course Deviation Indicator
CDS Cockpit Display System
CDU Cabin Display Unit
CFC Constant Frequency Contactor
CG Center of Gravity
CHAN Channel
CHC Charge Contactor
CHG Charge
C/L Check List
CL Condition Lever
CL Coefficient of Lift
CLA Condition Lever Angle
CLB Climb
CLR Clear
CM Crew Member
CMPTR Computer
COM Communication
COMPT Compartment
CNTR Contactor
CONFIG Configuration
CONT Continuous
CORRECT Correction
CPCS Cabin Pressure Control System
CPL Auto Pilot Coupling
CPM Core Processing Module
CRC Continuous Repetitive Chime
P4 001
PRELIMINARY PAGES
AA
CRS Course
CRZ Cruise
CTL Control
CVR Cockpit Voice Recorder
CW Clockwise
DADC Digital Air Data Computer

DADS Digital Air Data System
DC Direct Current
DCA Data Concentration Application
DEC Declination, Decrease
DELTA P Differential Pressure
DEV Deviation
DFDR Digital Flight Data Recorder
DGR Degraded
DH Decision Height
DIFF Differential
DISCH Discharge
DIM Light Dimmer
DIST Distance
DME Distance Measuring Equipment
DN Down
DSPL Display
DU Display Unit
EADI Electronic Attitude Director Indicator
EBCC Emergency Battery Charge Contactor
EBTC Emer Bus Transfer contactor
ECS Environmental Control System
E/E Electrical/Electronic
EEC Engine Electronic control
EFCP EFIS Control Panel
EFIS Electronic Flight Instrument System
EGHR External Ground Handling Relay
EHSI Electronic Horizontal Situation Indicator
P5 001
PRELIMINARY PAGES
AA
EHV Electro Hydraulic Valve

ELEC Electrical
ELV Elevation
EMER Emergency
ENG Engine
EPC External Power Contactor
EQPT Equipment
ESS Essential
ET Elapsed Time
ETOPS Extended Twin Operations
EWD Engine and Warning Display
EXT Exterior, External
EXC External Power/Service Bus Contactor
F Farenheit
FAIL Failed, Failure
FCOC Fuel Cooled Oil Cooler
FCU Fuel Control Unit
FD Flight Director
FDA Flight Display Application
FDAU Flight Data Acquisition Unit
FEATH, FTR Feathered, Feathering
FF Fuel Flow
FGCP Flight Guidance and Control Panel
FGS Flight Guidance System
FI Flight Idle
FLT Flight
FMA Flight Modes Annunciators
FMS Flight Monitoring System
F/O First Officer
FOS Flight Operations Software
FQI Fuel Quantity Indication
FT Foot, Feet
FTO Final Take Off
FU Fuel Used
FWD Forward
FWS Flight Warning System
P6 001
PRELIMINARY PAGES
AA
GA Go Around
GAL Galley
GC Generator Contactor
GCR Ground Clutter Reduction
GCU Generator Control Unit
GEN Generator
GI Ground Idle
GMT Greenwitch Mean Time
GND Ground
GPS Global Positioning System
GPU Ground Power Unit
GRD Ground
G/S Glide Slope
GSPD Ground Speed
GXS ACW Generator/Service Bus Contactor
HBV Handling Bleed Valve

HD Head Down
HDG Heading
HDLG (HDL) Handling
HEBTC Hot Emer Battery Transfer Contactor
HF High Frequency
HI High
HLD Hold
HMBTC Hot Main Battery Transfer Contactor
HMU Hydromechanical Unit
HOBV Handling Overboard Valve
HP High Pressure
HSI Horizontal Situation Indicator
HTG Heating
HU Head Up
HYD Hydraulic
IAF Initial Approach Fix

IAS Indicated Air Speed
ICP Index Control Panel
IDT Ident
IESI Integrated Electronic Standby Instrument
IF Intermediate Frequency
P7 001
PRELIMINARY PAGES
AA
IGN Ignition
ILS Instrument Landing System
IMU Initial Measurement Unit
IN Inertial Navigation
INC Increase
IND Indicator
IN/HG Inches of Mercury
INHI Inhibit
INOP Inoperative
INS Inertial Navigation System
INST Instrument
INT Interphone
INU Inertial Navigation Unit
INV Inverter
IOM Input Output Module
IRS Inertial Reference System
ISOL Isolation
ISV Isolation Shut-- off Valve
ITT Inter Turbine Temperature
KHZ Kilo-- Hertz

KT Knot
LAT Lateral
LAV Lavatory
LB Pound
LBA Lowest Blade Angle
LDG Landing
L/G Landing Gear
LH Left Hand
LIM Limitation
LMN Left Main Gear
LNAV Lateral Navigation
LO Low
LOC Localizer
LO-- PR Low Pressure
LP Low Pressure
LT Light
LVL Level
P8 001
PRELIMINARY PAGES
AA
MAC Mean Aerodynamic Chord

MAN Manual
MAP Ground Mapping
MAX Maximum
MB Millibar
MBCC Main Battery Charge Contactor
MBTC Main Bus Transfer Contactor
MC Master Caution
MCDU Multifunction Control Display Unit
MCP Multi Function Control Panel
MCT Maximum Continous
MEA Minimum En route Altitude
MECH Mechanic
MFC Multi Function Computer
MFCU Mechanical Fuel Control Unit
MFD Multi Function Display
MGT Management
MHZ Megahertz
MIC Microphone
MIN Minimum
MISC Miscellaneous
MKR Marker
MLD Main Landing Gear
MLS Microwave Landing System
MLW Maximum Landing Weight
MM Millimeter
MMO Maximum Operating Mach
MMPU Multi Media Player Unit
MOD Modification
MPC Multi Purpose Computer
MPU Micro Processor Unit
MSG Messages
MSN Manufacturer Serial Number
MTOW Maximum Take off Weight
MW Master Warning
MZFW Maximum Zero Fuel Weight
NAC Nacelle
NAV Navigation
ND Navigation Display
NDB Non Directional Beacon
P9 001
PRELIMINARY PAGES
AA
NDB (GPS) Navigation Data Base

NEG Negative
NG Nose Gear
NH High Pressure Spool Rotation Speed
NIL Nothing, No Object
NL Low Pressure Spool Rotation Speed
NLG Nose Landing Gear
NM Nautical Mile
NORM Normal
NP Propeller Rotation Speed
NPU Navigation Processor Unit
NVM Non Volatile Memory
N/W Nose Wheel
NWS Nose Wheel Steering
OBS Omni Bearing Selector

OT Other traffic
OUTB Outboard
OVBD Overboard
OVERTEMP Overtemperature
OVHP OverHead Paneal
OVHT Overheat
OVLY Overlay
OVRD Override
OXY Oxygen
PA Passenger Address
PB Push Button
PEBMV Parking/Emergency Braking Metering Valve
PEC Propeller Electronic Control
PF Pilot Flying
PFD Primary Flight Display
PFTS Power Feeder Thermal Sensor
PIU Propeller Interface Unit
PL Power Lever
PLA Power Lever Angle
PNF Pilot Non Flying
PNL Panel
POS Position
P 10 001
PRELIMINARY PAGES
AA
P-- RNAV Precision Area Navigation

PRESS Pressurization, Pressure
PRIM Primary
PRKG Parking
PROC Procedure
PROP Propeller
PROX SW Proximity Switch
PRV Pressure Regulating Valve
PSI Pound per Square Inch
PSU Passenger Service Unit
PSV Propeller Servo Valve
PT Point
PT (TCAS) Proximity traffic
PTB Power Trim Box
PTT Push To Talk, Push To Test
PTW Pitch Thumb Wheel
PVCU Power and Video Control Unit
PVM Propeller Valve Module
PWM Pulse Width Modulation
PWR Power
QAR Quick Access Recorder

QRC Quick Release Control
QT Quart
QTY Quantity
RA (TCAS) Resolution Advisory

RA Radio Altitude
RAD/ALT Radio Altitude
RAD/INT Radio/Interphone
RAIM Receiver Autonomous Integrity Monitoring
RCAU Remote Control Audio Unit
RCDR Recorder
RCL Recall
RCP Refuel Control Panel
RCT Rain Echo Attenuation Compensation Technique
RCU Releasable Centering Unit
RECIRC Recirculation
REV Reverse
RGA Reserve Go-- Around
P 11 001
PRELIMINARY PAGES
AA
RGB Reduction Gear Box

RH Right Hand
RLY Relay
RMA Radio Management Application
RMG Right Main Gear
RMI Radio Magnetic Indicator
RMS Radio Management System
RNP Required Navigation Performance
RPM Revolution Per Minute
RQD Required
RTO Reserve Take-- Off
RTOW Regulatory Take-- Off Weight
RUD Rudder
SAT Static Air Temperature

SB Service Bulletin
SBTC Stand By bus Transfer Contactor
SBY Stand By
SC Single Chime, Starter Contactor
SCU Signal Conditioning Unit
SD System Display
SDTC Static Inverter Override Transfer Contactor
SEC Secondary
SEL Selector
SELCAL Selective Calling
SGL Single
SGU Symbol Generator Unit
SID Standard Instrument Departure
SMK Smoke
SMKG Smoking
S/O (SO) Shut Off
SOV Shut Off Valve
SPD Speed
SPLR Spoiler
SPLY Supply
SSR Service Bus Select Relay
STAB Stabilizer
STAR Standard Arrival
STBY Stand By
STR Service Bus Transfer Relay
STRG Steering
SVCE Service
SW Switch
SYNPHR Synchrophaser
SYS System
P 12 001
PRELIMINARY PAGES
AA
TA (TCAS) TRAFFIC Advisory

TAD Terrain Awareness Display
TAS True Air Speed
TAT Total Air Temperature
TAWS Terrain Awareness Waring System
TBD To be Determined
TCAS Traffic Collision and Avoidance System
TCF Terrain Clearance Floor
TCS Touch Control Steering
T/D Time Delay
TEMP Temperature
TGT Target
TIC Turbine Inlet Control
TK Tank
TLU Travel Limiting Unit
TM Torque Motor
T/O (TO) Take off
TOD Take-- Off Distance
TOR Take-- Off Run
TOW Take off weight
TQ Torque
TRU Transformer Rectifier Unit
TTG Time To Go
TTL Tuned to LOC
UBC Utility Bus Contactor

U/F Underfloor
UHF Ultra High Frequency
UNCPL Uncouple
UNDV Undervoltage
UNLK Unlock
UTLY Utility
VC Calibrated Airspeed
VCCU Video Cabin Command Unit
VCP Virtual Control Panel
VENT Ventilation
VERT Vertical
P 13 001
PRELIMINARY PAGES
AA
VHF Very High Frequency

VMCA Minimum Control Speed in flight
VMCG Minimum Contorl Speed on ground
VMCL Minimum Conrol Speed during landing approach
VMHB Velocity minimum High Bank
VMO Maximum Operating Speed
VNAV Vertical Navigation
VOR VHF OMNI Directionnal Range
VSI Vertical Speed Indicator
VU Visual Unit
W Watt
WARN Warning
WAT Weight Altitude Temperature
WBM Weight and Balance Manual
WOW Weight On Wheel
WX Wheater Mode
XFEED Cross feed

XFR Transfer
XPDR Transponder
YD Yaw Damper
ZA Aircraft Altitude
ZCTH Theoritical Cabin Altitude
ZFW Zero Fuel Weight
ZP Pressure Altitude
ZRA Radio Altimeter Altitude
.
P1 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE APR 11
AA
Mod 5948
P2 001
PRELIMINARY PAGES
UNITS CONVERSION TABLE APR 11
AA
Mod 5948
AIRCRAFT GENERAL 1.00.00
P1 001
CONTENTS APR 11
AA
1.00.00 CONTENTS
1.00.10 GENERAL
1.00.20 COCKPIT
1.00.25 COCKPIT DOOR SECURITY SYSTEM

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

50.1 DESCRIPTION
50.2 ELECTRICAL SUPPLY
Mod: 5948
.
P1 001
GENERAL APR 11
AA
AIRCRAFT DIMENSIONS AND GROUND CLEARANCE
VERTCAL CLEARANCES (A ! J)
OPERATING EMPTY MAXIMUM RAMP WEIGHT
WEIGHT
CG 25% CG 14% CG 37%
ft m ft m ft m
A 10.80 3.29 10.43 3.18 10.73 3.27
B 2.16 0.66 1.77 0.54 2.06 0.63
C 4.00 1.22 3.61 1.10 3.90 1.19
D 4.88 1.49 4.66 1.42 4.40 1.34
E 25.33 7.72 25.16 7.67 24.67 7.52
F 10.46 3.19 10.13 3.09 10.23 3.12
G 3.97 1.21 3.64 1.11 3.74 1.14
H 12.50 3.81 12.20 3.72 12.17 3.71
J 22.87 6.97 22.70 6.92 22.24 6.78
- 1011 - 1183 - 0550
K 5 Ft 6.3 in. 1.683 m
L 35 Ft 4.8 in. 10.79 m
M 89 Ft 1.5 in. 27.166 m
N 23 Ft 11.18 in. 7.31 m
P 13 Ft 5.4 in. 4.100 m
R 26 Ft 6.9 in. 8.100 m
S 88 Ft 9 in. 27.050 m
Mod: 5948
P2 001
GENERAL APR 11
AA
TURNING CAPABILITY ON GROUND
Mod: 5948
P3 001
GENERAL APR 11
AA
CABIN CROSS SECTION
Mod: 5948
P4 001
GENERAL APR 11
AA
LOCATION OF THE TAIL PROP
On ground during passengers boarding/desembarquing, the tail prop must be installed

on the tail skid to avoid a possible toppling over.
Note : When not used, the tail prop is stored in the rear unpressurized area of the aircraft
(beyond the aft bulkhead).
TAIL BUMPER
At each walk around, inspect skid shoe :

If it is stripped, check the red indicator :
- If this indicator does not show evidence of wear, aircraft can be dispatched.
- If this indicator shows evidence of wear, maintenance action is required.
Mod: 5948
P5 001
GENERAL APR 11
AA
LOCATION OF ANTENNAS
Note : Number and location of antennas may change depending on the versions. All
possibilities are drawn on these views.
Mod: 5948
.
P1 001
COCKPIT APR 11
AA
GENERAL
For comfort, convenience and safety, various furnishings are fitted in the cockpit.
Mod: 5948
P2 001
COCKPIT APR 11
AA
SEATS
CAPT and F/O seats are mounted each on a base secured to the floor on each side of the
center pedestal. They are mechanically adjustable along the three axes for individual
comfort. They are equiped with adjustable folding armrests.
The observer seat is located behind the pedestal and between electronic and electric
racks. When not in use, the observer seat can be stowed facing the electronic rack
(position A), in the cargo compartment (position B) allowing the observer to move in the
cabin.
Safety pins enable the observer seat to be rocked backward in order to facilitate
emergency evacuation in case of jamming.
The three seats are equipped with full harness including an inertial reel with locking
handle for the shoulder harness.
Mod: 5948
P3 001
COCKPIT APR 11
AA
SEAT POSITION SIGHT GAUGE
Seat position sight gauge may be used for proper setting seat height and fore/aft position.
It assures to the crew a correct view of instrument panels as well as runway environment,
especially when flying low visibility instrument approaches.
This indicator is composed of three colored balls. Center ball is red and is horizontally
shifted compared with the other two white balls.
For proper seat position, respective white ball is obscured by the red one.
Mod: 5948
P4 001
COCKPIT APR 11
AA
CAPT/F/O SEATS
OBSERVER SEAT
Mod: 5948
P5 001
COCKPIT PHILOSOPHY APR 11
AA
COCKPIT PHILOSOPHY
Status and failure indications are integrated in the pushbuttons (PB). PB positions and
illuminated indications are based on a general concept with the light out condition for
normal continuous operation according to the basic rule.
With few exceptions, the light illuminates to indicate a failure or an abnormal condition.
Whenever possible, the failure alert is integrated in the PB which has to be operated for
corrective action.
Some PB (such as ACW...) are circled in amber to help crew to find them in case of smoke
(fluorescent painting).
PB POSITION BASIC FUCTION

IN (DEPRESSED) ON, AUTO, NORM
OUT (RELEASED) OFF, MAN, ALTN, SHUT
COLOR INDICATION
No light illuminated except flow bars Normal basic operation
CYAN Selection of temporarily required or unused
systems
GREEN Back up or alternate system selected

WHITE Selection other than normal basic operation
AMBER Caution indication
RED Warning indication
Mod: 5948
.
P1 001
COCKPIT DOOR SECURITY SYSTEM APR 11
AA
25.1 Cockpit door description

The door has an electromagnetic locking system controlled by the pilots. In normal
conditions, when the door is closed, it remains locked. In case of a loss of electrical power,
the door can be locked using the manual bolt.
To open the door, the locking system has to be unlocked.
Upon receiving an entry request, the flight crew can authorize entry by unlocking the door
which remains closed until it is pulled open.
When the flight crew does not respond to a request for entry, the cabin crew may unlock the
door by pressing the Emergency push-- button of the door call panel installed on cargo
compartment side.
The door is bulletproof, intrusion resistant and fully compliant with the rapid
decompression requirements.
The right door panel can be removed from the cockpit in case of the door becomes jammed
by using the quick release hinges that are only accessible from inside the cockpit.
25.2 Cockpit Door Locking System Description
The cockpit door locking system (CDLS) provides a means of electrically locking and
unlocking the cockpit door. The system is mainly composed of :
- a Door Call panel located on the cargo compartment side on the right door panel
- a toggle switch, located on the center pedestals Cockpit Door Control panel
- a Cockpit Door Control Unit located in the forward avionics bay
- a buzzer
- a Cockpit Door Locking System Switch located behind the first officer seat
The door call panel enables the cabin crew to request access to the cockpit. There are two
different access request modes : a Routine access request type and an Emergency
access request.
The toggle switch enables the flight crew to lock or unlock the cockpit door, following an
access request, thereby allowing or denying entry into the cockpit.
The Cockpit Door Control Unit is the system controller in charge of :
- Locking and unlocking the electromagnetic locks, upon flight crew action
- Alert annunciation to indicate failure of electromagnetic locks
- Activating the access request buzzer and turning on the Door Call panel light
The buzzer sounds in the cockpit for a minimum of 2 seconds (duration = duration of
pushbutton activation + 2 seconds) to indicate that a routine access request has been
made or sounds continuously if an emergency access procedure has been initiated.
The Cockpit Door Locking System Switch enables the Cockpit Door Locking System to be
switched ON or OFF at the beginning or at the end of the flight and to facilitate
maintenance tasks and ground operations.
Mod: 5948
P2 001
AA
25.3 Door Call Panel

The Door Call Panel is used by the cabin crew to request pilots to open the door.
1 OPEN Green light illuminates :

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

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

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

It is protected by a rotating plate to prevent inadvertent activation. It is used to initiate the
emergency opening of the door when the flight crew does not respond. The buzzer will
sounds continuously in the cockpit, the OPEN green light on the Door Call Panel will flash.
Mod: 5948
P3 001
AA
25.4 Cockpit Door Control Panel

The cockpit door opening is controlled by a toggle switch, located on the central pedestal
1
Toggle Switch
OPEN Position : This position is used to enable the cabin crew member to open the
cockpit door. The switch must be pulled and maintained in the open
position until the right door panel is pulled open. To open the left
door panel, move the handle located on the cockpit side and pull
the left panel aft.
CLOSE Position : The door is locked, and emergency access is possible for the cabin
crew
DENY position : Once the button has been moved to this position, the door is
locked. EMERGENCY access, the buzzer and the Door Call
Panel are inhibited for 3 minutes.
Note - If the DENY position has not been used by the pilot for at least 3 minutes,
the cabin crew is able to request either the routine or the emergency
access.
- The OPEN position overrides and resets any previous selection
- In case of an electrical supply failure, the cockpit door is automatically
unlocked.
2 FAULT/OPEN Indication
OPEN light ON : The door is not closed, or not locked
OPEN light flashes : The cabin crew has started an emergency access procedure. If
there is no reaction from the flight crew, the door will unlock at the
end of the 30 seconds delay.
FAULT : This light comes on when a system failure has been identified
(Example : electromagnetic lock, control unit, electrical supply)
3
Buzzer
Buzzer sounds : For at least 2 seconds after the cabin crew has request an access
through the CALL push-- button on the Door Call Panel,
or
continuously when the cabin crew has started an emergency
access procedure.
Mod: 5948
P4 001
AA
25.5 COCKPIT DOOR LOCKING SYSTEM ON/OFF CONTROL

The Cockpit Door Locking System ON/OFF Control Switch is located behind the First
Officer seat.
ON/OFF Control Switch

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

(on central pedestal cockpit door control
panel)
Mod: 5948
P1 001
DOORS APR 11
AA
30.1 DESCRIPTION
LOCATION
ENTRY DOORS
The entry door is an outward opening, non plug type door with a net opening of
72 cm (28.5) wide (without hand-- rail(s)) and 1.75 m (68.8) high.
The mechanism is essentially composed of two handles, a lifting cam and locking
shoot bolts placed on the rear part of the door (for door operating, refer to 1.07.30).
Attached to the integrated stair structure is a folding hand-- rail which, by means of a
link to the fuselage structure automatically erects when the door is opened.
SERVICE DOOR
The service door is an outward opening, non plug type door with a net opening of 69 cm (27)
wide and 1.27 m (50) high.
Open position is forward. Door operation can be performed manually from inside or
outside of the airplane (refer to 1.07.30).
INTERNAL DOOR
A forward opening hinged door separates the forward cargo compartment and the passenger
compartment. A latch operated by a knob on the cabin side and a safety key from the cargo
side is provided. In case of emergency it can be forced opened in either direction.
A cockpit door security system is installed (refer to 1.00.25).
Mod: 5948
P2 001
DOORS APR 11
AA
CARGO DOOR
The cargo door is an outward opening, non plug type door hinged at its upper edge giving a
net clear opening of 1.30 m (51) wide by 1.57 m (62) high.
The door is actuated by an electrical actuator. A hold-- open strut maintains the cargo door
in the open position. It also protects door from wind gusts.
ELECTRICAL OPERATING
The cargo door is unlocked by two levers and operated from a panel located outside.
Mod: 5948
P3 001
DOORS APR 11
AA
1 Panel cover switch

Connects the Ground Handling Bus on line when the panel cover is open.
2 Ground Handling Bus ON BAT
- Is ON when Ground Handling Bus is directly supplied by Hot main Bat Bus.
Note : This light shows that the main battery is emptying even if the BAT toggle
switch is in OFF position (visible even when the panel cover is closed).
3
Cargo Bay light switch
Allows acivation of the cargo bay light from outside.
4 Actuator Selection Switch
Is used to operate the door (opening or closing) when the CARGO DOOR ARMED
light is ON.
5 CARGO DOOR LCHD blue light
Light is ON when all door hooks and latch locks are fully engaged.
Note : The door can be locked and latched only from outside.
6 CARGO DOOR ARMED green light
Is ON when Actuator selection switch working conditions are met.
These conditions are :
- Panel cover opened
- Door unlocked by operating handle : all locks are disengaged
Mod: 5948
P4 001
DOORS APR 11
AA
To open cargo door

- Push flap to grasp handle of the upper lever.
- Depress handle and pull the upper lever fully down.
- Pull the lower lever fully down.
- Open flap for access to cargo door control panel (green light illuminates).
- Press selector to OPEN until door is completely opened.
- Make sure selector returns to neutral position.
- Lock folding strut.
To close cargo door

- Unlock folding strut.
- Open flap for access to cargo door control panel.
- Press selector to CLOSE until door is completely closed.
- Fold back the lower lever in its recess.
- Depress handle or the upper lever and fold it back in its recess.
- Make sure blue light is ON (door locked in closed position) selector has returned to
neutral position and green light is OFF.
All the lights of the operating panel may be tested by depressing them.
As long as the cargo door is not closed and all hooks engaged, the CARGO UNLK light
illuminates amber on the cockpit overhead panel.
MANUAL OPERATING
In case of electrical actuator failure, it is possible to open or close the cargo door with a
hand crank, introduced in an adjusted shaft drive of the actuator.
FORWARD AVIONICS COMPARTMENT ACCESS HATCH

An inward opening manually operated hatch in forward section of the nose landing
gear bay gives external access to the avionics compartment behind the main
instrument panel.
COCKPIT COMMUNICATION HATCH
A machined door with a net opening of 17.5 cm (7) wide and 15 cm (6) high is
located immediately below the CAPT side window.
Mod: 5948
P5 001
DOORS APR 11
AA
EMERGENCY EXITS
COCKPIT
One plug type hatch located in the cockpit roof is provided as an emergency exit for the
flight crew. One escape rope is located in a compartment on top of the electric rack near
the exit. Some steps are provided for hatch access in the corridor RH side.
CABIN
In addition to the doors already described, two plug emergency type III exits are provided.
Note : All emergency exits are operable from inside or outside of the cabin.
Mod: 5948
P6 001
DOORS APR 11
AA
30.2 CONTROLS
DOORS PANEL
(1) Doors Alert lights

The light illuminates amber and the FWS is activated by the MFC when associated door is not
seen locked (one or more micro switches in unlocked position).
CARGO, FWD COMPT, and EMER doors only are monitored through the MFC.
Door name amber labels are displayed on the SD cabin page when the associated door is
detected unclosed.
(2) Test Pb
Enables to test the microswitches system on cabin door and service door. This test has to be
performed on ground, doors open.
(3) OK lights
The lights illuminate when depressing test button on ground, only if cabin and service doors
are open and if associated microswitches are in unlocked position.
Mod: 5948
P7 001
DOORS APR 11
AA
Doors displays on SD CABIN page (MFD)
CABIN SIGNS MESSAGES (Cabin seat belt/No device messages status)
NO DVCE and SEAT BELT messages are displayed in cyan on the dedicated area of
the Memo Panel display.
Mod: 5948
P8 001
DOORS APR 11
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY

(C/B)
Doors alert DC BUS 2
(on lateral panel CAUTION)
Cargo door actuator HOT MAIN BAT BUS
(on lateral panel ACTR)
Cargo door actuator control GND HDLG XFR BUS
(on lateral panel CTL)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
DOORS
This caution is triggered on ground when any door is detected unlocked (except the FWD
COMPT door).
Visual and aural alert are :
- MC light flashing amber
- DOORS amber message on EWD
- Aural alert is single chime
- Amber solid rectangle and door name amber label on SD cabin page
- associated UNLK amber light on overhead panel
DOOR FWD COMPT

This caution is triggered on ground or in flight when the FWD COMPT door is detected
unlocked.
- DOOR FWD COMPT amber message on EWD
- Amber solid rectangle and FWD COMPT amber label on SD cabin page
Mod: 5948
P9 001
DOORS APR 11
AA
DOOR EMER
This caution is triggered in flight when the flight compartment overhead hatch is detected
unlocked.
- DOOR EMER amber message on EWD
- EMER amber label on SD cabin page
DOOR LH AFT
This caution is triggered in flight when the passenger/crew door is detected unlocked.
- DOOR LH AFT amber message on EWD
- CABIN amber label on SD cabin page
DOOR RH AFT
This caution is triggered in flight when the service door is detected unlocked.
- DOOR RH AFT amber message on EWD
- SVCE amber label on SD cabin page
DOOR LH FWD
This caution is triggered in flight when the left cargo door is detected unlocked.
- DOOR LH FWD amber message on EWD
- CARGO amber label on SD cabin page
Mod: 5948
.
P1 001
LIGHTING APR 11
AA
40.1 DESCRIPTION
For aircraft lighting, different systems are installed :

- controlled from the cockpit
S cockpit lighting
S cabin signs lighting
S emergency lighting
S exterior lighting
- controlled from the cabin attendant panel
S cabin lighting
S emergency lighting
S rear cargo compartment
- controlled from cargo door operating panel
S FWD cargo compartment
COCKPIT LIGHTING
The cockpit is provided with Main Instrument Panel, Overhead panel, consoles lighting.
All lights installed in the cockpit are of LED type (Light Emitting Diodes).
For illumination of work surfaces and side consoles, spot lights and flood lights are installed.
The intensity of all instruments and panels lighting can be adjusted.
A STORM function is fitted in order to increase the lighting intensity of the central panel led
lights in case of stormy conditions.
As soon as DC EMER BUS is powered, Left Main Instrument Panel light located below the
glareshield, and one light on the overhead panel directed to the pedestal illuminate.
The general cockpit illumination is obtained from two dimmable DOME lights.
CABIN SIGNS LITHTING

FASTEN SEAT BELTS cabin signs RETURN TO SEAT sign in the toilet and/or NO
SMOKING cabin signs may be selected. They will be accompanied by a single chime in the
cabin.
CABIN AND CARGO LIGHTING

The passenger compartment, galley area and entrance door area are lighted by strip lights.
In addition, a separated lighting is installed into the rear cargo compartment and is operated
from the cabin crew panel.
The forward cargo compartment is fitted with an automatic lighting activated by the door
opening.
A switch located at the left side of the cockpit entrance provides cockpit lighting and
emergency EXIT lights illumination for 2 min.
Mod: 5948
P2 001
LIGHTING APR 11
AA
EXTERIOR LIGHTING
1 Navigation lights
Regulatory lights are installed on the wing tip (coverage 110) and on the rear tail
cone (coverage 140).
2 Taxi and to ligths
Two lights are installed side by side on the nose landing gear leg.
3 Landing lights
Two landing lights are installed laterally in the forward main landing gear fairing bay.
4 Wing lights
Two lights are installed one on each side of the fuselage and are positionned to
illuminate the wing leading edges and the engine air intakes in order to allow
preventive checking in icing conditions.
5 Beacon lights
Two beacon lights are installed :
one on the top of the vertical stabilizer and one on the bottom of the center fuselage.
6 Strobe lights
These lights are installed in each wing tip and in the tail cone. They flash white and are
used as supplemental recognition light.
7 Logo lights (optional)
Two lights are installed one on each side of the lower surface of the horizontal
stabilizer to illuminate the company logo on both sides of the vertical stabilizer.
Mod: 5948
P3 001
LIGHTING APR 11
AA
EMERGENCY LIGHTING
Emergency evacuation path marking near the floor is a photoluminescent system.

EXIT, CEILING and EXTERIOR emergency lights are supplied with 6V DC.
Two sources are available :
- DC STBY BUS via a voltage divider.
- 6V integral batteries charged from the DC STBY BUS with a 10 mn capacity.
In case of system activation, light will be supplied by DC STBY BUS. If this source fails, the
battreries will be utilized automatically.
In case of flight with DC EMER BUS only, the cockpit ligthing is restricted to :
- RH DOME light with the possibility to switch it off
- Left Main Instrument Panel (MIP) located below the glareshield
- overhead panel light illuminating the pedestal.
One light is provided in the toilet, illuminating when associated door is locked.
Note : Emergency flash lights are provided (see 1.07).
Mod: 5948
P4 001
LIGHTING APR 11
AA
40.2 CONTROLS
EXT LIGHT PANEL
1 BEACON sw
BEACON Both lights flash
OFF Lights are extinguished
2 NAV sw
NAV The three navigation lights illuminate steady. Ice evidence probe is
enlightened.
3 STROBE sw
STROBE Stroboscopic lights flash white
4 LOGO sw
LOGO Both LOGO lights illuminate steady
5 WING sw
WING Both lights illuminate steady
6 L and R LAND sw
Each landing light (L and R) is controlled by an individual switch
LAND Associated light illuminates steady
OFF Associated light is extinguished
7 TAXI & T.O. sw
taxi Both TAXI lights illuminate steady
MIN CAB LT SWITCH
Enables to control the minimum cabin lights powered by the main battery.
On the RH side of the cabin only, every second light is illuminated.
Mod: 5948
P5 001
LIGHTING APR 11
AA
SIGNS PANEL
1 NO SMOKING sw
NO SMKG Associated signs come on in the cabin, associated with a single
chime. NO SMOKING label is displayed in cyan on the memo
panel display
OFF Associated signs and memo panel label are extinguished.
2 SEAT BELTS sw
SEAT BELTS FASTEN SEAT BELTS signs in the cabin and RETURN TO
SEAT sign in the toilet come on associated with a single chime
upon illumination. SEAT BELTS label is displayed in cyan on the
memo panel display.
OFF Associated signs and memo panel label are extinguished.
Note : When switching off NO SMOKING or SEAT BELTS signs, single chime
sounds in cabin.
3 EMER EXIT LIGHT selector
ON Emergency lights illuminate.
ARM Normal selector position in operation. Emergency lights will :
- Illuminate if DC STBY BUS voltage is under 18V or if the two
generators are lost.
- Extinguish if DC STBY BUS voltage is over 20V and at least one
generator running.
DISARM Normal selector position with engines stopped. Emergency light
system is deactivated.
Note : Cabin attendants EMER LIGHT sw will override the ARM and DISARM
positions of the selector.
4 DISARM light
Illuminates amber when the emergency light system is deactivated.
Mod: 5948
P6 001
LIGHTING APR 11
AA
MEMO PANEL DISPLAY
Labels (NO DVCE or SEAT BELT) are displayed in cyan when associated switch is
selected ON.
LT PANEL
MIP/PED rotary knob

Selects activation and intensity of main instrument panel and pedestal integral lighting.
OVHD rotary selector

Selects activation and intensity of the overhead panel integral lighting.
LT and RCDR PANEL
FLOOD knob
Selects activation and intensity of pedestal panel flood lighting.
Mod: 5948
P7 001
LIGHTING APR 11
AA
ANN LT PANEL
1 ANN LT sw
Allows to check and to control the intensity of :
- the annunciator lights on the overhead panel, main instrument panel and pedestal
panels
- the overhead panel flow bars.
TEST : All the associated lights are tested and illuminate
BRT : Associated lights, when selected, illuminate at normal brightness
DIM : Associated lights, when selected, are dimmed.
Mod: 5948
P8 001
LIGHTING APR 11
AA
SIDE PANEL
1 CONSOLE LT knob
CONSOLE The light above the associated lateral console is ON.
OFF Light is extinguished.
2 READING LT knob
Selects activation and intensity of the respective spot light.
FLT COMPT LT PANEL
1 DOME sw
BRT Dome lights are lighted at maximum intensity
DIM Dome lights are dimmed
OFF Both dome lights are OFF
2 STBY COMPASS sw
STBY COMPASSIntegral lighting of standby compass comes ON
OFF Lighting is OFF
3 STORM sw
STORM A lighting increase of the Central MIP light and the Lateral MIP light
to intense bightness
OFF Central and Lateral MIP lights are at normal brightness.
Mod: 5948
P9 001
LIGHTING APR 11
AA
CABIN CREW PANEL
1 Galley sw (when installed)

Controls galley lighting.
2 LAV sw
Controls lavatory lighting. A diffuser switches ON when lavatory latch is closed.
3 LAT PASS sw
Controls lateral passengers lighting.
4 CEILING LT sw
Controls the passengers ceiling lighting.
5 ENTRANCE sw
Controls entrance lighting.
6 AFT CARGO sw
Controls rear cargo lighting.
7 READING LT sw
When depressed passenger reading lights are operational.
8 VENT sw (when installed)
When depressed, passenger ventilation fan operates.
9 EMER LT sw
Controls emergency exit light and evacuation path marking causing emergency
lights to illuminate (overriding crew switching).
10 DIM LT sw
Associated light, when selected, are dimmed.
Mod: 5948
P 10 001
LIGHTING APR 11
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY AC BUS SUPPLY
(C/B) (C/B)
EXTERIOR DC SVCE BUS - Nil -
Beacon lights (on lateral panel NORM)
. DC BUS 1
(on lateral panel ALTN)
Navigation lights . DC SVCE BUS - Nil -
(on lateral panel NORM)
. DC BUS 19
(on lateral panel ALTN)
Wing lights . DC BUS 2 - Nil -
(on lateral panel WING)
. DC SVCE BUS
(on lateral panel LOGO)
Logo lights . DC SVCE BUS - Nil -
(when installed) (on lateral panel LOGO)
Landing lights - Nil - . ACW BUS 1
(on lateral panel)
. ACW BUS 2
(on lateral panel)
Taxi and Take off ligths . DC BUS 2 . ACW BUS 2
(on lateral panel LOGO) (on lateral panel TAXI and TO)
Strobe ligths - Nil - . ACW BUS 1
(on lateral panel L and RCPR)
. ACW BUS 2
(on lateral panel R)
SIGNS . DC BUS 2 .-- Nil -
Seat belts - No smoking (on lateral panel SEAT
BELT NO SMOKING)
DC STBY BUS - Nil -
Emergency exit lights (on lateral panel STBY
EXIT LIGHT)
Service plugs . DC STBY BUS ACW SVCE BUS
(on lateral panel 28VDC) (on lateral panel 115RAC)
COCKPIT DC BUS 1 - Nil -
Capt normal light (on lateral panel NORM)
DC BUS 2 - Nil -
F/O normal light (on lateral panel EMER)
Emergency light DC EMER BUS - Nil -
(on lateral panel EMER)
Inst panel normal - Nil - ACW BUS 1
(on lateral panel NORM SPLY)
Inst panel emergency - Nil - AC STBY BUS
lighting (on lateral panel EMER SPLY)
Mod: 5948
P 11 001
LIGHTING APR 11
AA

(C/B) (C/B)
Inst panel normal ligthting DC BUS 2 - Nil -
control (on lateral panel NORM
INST PNL SPLY CTL)
Annunciator light test . DC BUS 1 - Nil -
(on lateral panel ANN LT
TEST)
COMPARTMENT
Forward and aft cargo . DC SVCE BUS - Nil -
(on lateral panel FWD and
AFT CARGO)
Wheels and aft elec . DC SVCE BUS - Nil -
compt. (on lateral panel WHEEL
and AFT ELEC)
PASSENGER
Lateral left DC BUS 1 - Nil -
(on lateral panel DC BUS 1)
MIN cab light DC ESS BUS - Nil -
(on lateral panel)
Lateral light . DC BUS 2 - Nil -
(on lateral panel DC BUS 2
. DC SVCE BUS
(on lateral panel DC SVCE
BUS)
Upper . DC UTLY BUS 1 - Nil -
(on lateral panel)
. DC UTLY BUS 2
(on lateral panel)
Reading light - Nil - . ACW BUS 1
(on lateral panel L)
. ACW BUS 2
(on lateral panel R)
Lavatory light . DC SVCE BUS - Nil -
(on lateral panel LAV LT)
MFC LOGIC
See capter 1.01.
Mod: 5948
.
P1 001
WATER AND WASTE SYSTEM APR 11
AA
50.1 DESCRIPTION
For the toilet, the aircraft is equipped with a clean water system and a waste disposal
system which provides adequate waste capability. It is drainable by gravity.
Clean water is stored in a tank located in the pressurized section of the fuselage.
The toilet flushing is obtained from a motorized pump filter unit. The flushing cycle is
automatically controlled by an electrical timer. Draining, flushing and charging of the
tank is accomplished at the toilet service panel, located underneath the rear fuselage.

Lavatory flush DC SVCE BUS - Nil -
motor (on lateral panel
FLUSH MOTOR)
Mod: 5948
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INTEGRATED SYSTEMS 1.01.00
P1 001
CONTENTS FEB 12
AA
1.01.00 CONTENTS
1.01.10 INTEGRATED MODULAR AVIONICS (IMA)

10.1 DESCRIPTION
10.2 SCHEMATIC
10.3 ELECTRICAL SUPPLY/SYSTEM MONITORING
1.01.20 MULTIFUNCTION COMPUTER (MFC)

20.1 DESCRIPTION
20.2 CONTROLS
20.3 OPERATION
20.5 MAINTENANCE APPLICATION
20.6 SCHEMATICS
1.01.30 MULTIPURPOSE COMPUTER (MPC)

30.1 DESCRIPTION
30.2 SCHEMATIC
R 1.01.35 MPC LOST EQUIPMENT LIST
1.01.40 CPM/IOM LOST EQUIPMENT LIST
Mod: 5948
.
P1 001
INTEGRATED MODULAR AVIONICS APR 11
AA
10.1 DESCRIPTION
The Integrated Modular Avionic (IMA) provides computation, memory and Input/Output
data processing resources, shared between several avionics applications.
The Integrated Modular Avionic is mainly composed of the dual Core Avionic Cabinets
(CAC 1& 2).
The term CAC (Core Avionic Cabinet) designs the whole equipment composed of the rack
and the set of cards.
In the basic configuration, each CAC is composed of :
- 1 CPM (Core Processing Module)

- The CPMs provide shared memory and computation resources to execute hosted
avionics applications.
- 1 IOM-- S (Input/Output Module)
This IO Module is dedicated to provide ARINC and discrete I/O for all functions
- 1 IOM-- AP (Input/Output Module)
This IO Module is dedicated to provide discrete and analog I/O for the
Auto-- Flight application.
- 2 IOM-- DC (Input/Output Module)
The IOM-- DC provide discrete and analog I/O for Data Concentration
Application (DCA) .
- 1 SWM (gateway and SWitch Module)
This module is dedicated to connect together CPM and other Avionics Data
Network subscribers.
The communication means is based on AFDX network, linking network
subscribers through SWM.
Mod: 5948
P2 001
AA
The main applications hosted by the Core Avionic Cabinets are :

- Flight Warning (FWA)
- Auto-- Flight (AFCA)
- Centralized Maintenance (CMA) (only on CAC 1)
- Data Concentration (DCA)
The CAC 1 & 2, communicate with five display units and systems by means of different
data bus formats :
- AFDX: Avionics Full DupleX switched ethernet
- A429: ARINC 429
- Analogic
- Discretes
Two of the five displays units (DU2 and DU4) are dedicated to two other functions :
- Flight Management Application (FMA)
- Radio Management Application (RMA)
(Refer to section 1.01.40 to see the lost equipment list in case of CPM and/or IOM failure).
10.2 SCHEMATIC
Mod: 5948
P3 001
AA
ELECTRICAL SUPPLY
The CPM, IOM-- AP&-- DC, IOM-- S and SWM cards are connected to the 28VDC aircraft
electrical network.
The power supply details are shown in the table below :
CAC CAC CARD DC BUS SUPPLY (C/B)

CPM 1 & IOM-- S 1 DC EMER BUS
(Upper Panel CPM 1 / IOM-- S 1)
IOM - AP 11 DC EMER BUS
(Upper Panel FGCP CHAN 1 / IOM-- AP 1)
IOM - DC 12 DC STBY BUS
CAC 1 (Upper Panel IOM-- DC 12)
IOM - DC 13 DC STBY BUS
(Upper Panel IOM-- DC 13)
SWM 1 DC EMER BUS
(Upper Panel SWM 1)
CPM 2 & IOM-- S 2 DC ESS BUS SEC1
(Upper Panel CPM 2 / IOM-- S 2)
IOM - AP 21 DC ESS BUS SEC1
(Upper Panel FGCP CHAN 2 / IOM-- AP 2)
IOM - DC 22 DC ESS BUS SEC2
CAC 2 (Upper Panel IOM-- DC 22)
IOM - DC 23 DC ESS BUS SEC2
(Upper Panel IOM-- DC 23)
SWM 2 DC ESS BUS SEC1
(Upper Panel SWM 2)
Mod: 5948
P4 001
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SYSTEM MONITORING
CAC 1(2)
This caution is generated in case of a CPM failure on one CAC.
Visual and aural alerts are :
- CPM 1(2) amber message on EWD
- Aural alert is Single Chime (SC)
CPM 1 (2) + IOM 2x (1x)

This caution is generated in case of a CPM failure on one CAC and a IOM-- DC failure on the
other CAC.
All combinations of one CAC/CPM and other CAC/IOM - DC are possible :
- CPM 1 (2) + IOM 2x (1x) amber message on EWD
IOM 1x (2x)
This caution is generated in case of one IOM-- DC failure on one CAC.
- IOM 1x (2x) amber message on EWD
IOM 1x (2x) + IOM 1x (2x)

This caution is generated in case of dual of IOM-- DC.
All combinations of one or two CAC are possible :
- IOM 1x (2x) + IOM 1x (2x) amber message on EWD
SWITCH SGL CH
This caution is generated in case of one SWM loss.
- SWITCH SGL CH amber message on EWD
Mod: 5948
P1 001
MULTIFUNCTION COMPUTER APR 11
AA
20.1 DESCRIPTION
(See schematics p 15/16)
On the ATR72, numerous logic functions are performed by the MFC system. It consists of
two independent computers (MFC 1 and MFC 2).
Each computer includes two independent modules (A and B).
Each module includes :
- a 28 VDC dual power supply
- an input/output circuit.
- a computation unit.
- for modules 1A and 2A only, a hard-- wired logic independent of the computation unit.
SIGNAL PROCESSING
Each module receives signals from the various systems and systems controls.
Each signal received by a module is then converted, if necessary, to a digital signal by the
input circuit.
Then :
- for most of the functions, the signal is sent to the computation unit which processes the
data according to the logic programmes.
- for some specific functions (stick pusher, flaps), signal processing is performed in a
conventional way by the hard-- wired card (to avoid computation errors or common
failures).
An intercard dialogue is established between all modules to allow each module to use
signals processed by other modules.
Signals from each system are taken into account by one or more modules depending on
the degree of reliability/safety required for the system.
Each module is equipped with a self test system which monitor correct operation of that
module.
FUNCTIONS
After processing, computation unit transmits orders from the output circuit fo the various
systems in order to :
- monitor, control and authorize operation of the aircraft systems.
- manage system failures and flight enveloppe anomalies and command triggering of
associated warnings in the Flight Warning System (FWS).
Mod: 5948
P2 001
AA
20.2 CONTROLS
CONTROL PANEL
Controls operation of associated module.
ON : (pushbutton pressed in) the module operates.
OFF : (pushbutton released) the module stops operating.

the OFF white indicator light comes on.
FAULT : The amber light comes on and the FWS is activated when a
malfunction or electrical supply fault is detected.
The module automatically becomes inoperative.
This light also flashes during self-- test of the module.
During powering, since all four modules are selected ON, the
following sequence is executed :
MFC 1A and MFC 2A FAULT lights (self-- test of these modules)

flashing.
MFC 1A and MFC 2A FAULT lights extinguish. MFC 1B and MFC 2B

FAULT lights (self-- test of these modules) flashing.
MFC 1B and MFC 2B FAULT lights extinguish.
Note : If the cargo door control panel is opened, the self test of MFC 1A and 2A are already
done, and only the MFC 1B and 2B are tested.
Mod: 5948
P3 001
AA
20.3 OPERATION
Charts on the following pages list the implementation and availability of the functions
ensured by each module.
READING OF TABLES
The table uses the following symbols : F, , to indicate :
- location of the functions :
A function is integrated in each module denoted by one of these symbols :
- availability of the functions :
A function can be treated :
- in one module only,
- in several modules (redundancy),
- partially in two modules, i.e. both modules considered are to be operative to
process this function.
Example :
MODULE
SYSTEM FUNCTION
1A 1B 2A 2B
FLIGHT STICK PUSHER
CONTROLS STALL WARNING F F
- The stick pusher function is integrated in modules 1A, 1B, 2A and 2B.
- The stall warning function is integrated in modules 1B and 2B.
- The stick pusher function is available if modules (1A AND 2A) OR (1A AND 2B) OR (1B
AND 2A) OR (1B AND 2B) operate. This function is therefore not available if modules
(1A AND 1B) OR (2A AND 2B) are lost.
- The stall warning is available if module 1B OR 2B operate.
This function is therefore not available if modules 1B AND 2B are lost
Mod: 5948
P4 001
AA
Mod: 5948
P5 001
MULTIFUNCTION COMPUTER FEB 12
AA
Mod: 5948
P6 001
AA
Mod: 5948
P7 001
AA
Mod: 5948
P8 001
MULTIFUNCTION COMPUTER FEB 12
AA
Mod: 5948
P9 001
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ELECTRICAL SUPPLY
Each module is supplied by two separate electrical sources (primary and alternate).
Power supply switching is automatic :
- from primary to alternate if primary V < 19V and if alternate V > 22V.
- from alternate to primary if primary V >22V.
UNIT DC BUS SUPPLY
(C/B)
MFC 1A
Primary Supply DC ESS BUS
(Upper Panel PRIM SPLY)
Alternate Supply HOT EMER BAT BUS
(Upper Panel ALTN SPLY)
MFC 1B
Primary Supply DC BUS 1
Alternate Supply DC EMER BUS
MFC 2A
Primary Supply DC EMER BUS
Alternate Supply HOT MAIN BAT BUS
MFC 2B
Primary Supply DC BUS 2
Alternate Supply DC EMER BUS
SYSTEM MONITORING
MFC 1(2) A (B)
These cautions are generated when MFC module(s) are detected failed.
- MFC 1(2) A(B) amber message on EWD
- FAULT light illuminates on the overhead panel
Mod: 5948
P 10 001
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20.5 MAINTENANCE
LATERAL MAINTENANCE PANEL
Recording of the failures is performed by the MFC 1A module.
(1) BITE LOADED Magnetic indicator

Indicates that a failure has been recorded by the maintenance system.
(2) TEST pb
Used to check operation the the BITE LOADED magnetic indicator.
When pressed for more than 3s. the magnetic indicator is activated.
(3) ERS pb
When depressed for at least 5s, the maintenance magnetic indicator is erased. This
procedure also erases the MFC maintenance memory thus it has to be performed at the
end of the maintenance task.
(4) CONNECTOR OUTLET

Enables the optional MTS (Maintenance Test Set) system to be connected.
Mod: 5948
P 11/12 001
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MCDU
During a maintenance operation on the ground, MFC fault codes can be displayed by
means of MPC menu on MCDU.
In the MPC menu, select MAINTENANCE sub-- menu then MFC :

- The BASIC MEMORY gives access to the content of the fault codes stored since the
last erase (no chronological information).
- The FLIGHT FAULT memory gives access to the fault codes which occured during the 9
previous flights.
Note : To erase the maintenance memory, select MAINT MEMORY ERASING menu via
MFC menu to erase basic memory and/or the flight memory.
To erase the maintenance magnetic indicator, press ERS PB on the lateral maintenance
panel.
Mod: 5948
.
MFC 1.01.20
P 13 001
GENERAL APR 11
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20.6 SCHEMATICS
Mod: 5948
.
P1 001
MULTIPURPOSE COMPUTER APR 11
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30.1 DESCRIPTION
The MPC unit is including two parts :

- Flight Data Acquisition Unit (FDAU)
- Data Management Unit (DMU)
A) FDAU Part
The MPC acquires data in digital, analog or discrete format from aircraft systems for
various FDAU functions :
- Flight Data Recording (SSFDR) (refer to chapter Flight Instruments).
- Aircraft Performance Monitoring (APM) (Refer to chapter Ice and Rain
Protection).
- Data broadcast to CAC (to avionics system).
- Time management.
- Flight time management.
- Flight number management.
- Configuration management (A/C type, A/C ident, APM version).
B) DMU Part
The MPC has the capability to manage ACMS functions (Aircraft Condition Monitoring
System) in order to :
- facilitate the maintenance of the aircraft.
- record data for the Flight Data Monitoring purpose (FDM)
The main possible ACMS functions are :
- QAR/DAR recording on a PCMCIA disk (QAR when the data frame is the
FDR one/ DAR when it is reprogrammed by a ground support equipment)
- >FDM purpose
- Management of reports (take-- off, cruise ...) - > FDM purpose
- Dialogue with the following aircraft equipments: MCDU, Printer, ACARS
(optional)
- Other maintenance functions.
Mod: 5948
P2 001
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30.2 SCHEMATIC
Mod: 5948
P3 001
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ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B)

MPC (in flight) DC ESS BUS (SECT 1)
(on lateral panel FLT DATA RCDR /
FDAU DFDR / FLT SPLY)
MPC (on ground) DC EMER BUS
(on lateral panel FLT DATA RCDR /
FDAU DFDR / GND SPLY)
SYSTEM MONITORING
See on dedicated chapter (flight instrument for recording and ice & rain protection for
APM)
Mod: 5948
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P1 001
MPC LOST EQUIPMENT LIST FEB 12
AA
MPC LOST EQUIPMENT LIST
IMPORTANT NOTE on the DU indications:

SOME INDICATIONS and MONITORINGS are lost on DUs ; refer to the overhead panel.
Local alerts on the overhead panel are functional.
MPC
Maintenance Access (Via MCDU)

FDAU Function
DFDR
Indications lost:
AC STBY BUS on electrical system page
EMER BUS on electrical system page
ESS BUS on electrical system page
APM fault
NL
Flight time on EWD
Mod: 5948
.
P1 001
CPM / IOM LOST EQUIPMENT LIST FEB 12
AA
CPM / IOM LOST EQUIPMENT LISTS
IMPORTANT NOTE on the DU indications:

SOME INDICATIONS and MONITORINGS are lost on DUs ; refer to the overhead panel.
Note: Local alerts on the overhead panel are functional.
CPM 1
AP&YD
R TLU Auto
DE-- ICING Mode Sel Auto
Prop 1 Anti Icing
Left Turbo Fan
CPM 2
AP&YD
R TLU Auto
Prop 2 Anti Icing
Right Turbo Fan
Mod: 5948
P2 001
AA
CPM / IOM LOST EQUIPMENT LISTS (CONTD)
IMPORTANT NOTE:SOME INDICATIONS and MONITORINGS are lost on DUs ; refer to

the overhead panel.
CPM 1 + 2
AP&YD
FD
R SPD TGT : AUTO/MAN
All speeds computed by the FMS lost (on ground: V1, VR, V2 ;
in flight: VmLB0, VmHB NORMAL, VMHB ICING SPEED
BUGS, VminOPS, VPROT, VMIN SPEED BANDS)
R TLU Auto mode

APM Messages
Prop 1 Anti Icing
Prop 2 Anti Icing
FWS
VOR 2
(VOR / ILS 1 available on IESI only)
ADF 1 / ADF 2
NAV 1
NAV 2
Weather Radar
T2CAS and TCAS display

TAWS
XPDR Enhanced Surveillance
RA
DH/MDA
AUTO PRESS
Inhibition of Distributor Valve Heating
Left Turbo Fan
Right Turbo Fan
Mod: 5948
P 3/4 001
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CPM / IOM LOST EQUIPMENT LISTS (CONTD)
IMPORTANT NOTE: SOME INDICATIONS and MONITORINGS are lost on DUs ; refer to
the overhead panel.
IOM DC12
PROP 1 Anti Icing

R ANTI/DE-- ICING Mode Sel Auto
IOM DC13

Left Turbo Fan
R TLU Auto mode
IOM DC22
PROP 2 Anti Icing

IOM DC23
Right Turbo Fan

R TLU Auto mode
Mod: 5948
.
P 5/6 001
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IMPORTANT NOTE for DU indicatings:

For all of the following lost equipment list (IOM DCs), SOME INDICATIONS and
MONITORINGS are lost on DUs ; refer to the overhead panel.
CPM1 IOM DC 22
VminOPS
R TLU Auto mode
Continuing next page
Mod: 5948
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P 7/8 001
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CPM1 IOM DC 22 - CONTD
Mod: 5948
.
P 9/10 001
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CPM1 IOM DC 23
R MODE
Mod: 5948
.
P11/12 001
CPM / IOM LOST EQUIPMENT LIST APR 11
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Mod: 5948
.
p 13/14 001
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CPM2 IOM DC 12
R TLU Auto mode
Mod: 5948
.
P 15/16 001
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Mod: 5948
.
P 17/18 001
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CPM2 IOM DC 13
R MODE
VminOPS
Mod: 5948
.
P 19/20 001
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Mod: 5948
.
P21/22 001
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MONITORINGS are lost on DUs ; refer to the overhead panel. .
IOM DC12 IOM DC13
FWS CAUTIONS ON EWD

FWS WARNINGS ON EWD
AND ASSOCIATED MASTER
AND ASSOCIATED MW AND
EQT LOSS FWS PROCEDURES CAUTION AND AURAL FWS CAUTIONS ON EWD FWS WARNINGS ON EWD
CRC
ALERTS
(REDONBLACK BACKGROUND)
(AMBERONBLACK BACKGROUND)
TLU auto mode NO ENG ITT
R DE-- ICING MODE SEL AUTO ENG EXCESS ITT
PROP 1 ANTI-- ICING ENG OVER LIMIT
LEFT TURBO FAN ENG 1 OVER LIM ENG 1 OIL PRESS *
WHEN THE A/C IS CLEAR OF * ONLY IN CASE OF ANALOG
FUEL 1 TEMP HI
ICE DETECTION AND NOT DISCRETE
FUEL 1 TEMP LO DETECTION
ENG 1 OIL TEMP LO
ENG 1 OIL TEMP HI
ENG 1 OIL TEMP OVHT
Mod: 5948
.
P23/24 001
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R Note: Local alerts on the overhead panel are functional.
IOM DC12 IOM DC22
& FLAPS UNLK
Mod: 5948
.
P25/26 001
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MONITORINGS are lost on DUs ; refer to the overhead panel. Local alerts on the
overhead panel are functional.
IOM DC12 IOM DC23
PANEL
R TLU auto mode
Mod: 5948
.
P27/28 001
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MONITORINGS are lost on DUs ; refer to the overhead panel. Local alerts on the
overhead panel are functional.
IOM DC13 IOM DC22
VminOPS
R TLU auto mode
Mod: 5948
.
P29/30 001
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IOM DC13 IOM DC22 - CONTD
Mod: 5948
.
P31/32 001
AA

IOM DC13 IOM DC23
R TLU Auto mode
Mod: 5948
.
P 33 001
AA

IOM DC22 IOM DC23
R TLU Auto mode
Mod: 5948
.
FLIGHT WARNING SYSTEM 1.02.00
P1 001
CONTENTS FEB 12
AA
1.02.00 CONTENTS
1.02.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
10.3 OPERATION
10.5 LATERAL MAINTENANCE PANEL
R 10.6 FWS MANAGEMENT and ELECTRONIC CHECK-- LISTS (if applicable)
Mod: 5948
.
P 1/2 001
GENERAL APR 11
AA
10.1 DESCRIPTION
The Flight Warning System (FWS) gives to the crew an operational aid for
management of normal and abnormal configurations of the aircraft systems. The FWS
performs the following functions :
- in case of detected alert, it draws crews attention through visual and aural
attention getters,
- in case of detected alert, it guides the crew to the system or subsystem concerned
by activating an alert message,
- it helps the crew to set the A/C in T.O. configuration,
- it inhibits some alerts at T.O.,
- it allows the crew to carry out normal procedures (checklist),
- it enables the crew to carry out abnormal and emergency procedures,
- it allows the crew to know limitations and/or remaining actions,
- it helps the crew identifying system action status required during procedure
processing by displaying the relevant system page on the SD.
The display area dedicated to the FWS is located on the lower part of the EWD.
It is composed of three parts :
- an Alerting Window on the left part
- a Procedure Window on the right part
- a status area dedicated to FWS information on the bottom part of the procedure window.
IMPORTANT NOTE
The chapter 1.02 Flight Warning System is written for the standard production
version of the ATR72- 212A Modification 5948 also called ATR72- 600.
On the initial production version (L2B1) the automatic procedure system will not be
operative.
All the Alerts, Master waning and Master cautions and alarms are operative, but in
case of detected failure the automatic procedure display in the procedure window
will not be operational.
The crew members will have to deal with the failure on the conventional way as on
the ATR72- 212A, using the QRH (Quick Reference Handbook).
Mod: 5948
.
P 3/4 001
GENERAL APR 11
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ARCHITECTURE
The FWS is composed of :

- two modules, on each Multi Function Computer (MFC 1B and 2B)
- two CPM (Core Processing Module), one on each Core Avionic Cabinet (CAC).
- two IOM-- S, one on each CAC.
- four IOM-- DC, two on each CAC.
- two SWM, one on each CAC .
- a display format dedicated to the FWS : EWD is displayed on normal configuration on the
center Display Unit (DU3).
- two EFIS Control Panels (EFCP);
- two Master Warning pushbuttons (MW), one for each crew member;
- two Master Caution pushbuttons (MC), one for each crew member;
- a T.O. configuration test pushbutton;
- an emergency audio cancel guarded toggle switch;
- a maintenance panel to test some warnings (red) that cannot be tested at system
level
The FWS is managed by the FWA function of the CAC (Flight Warning Application)
Mod: 5948
.
P5 001
GENERAL APR 11
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BASIC PRINCIPLES
The following two principles have been adopted :
- All fligth deck lights out concept
In normal operation all the ligths are extinguished (except sometimes green or cyan
light for transient phases).
- Detection sequence
The detection sequence comprises three different phases.
PHASE FUNCTION MEANS OF DETECTION
1 DETECTION AURAL ALERT + MW or MC
2 IDENTIFICATION ALERT MESSAGE IN THE ALERTING WINDOW
3 ISOLATION SYSTEM CONTROL AND INDICATING PANEL
ALERT LEVELS
The alerts are classified in 4 levels according to their importance and to the urgency of the
corrective action required.
LEVEL 3 : WARNINGS
This corresponds to an emergency situation requiring crew prompt corrective action.
The following alerts fall into this category :
- aircraft in hazardous configuration or limiting flight conditions (e.g. stall warning)
- serious system failure (e.g. engine fire)
These warnings are identified by :
S The MW light flashing red associated with a continuous repetitive chime (CRC) and a
red warning message displayed in the alerting window.
S a specific aural warning.
LEVEL 2 : CAUTIONS
This corresponds to an abnormal situation of the aircraft requiring timely crew corrective
action. Time for taking action will be left to crews discretion.
This level mainly comprises system failures having no immediate impact on safety (e.g.
engine overheat).
The cautions are identified by the MC light flashing amber associated with a single chime
(SC) and an amber message displayed in the alerting window.
Mod: 5948
P6 001
GENERAL APR 11
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LEVEL 1 : ADVISORIES
This corresponds to a situation requiring crew monitoring.
This level mainly comprises failures leading to a loss of redundancy or degradation of a
system.
These advisories are identified by an amber caution message displayed in the alerting
window without aural alert.
LEVEL 0 : INFORMATION
This corresponds to an information situation action (eg. DME hold).
This information is provided by cyan, green or white display on the control display.
This level is not taken into account by the FWS. Therefore, there is no associated display
in the alerting window nor on the procedure window.
COLOR CODING
INDICATION COLOR INTERPRETATION
WARNING RED Configuration or failure requiring immediate action.
CAUTION AMBER Configuration not requiring immediate action.
Left to crews discretion
GREEN Normal operation
INDICATION CYAN Normal transient configuration
WHITE Control position indication.
Neutralized abnormal configuration.
ALERT INHIBITION
In order to avoid alerts during critical take off phase, inhibition follows the conditions
below :
- ENG oil, smoke warnings and some caution alerts are automatically inhibited before
take off.
Associated aural alerts are also inhibited.
These inhibitions will be cancelled :
S automatically as soon as one gear leg is not locked down,
S by pressing RCL pb.
- An emergency audio cancel sw allows the crew to cancel a nuisance aural for a whole
flight (except for LDG GEAR, VMO, VFE, VLE, Stall Warning, Whooler, AP
Disconnect). Associated aural will be reactivated :
S at next aircraft energization,
S after MFC 1B/2B reset,
S after pressing RCL pb,
S after T.O. Config test.
Mod: 5948
P7 001
GENERAL APR 11
AA
AURALS
Two types of aurals alerts are used to alert the crew :
- Non specific alert always associated with an alert message displayed in the alerting
window :
- A continuous repetitive chime (CRC) associated with Master Warning (MW) lights
and red warning message displayed in the alerting window.
- A single chime (SC) associated with Master Caution and amber caution message
displayed in the alerting window.
- Specific aurals for alerts not associated with the illumination of the Master Warning
lights, or the Master Caution lights nor with an alert message displayed in the alerting
window :
S stall (cricket)
S overspeed : VMO,VFE, VLE (clacker) (warnings)
S AP disconnect (cavalry charge)
S Trim in motion (whooler)
S altitude alert ( c chord)
S calls (door bell) (cautions)

S AP capability downgrading (3 click)
Note : A priority order has been defined for aurals in case of simultaneous occurence
of warnings :
- Stall (cricket) - Nac OVHT (CRC)
- Overspeed (clacker) - Excess cab P (CRC)
- Flaps unlocked (CRC) - Trim in motion (whooler)
- Config(CRC) - Smoke detection(CRC)
- Propeller brake failure (CRC) - Oil low press (CRC)
- Engine fire (CRC) - Landing gear not down (CRC)
- Pitch Disconnect (CRC) - AP disconnection(cavalry charge)
- Excess cabin altitude (CRC)
LOCAL ALERTS
All the local alerts on the control and indicating panels on the overhead panel, on the
instrument panel, or on display units, are activated by the systems. The local alerts are
then independent from the FWS that only takes these local alerts into account to draw
crews attention and has no possible action on them.
Mod: 5948
P8 001
GENERAL APR 11
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10.2 CONTROLS
EFIS CONTRL PANEL

The control panel for FWS management is composed of two EFCPs
(1) PROC MENU pb

Enables to display the Procedure Menu in the procedure window.
(2) MAN DEL pb
Enables to delete manually inserted procedures.
(3) CLR pb
Enables to clear the clearable alert messages and procedures displayed in the alerting
window and in the procedure window.
(4) RCL pb
- A first press enables to display (in the alerting window) the alert messages previously
cleared but still detected.
- A second press scrolls down the alert messages list in case of overflow in the alerting
window.
(5)(6) n / o pbs
Enables to move on upward (respectivly downward) line boxing in the procedure window.
(7) V pb
Enables to validate (boxed item) an action or to activate a boxed procedure or status.
Mod: 5948
P9 001
GENERAL APR 11
AA
MW/MC LIGHT
(1) MASTER WARNING light

Flashes red when a warning is generated with associated red label and procedures displayed
on the EWD.
When depressed, light will extinguish and associated aural warning will be cancelled.
(2) MASTER CAUTION light

Flashes amber when a caution is generated with associated amber label and procedures
displayed on EWD.
When depressed, light will extinguish.
Mod: 5948
P 10 001
GENERAL APR 11
AA
CONTROL PANEL
(1) TO CONFIG TEST pb

Used before take-- off :
- to check if aircraft configuration is correct for take-- off by simulating power levers at TO
position (except PRK BRK ON) :
- to perform an automatic RECALL (thus reactivating all aural warnings previously
cancelled by Emer Audio/Cancel).
When pressed, status messages are displayed on EWD. See description the table below
Mod: 5948
P 11 001
GENERAL APR 11
AA
(2) EMER AUDIO CANCEL sw

Is safety wired. In case of false alert generated and undue continuous alert, EMER AUDIO
CANCEL sw will allow cancelation of this unwanted aural alert.
Example : If the SW is used to cancel a system X failure CRC, CRC is not cancelled for the
systems other than system X.
Cancelled aural warning will be reactivated :
- at next aircraft enegization (MFC reset)
- after MFC 1B/2B reset
- after pressing RCL pb
- following T.O. Config test
Except for aural warning associated with :
- landing gear (landing configuration)
- VMO, VFE, VLE
- Stall warning
- Pitch trim whooler
- AP Disconnect
Which will be rearmed as soon as the triggering condition disappears.
Mod: 5948
P 12 001
GENERAL APR 11
AA
PROCEDURE PRINCIPLES
WITHOUT AIRCRAFT SYSTEM FAILURE
- On the right side of the alerting window, the procedure window enables the crew to
manage procedures.
- Procedure window is blank when no checklist is detected by the FWS..
- When activating the PROCEDURE MENU through EFCP, NO ACTIVE
PROCEDURE is displayed in the PROCEDURE MENU. The LIST menu is displayed
below.
- Any procedure can be called from the LIST menu
- During take off, some alert messages are not displayed and attention getters are not
activated. When the power levers are in the take off position, the CONFIG warning is
activated if parking brake is applied and the amber PRKG BRK ON message is
displayed on EWD. On landing gear retraction, TO INHIB indication goes off and all
alert messages detected but inhibited during T.O. are displayed. The inhibition at T.O.
can also be manually deactivated by pressing the RCLpb.
- Before approach when RCL pb is pressed, no alert message is displayed in the
alerting window if no failure occured in flight.
Mod: 5948
P 13 001
GENERAL APR 11
AA
WITH AIRCRAFT SYSTEM FAILURE
SINGLE FAILURE DETECTION
When a failure is detected, the associated alert message is displayed in the alerting
window. If a procedure is associated to the detected failure, it is simultaneously displayed
in the Procedure Window replacing the PROCEDURE MENU.
The alert message remains displayed as long as the failure is detected. Alert message
and Procedure can be cleared by pressing the CLR if it corresponds to a level 2
failure (caution message).
Color Coding
- Cyan items correspond to actions to be performed or choices to be made by the crew.
- Amber items correspond to abnormal procedure titles, recommendations and statuses
titles (even statuses deduced from emergency procedures).
- Red color corresponds to emergency procedures titles and strong recommendations.
- White color is used for subtitles items without associated action to be performed like
notes, normal procedures titles and items associated to validated actions.
PENDING list
Displayed in the PROCEDURE MENU above the LIST menu. It lists the titles of all the
active procedures and statuses. Pressing RCL enables to display the PROCEDURE
MENU and to access the active procedures and statuses through the PENDING list.
The entire procedure must be then taken up again as item previously validated are not
memorized.
Mod: 5948
P 14 001
GENERAL APR 11
AA
Status
Some procedures can lead to a status. In this case, when the procedure is performed and
validated, the FWS replaces the procedure by the associated status. Status titles are
displayed in the PENDING list between brackets.
Manually inserted procedure
Any normal, abnormal and emergency procedures available in the LIST sub-- menu can
be called. Manually called procedures are displayed in the PENDING list with the MAN
message at the right end of the line only if at least one item has been acknowledged.
MULTIPLE FAILURES DETECTION

All procedures associated to alert message have the same priority level as the alert
message.
Level 3 alerts ( Master Warning) have priority over any Level 2 (Master Caution) or normal
procedures.
Mod: 5948
P 15 001
GENERAL APR 11
AA
10.3 OPERATION
NORMAL OPERATION
WITHOUT AIRCRAFT SYSTEM FAILURE
After engines start :
No alert light illuminated in the cockpit except PRKG BRK ON amber message displayed
on EWD if the parking brake is set.
Before take off :
Press TO CONFIG TEST
- if aircraft is in correct configuration, no light will illuminate.
- if aircraft is not in correct configuration :
- MW light will flash red,
- CRC aural will be generated
- CONFIG red message on EWD associated with :
S FLT CTL when:
S Flaps are not in the TO configuration
S Pitch trim is not in the TO configuration (out of the green sector)
S Travel Limiter Unit (TLU) is not set to TO position (TO position - - > LO SPD)
S Aileron lock disagreement (AIL LOCK light illuminated)
S PWR MGT when:
- Power Management not in T.O. position
Before starting descent :
Press RCL on EFCP.
No messages displayed on EWD provided no failure occured in flight.
OVERSPEED ALERT
When the aircraft is in overspeed conditions, (VMO, VFE, VLE), a specific aural alert is
generated which will persist until return into the following flight envelope is performed.
ALERTS for VFE (alert at VLE (alert VLE VMO

VFE - 5kt) - 5kt)
Flaps 0 180 kt 250 kt
Flaps 15 180 kt
Flaps 30 145 kt 150 kt
Mod: 5948
P 16 001
GENERAL APR 11
AA
STALL ALERT
To generate this alert (cricket and stick shaker), aircraft is fitted with two angle of
attack probes, one on each side of the forward fuselage.
Angle of attack probe information is directly processed by the FWS.

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

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

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

ALERT and STICK STICK PUSHER
SHAKER ACTIVATION ACTIVATION
FLAPS 0 FLAPS 15 FLAPS 30 FLAPS 0 FLAPS 15 FLAPS 30
HIGH POWER 10.9 10.9 9.9 13.4 14.1 12.8
LOW POWER 10.9 10.9 10.4 13.4 14.1 14.3
Mod: 5948
P 17 001
GENERAL APR 11
AA
Whenever ICING AOA is illuminated, the aircraft is protected by an earlier stall

threshold as follows :
AIRCRAFT CRITICAL ANGLE OF ATTACK

ALERT and STICK STICK PUSHER
SHAKER ACTIVATION ACTIVATION
FLAPS 0 FLAPS 15 FLAPS 30 FLAPS 0 FLAPS 15 FLAPS 30
TAKE OFF 8.0 8.4 10.6 10.9
EN ROUTE 8.0 8.4 7.7 10.6 10.9 10.8
Notes - EN ROUTE values occurs, when 10 mn have elapsed if take off was performed
flaps 15 or immediately if take off not performed flaps 15 (ferry flight for
instance)
- Stall alarm alert and shaker are inhibited when aircraft is on the ground
- Stick pusher activation is inhibited :
on ground
during 10 seconds after lift off
in flight, provided radio altimeter is operative, when the aircraft
descends below 500 ft.
- If radio altimeter gives an erroneous < 500 ft signal meanwhile

IAS > 185 kt for more than 120 seconds (cruise), STICK PUSHER FAULT
amber light will come on to notify the crew that stick pusher is inhibited.
Mod: 5948
P 18 001
GENERAL APR 11
AA
WITH AIRCRAFT SYSTEM FAILURE
LEVEL 3 LEVEL 2
Failure detection
- aural alert : CRC - aural alert : SC
- MW light flashing red - MC light flashing amber
- red warning message on EWD - amber caution message on EWD
identifying the failure identifying the failure
- for all cases, a red light on the - local alert light on the affected system
affected system control panel and/or on control panel and/or SD system page
SD system page
Acknowledgement of the failure by the crew
- Press MW light - Press MC light
S MW light extinguishes S MC light extinguishes
S aural alert is cancelled
Corrective action
S lf the failure disappears, associated local alert light extinguishes, EWD message dis-
appears.
S If the failure does not disappear, associated local alert light remain illuminated, EWD
message remain displayed.
Press CLR on EFCP (after Procedure application)
EWD message does not disappears EWD message disappears
Before starting descent, press RCL on EFCPEWD messages, associated with systems
where a failure persists, or, with a white light illuminated on the associated control pan-
el will be displayed.
Take into account the failure consequences for the landing.
Press CLR on EFCP (after Procedure application). Caution alert messages will disap-
pear.
Note :
The local alert lights always reflect directly the system status : they are never inhibited or
cleared by any other mean than restoring normal functioning.
When a local alert light disappears, the other alert sequence elements (MW/MC Iight, EWD
messages, aurals) also disappear.
Mod: 5948
P 19 001
GENERAL APR 11
AA
OPERATION WITH MFCs FAILURE

In case of MFC 1B and 2B failure :
- MC illuminates without flashing
- MFC amber message displayed on EWD
- MFC 1B and 2B amber FAULT lights illuminate on overhead panel
In these conditions, processing of alerts is as follows :
- All level 2 alerts and CONFIG + ENG OIL + PROP BRK level 3 alerts are not
processed. The crew has to monitor the overhead panel where the local alerts are still
active.
- All other level 3 alerts are processed on EWD (without MW and CRC).
If both FWA are detected failed, the FWA not available message is displayed on a
blank black page on the Procedure Window. No alert message is displayed anymore
and the crew has to monitor the instrument panels where the local alerts are still active.
For failures detected by MFC, attention getters MC and SC or MW and CRC are still
activated.
Mod: 5948
P 20 001
GENERAL APR 11
AA

ELECTRICAL SUPPLY
(CB)
MFC 1B
Primary supply DC BUS 1
(Upper panel 1B PRIM SPLY)
Alternate supply DC EMER BUS
(Upper panel 1B ALTN SPLY)
MFC 2B
Primary supply DC BUS 2
(Upper panel 2B PRIM SPLY)
Alternate supply DC EMER BUS
(Upper panel 2B ALTN SPLY)
MFC LOGIC
See chapter 1.01.
Mod: 5948
P 21 001
GENERAL APR 11
AA
SYSTEM MONITORING
FWS NOT AVAIL

This message is displayed amber on the EWD when :
- both AFDX switches are reported faulty (SWM 1 and 2 fault).

The message is displayed on a blank black page on the lower part of the EWD.
Alerts are no more displayed and the crew has to monitor the overhead panel.
Attention getters MC and SC or MW and CRC are still activated.
- both CPM are reported faulty (CPM 1 and 2 fault).

Alerts are no more computed and the crew has to monitor the overhead panel.
activated.
- both FWA are detected failed (FWA 1 and 2 fault).

Alerts are no more computed and the crew has to monitor the overhead panel.
activated.
Note : The crew is then headed toward the corresponding procedure to apply (see Procedure
page below)
Mod: 5948
P 22 001
GENERAL APR 11
AA
CPM 1(2)
This caution is generated when one of the CPM is detected faulty.
- CPM 1(2) amber message on EWD
Note : When backup FWA becomes primary, due to opposite FWA or CPM failure, the
PROCEDURE PENDING white message is displayed centered in the procedure window.
Pressing the PROC MENU PB enables the crew to display the PROCEDURE MENU.
FWS SGL CH
This caution is generated when one of the FWA is detected faulty.
- FWS SGL CH amber message on EWD
MFC 1B + 2B
This caution is generated when MFC modules 1B and 2B are detected failed.
- MFC 1B + 2B amber message on EWD
- FAULT light illuminates on the overhead panel
Mod: 5948
P 23 001
GENERAL APR 11
AA

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

Illuminates green to check the two angle of attack channels for correct operation.
(2) ROTARY selector

System which can be tested :
- EXCESS CAB P :
MW, CRC, EXCESS CAB P red message on EWD
- LDG GEAR NOT DOWN :

MW, CRC, LDG GEAR NOT DOWN red message on EWD, red light in landing
gear lever.
- PITCH DISCONNECT :
MW, CRC, PITCH DISCONNECT red message on EWD.
- EXCESS CAB ALT :

MW, CRC, EXCESS CAB ALT red message on EWD;
- SMK :
MW, CRC, FWD SMK, AFT SMK, and ELEC SMK red message on EWD.
- VMO:
clacker
Mod: 5948
P 24 001
GENERAL APR 11
- STICK PUSHER SHAKER - YES :

S Stall cricket and both stick shakers are activated
S After 5 seconds, GPWS amber alert message is displayed on EWD
S After 10 seconds : - CHAN 1, CHAN 2 illluminate
- Stick pusher is activated
- Stick pusher indicators illuminate green
S Select WARN rotary selector to NORM FLT
S Monitor : - STICK PUSHER lights OFF
- C/B 14 FU FLT CTL / STICK PUSHER / PWR SUPPLY in.
- STICK PUSHER SHAKER - TEST 1 :

S Stall cricket and left stick shaker are activated
S After 5 seconds :
- GPWS amber alert message is displayed on EWD
- MC, FLT CTL amber message displayed on EWD and stick pusher FAULT pb
illuminate amber

S Stall cricket and right stick shaker are activated
S After 5 seconds :
- GPWS amber alert message is displayed on EWD
- MC, FLT CTL amber message displayed on EWD and stick pusher FAULT pb
illuminate amber
S CHAN 1, CHAN 2 illuminate
S Stall cricket and both stick shakers are activated
S After 5 seconds, GPWS amber alert message is displayed on EWD
Note : If ICING AOA is illuminated :

- YES procedure is the same.
- Test 1 procedure is the same except that CHAN 1, CHAN2 illuminate
- Test 2 procedure is the same except that CHAN 1, CHAN 2 illuminate
- Test 3 procedure is the same except that stick pusher is activated in the
same time as shakers.
(3) PTT pb
After having selected a system with the rotary selector, the PTT pb allow to activate the test.
As soon as a test is initiated, MAIN PNL amber message will be displayed on EWD.
Mod: 5948
AIR 1.03.00
P1 001
CONTENTS APR 11
AA
1.03.00 CONTENTS
1.03.10 GENERAL
1.03.20 PNEUMATIC SYSTEM
20.1 DESCRIPTION
20.2 CONTROLS
20.5 SCHEMATIC
1.03.30 AIR CONDITIONING
30.1 DESCRIPTION
30.2 CONTROLS AND INDICATING
30.3 SD CABIN PAGE
30.5 SCHEMATIC
1.03.40 PRESSURIZATION
40.1 DESCRIPTION
40.2 CONTROLS
40.4 SCHEMATICS
Mod: 5948
.
AIR 1.03.10
P1 001
GENERAL APR 11
AA
The aircraft uses external air to supply :

- the air conditioning and the ventilation systems
- the pressurization system
- the de-- icing system
Air inlets location :

- engines air intakes
- main landing gear fairings
- low pressure ground unit through a connector
The air intended for air conditioning and pressurization is pressurized by engines
compressors and delivered through the bleed valves.
It is conditioned by the packs, distributed to the pressurized zones then discharged
overboard through two outflow valves. A part of this air is recirculated.
Electrical and electronic equipments and the forward cargo compartment are ventilated
by cabin ambient air which is then recirculated or discharged outside the aircraft.
The de-- icing system is described in the chapter 1.13.
The MFC provides the system monitoring and failures information to crew members.
Mod: 5948
.
AIR 1.03.20
P1 001
PNEUMATIC SYSTEM APR 11
20.1 DESCRIPTION (See schematic p.10/11)
Compressed air is bled from the engine compressors at the LP or HP stages.

The pneumatic system consists of all the systems designed to supply air to the various
aircraft systems, zones or engines, with associated control, monitoring and indicating
components. It supplies under pressure air for air conditioning, pressurization and ice
protection system.
A protection against overheat due to possible leakage around the hot air ducts is
provided.
AIR BLEED
- Air conditioning and pressurization
The system is designed to :
select the compressor stage from which air is bled, depending on the pressure
and/or temperature existing at these stages.
regulate air pressure in order to avoid excessive pressures.
Air is generally bled from the low compressor stage (LP). At low engine speed when
pressure from LP stage is insufficient, air source is automatically switched to the high
compressor stage HP. (This may occur on ground and during descent at F.I.).
Transfer of air is achieved by means of a pneumatically operated and electrically
controlled butterfly valve, (HP valve) which remains closed in absence of electrical
supply :
when the HP valve is closed, air is directly bled from the LP stage through LP bleed
air check valves.
when the HP valve is open, the HP air pressure is admitted into the LP pneumatic
ducting and closes the check valves ; air is therefore bled from HP stage only,
without any recirculation into the engine.
- Wing and engine de-- icing.

Air is bled from the HP compressor stage. Transfer of air is achieved through a pressure
regulating valve which is electrically controlled.
ISOLATION
Downstream of the junction of the LP and HP ducting, air is admitted into the duct by a
pneumatically operated, electrically controlled butterfly bleed valve which acts as a shut
off valve. It includes a single solenoid which locks the valve closed when deenergized.
The bleed valve automatically closes in the following cases :
- Bleed duct OVHT
- Bleed duct LEAK
- Actuation of associated ENG FIRE handle
- Engine failure at TO (UPTRIM signal)
In the absence of air pressure, the valve is spring-- loaded closed regardless of electrical
power supply.
Note : During a starting sequence, the bleed valves opening is inhibited.
Mod: 5948
AIR 1.03.20
P2 001
AA
CROSSFEED
The crossfeed valve installed on the crossfeed duct is designed to connect LH and RH air
bleed systems.
- On the ground, it opens only when air is supplied from the RH engine oprating in hotel
mode.
- In flight, the crossfeed valve is normally closed.
This is a spring loaded closed, solenoid controlled, pneumatic shut off valve. The valve is
closed with solenoid deenergized.
LEAK DETECTION SYSTEM
A continuous monitoring system is installed in order to detect overheat due to duct

leakage and to protect the structure and components in the vicinity of hot air ducts:
- Wing leading edge and wing to fuselage fairing.
- Upper and lower fuselage floor,
- Air conditioning pack area.
In order to ensure rapid leak sensing, a Kevlar envelope is installed around the major
part of the high temperature ducts to collect and direct leaking air to the sensing
elements.
The sensing system includes two single loop detection assemblies, one for the RH and
one for the LH air duct systems.
The sensing elements comprise a control lead (nickel wire) embedded in an insulating
material and are integrated in an inconel tube connected to aircraft ground.
Each sensing element is permanently subjected to the temperature of the compartment
it protects. For any temperature higher than a preset value : 153_C (307_F) applied to a
part of the sensing element, the resistance of the eutectic mixture rapidly decreases and
the central lead is grounded. This results in an alert signal processed in a control unit
which triggers illumination of LEAK light on overhead panel, and leak on the cabin SD
page. After one second time delay, the associated pack valve, HP valve and BLEED
valve (and GRD X FEED valve if the left loop is affected) are automatically latched
closed.
Note : In case of LEAK, the crew must consider the associated bleed system as
inoperative for the rest of the flight.
Mod: 5948
A
AIR 1.03.20
P3 001
OVERHEAT CONTROL SYSTEM
This system includes switches (thermal resistances) which are installed downsteam of
the bleed valve.
These switches, which are duplicated for safety, ensure that the HP bleed valve and the
bleed air shut-- off valve are closed whenever any abnormal over temperature conditions
occur. They operate at 274_C (525_F) and are controlled by the MFC.
In case of OVHT, the associated bleed system may be recovered after a cooling time.
OVERPRESSURE CONTROL SYSTEM
The pressure switch is fitted on the bleed air duct upstream the bleed air shut-- off valve.
When air bleed pressure > 80 psi, overpressure switch sends a signals to the MFC which
closes the bleed air shut off valves. FAULT light illuminates on the corresponding air bleed
push button.
HP BLEED AIR THERMAL PROTECTION
When this thermal sensor detects a tempetrature > 270C on HP port, the HP bleed valve
is closed and the MFC bite loaded magnetic indicator (located on maintenance panel) turn
amber.
Mod: 5948
A
AIR 1.03.20
P4 001
PNEUMATIC SYSTEM FEB 12
AIR BLEED PANEL
R (1) ENG BLEED pbs

Controls the associated HP valve and BLEED valve.
ON (pb pressed in) associated HP and bleed valves solenoids are energized.
The valves will open if pressure is available.
OFF (pb released) associated HP and bleed valves are closed. OFF light
illuminates white. Caution AIR BLEED 1(2) is displayed on EWD.
FAULT The light illuminates amber and a specific caution message from the FWS is
displayed on EWD associated with a Caution and a Single Chime when the
bleed valve position disagrees with the selected position (case of OVHT,
Overpressure or LEAK).
(2) OVHT light
The light illuminates amber and the caution message OVHT from the FWS is
displayed on EWD associated with a caution light and a Single Chime when either of
the respective bleed duct dual overheat sw operates (T > 274 C/525 F).
(3) LEAK light
The light comes on amber and the caution message LEAK from the FWS is displayed
on EWD associated with a caution light and a Single Chime when respective bleed leak
detection system signal an alert (T loop > 153 C/307F).
(4) X VALVE OPEN light
The light illuminates amber when the GRD X FEED valve is open. This occurs on
ground when the air is bled from right engine running in hotel mode (propeller brake
switched on) or during taxiing with one engine running.
Mod: 5948
AIR 1.03.20
P5 001
AA
CABIN SD PAGE
.
(1) ENGINE BLEED symbol

- Green engine bleed : ON status, FULLY status, FULL OPERATIVE, NO FAULT reported
- White engine bleed : OFF status, NO FAULT reported
- Amber engine bleed : The engine bleed is reported faulty either because a fault directly
impacts the system or another fault is detected and impacts the engine bleed air system
(duct bleed leak, engine off, etc...).
(2) BLEED CROSSFEED pipe

- Green : air is flowing in the pipe
- Grey : no air is flowing inside the pipe but the bleed crossfeed valve operation is reported
faulty
- Not shown : No air flows inside the pipe and the bleed crossfeed valve operates properly.
Mod : 5948
AIR 1.03.20
P6 001
AA
(3) BLEED CROSSFEED valve

- Green : the bleed crossfeed valve operates properly and is fully open (the valve
open position corresponds to the valve command)
- Amber : the valve reported position does not correspond to the valve command.
R (Refer to System Monitoring chapter : 1.03.20 p007_001 )
- Not shown : the valve operates properly and is fully closed as required.
(4) OVHT
Amber OVHT displayed besides the affected engine bleed.
R (Refer to System Monitoring chapter : 1.03.20 p007_001)
(5) LEAK
Amber LEAK displayed besides the engine bleed on the relevant side.
R (Refer to System Monitoring chapter : 1.03.20 p007_001)
Mod: 5948
AIR 1.03.20
P7 001
AA
ELECTRICAL SUPPLY
DC BUS SUPPLY AC BUS SUPPLY
EQUIPMENT (C/B) (C/B)
ENG 1
HP valve DC BUS 1 - NIL -
(on lateral panel ENG 1 BLEED/SO
VALVES/HP)
Bleed valve DC ESS BUS - NIL -
(on lateral panel ENG 1 BLEED/SO
VALVES/BLEED)
Fault and OVHT alert DC ESS BUS - NIL -
light (on lateral panel ENG 1
BLEED/CAUTION)
ENG 2
DC BUS 2
HP valve (on lateral panel ENG 2 BLEED/SO - NIL -
VALVES/HP - ENG2 BLEED/SO
VALVES/BLEED)
Bleed valve DC ESS BUS - NIL -
(on lateral panel)
Fault and OVHT alert DC ESS BUS - NIL -
light (on lateral panel ENG 2
BLEED/CAUTION)
CROSSFEED
Crossfeed valve and DC BUS 1 - NIL -
associated OPEN light (on lateral panel XFEED)
LEAK
Bleed leak detection - NIL - 115 VAC BUS 1 (on
system lateral panel ENG 1&2
/ BLEED LEAK DET)
LEAK lights DC BUS 1 - NIL -
(on lateral panel ENG 1&2 / BLEED
LEAK / CAUTION)
MFC LOGIC
See chapter 1.01.
Mod :5948
AIR 1.03.20
P8 001
AA
SYSTEM MONITORING
- AIR BLEED 1(2)
This alert is triggered when there is a desagreement between the bleed valve position and
command, due to a system failure or another fault which impacts the engine bleed air
system (overpressure, engine off, etc...).
- AIR BLEED 1(2) amber message on EWD
- Bleed FAULT on overhead panel
- AIR BLEED 1(2) OVHT
This alert is triggered when one of the two over-- temperature switches is subjected to a
temperature of 274 C (525 F) or higher.
- AIR BLEED 1(2) OVHT amber message on EWD
- Amber OVHT displayed besides the affected engine bleed on SD
cabin page
- OVHT light illumination on the overthead panel
- AIR LEAK 1(2)
This alert is triggered when a bleed leak is detected.
Note that the leak may be detected from the engine bleed source down to the pack and the
bleed crossfeed valve.
- AIR LEAK 1(2) amber message on EWD
- Amber LEAK displayed besides the engine bleed on the relevant
side on SD cabin page
- LEAK light illumination on the overthead panel
- AIR X VALVE
This alert is triggered when the valve reported position does not correspond to the valve
command. Therefore the valve is either failed open or failed closed (amber open or amber
closed).
- AIR X VALVE amber message on EWD
- X VALVE OPEN on the overhead panel (only in open position)
Mod :5948
AIR 1.03.20
P 9/10 001
AA
(1) BITE LOADED magnetic indicator

Indicates that a failure - LH or RH HP valve position disagrees with the closed selected
position - has been recorded by the maintenance system that happened when the HP
bleed air thermal sensor detects a temperature > 270C.
(2) AIR BLEED LEAK Push To Test button

Used to check the functionning of both ambient overheat detection circuits along the
bleed air ducts. Both bleed leak detection loops are tested simultaneously.
When depressed, both LEAK lights illuminate (test is successfull) on the overhead panel
and on the SD cabin page.
Mod: 5948
.
AIR 1.03.20
P 11 001
AA
20.5 SCHEMATIC
Mod :5948
.
AIR 1.03.30
P1 001
AIR CONDITIONING APR 11
AA
30.1 DESCRIPTION
AIR PRODUCTION
The air conditioning system is supplied by air processed through two packs which regulate air
flow and temperature as required. The two packs are installed in the main landing gear
fairings and operate automatically and independently.
The left pack supplies the cabin and cocpkit with conditionned air, the right pack supplies only
the cabin.
Note : If one pack is inoperative, the other one supplies both compartments through the
mixing chamber.
Hot air from the engines is admitted through pack valves and conditioned (cooled, dried,
compressed) into the packs.
The pack valve is pneumatically operated and electrically controlled. This butterfly valve has
two functions :
- Pack shut off
- Pressure control and hence flow control. Normal or high flow are available. The selection
of the high flow mode increases the pack entrance pressure resulting in conditioning
performance improvement.
Without air pressure and regardless of electrical command, the pack valve is spring-- loaded
closed. It will also close without electrical supply.
Note : Pack valves will be automatically closed in case of leak detection.
Air Cooling is performed :
- by two ground turbo fans through turbo shut off valves when :
S IAS 150 kt and landing gear is retracted for less than 10 min.
Note : In case of ENG OIL LOW PRESS, the turbo fan starts on the opposite side
and is running as long as IAS 150 kt and regardless of landing gear position.
S IAS 150 kt and landing gear is extended.
- by ram air when IAS > 150 kt.
Note : Incorrect position of a turbo fan shut off valve leads to closure of associated pack valve
Mod: 5948
AIR 1.03.30
P2 001
AA
AIR VENTILATION
Conditioned air is blown into the cabin by outlet ramps located under the overhead bins
through two electrical isolating valves (CAB VENT). It is then evacuated through guides
along the cabin side walls at floor level. A part of it is recirculated by the fans, the other part
being evacuated overboard through the outflow valves installed in the rear under floor.
An additional electrical fan is used (through a switch installed on the flight attendant
panel) to increase the airflow of each passenger individual outlet.
It can be used on ground and during climb, and is inhibited when one pack is OFF.
The toilet is ventilated by differential pressure through a vent line.
Mod: 5948
AIR 1.03.30
P3 001
AA
Flight deck, forward cargo compartment, electric and electronic equipments are
ventilated by flow of ambient air which is :
- Recirculated (underflow) to the pressurized compartment, or
- Ducted overboard.
The selection is operated by the overboard (OVBD) valve which controls the underfloor
(U/F) valve :
- OVBD full closed U/F open
- OVBD partially or full closed U/F closed
- OVBD NORMAL MODE : Automatic selection
- OVBD MANUAL MODE : to be used in case of AUTO MODE failure or, on ground, to
accelerate cabin heating (Full closed position).
Air is extracted by a fan which may operate at different speeds depending on flight deck
temperature : Rotation speed is minimum below 20 C (68 F), maximum above 52 C
(126 F) and varies linearly between these values.
Only when OVBD valve AUTO MODE is selected, EXHAUST mode pb may be used to
control OVBD valve in a partially open position. This action is required in case of fan failure
to provide cooling air flow by allowing cabin differential pressure.
In case of smoke in forward cargo compartment, flight deck air extraction duct can be
closed with a lever located on right side maintenance panel in order to avoid contaminated
air suction to the flight deck.
Mod: 5948
AIR 1.03.30
P4 001
AA
TEMPERATURE CONTROL
The system is designed to regulate and limit the temperature of the air discharged from the
packs which is supplied to the different zones :
- FLT COMPT by the left pack
- CABIN by the right pack and excess air from the left pack.
The pack temperature control valves vary the amount of hot air that is mixed with cool
air in order to establish the required temperature.
In automatic mode, each pack discharge temperature is controlled by an electronic
temperature controller which computes temperature control valve position taking into
account :
- Duct temperature
- Zone temperature demand selector
- Associated compartment temperature
- Aircraft skin temperature
In manual mode, each pack temperature control valve is controlled directly by the zone
temperature control selector and limited by the pneumatic temperature sensor
OVERHEAT PROTECTION
When duct temperature downstream of the mixing chamber increases over T = 88 C
(191 F), the limiter closes the temperature control valve progressively by a pneumatic
action in order to reduce hot air flow.
An OVHT caution is provided to the crew when Tduct > 92 C (200 F) (but the pack valve
does not close).
In case of overheat downstream of the pack compressor (T > 204 C (399 F) the pack
valve closes automatically.
Mod: 5948
AIR 1.03.30
P5 001
AA
COMPT TEMP PANEL
1
PACK VALVE pb
pb pressed in Associated PACK VALVE is open if electrical supply and air
pressure are available
Note : A 6 seconds delay has been provided on right pack valve for passengers comfort
purpose.
OFF (pb released) Associated PACK VALVE is closed. The OFF light
illuminates white. AIR PACK caution is displayed on EWD when
one of the pack valve is commanded OFF.
AIR PACK 1+2 caution is displayed on EWD when both pack
valves are commanded OFF.
FAULT Illuminates amber and the caution message AIR PACK from the
FWS is displayed on EWD associated with a Master Caution and a
Single Chime when the PACK VALVE position disagrees with the
selected position or in case of overheat downstream of the pack
compressor (T>204 C/399 F). In the later case, the valve is
latched closed automatically.
Mod: 5948
AIR 1.03.30
P6 001
AA
(2) FLOW pb
NORM (pb released) Both pack valves are controlled automatically to give 22 PSI
regulated pressure.
HIGH (pb pressed in) Both pack valves are controlled to give regulated 30 PSI
which increases the flow accordingly. HIGH light illuminates cyan.
(3) COMPT TEMP selectors
For the related compartment the temperature is either automatically controlled by the
electronic controller taking into account the selector position or manually selected by
direct operation of the temperature control valve through the selector.
(4) TEMP SEL pb
Selects the temperature control mode of operation.
AUTO : (pb pressed in) Automatic mode is selected. The electronic temperature
controller controls the valve position.
MAN : (pb released) Manual mode is selected. The COMPT TEMP selector directly
controls the position of the valve. The pneumatic temperature limiter will limit
the max duct temperature below T = 88C/190F. The MAN light illuminates
white.
OVHT : Illuminates amber and the caution message AIR DUCT OVHT from the FWS
is displayed on EWD associated with a Master Caution and a Single Chime,
when an over temperature is detected in the duct (T > 92C/198F). It is not
inhibited in MAN mode.
(5) RECIRC FAN pb
Selects operation of the respective circulation fan.
pb pressed in : (pb depressed) Fan runs. Recirculation of a part of the cabin air to
supplement the conditioned air supply is provided.
Fan rotation speed linearly varies from 12700 RPM to 15600 RPM
depending on temperature control valve position. If temperature
measured at cabin floor level is lower than 18C(61F), high speed is
automatically selected.
OFF : (pb released) Fan stops. All the air is supplied by the packs whithout
recirculation. The OFF light illuminates white. AIR RECIRC FAN 1(2)
caution is displayed on EWD
FAULT : Illuminates amber and the caution message AIR RECIRC FAN 1(2)
from the FWS is displayed on EWD associated with a Master Caution
and a Single Chime, in case of either low fan RPM (< 11400 RPM) or fan
electrical motor overheat conditions.
(6) COMPT ind.
Air temperature in the selected compartment is indicated in C.
(7) DUCT ind.
For the selected compartment, the temperature of the conditioned air before leaving the
duct is indicated in C. Duct temperature is automatically limited to max 88C/190F in
AUTO mode or MAN mode.
(8) COMPT selector
Selects the zone - FLT COMPT or CABIN - for which temperature (COMPT and DUCT)
reading is desired.
(9) GND X FEED (See Chapter 1.03.20)
Mod: 5948
AIR 1.03.30
P7 001
AIR CONDITIONING FEB 12
AA
AVIONICS VENT PANEL
(1)OVBD VALVE selector switch with three positions :

- AUTO : Automatic operation of the overboard valve. The safety guard
in auto position prevents valve opening control when
cabin/exterior dP is greater than 1 PSI
- FULL OPEN : (blue full open indicator on SD cabin page) :
Serves to fully open the overboard valve when cabin/exterior
R nP is equal or lower than 1 PSI
R - FULL CLOSED : (cyan full close indicator on SD cabin page) :
Overboard valve closing control
(2) EXHAUST MODE pb with two steady positions

- PUSHED : (NORMAL CONFIGURATION) involves electrical power supply of
extraction fan.
On ground, engine 1 not running (OIL LOW PRESS) :
- OVBD valve full open (green full open indicator on SD cabin page)
- U/F valve closed
In flight, or on the ground, engine 1 running :
- OVBD valve full closed (green full closed indicator on SD cabin
page)
- U/F valve open
Mod: 5948
AIR 1.03.30
P8 001
AA
- RELEASED : (OVBD legend ON) involves extraction fan power supply shut off :
In flight (normal configuration) :
- Opening of overboard ventilation valve in intermediary position
(green intermediate position on SD cabin page)
- Closing of U/F valve
- Activation of following alarms :
- Master caution
- Single chime
- FW caution message AIR VENT EXH on EWD
- Exhaust ovbd status on SD cabin page
On ground :
- Opening of overboard ventilation valve in intermediary position
(green intermediate position on SD cabin page)
- Closing of U/F valve
- Activation of mechanic call system if power supply through
ground power unit is used
- Activation of following alarms :
- Master caution & Single chime (if condition levers are in
a position other than FTR or FUEL SO)
- FW caution message AIR VENT EXH on EWD
- Exhaust ovbd status on SD cabin page
Note 1 : Aircraft on ground and external power available:

if exhaust mode is set on OVBD position, a ground
mechanic call is generated and intermediate position is
inhibited.
Note 2 : When start sequence is initiated, extract fan stops for 120s
to avoid pressure shocks. Exhaust mode fault illuminates,
however the ground mechanic call is not generated.
FAULT indication on EXHAUST MODE pb

FAULT legend comes on when AVIONICS/VENT/EXHAUST MODE pb is pushed
and when following failures appear :
- Rotation speed of air extraction fan is null or insufficient (fan failure or power
supply loss)
- Excessive internal temperature (fan failure or simultaneous closing of overboard
vent valve and underfloor vent valve)
At the same time, the following alarms appear :
- Master caution & single chime (if conditions levers are in a position other than
FTR or FUEL SO)
- EXHAUST VENT status and amber extraction fan indicator on the SD cabin page
FAULT legend is off when EXHAUST MODE pb is released (OVBD legend on).
Mod: 5948
AIR 1.03.30
P 9/10 001
AA
(3) OVBD VALVE FAULT caution light :

- Comes on amber when position of overboard valve does not correspond to control
position.
- Related warnings appear simultaneously :

- Master Caution
- Single chime
- FW caution message AIR OVBD on EWD
- OVBD amber status on SD cabin page.
Mod: 5948
.
AIR 1.03.30
P 11/12 001
AA
30.3 SD CABIN PAGE
(1) PACK VALVE
On the page SD cabin, pack indicators allow to know the pack valve status.
Moreover, when high flow is selected on the Comp Temp Panel, a message shows AIR
HIGH FLOW in cyan.
(2) RECIRCULATION FAN - CABIN AIR DISTRIBUTION
The SD Cabin page provides information (highlights the faulty elements.) on Recirculaton
Fan Status, as well as Cabin Air Distribution Duct indication.
(3) CABIN AIR DISTRIBUTION DUCT
Depending on the pack valve status and the recirculation fan status, the SD Cabin page
provides visual information on cabin air supply.
(4)-- (5) VENTILATION : EXTRACTION FAN - OVERBOARD VALVE
The SD Cabin page provides information on overboard valve and air extraction fan.
(6)-- (7) TEMPERATURE MANAGEMENT - CABIN TEMPERATURE
The SD Cabin page provides information about on the cabin temperature and about the
temperature management.The right hand indicator provides information from the cabin
and the left hand indicator provides information from flight compartment.
Mod: 5948
.
AIR 1.03.30
P 13 001
R AIR CONDITIONING FEB 12

AA

ELECTRICAL SUPPLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
LH SIDE
Pack valve DC ESS BUS
(on lateral panel SYS 1/PACK VALVE)
Recirculation fan DC UTLY BUS 1
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel SYS 1/PACK and RECIRC
FAN CAUTION)
FLT COMPT automatic temperature con- DC ESS BUS
trol (on lateral panel FLT COMPT/TEMP CTL/
AUTO)
FLT COMPT manual temperature control DC ESS BUS
(on lateral panel FLT COMPT/TEMP
CTLMAN)
RH SIDE
Pack valve DC ESS BUS
(on lateral panel SYS2/PACK VALVE)
Recirculation fan DC SYS 2/UTLY BUS 2
(on lateral panel PWR SUPPLY CTL)
Pack and recirculation fan alert DC ESS BUS
(on lateral panel SYS2/PACK and RECIRC
FAN CAUTION)
Automatic temperature control DC ESS BUS
(on lateral panel CABIN/TEMP CTL/AUTO)
Manual temperature control DC ESS BUS
(on lateral panel CABIN/TEMP CTL/MAN)
Compartment and duct temperature ind. DC BUS 1
(on lateral panel COMPT and DUCT TEMP
IND)
Mod: 5948
AIR 1.03.30
P 14 001

AA
TURBO FAN SHUT OFF VALVE 1 CTL DC BUS 1

(on lateral panel SYST 1/TURBO FAN)
TURBO FAN SHUT OFF VALVE 2 CTL DC BUS 2
(on lateral panel SYST 2/TURBO FAN)
OVBD valve, U/F valve DC EMER BUS
(on lateral panel VALVES)
Extract fan control relay DC ESS BUS
EXTRACT FAN Contactor DC BUS 2
(on lateral panel EXTRACT FAN)
EXTRACT FAN Contactor DC BUS 1
(on lateral panel EXTRACT FAN)
MFC LOGIC
See chapter 1.01
Mod: 5948
AIR 1.03.30
P 15 001

AA
SYSTEM MONITORING
AIR PACK
A pack valve fault can be triggered by :
- a disagreement between the selected pack valve position and the actual position of the
pack valve.
- an air temperature dowstream the air machine compressor higher than 204 C (399 F)
- AIR PACK amber message on EWD
- Packs indicator in amber on SD cabin page
- Pack valve FAULT on overhead panel
AIR PACK 1+2

This alert is triggered when both pack valve are lost.
- AIR PACK 1+2 amber message on EWD
- Packs indicator in amber on SD cabin page
- Pack valve FAULT on overhead panel
AIR RECIRC FAN 1(2)

A recirculation fan low RPM or internal overheat.
A caution signal is sent to the FWS by the MFC.
- AIR RECIRC FAN 1(2) amber message on EWD
- Recirculation fan in amber on SD cabin page
- Recirc fan FAULT on overhead panel
AIR DUCT OVHT

This caution is generated when the over-- temperature switch, in the supply duct, has
sensed a temperature of 92C (197.6 F).
- AIR DUCT OVHT amber message on EWD
- Duct overheat amber alert HOT on the SD cabin page
- OVHT on the overhead panel
Mod: 5948
AIR 1.03.30
P 16 001

AA
AIR VENT EXH

This caution is generated either by releasing the OVBD push-- button on Avionics Vent
Panel or by an extraction fan failure (temperature or underspeed).

- AIR VENT EXH amber message on EWD
- Extraction fan indicators in amber on SD cabin page
- Avionics Vent/Exhaust Mode FAULT light illuminated
AIR OVBD
This caution is generated when there is a disagreement between the commanded position
of the OVBD valve and its current position.
- AIR OVBD amber message on EWD
- OVBD indicators in amber on SD cabin page
- Avionics Vent / OVBD Valve FAULT light illuminated
Mod: 5948
AIR 1.03.30
P 17 001

AA
30.5 SCHEMATIC
Mod: 5948
.
AIR 1.03.40
P1 001
PRESSURIZATION FEB 12
AA
40.1 DESCRIPTION
R The cabin pressure is controlled by an electro-- pneumatic valve and a pneumatic valve.
These valves are located on the lower fuselage skin in the rear underfloor zone and are
operated by either of two control sub-- systems :
- A digital electro-- pneumatic sub-- system : AUTO-- mode
- A pneumatic sub-- system : MAN-- mode
R An overpressure relief valve and a negative pressure relief valve are fitted on both outflow
valves as safety devices.
The controls related to the Cabin Pressure Control System (CPCS) are located on the R.H,
side of the flight deck central instrument panel.
Indicating is provided through SD cabin page, on the upper part of MFD.
When the system is operating in the AUTO-- mode, the pneumatic outflow valve is slaved to
the electro-- pneumatic valve. Their opening will be the same.
R In case of controller failure :
- The positive differential pressure is limited to 6.35 PSI by a manometric capsule.
- The negative differential pressure is limited to - 0.5 PSI by a non return valve.
Note : The manual controller knob must be selected to NORM position in order not to disturb
the automatic regulation.
Mod: 5948
AIR 1.03.40
P2 001
PRESSURIZATION APR 11
AA
AUTO MODE
The digital controller is located on the cabin pressure control system (CPCS) panel. It
consists of an electronic box with a front panel and three plug-- in modules as follows :
- one module contains the electrical supply circuit, the power output circuit and subsidiary
circuits.
- one module holds all the input circuits (including the pressure sensor) and the output
circuits.
- the remaining module contains the central processor unit.
With the AUTO-- mode operating, the outflow valves are driven by the controller according to
the information received with respect to:
- Aircraft altitude obtained from air data computer (A.D.C.) via the CAC.
- Landing elevation, pre-- selected by the ELV SET trigger switch.
- Take-- off elevation, memorised by the controller.
- Pressure cabin altitude, obtained from a pressure transducer inside the digital controller.
Mod: 5948
AIR 1.03.40
P3 001
AA
AMBIENT PRESSURE SENSOR
R It is composed of three modules that allow acquisition, process and transmission of cabin
pressure data to the CAC.
Both signals (pressure and pressure variation) are designed to provide an output between
0.5 V and 4.5 V, allowing failure detections out of this range.
R Signals from APS are sent to the CAC and processed to displayed as three indicators on the
SD Cabin page :
- Cabin altitude (ft) : Determine the equivalent altitude associated the cabin pressure.
- Vs (ft/min) : Determine the equivalent altitude change associated to the pressure variation.
- P (PSI) : Determine the pressure difference between the outside (provided by other
pressure sensor) and the inside of aircraft.
DUMP FUNCTION
A DUMP function is available to send a fully open electrical signal to the electropneumatic
outflow valve.DUMP function is available as long as pressurization system is in AUTO mode.
CAUTION :
The DUMP PB is mechanically protected. No other safety device protects DUMP function
from inadvertent use.
Mod: 5948
AIR 1.03.40
P4 001
AA
MANUAL MODE
The electropneumatic outflow valve is maintained closed and the pneumatic outflow valve
controls the cabin outlet air flow. Its control servo pressure is function of the manual controller
demand. The control knob is used to select any cabin rate change from - 1500 ft/mn to + 2500
ft/mn.
DITCHING MODE
Two electrical motors (one for each outflow valves) maintain both outflow valves in closed
position.Ditching mode is available in both automatic and manual modes.
Mod: 5948
AIR 1.03.40
P5 001
AA
40.2 CONTROLS
R AUTO PRESS PANEL
(1) LANDING ELEVATION ind.

Displays in ft the landing elevation setting. The two last digits always displays 0. All digits will
R extinguish in case of automatic system failure, manual mode or DUMP mode
(2) ELV SET trigger switch

Allows selection of the elevation of the planned destination airport in 100 ft increments. The
R landing altitude ranges between - 1500 ft and 10000 ft.
(3) DESCENT RATE pb

Is operated to allow a fast cabin descent.
NORM (pb released) The max cabin vertical speed in descent is - 400 ft/mn.
FAST (pb pressed in) The max cabin vertical speed in descent is - 500 ft/mn.
The FAST LIGHT illuminates blue.
(4) TEST pb
When depressed, the system is electrically tested. If the system is ready to use, the
LANDING ELEVATION ind. displays alternately 18800 and - 8800. Fault light illuminates
amber on MAN pb.
In flight, this test is inhibited.
(5) DUMP guarded pb

This guarded pb allows selection of the dump function when in AUTO mode.
NORMAL (pb released) The digital controller operates normally.
ON (pb pressed in) The digital controller is out of circuit and an electrical opening
signal is sent to the electropneumatic outflow valve. Both outflow valves will
fully open. The ON light illuminates white.
Mod: 5948
AIR 1.03.40
P6 001
AA
MAN PRESS CONTROLS
(1) MODE pb
Selects the pressure control mode :
pb pressed in The digital controller is in operation (AUTO mode).
MAN (pb released) The digital controller is out of operation, digits extinguish and
the manual controller regulates the pressure. The MAN light illuminates
white. AIR AUTO PRESS caution is displayed on EWD.
FAULT The light illuminates amber to indicate a digital controller failure AIR AUTO
PRESS caution is diplayed on EWD.
(2) MAN RATE knob

In manual mode, the control knob is used to select any cabin rate of change from - 1500 ft/mn
to + 2500 ft/mn.
NORM This position must be used when in AUTO mode.
(3) DITCH guarded pb

Selects the ditch mode.
ON (pb pressed in) Both outflow valves are forced to closed position regardless
of the pressure control mode. The ON light illuminates white.
Mod: 5948
AIR 1.03.40
P 7/8 001
AA
CABIN PRESS IND
The SD Cabin page gives the following information :

- Cabin altitude, obtained from Ambient Pressure Sensor via the CAC
- Rate of change of cabin altitude
- Differential pressure between cabin pressure and outside static pressure.
R After conversion, data received from APS are sent by the CAC to both MFD to be displayed.
SD CABIN PAGE
(1) Differential pressure indicator
In the event of an excessive differential pressure, the CAC sends a warning signal to both
MFCs and the alerting display is activated.
(2) Cabin rate indicator

Cabin rate of climb or descent are indicated on SD cabin page.
Invalid rate are also indicated and can be due to sensors failure or missing connectivity.
An invalid speed can be due to sensors failure (out of range measurement) or a missing
connection.
(3) Cabin altitude indicator

Cabin and target altitude are displayed.
An invalid display can be due to sensors failure (out of range measurement) or a missing
connection.
Mod: 5948
.
AIR 1.03.40
P9 001
AA
ELECTRICAL SUPPLY
EQUIPMENT
(C/B) (C/B)
Digital controller DC BUS 1 - Nil -
(on lateral panel AUTO PRESS)
Ambient Pressure Sen- DC EMER BUS - Nil -
sor (on lateral APS)
DITCH DC EMER BUS - Nil -
(on lateral DITCH)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
EXCESS CAB ALT
R Triggered when the cabin altitude becomes greater than 10.000 ft.
R If Cabin altitude exceeds 13.000 ft, the digital controller fully closes both outflow valves.
- MW light flashing red

- EXCESS CAB ALT red message on EWD
- Aural alert is Continuous Repetitive Chime (CRC)
- CAB ALT alerting display on SD cabin page (White on Red
background)
EXCESS CAB P
R Triggered when the differential pressure exceeds 6.35 PSI.


- EXCESS CAB P red message on EWD
- CAB P alerting display on SD (White on Red background)
Mod: 5948
AIR 1.03.40
P 10 001
AA
AIR AUTO PRESS

R Triggered in the event of a power loss to the digital controller (more than 0.1second).
- AIR AUTO PRESS amber message on EWD
- AUTO MAN switch FAULT light illuminated
- AUTO PRESS label in amber on SD cabin page
AIR DITCH
Triggered when the ditch push button is depressed.
- AIR DITCH amber message on EWD
Mod: 5948
AFCS 1.04.00
P1 001
CONTENTS APR 11
AA
1.04.00 CONTENTS
1.04.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
10.3 ELECTRICAL SUPPLY / MFC LOGIC / SYSTEM MONITORING
1.04.20 AUTO PILOT / YAW DAMPER
1.04.30 FLIGHT DIRECTOR
1.04.40 OPERATION
40.1 AUTO PILOT / FLIGHT DIRECTOR MODES
40.2 AFCS ALERTS
1.04.50 ALTITUDE ALERT
Mod: 5948
.
AFCS 1.04.10
P 1/2 001
GENERAL APR 11
AA
10.1 DESCRIPTION
The aircraft is provided with an automatic flight control system. It achieves :
AutoPilot (AP) function with automatic pitch trim, Yaw Damper (YD) and turn coordination
Flight director (FD) function
altitude alert
Main components are :
two Core Avionics Cabinet (CAC 1 which controls the autopilot functions and CAC 2
which monitors the autopilots functions)
three control panel : one Flight Guidance And Control Panel (FGCP) and two Integrated
Control Panel (ICP)
two Flight Mode Annunciator (FMA), one on each PFD upper part
three identical servo actuators on the three axes (pitch, roll, yaw)
one Power Trim Box (to interface with the pitch trim actuator)
The computers (CAC1/2) receive data from the two Air Data computers (ADC), the two
Attitude and Heading Reference Systems (AHRS), the radio-- altimeter, the NAV1/2 , the
FMS, and from some sensors.
The CAC 1 generates commands to the flight control actuator, and CAC 2 monitors the
system.
COMPONENTS LAYOUT
FMA, FGCP, ICP, computers and pitch trim box (Cockpit and electronic rack).
Yaw and pitch servo actuators.
Roll servo actuator.
Mod: 5948
.
AFCS 1.04.10
P3 001
GENERAL APR 11
AA
10.2 CONTROLS
FLIGHT GUIDANCE and CONTROL PANEL (FGCP)
(1) - AP P/B
Action on the P/B engages Auto Pilot (AP) and Yaw damper (YD) functions
simultaneously. All four associated arrows illuminate green. Pressing the P/B again
disengages only the AP function.
(2) - YD P/B
Action on the P/B engages the YD function. Both associated arrows illuminate green.
Pressing the P/B again disengages the YD function (and the AP if engaged).
(3) - SPEED HLD P/B

Action on this P/B engages the Speed Hold (SPD HLD) function for approach only.
Requested conditions : Aircraft in landing configuration, PL in White Arc (Between 37
and 49), AP ON, LOC + GS Green, IAS < 140 kts.
Pressing the P/B again disengages SPD HLD function.
(4) - CPL P/B

Enables selection of the side (CAPT or F/O) to be coupled to the AP/YD computers. At
power up, selected side is CAPT side.
(5) - VERTICAL MODES P/B

Enables selection of vertical modes: IAS HOLD, VS HOLD, ALT HOLD. Pressing the P/B
again disengages these functions to return in basic mode (PITCH HOLD).
Note : (5) is common Vertical mode for AP and FD and (3) is vertical mode for AP only, for
CAT II or CAT III and speed hold is disengaged outside white arc.
Mod: 5948
AFCS 1.04.10.
P4 001
GENERAL APR 11
AA
(6) - PITCH WHEEL (PW)

In VS mode, operating the PW will change the VS value without disengaging the VS
mode.
Note : PW is inhibited in GS, IAS HOLD, ALT SEL CAPTURE and ALT HOLD modes. In
basic mode operating the PW allows to select pitch attitude.
(7) - STBY P/B

Cancels all AP and FD Upper Modes (Armed, Captured or active modes). Resets them to
basic modes.
(8) - LATERAL MODES P/B

Enable the selection of lateral modes: HDG SEL, NAV, APP, BC. Pressing the P/B again
disengages these functions to return in basic mode (HDG HLD or ROLL HLD) and in case
of Flux valve failure the WING LVL replaces HDG HLD basic mode.
(9) - FD P/B
Action on the P/B displays the Flight Director (FD) command bars. Each bar (Horizontal
Bar and Vertical Bar ) will be displayed in :
- upper mode
- basic mode, only if AP is engaged.
(Pressing the P/B again clears the display of the FD command bars).
(10) - HDG Knob

Sets the heading used as reference by the FGCS. The selected heading is displayed on
both CAPT and F/O on EHSI and/or ND depending on display configuration. Pushing the
knob permit to synchronize the heading bug with the actual heading.
(11) - CRS Knob CAPT side

Sets the course on CAPT EHSI and/or ND depending on display configuration
(12) - CRS Knob F/O side

Sets the course on F/O EHSI and/or ND depending on display configuration
(13) - NAV SOURCE Selector CAPT side

Selects the NAV SOURCE for CAPT EHSI and/or ND depending on display configuration
(14) - NAV SOURCE Selector F/O side

Selects the NAV SOURCE for F/O EHSI and/or ND depending on display configuration
(15) - ALT SEL knob

Controls the preselected altitude which is shown above the PFD altimeter scale.
Mod: 5948
AFCS 1.04.10
P5 001
GENERAL FEB 12
AA
INDEX CONTROL PANEL (ICP)
(1) This P/B allows switching between Selected Manual Speed (MAN) and Automatic
Speed managed by the FMS (AUTO).
R Note : At power on, the manual speed target mode (MAN) is engaged
(2) Speed knob used to set the SPD TGT in MAN mode.
R (3) The knob is used to set the barometric reference.

Pushing the knob sets standard barometric reference (29.92 INHG / 1013.25 Hpa)
(4) Outer knob permits to select between DH (Decision Height) or MDA (Minimum
Descent Altitude).
Inner knob is used to set DH or MDA values, depending of the outer knob position.
Mod: 5948
AFCS 1.04.10
P6 001
GENERAL APR 11
AA
GO AROUND PB
The GO AROUND PB are located on the external side of each Power Lever.
When pressing these P/B, the Go Around mode is engaged.

All flight director modes are cancelled and the autopilot is disengaged.
The FGCS provides :
- heading (HDG HOLD) for the lateral mode.
- safe pitch (GA) for the vertical mode via the FD bars indications
Mod: 5948
AFCS 1.04.10
P7 001
GENERAL APR 11
AA
CONTROL WHEEL
(A) AP Quick Disconnect PB

Allows to disconnect AP when depressed once. When depressed again clears the AP OFF
alarm.
(B) Normal Pitch Trim ROCKER

Used in order to adjust the Pitch Trim (Normal Pitch Trim setting means).
Note : If the AP is ON, action on this trim disengages the AP
(C) Touch Control Steering (TCS) PB

Located on the back side of the Control Wheel. Depressing the button allows to regain
temporary manual control of the aircraft without disconnecting the AP.
- Basic AP mode :
Depressing the TCS button in the basic mode will cause the AP to change the pitch and roll
references. The reference attitude will be the aircrafts new pitch and roll attitude (within
limits) at the time the TCS button is released. Pitch attitude resynchronisation limits are
- 15/+15. If the button is released with a pitch attitude greater than 15 the aircraft will
return to 15 and maintain that attitude. If pitch attitude selected with TCS is greater than
25 the AP will be disengaged.
If the TCS is released at bank angles less than 6 the system will level the wings and, at
wings level will fly the existing heading. If the bank angle is greater than 6 but less than
35 at TCS release, the AP will maintain the bank angle. At bank angles greater than 35
the aircraft will return to 35 and the AP will maintain 35.
- Modes linked to Air Data Reference :

Action on TCS PB during ALT HOLD, VS HOLD or IAS HOLD modes will resynchronize the
Air Data Command reference without disengaging the mode.
Action of TCS PB during IAS or VS mode will generate a dashed IAS or VS reference
message on FMA.
- In all other modes, a TCS activation will simply allow the pilot to take manual control of
the aircraft without disengaging the mode.
Mod: 5948
AFCS 1.04.10
P8 001
GENERAL APR 11
AA
STBY PITCH TRIM SW
STBY PITCH TRIM will disengage the AP.
Mod: 5948
AFCS 1.04.10
P9 001
GENERAL APR 11
AA
FLIGHT MODE ANNUNCIATOR (FMA)
The Flight Mode Annunciator (FMA), located in the upper part of the PFD, has :
- 4 columns dedicated to annunciation of :

- Icing Status Information
- Lateral Modes
- Vertical Modes
- Engagement Status of the AutoPilot.
- A messages line
Modes Symbols :
Mod: 5948
AFCS 1.04.10
P 10 001
GENERAL APR 11
AA
(1, 2, 3) Lateral modes
(1) : Lateral armed mode (cyan)

(2) : Lateral Capture and Hold mode (green)
(3) : Bank Angle (green) : depending of the speed :
- Low Bank (LO) (15 max)
- High Bank (27 max)
Mod: 5948
AFCS 1.04.10
P 11 001
GENERAL APR 11
AA
(4&5) Vertical modes
(4) : Vertical Armed mode (cyan)

(5) : Vertical Capture and Hold mode (green)
(1, 2, 4, 5) Common modes

- APP(GS&LOC)
- GA
Mod: 5948
AFCS 1.04.10
P 12 001
GENERAL APR 11
AA
(6) AP or YD engagement
(7) FD bars display
(8) Coupling selection
(9) Provision for CAT III information
(10) TCS Activation
Mod: 5948
AFCS 1.04.10
P 13 001
GENERAL APR 11
AA
(11) AP/YD disengagement, approach category retrogression, AFCS internal failure.

(See chapter 10-- 3 system monitoring)
(12) Unexpected mode change, or problem in navigation parameters.

(See chapter 10-- 3 system monitoring)
(13) Approach category
(14) Trim status

(See chapters 10-- 3 System monitoring & 09 Flight controls)
(15) Icing
(See chapter 13 Ice and rain protection)
(16) APM Message

(See chapter 13 Ice and rain protection)
Mod: 5948
AFCS 1.04.10
P 14 001
GENERAL APR 11
AA
PRIMARY FLIGHT DISPLAY (PFD)
1-- Flight Director Command bars (Green) :

Display computed commands to capture and maintain a desired flight path.
2-- Speed bug & speed read out :

- Cyan bug when selected manually.
On Index Control Panel (ICP), the speed target (SPD TGT) has to be in MAN and selection
is done with the speed knob.
- Magenta bug when managed by the FMS
On Index Control Panel (ICP), the speed target (SPD TGT) has to be in AUTO, and the
speed is computed by the FMS
Mod: 5948
AFCS 1.04.10
P 15 001
GENERAL APR 11
AA
3-- ALT bug & altitude read out :

On the Flight Guidance Control Panel (FGCP), the cyan bug and the readout is set with the
ALT SEL knob. The numeric ALT SEL readout is permanently displayed.
4-- VS bug & VS read out :

On the Flight Guidance Control Panel (FGCP), the cyan bug and read out are set with the
Pitch wheel when the VS mode is selected
5-- HDG bug & HDG read out :

On the Flight Guidance Control Panel (FGCP), the cyan bug is set with the heading knob.
6-- NAV course pointer/deviation & readout :

- Cyan course when selected manually. (Mode NAV and APP)
On the Flight Guidance Control Panel (FGCP), when the NAV source selector is on V/ILS1
or 2, the course pointer is set with the CRS knob.
- Magenta course when managed by the FMS (Mode LNAV)
On the Flight Guidance Control Panel (FGCP), when the NAV source selector is on FMS
1&2, the desired track indication is computed by the FMS
7 - Minimum Descent Altitude (MDA) :

The MDA is set with the ICP. This MDA is displayed by two horizontal amber lines directly
on the altimeter scale.
8 - Decision Height (DH) - (CAT II ) :

Linked to the radioaltimeter information, an aural and visual alert inform the crew that the
decision height is reached. A DH alert is displayed on the PFD and an aural alert is
generated by the T2CAS (TAWS) (Minimum, Minimum).
DH on PFD :
Mod: 5948
AFCS 1.04.10
P 16 001
OPERATION APR 11
AA

ELECTRICAL SUPPLY
(C/B)
AutoPilot Servo Motor DC STBY BUS
(Roll, Yaw,Pitch) (On overhead panel : PITCH SERVO, YAW SERVO,
ROLL SERVO)
Flight Guidance Control DC EMER BUS
Panel (Channel 1 & 2) (Overhead panel : FGCP CHAN1/IOM-- AP1)
DC ESS BUS
(Overhead panel : FGCP CHAN2/IOM-- AP2)
Index Control Panel F/O DC ESS BUS
(Overhead panel: ADC 2 FLT SPLY / ICP F/O )
Index Control Panel CAPT DC EMER BUS
(Overhead panel: ADC 1 EMER SPLY / ICP CAPT )
Yaw Dynamometric Rod DC EMER BUS
Quick release DC EMER BUS
(Lateral panel: L NORM & STBY PITCH TRIM & RUD
TLU MAN CTL)
FCTL Power Trim Box DC EMER BUS
(Lateral panel: L NORM & STBY PITCH TRIM & RUD
TLU MAN CTL)
CAC 2 DC ESS BUS
(CAC Card : CPM2)
(C/B overhead panel: CPM 2 / IOM-- S 2)
DC ESS BUS
(CAC Card : IOM-- AP2)
(C/B overhead panel : FGCP CHAN2/IOM-- AP2)
CAC 1 DC EMER BUS

(CAC Card : CPM1)
(C/B overhead panel: CPM 1 / IOM-- S 1)
(CAC Card : IOM-- AP1)
(C/B overhead panel: FGCP CHAN1/IOM-- AP1)
Mod: 5948
AFCS 1.04.10
P 17/18 001
GENERAL APR 11
AA
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
(11) : AP/YD disengagement, approach category retrogression, AFCS internal failure
Mod: 5948
.
AFCS 1.04.10
P 19/20 001
GENERAL APR 11
AA
(12) : Unexpected mode change, or problem in navigation parameters
Mod: 5948
.
AFCS 1.04.10
P 21/22 001
GENERAL APR 11
AA
(14) : Trim status
AFCS FAIL
Mod: 5948
.
AFCS 1.04.20.
P1 001
AUTO PILOT/YAW DAMPER APR 11
AA
PURPOSE
The YAW DAMPER (YD) provides yaw damping and turn coordination. To achieve these
functions, AFCS computers (CAC1/2) and AP yaw actuator are used.
The AUTO PILOT (AP) allows the following :
- stabilizing the aircraft around its center of gravity while holding pitch attitude and
heading, wing level or bank angle (AP in basic modes).
- flying automatically any upper or basic mode or any mode except GO AROUND mode
which must be flown manually only.
AUTO PILOT ENGAGEMENT

When the AP is engaged, the pitch, roll and yaw actuators are connected to the flight
controls and the pitch autotrim function is activated.
- Engagement with no vertical upper mode selected: The AP flies actual pitch attitude.
This is the basic vertical mode (PITCH HOLD, displayed in green). Pitch wheel and
TCS can be used to modify the pitch attitude.
- Eengagement with no lateral upper mode selected : Depending of the conditions at
engagement, the AP will level wings and then maintain wing level (WING LVL,
displayed in green) or will maintain the current heading (HDG HOLD, displayed in
green) or will maintain the current bank angle (ROLL HOLD ,displayed in green).
These are the basic lateral modes. TCS pb may be used (see 1.04.10).
- Engagement with a lateral or vertical armed upper mode selected : the AP flies basic
mode until the armed mode becomes active.
- Engagement with a lateral and/or vertical active upper mode selected : the AP
manoeuvers to fly to zero the FD command bars.
AUTO PILOT DISENGAGEMENT

AP can be disengaged manually or automatically.
S Manual disengagement is achieved by action on either one of the following devices :
- Quick disconnect pb on control wheel
- Action on Pitch Trim (normal or STBY)
- AP pb on FGCP
- YD pb on FGCP
- GA pb on PL
- Pilots force on the pedals over 30 daN (66 lb)
- Pilots force on the control column (pitch axis) over 10 daN (22 lb)
S Automatic disengagement occurs when :
- one of the engagement conditions of the AP and/or YD is no longer met
- stall warning indicator threshold is achieved
- there is a disagreement between the two AHRS or between the two ADC
- there is a mismatch between the two pitch trims
- there is a failure of one AHRS or one ADC.
Mod: 5948
AFCS 1.04.20
P2 001
AUTO PILOT/YAW DAMPER APR 11
AA
MANUAL DISENGAGEMENT
- Action on the AP pb on the FGCP, or quick disconnect pb on each control column, or
GA mode activation, or STBY or NORMAL pitch trim switch activation or effort on
control column disengage the AP function without disengaging the YD function. The
AP green arrows extinguish, AP DISENG is displayed on FMA (white on red
message reverse video) and the cavalry charge aural warning is generated.
- Action on the quick disconnect pb (second time) clears the aural warning and
message.
Note : If a failure occurs, the PITCH TRIM FAIL, PITCH MISTRIM, AILERON
MISTRIM or RUDDER MISTRIM message is displayed on the FMA. (RUDDER
MISTRIM only with the CAT III option).
The crew has to disengage AP and manually fly the aircraft.
- Action on the YD pb on the FGCP or an effort on pedals disengages the AP and YD (if
engages together). AP and YD green arrow extinguish. AP/YD DISENG is displayed
on FMA (displayed in white on red message reverse video) and the cavalry charge
aural warning is generated. Action on the quick disconnect pb (second time) clears
the aural warning and message
- The YD (if only engaged). The YD green arrows extinguish. YD DISENG is displayed
on FMA (displayed in black on amber message reverse video). Action on the quick
disconnect pb (second time) clears the message
AUTOMATIC DISENGAGEMENT
The warnings and messages are the same as those which occur in case of manual
disengagement but the AP DISENG, AP/YD DISENG or YD DISENG messages are
flashing. Action on CLEAR pb clears warnings and messages.
Note: If PITCH TRIM ASYM on the EWD, AP automatically disengages and cannot be
reengaged.
AP/YD MONITORING RECOVERY

When a monitored failure is detected, AP and/or YD is disengaged. If the pilot clears
messages displayed on FMA (by using CLEAR pb) the AP computer will attempt a
monitor recovery. The AP/YD can be again engaged.
If initial failure condition still exists, AP/YD is disengaged again.
Conditions which will inhibit all recovery attempts are :
- Loss of AP, YD and FGCP
- Trim inoperative monitor failures
- Any APP mode
- GA mode
- LOC or BC modes
Mod: 5948
AFCS 1.04.30
P1 001
FLIGHT DIRECTOR APR 11
AA
FUNCTION
The purpose of the FLIGHT DIRECTOR (FD) is to provide information to the pilot through
the command bars on the PFD to allow a manual guidance of the aircraft :
- In pitch axis if a vertical active mode is selected.
- In roll axis if a lateral active mode is selected.
The FD commands are satisfied when the FD bars remain centered on the PFD.
If no vertical active mode is engaged, the corresponding command bar will revert to
PITCH HOLD.
If no lateral active mode is engaged, the corresponding command bar will according to
situation revert to HDG HOLD, ROLL HOLD or WING LVL.
In addition, the two bars can be removed by acting on the FD P/B on the FGCP.
The following modes are available :
S Vertical modes :
ALT SEL, ALT, VS, IAS
S Lateral modes :
HDG SEL, NAV, BC
S Common modes :
APP (lateral and vertical guidance for approach) GA.
Some modes have an initial arm status before becoming active.
Their active phase is divided into a capture phase followed by a track or hold phase.
When AP is engaged, it automatically follows the FD commands. If no FD active mode is
selected, the system flies basic AP mode (see 1.04.20).
MODE SELECTION
Mode selection is achieved by action on the corresponding pb on the FGCP except for ALT
SEL mode and GO AROUND mode :
- ALT SEL mode is automatically armed.
- GO AROUND mode is activated as soon as one of the GA pb located on the PLs is
depressed, and is disengaged by using TCS, STBY pb, by selecting a new vertical
mode or by engaging AP.
Note : Simultaneous armed status modes is limited to one lateral mode and two
vertical modes. Therefore vertical armed modes are prioritized in the following
order :
- ILS GS ARM
- ALT SEL ARM
ACTIVATION OF ARMED MODES
Only one lateral and one vertical mode can be activated simultaneously. If two vertical
modes are armed, the first which meets the capture conditions becomes active. The
second remains armed.
Mod: 5948
AFCS 1.04.30
P2 001
FLIGHT DIRECTOR APR 11
AA
MODE DISENGAGEMENT
Action on the pb of an armed or active mode on the FGCP disengages that mode.
Action on either GA pb on the PLs disengages all other armed or active mode.
Action on the STBY pb on the FGCP disengages all armed and active modes. ALT SEL
mode will rearm automatically only if AP is engaged or if a FD mode is selected again and if
aircraft flies toward the selected altitude.
When a vertical (or lateral) mode becomes active, the previously active vertical (or lateral)
mode is automatically disengaged.
Other automatic disengageement logic conditions are detailed for each mode in chapter
1.04.40.
FLIGHT GUIDANCE DISPLAYS AND ANNUNCIATIONS
The HSI / ND displays navigation information: The FD uses information from the
coupled HSI / ND which is selected through the CPL pb on the FGCP.
Heading bug : the heading bug is controlled by the single heading knob. The heading
error between actual heading and selected heading as displayed on the coupled HSI /
ND is sent to the FD.
Course pointer : the course pointer of each HSI / ND is controlled by the associated
course knob (except LNAV mode). The course error as displayed on the coupled HSI /
ND is sent to the FD.
Deviations : deviations displayed on the coupled HSI / ND and used by the FD are as
follows, depending on the selected navigation source:
S in lateral : VOR, LOC or LNAV
S in vertical : GS
The ADI displays guidance information through the pitch and roll command bar.
The FMA provides mode status annunciations :

S lateral armed mode status is displayed in cyan (VOR, NAV, BC)
S vertical armed mode status is displayed in cyan (ALT SEL, GS)
S lateral active mode status is displayed in green (VOR, LOC, BC, LNAV, HDG SEL,
HGD HOLD, ROLL HOLD, WING LVL)
S vertical active mode status is displayed in green (IAS, VS, ALT, GS, PITCH HOLD)
S At mode change, the mode annunciation is surrounded with a green box for 7
seconds
S During capture phase, a star is added to the mode annunciation on FMA.
Mod: 5948
AFCS 1.04.40
P1 001
OPERATION APR 11
AA
40.1 SYSTEM OPERATION
VERTICAL MODES
CAC 1 & CAC 2 (AFCS computers) receive data from both ADC and both AHRS.
The Autopilot and Yaw damper functions use data from both ADC and both AHRS, and the
FD use data from the selected sources. This selection is achieved by the CPL P/B on the
FGCP.
At power up, left side is coupled. The coupled side is indicated by illumination of the
corresponding arrow located at each side of the CPL pb and displayed in green on the FMA
(<-- - , -- - >).
In case of failure on either side despite of the coupling (AHRS or ADC failed, AHRSs or
ADCs miscomparison), AP/YD are disengaged.
In this case the AP/YD can be reengaged with a single AHRS or single ADC by
selecting the operative source, with the dedicated switching source P/B on the switching
control panel.
During ILS approach only :
DUAL CPL automatically occurs after LOC and GS track phase has begun if both NAV
receivers are tuned to ILS. In DUAL CPL both arrows are illuminated, DUAL is displayed
on FMA, and both NAV receivers are coupled to the AFCS computers which utilize
average data for guidance computation. When the APP mode is manually cancelled, the
FD remains coupled to the side selected prior to dual coupling.
Excess DEV monitoring utilizes ILS data from both sources (CAT 2 approach).
Mod: 5948
AFCS 1.04.40
P2 001
OPERATION APR 11
AA
40.2 AUTOPILOT / FLIGHT DIRECTOR MODES
GENERAL
- Reduced bank angle function
In all lateral modes, this function selects automatically the bank angle limit (High or Low
bank).
Selection of either value is made by the AFCS computer by comparison between current
aircraft speed and VmHB.
LO BANK is selected if IAS < VmHB
HI BANK is selected if IAS > VmHB + 5
The selected bank angle is displayed on the FMA by the green message LO
- if nothing is displayed : bank angle maximum value 27
- if LO is displayed: bank angle maximum value 15
This limit bank angle is also displayed on the ADI by 2 green ticks :
For LO BANK :
For HI BANK :
Mod: 5948
AFCS 1.04.40
P 3/4 001
OPERATION APR 11
AA
BASIC MODES
The basic modes are engaged by means of the AP push-- button on the FGCP, if no FD
mode is active prior to AP engagement. The auto pilot basic modes are :
- Pitch hold (PITCH HOLD green on FMA) on vertical axis.
- Heading hold (HDG HOLD green on FMA), Wing level (WING LVL, green on FMA)
and Roll hold ( ROLL HOLD green on FMA) on lateral axis.
Note: If AP engaged in basic mode only, the Flight Director cross bars will be displayed.
- Vertical basic mode

Pitch hold (PITCH HOLD green on FMA).
The pitch basic mode enables to maintain the pitch attitude at engagement or bring it back
to + or - 15 limit value.
Then the pitch value, can be changed and held within the limits, with the TCS or the pitch
wheel.
- Lateral basic mode
- If the roll angle is less than 3 for more than 10s, at mode activation, the current heading
is maintained (HDG HOLD green on FMA) despite of the heading bug.
- If the roll angle is inferior to 6 at mode activation: the aircraft returns to null bank angle
with activation of the wing level basic mode (WING LVL, green on FMA), then when bank
angle is less than 3 confirmed for 10s, the heading hold basic mode (HDG HOLD, green
on FMA) is activated.
- If roll angle is superior to 6 at activation, the autopilot held the current bank angle
(ROLL HOLD green on FMA)
- If roll angle is superior to the limit (+ /-- 15 or +/-- 27 depending of the speed - - > Low
bank/ High bank), the aircraft return and hold the limit bank angle (ROLL HOLD green on
FMA).
The bank angle can be changed and hold with the TCS, within the limits of +/-- 50, the
autopilot is automatically disengaged if bank angle is greater than 50 .
Mod: 5948
.
AFCS 1.04.40
P 5/6 001
OPERATION APR 11
AA
VERTICAL MODES
ALTITUDE SELECT MODE

ALT SEL mode is automatically armed when the aircraft is climbing or is descending
toward the selected altitude except after action on the STBY pb. In this case, ALT SEL
mode rearms only if AP is engaged or if a FD mode is selected, in addition to the previous
conditions.
ARM PHASE
The ALT SEL armed mode is annunciated by :
- a cyan ALT SEL message on the FMA.
- a cyan bug and an altitude selected read out on the PFD altimeter.
VS HOLD, IAS HOLD or PITCH HOLD modes can be used to fly to the selected altitude.
This altitude is selected by means of the ALT SEL knob on the FGCP.
CAPTURE PHASE
When approaching the preselected altitude, the system automatically switches to the
ALT SEL CAP mode and the previous vertical mode is cancelled. A command is
generated to asymptomatically capture the selected altitude.
ALT SEL CAPTURE is annunciated by :
- a green and boxed ALT* (the box for mode change and the star for capture).
- a green ALT* after 7s.
Note : The ALT OFF amber message appears during Altitude Capture
- When the selected altitude is changed (transition to basic PITCH HOLD mode)
- When baro correction is changed (transition to basic PITCH HOLD mode)
HOLD PHASE
When the desired altitude is reached, the ALT SEL CAP mode is automatically
cancelled and ALT HOLD mode is automatically selected. The ALT HOLD mode is
annunciated on the FMA by a green ALT.
During the three phases (ALT SEL ARM, ALT SEL CAP, ALT HOLD), a GS capture will
override the altitude mode.
ALTITUDE HOLD MODE

Activation of the ALT pb on the FGCP selects the ALT HOLD mode and overrides all active
FD vertical modes. Any lateral mode existing at engagement is mantained.
The ALT HOLD mode is annunciated on FMA by a green ALT and the bug & readout are
displayed on the PFD. Depressing and holding the TCS button allows the pilot to
maneuver the aircraft to a new altitude reference without disengaging the mode. In the
ALT HOLD mode, all armed FD vertical modes are allowed, but a GS capture will override
the ALT HOLD mode.
Mod: 5948
.
AFCS 1.0440
P 7/8 001
OPERATION APR 11
AA
VERTICAL SPEED HOLD MODE
Action on the VS pb on the control panel selects the VS hold mode and overrides all
active FD vertical modes. VS existing at engagement is maintained.
The VS mode is annunciated by :
- a green VS message on the FMA.
- a cyan bug and a selected Vs readout on the PFD VSI.
When the Vs is stabilized, the VSI pointer is in front of the bug.

7 s after the selection the VS is annunciated by a green VS message on the FMA.
Activation of the PW will set a new vertical speed reference.
When the new Vs is stabilized, the VSI pointer is in front of the bug.
Depressing and holding the TCS button allows the pilot to maneuver the aircraft to a new
vertical speed reference without disengaging the mode.
In VS hold mode any other vertical mode may be armed, and when captured will override
VS hold mode.
Mod: 5948
.
AFCS 1.04.40.
P 9/10 001
OPERATION APR 11
AA
INDICATED AIRSPEED HOLD MODE
MANUAL SPEED (MAN)
Action on the IAS pb on the control panel selects the IAS hold mode and overrides all
active FD vertical modes.
Airspeed existing at engagement is maintained.
The IAS mode is annunciated by :
- a green boxed IAS message on the FMA.
- a cyan bug and the selected IAS readout on the PFD ASI.
After 7s, a green IAS message is displayed on the FMA
Actuation of the SPD TGT knob will set a new IAS reference without disengaging the
mode.
When the new IAS is stabilized, the ASI pointer is in front of the bug. Depressing and
holding the TCS button allows the pilot to maneuver the aircraft to a new IAS reference
without disengaging the mode.
In IAS hold mode, any other vertical mode may be armed, and when captured will override
IAS hold mode.
AUTOMATIC SPEED (AUTO)

The speed bug (magenta) is managed by the FMS.
For further information, refer to FMS chapter.
Mod: 5948
.
AFCS 1.04.40
P 11/12 001
OPERATION APR 11
AA
LATERAL MODE
HEADING SELECT MODE
Heading selection is made by the heading knob and is displayed on both HSI / ND.
Action on the HDG pb on the FGCP, selects the Heading Select mode and overides any
active lateral FD mode.
The heading Select mode is annunciated on the FMA by a green boxed HDG SEL at the
lateral active location.
The aircraft turn to the selected heading and after 7s a green HDG SEL is displayed
on the FMA
Selection of turns greater than 180 will lead the system to order a turn as short as possible
if selection has been made before HDG mode being engaged. If selection is made after
HDG mode engagement, turning command will occur by the side selected by the pilot.
CAUTION : Before take off, A/C lined up with the runway heading, the vertical command
bar has to be checked and centered (if necessary).
In the Heading Select mode, all armed roll FD Modes are allowed but the capture of any
armed lateral mode will override the Heading Select mode.
Mod: 5948
.
AFCS 1.04.40
P 13/14 001
OPERATION APR 11
AA
NAVIGATION MODE
Action on the NAV pb on the FGCP arms the lateral guidance for capture of the selected
navigation source that is displayed on the active HSI / ND.
Depending on the selected NAV source and the frequency tuned. VOR or LOC or
LNAV (displayed in cyan), is selected.
- VOR NAVIGATION MODE

After selection of the nav source on the FGCP ( V/ILS1 or V/ILS2) and after tuning of
the VOR frequency with the MCP or RMS (via the MCDU), the requested course is set with
the FGCP course knob.
After action on the NAV pb, the VOR arm is annunciated on the FMA by a cyan VOR
message. HDG SELECT, HDG HOLD modes can be used to steer during the VOR arm
phase.
At capture, the previous lateral mode is cancelled. VOR CAPTURE is annunciated on

FMA by:
- a green boxed VOR* (the box for mode change and the star for capture).
- a green VOR* after 7s.
VOR TRACK mode is annunciated on the FMA by the green VOR message.
AFTER STATION
- LOCALIZER MODE
Selection and display are identical to VOR NAV mode :

LOC (cyan), LOC* (green boxed),LOC*(green), LOC (green)
Mod: 5948
.
AFCS 1.04.40.
P 15/16 001
OPERATION APR 11
AA
- LNAV NAVIGATION MODE
The nav source is selected on the FGCP (FM1 or FM2) and the flight plan is selected
on the MCDU. The managed course (HSI) and the leg to the next waypoint (ND) are in
magenta
After action on the NAV pb, the LNAV ARM is annunciated on the FMA by a cyan LNAV
message. HDG SELECT, HDG HOLD modes can be used to steer during the LNAV ARM
phase.
At capture, the previous lateral mode is cancelled. LNAV capture is annunciated on

FMA by:
- a green box (the box for mode change).
LNAV track mode is annunciated on the FMA, by a green LNAV message after 7s.
Passing over the waypoint, the LNAV mode sends a roll order to fly to the next way
point.
Mod: 5948
.
AFCS 1.04.40
P 17/18 001
OPERATION APR 11
AA
BACK COURSE MODE
The back course mode is set up and flown exactly like a front course localizer approach but
selecting BC mode. In this case, glideslope capture is automatically inhibited.
- Set the course pointer on the HSI / ND for the inbound published track.
- Set the heading bug on the HSI / ND for the desired heading to intercept the course.
Mod: 5948
.
AFCS 1.04.40
P 19/20 001
OPERATION APR 11
AA
COMMON MODES
ILS APPROACH MODE

Action on the APP pb on FGCP selects LOC and GS ARM modes provided the
coupled NAV receiver is tuned to an ILS frequency.
LOC ARM is annunciated on the FMA by a cyan LOC message.
HDG SELECT, HDG HOLD modes can be used to steer during the LOC ARM phase.
GS ARM is annunciated on the FMA by a cyan GS message. Any vertical mode is
allowed during GS ARM phase.
At LOC CAPTURE the previous lateral mode used to fly is cancelled. LOC
CAPTURE is annunciated on the on the FMA by :
- a green boxed LOC* (the box for mode change and the star for capture).
- a green LOC* after 7s.
LOC TRACK is annunciated on the on the FMA by the green LOC message.
Glideslope capture is interlocked such that the localizer must be captured prior to
glideslope capture. The GS capture overrides all vertical modes which were previously
engaged. GS CAPTURE is annunciated on the on the FMA by :
- a green boxed GS* (the box for mode change and the star for capture).
- a green GS* after 7s.
GS TRACK is annunciated on the on the FMA by the green GS message.
Crew is advised if all aircraft CAT II conditions are met by a CAT 2 message displayed on
the FMA. IF not, a CAT I message is displayed. If CAT II conditions are lost during
approach, a CAT 2 INVALID amber message is displayed on the FMA. In addition, a
TRIPLE CLIC aural alert is generated.
Note : EXCESS DEV monitoring is enabled when CAT II conditions are met. This
monitoring is available below 500 ft RA. When an excessive deviation occurs, the LOC
or/and GS scales are flashing amber and EXCESS DEV (white on red reverse video) is
flashing on the FMA, then after 7s EXCESS DEV is becoming steady amber
Mod: 5948
.
AFCS 1.04.40
P 21 001
OPERATION APR 11
AA
GA AROUND MODE (FD MODE ONLY)

Action on the GA pb selects the GO AROUND mode and cancels all armed and active FD
modes. The AP disengages and the FD gives commands to fly predetermined minimum
safe pitch attitude and to maintain heading followed at GA engagement.
The GO AROUND mode is annunciated on the FMA by a GA message as vertical mode
and HDG HOLD message as lateral mode.
The GO AROUND mode is cancelled by selecting another vertical mode, engaging TCS,
pushing the STBY pb or engaging the AP.
Mod: 5948
.
AFCS 1.04.50.
P1 001
ALTITUDE ALERT APR 11
AA
The purpose of the altitude alert function is to alert the crew by activation of a visual signal
and an aural signal when the aircraft is reaching or leaving the preselected altitude.
Preselection is displayed with a bug and a read out above the PFD altimeter scale :
- In cyan when selected through the ATL SEL rotary knob.
- In magenta when managed by the FMS
The visual signal consists of a flashing amber readout surrounding, above the PFD
altitude scale, when altitude is between H + 250 ft and H + 1000 ft or between H - 250 ft and
H - 1000 ft.
The aural signal consists in a C chord signal of 1 s duration which is activated each time
the aircraft enters one of the two altitude zones defined above.
Mod: 5948
.
COMMUNICATIONS 1.05.00
P1 001
CONTENTS APR 11
AA
1.05.00 CONTENTS
1.05.10 GENERAL
10.1 GENERAL DESCRIPTION
10.2 RADIO MANAGEMENT FUNCTION
10.3 CONTROLS
1.05.20 TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS)
20.1 DESCRIPTION
20.2 CONTROLS
20.3 OPERATION
Mod: 5948
.
P1 001
GENERAL APR 11
AA
10.1 GENERAL DESCRIPTION
The aircraft communication system provides:

- radio communication between aircraft and ground stations
- Interphone between:
o Cockpit crew stations
o Cabin attendant stations
o Ground crew stations
- Passenger address system
- Distribution through loudspeakers of aural alerts generated by FWS and T2CAS.
Note: As per regulations all communications are recorded on the Cockpit Voice Recorder
The communication system comprises:
As standard features:
- Radio Management Application
- VHF System
- Passenger Address
- Ground Crew Call System
- Cabin and Flight Crew Call System
- Cabin and Service Interphone
- Audio Integrating
- Static Discharger
- Cockpit Voice Recorder
As optional features:
- HF System
- SELCAL
- Aircraft Communication Addressing of Reporting System (ACARS)
- Announcement & Music Reproducing System
For general communication architecture, see schematic p 27/28.
Mod: 5948
P 2/3 001
GENERAL APR 11
AA
10.2 RADIO MANAGEMENT FUNCTION
The Radio Management System (RMS) handles Radio COMMunication, Radio NAVigation
and TCAS/XPDR through Virtual Control Panels (VCPs), Multi Function Control Panel
(MCPs) and Multi Control Display Units (MCDUs).
These functions, which are performed by the Radio Management Application (RMA), ensure
the correct management and the information exchange involving input data and equipments.
The aim of RMA is to manage sets of radio navigation and radio communication equipments
and to provide pilots communication and navigation settings awareness on different
displays.
RMS consists of two redundant RMA software applications, RMA1 and RMA2, which are
hosted respectively inside Display Units 2 and 4.
Mod: 5948
P4 001
GENERAL APR 11
AA
GENERAL ARCHITECTURE
Mod: 5948
.
P5 001
GENERAL APR 11
AA
VHF COMMUNICATION SYSTEM
The aircraft is equipped with two identical VHF systems independent of each other.
The VHF transceiver operates in the 118.00 to 136.975MHz range with 8.33 KHz spacing.
The VHF 1 or VHF 2 transceiver allows to transmit and receive voice communications
through acoustic equipment (boomset, headset, hand microphone, loud-- speakers and
oxygen mask).
Each system comprises a transceiver connected to his antenna and to the Radio
Management Application.
Mod: 5948
P6 001
GENERAL APR 11
AA
HF COMMUNICATION SYSTEM (optional)
The aircraft is equipped with a single HF (or as option a second HF can be fitted) system
designed to operate in the two following mode:
- Amplitude Modulation (AM)
- Single Side Band (SSB)
This system allows two way voice communications in the 2 to 29.9999 MHz range.
Each system comprises a transceiver connected to the single HF antenna and to the
Radio Management Application.
Note:
During HF communications, ADFs are inhibited to avoid interferences.
HF system is SELCAL capable.
Mod: 5948
P7 001
GENERAL APR 11
AA
INTERPHONE SYSTEM
- To interconnect all stations (ground crew stations + cockpit + cabin attendant):

- Depress INT transmissions key on the Audio Control Panel
- Use PTT pushbuttons.
- Cockpit crew interphone

Using boom set or oxy mask:
- Set the RAD/INT selector on INT position (on Audio Control Panel)
without use of PTT pushbutton or,
- Set the PTT selector (control wheels) in the forward position regardless of the
RAD/INT selector position
Note: In case of use of oxygen mask it is recommended to put the RAD/INT (on Audio
Control Panel) to neutral position and to use the control wheels PTT forward, to avoid
permanent breathing noise.
- To call cabin attendant from the cockpit (see 1.05.10 p 22):

- Depress the ATTND pushbutton (overhead panel) for a normal call, or press the
ATTND pushbutton three times successively for an emergency call.
A single chime (or three for an EMER call) is generated in the cabin and the
flight deck green light illuminates on the cabin attendant panels. As
soon as the cabin attendant selects CALL, the flight deck green light
extinguishes.
- To call cockpit from cabin attendant station:

- Depress CALL pushbutton (besides the hostess panel) for a normal call or
depress the EMER pushbutton for an emergency call. Associated ATTND light
illuminates on overhead panel and a door bell is generated by the MFC. By
pressing RESET, both visual and aural calls are cancelled.
- To call the ground crew from the cockpit (see 1.05.10 p 22) :
- Depress MECH pushbutton (overhead panel)
A horn call is generated in the nose gear bay.
- To call cockpit from ground crew:

In case of ground crew call MECH pushbutton illuminates blue on overhead
panel and a door bell is generated by the MFC. By pressing RESET, both visual
and aural calls are cancelled.
Mod: 5948
P8 001
GENERAL APR 11
AA
PASSENGER ADDRESS SYSTEM
The passenger address system allows the crew and the cabin attendant to make
announcements to the passengers. Passenger address system also generates single
chime in the cabin.
The passenger address system is connected to :

- The RCAU which allows the cockpit crew to make announcements to the
passengers by selecting PA key on audio control panel.
- The cabin attendant handset
- The cabin attendant call pb distributed in the cabin for the passengers
- The cabin attendant call pb in the cockpit
- The NO SMOKING/FASTEN SEAT BELTS controls
- The cockpit voice recorder
- Loudspeakers distributed in the cabin (one of them being installed in the toilet)
DISTRIBUTION OF AURAL ALERTS

Generated by FWS (refer to chapter 1.02)
Generated by T2CAS (refer to 1.15)
Mod: 5948
P9 001
GENERAL APR 11
AA
10.3 CONTROLS
AUDIO CONTROL PANEL
1 Volume control knob

To control reception volume for associated communication or navigation facility.
2 Transmission keys
To select the individual communication facility for transmission, six interlocked keys
are provided. Only one key can be engaged at a time. It illuminates white when
selected.
3 VOICE ONLY key

When depressed, it inhibits NAV receivers station identification by activating a band
cut off filter above 1020 Hz. Voice only light illuminates amber on Audio Control
Panel.
4 INT/RAD selector
Provides selection of transmission mode when using OXY MASK or BOOM SET
mike.
INT Hot mike position. Interphone is always operative between, crew
stations. Other transmissions require selecting a transmission key
and using a PTT pushbutton.
NEUTRAL Interphone is inoperative. Other transmissions require selecting a
transmission key and using a PTT pushbutton.
RAD This position is required to automatically connect for transmissions
BOOM SET and OXY MASK mikes without using a PTT pushbutton,
when released the selector is spring-- loaded to NEUTRAL.
Note : Recovering boomset/micro function when the oxygen mask is out of is
container : cf 1.07.20.
Mod: 5948
P 10 001
GENERAL FEB 12
AA
R MCP
The Multi Function Control Panel (MCP) allows to modify some communications
parameters via a keyboard.
Refer to Flight instruments chapter for more details about MCP.
VCP
The Virtual Control Panel (VCP) is a part of MFD. It is displayed on the bottom right of
MFD.
VCP communication page is displayed by pressing COM on the MCP.
VHF or HF pages can be selected by using arrow push buttons on MCP to select the
communication equipment required.
Selection on one VCP is simultaneously updated on the opposite crew member display.
Mod: 5948
P 11 001
GENERAL APR 11
AA
ATC CONTROL
ATC Controls are located on XPDR tab of VCP (Virtual Control Panel) which is part of
MFD.
(1) XPDR 1 or 2
Select active transponder via MCP or MCDU.
(2) XPDR Mode selection

ON : Transponder is active.
STBY : Power is applied to the system but prevents it from transmitting.
ALT OFF : Altitude reporting is deactivated.
(3) Code Display

Transponder code entered via MCP or MCDU.
(4) IDENT button

When activated through MCP or MCDU, allows transmission of IDENT.
Note :
- Button visual description :
- Circle : Filled color : Black (inactive mode), Cyan (selected mode), amber (failure)
- Square : ticked cyan (active), not ticked (stand by)
- XPDR is configured through MCDU by selecting RMS menu then XPDR page. Code,
Mode, Altitude Reporting, Flight ID or Selected XPDR functions can be changed on the
XPDR page.
Mod: 5948
P 12 001
GENERAL APR 11
AA
COMMUNICATION MCDU page (all information are reported on the VCP)
(1) Transponder code can be set from scratchpad by activating the appropriate LSK.
Mod: 5948
P 13 001
GENERAL FEB 12
AA
XPDR MCDU page (all information are reported on the VCP)

R
(1) Transponder CODE can be set from scratchpad by activating the appropriate LSK.
(2) XPDR MODE selection with LSK.
ON: Transponder is active.

STBY: Power is applied to the system but prevents it from transmitting.
(3) ALT selection with LSK.

ALT OFF: Altitude reporting is deactivated.
(4) FLT ID
Flight number can be set from scratchpad by activating the appropriate LSK.
(5) XPDR SEL with LSK.

Transponder Selection
(6) IDENT with LSK.
R(7) EMER
Displays automatically transponder emergency code 7700 in amber, to be activated has to be
confirmed by pressing on the EXECute key on MCDU.
Mod: 5948
P 14 001
GENERAL APR 11
AA
VHF CONTROL
VHF VCP page
VCP VHF page allows managing VHF 1 and 2 frequencies.
(1)Active frequency window, allows setting a new active frequency by clicking on it (MCP
or MCDU).
(2) Transfer switch, clicking on it transfers stand by frequency to active(MCP or MCDU).
(3) Stand by frequency windows, allows setting a new stand by frequency by clicking on it
(MCP or MCDU).
COMMUNICATION MCDU page
(1) Active frequency can be set directly from scratchpad by activating the appropriate
LSK.
Mod: 5948
P 15 001
GENERAL APR 11
AA
VHF MCDU page
More parameters are available on MCDU VHF page:
(1) Active frequency can be set directly from scratchpad, standby, preset or emergency
frequency by activating the appropriate LSK.
(2) Stand by frequency, set from scratch pad or preset.
(3) R3 LSK allows access to preset frequencies.
(4) R5 LSK allows turning off/on the squelch.
(5) R6 LSK if depressed will automatically tune emergency frequency 121.500 as active.
IESI
(1) VHF 1 frequency display

(2) SEL
Multifonction pushbutton allowing selection of VHF
(3) SET
Multifunction rotary knob allowing tuning of VHF frequency
Mod: 5948
P 16 001
GENERAL APR 11
AA
HF CONTROL
HF VCP page
(1) Active frequency box, allows setting a new active frequency by clicking on it.
(2 Transfer switch, clicking on it transfers stand by frequency to active.
(3) Stand by frequency box, allows setting a new stand by frequency.
(4) Display of selected modulation (USB or AM).
(5) Display of selected power output intensity (LO, MED, HI).
(6) Squelch attenuation intensity, allows setting squelch attenuation by clicking on

selected circle.
COMMUNICATION MCDU page (all information are reported on the VCP)
(1) Active frequency can be set directly from scratchpad by activating the appropriate
LSK.
Mod: 5948
P 17 001
GENERAL APR 11
AA
HF MCDU page
(1) Active frequency (green), set from scratchpad or from stand by frequency
(2) TX (Green) transmission in progress
(3) Stand by frequency, set from scratchpad, if R1 LSK pressed, it becomes active
(4) Access to PRESET frequencies
(5) By pressing R5 LSK sets required squelch attenuation intensity
(6) By pressing R6 LSK sets the HF output power
(7) Allows changing modulation type (USB or AM)
(8) Mode selection, in standby the HF is muted VHF& HF
Mod: 5948
P 18 001
GENERAL APR 11
AA
VHF & HF CONTROL SUM UP
T: Tunable parameter.
I: Information only.
N: No information.
(*): Stored preset can be selected on the Preset Page and used in appropriate tuning page
as tuning parameters (Active and Standby Frequency).
Mod: 5948
P 19/20 001
GENERAL APR 11
AA
MCDU SUM UP
Mod: 5948
.
P 21 001
GENERAL APR 11
AA
PTT SELECTOR
The outboard horn of both control wheels is provided with a PTT selector controlling the
transmission mode and effective only when BOOM SET or OXY MASK mike is used for
transmission.
Interphone Forward position springloaded to neutral transmission of flight interphone
selected.
INT transmission key has not to be used to communicate between
cockpit crew stations.
Neutral Center position. No transmission. Reception is normal. Hand microphones
are connected for transmission when keyed.
Radio Backward position springloaded to neutral. BOOM SET or OXY MASK is
connected for transmission over the selected communication equipment.
RAD PTT SW on NOSE WHEEL STEERING CONTROL HANDWHELL
When depressed, BOOM SET or OXY mike is connected for transmission over the
selected communication equipment.
Mod: 5948
P 22 001
GENERAL APR 11
AA
HEAD SET/BOOM SET PANEL/HAND MIC PANELS
Allow connection of a boom set, a head set and a hand mike.
LOUDSPEAKERS VOLUME KNOBS
Communication reception over cockpit loudspeakers is controlled by an individual

knob for each of the two cockpit loudspeakers.
Note:
- normal alert volume is always available regardless of knobs position.
- during any transmission, the volume of both loudspeakers is muted.
Mod: 5948
P 23 001
GENERAL APR 11
AA
AUDIO SEL PB(s)
Controls functioning of associated RCAU processing board.
NORM (pushbutton depressed) RCAU functions normally.
FAULT illuminates amber and the FWS is activated when an associated RCAU
processing board failure or power loss is detected.
ALTN (pushbutton released) affected crew station is connected directly to

VHF 1 if CAPT station is affected or VHF 2 if F/O station is affected.
Volume is adjusted by affected loudspeaker volume control.
Note:
On the affected side PA, interphone and other VHF can not be used any longer.
CALLS PB(s)
ATTND call PB:

Cyan CALL will illuminate and chimes will be generated when receiving a normal call
from the flight attendant. Amber EMER will illuminate and chimes will be generated,
when an emergency call has been made from the flight attendant handset.
When depressed the pushbutton will generate a cockpit call at the flight attendant station.
MECH call pushbutton:

Cyan CALL will illuminate and chimes will be generated when receiving a Mechanic call.
When depressed it will sound the horn in the nose wheel bay in order to draw ground crew
attention.
RESET pushbutton:
Chimes will cease and the system will be rearmed for next call by depressing the RESET
pushbutton
Mod: 5948
P 24 001
GENERAL APR 11
AA
EMERGENCY BEACON
The transmitter is located in the ceiling of the cabin between the passengers entry door
and the toilet door. The antenna is located in the fairing ahead of the stabilizer fin. This
system includes its own battery.
AUTO transmission is made automatically on 121.5 MHz, 243 MHz and

406 MHz when deceleration exceeds 5 g (X MIT ALERT Iight
illuminates amber).
MAN allows commanded operation (X MIT ALERT Iight illuminates

amber).
AUTO TEST RST is used in case of undue alert (reset), or to test the Emergency
beacon. Two cases are possible for the test:
- Net work X MIT ALERT illuminates amber during 2
seconds.
- Failure X MIT ALERT Iight flashes during 15 seconds.
CAUTION:
The test must not be performed in MAN mode.
Aircraft on ground (and electrically supplied), when the emergency beacon is triggered
after 30 seconds, the mechanic call horn is triggered too.
Mod: 5948
P 25 001
GENERAL APR 11
AA

ELECTRICAL SUPPLY
VHF 1 DC EMER BUS
(on overhead panel VHF 1)
VHF 2 DC BUS 2
CAPT audio system DC ESS BUS
(on overhead panel CAPT)
F/O audio system DC ESS BUS
(on overhead panel F/O)
XPDR 1 DC EMER BUS
(on overhead panel XPDR 1)
XPDR 2 DC BUS 2
(on averhead panel XPDR 2)
CAPT MCP DC EMER BUS
(on overhead panel CAPT MCP)
F/O MCP DC ESS BUS
(on overhead panel F/O MCP)
TCAS (if installed) DC BUS 2
(on overhead panel TCAS)
Attendant call DC ESS BUS
(on overhead panel ATTND)
Ground crew call DC ESS BUS
(on overhead panel
PUBLIC ADRESS)
HF 2 (when installed) DC ESS BUS
(on overhead panel HF 2)
HF 1 (when a second HF is DC BUS 1
installed) (on overhead panel HF 1)
SELCAL DC BUS 1
(when installed) (on overhead panel SEL CAS)
VHF 3 (when installed) DC BUS 2
CMU (when installed) DC BUS 2
(on overhead panel VHF)
MFC LOGIC
See Chapter 1.01.
Mod: 5948
P 26 001
GENERAL APR 11
AA
SYSTEM MONITORING
AUDIO SEL CAPT
This caution is generated when CAPT audio fault is detected. The RCAU on the captain
side has processing failure or power loss.
- AUDIO SEL CAPT amber message on EWD
- Fault illuminates amber on capt audio sel pushbutton
AUDIO SEL F/O

This caution is generated when F/O audio fault is detected. The RCAU on the captain side
has processing failure or power loss.
- AUDIO SEL F/O amber message on EWD
- Fault illuminates amber on F/O audio sel pushbutton
XPDR
This caution is generated when a transponder (XPDR) fault is detected.
- XPDR amber message on EWD
- Amber XPDR 1(2) FAIL label displayed on PFD
- Amber indication on XPDR VCP
VHF
This caution is generated when one VHF is detected failed.
- VHF amber message on EWD
- Amber FAIL on communication page of MCDU, amber display on
VCP page.
VHF1+2
This caution is generated when both VHF are detected failed.
- VHF 1+2 amber message on EWD
VCP page.
Mod: 5948
P 27 001
GENERAL APR 11
AA
HF (only if HF installed)
This caution is generated when one HF is detected failed.
- HF amber message on EWD
VCP page.
HF 1+2 (only if 2 HF installed)

This caution is generated when both HF are detected failed.
- HF 1+2 amber message on EWD
VCP page.
RMS
This caution is generated when one RMS is detected failed.
- RMS amber message on EWD
RMS 1+2
This caution is generated when both RMS are detected failed.
- RMS 1+2 amber message on EWD
VHF EMITTING
This caution is generated when VHF is emitting for more than 29 seconds.
- VHF EMITTING amber message on EWD
HF EMITTING
This caution is generated when HF is emitting for more than 29 seconds.
- HF EMITTING amber message on EWD
Mod: 5948
.
P1 001
TCAS APR 11
AA
20.1 DESCRIPTION
The TCAS (Traffic alert and Collision Avoidance System) is a part of the T2CAS.
The T2CAS includes the TCAS (Traffic alert and Collision Avoidance System) and the
TAWS (Terrain Avoidance Warning System).
The TCAS:
- Detects any aircraft, equipped with transponders, flying in its vicinity
- Displays potential and predicted collision targets
- Issues vertical orders to avoid conflict.
- The TCAS is independent from the ground-- based air traffic control system.
The TCAS detection capability is limited to intruders flying within a maximum range of 100
NM (depending on aircraft configuration and external conditions), and within a maximum
altitude range of 9900 feet (above and below the threatened aircraft).
The TCAS is a single system consisting of:

- One TCAS transmitter receiver,
- One directional top antenna,
- One omni directional bottom antenna,
- Two ATC Mode S transponders,
- Four ATC Mode S antennas.
The TCAS system is interacting with:

- two PDF,
- two MFD,
- two overhead speakers for voice messages.
Mod: 5948
P2 001
TCAS APR 11
AA
DEFINITIONS
(1) Advisory
A message given to the pilot containing information relevant to collision avoidance.
(2) Corrective resolution advisory

A resolution advisory that advises the pilot to deviate from current vertical speed, e.g.,
CLIMB when the aircraft is in level flight.
(3) Intruder
A target that has satisfied the TCAS threat detection logic and thus requires a traffic
advisory.
(4) Mode S
Type of secondary surveillance radar (SSR) equipment which provides replies to mode A
and Mode C interrogations and discrete address interrogations from the ground or air.
(5) Preventive resolution advisory

A resolution advisory that advises the pilot to avoid certain deviations from the current
vertical speed because certain vertical speed restrictions exist.
(6) Proximate traffic

Nearby aircraft within 1200 ft and 6NM which are neither an RA nor a TA.
(7) Resolution advisory (RA)

Aural and visual information provided to the flight crew to avoid a potential collision.
(8) Threat
A target that has satisfied the threat detection logic and thus requires a resolution
advisory.
(9) Traffic advisory (TA)

Information given to the pilot pertaining to the position of another aicraft in the immediate
vicinity. The information contains no resolution information.
Mod: 5948
P3 001
TCAS FEB 12
AA
20.2 CONTROLS
VIRTUAL CONTROL PANEL (VCP)
TCAS function and displays are configured through the Virtual Control Panel (VCP).
R TCAS is accessed by depressing twice the NAV pushbutton on the MCP
Selection on one VCP is simultaneously updated on the opposite crew member display.
TCAS function mode (STBY, AUTO, TA ONLY) are selected via TCAS tab and Traffic
display mode via OVLY tab (NORM, ABOVE or BELOW).
MCP
The Multi Function Control Panel (MCP) allows setting TCAS parameters.
R
Refer to Flight instruments chapter for more details about MCP.
Mod: 5948
P4 001
TCAS FEB 12
AA
MCDU
R Note:
At power up, the TCAS performs an auto test and in case of malfunction will display it on
the TCAS part of the PFD.
(1) TCAS mode (AUTO, TA ONLY or STBY)
(2) TCAS display configuration (ABV, NORM or BLW).
Mod: 5948
P 5/6 001
TCAS FEB 12
AA
MFD Navigation Display page
Mod: 5948
.
P7 001
TCAS FEB 12
AA
Indication display on PFD

Current TCAS mode (as selected on VCP) and preventive or corrective indications are
displayed on PFD.
Resolution indications on VSI tape:
- Resolution Advisory:
The RA display is the instrument used to fly the TCAS resolution.
The resolution required vertical speed is displayed on the PFD Vertical Speed Scale as a
green segment.
- Corrective RA:
The pilot has to adjust the vertical speed by bringing the pointer back in the green
segment.
- Preventive RA:
If in green segment, the pilot maintains the current vertical rate.
TCAS status indications:
R On VSI:
(1) green segment

(2) red segment
Mod: 5948
P8 001
TCAS APR 11
AA
On PFD:
Mod: 5948
P9 001
TCAS FEB 12
AA
20.3 OPERATION
R The TCAS provides two levels of threat advisories :

If the traffic gets between 20 and 45 seconds (depending on aircraft altitude) of projected
Closest Point of Approach (CPA), it is then considered an intruder, and an aural and visual
traffic advisory is issued. This level calls attention to a developing collision threat using
the traffic advisory display and the voice message, TRAFFIC TRAFFIC. It permits
mental and physical preparation for a possible maneuver to follow, and assists the pilot in
achieving visual acquisition of the threat aircraft.
If the intruder gets between 20 and 35 seconds (depending on aircraft altitude), of CPA, it
is considered a threat and an aural and visual resolution advisory is issued. This level
provides a recommanded vertical maneuver integrated on PFD and voice messages to
provide adequate vertical separation from the threat aircraft, or prevents initiation of a
maneuver that would place the TCAS aircraft in jeopardy.
The TCAS resolution advisories are annunciated by the following voice messages, as
appropriate :
A CLIMB, CLIMB :
(Climb at the rate depicted by the green (fly to) band on the TCAS VSI).
B DESCEND, DESCEND :
(Descend at the rate depicted by the green (fly to) band )
C MONITOR VERTICAL SPEED :
Initial preventive RAs (adjust vertical speed to a value within the illuminated green
band ).
D MAINTAIN VERTICAL SPEED, MAINTAIN :
(No crossing maintain rate RAs (corrective))).
E MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN :
(Altitude crossing, maintain rate RAs (corrective)).
F CLEAR OF CONFLICT :
(Range is increasing, and separation is adequate, return to assigned clearance).
G CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB :
(Climb at the rate depicted by the green (fly to) band on the TCAS VSI). Safe
separation will best be achieved by climbing through the threats flight path.
H ADJUST VERTICAL SPEED, ADJUST :
(Adjust vertical speed to a value within the illuminated green band )
I DESCEND, CROSSING DESCEND, DESCEND, CROSSING DESCEND :
(Descend at the rate depicted by the green (fly to) band on the TCAS VSI) safe
separation will best be achieved by descending through the intruders flight path.
Mod : 5948
P 10 001
TCAS APR 11
AA
The following voice messages annunciate enhanced TCAS maneuvers when the initial
TCAS RA does not provide sufficient vertical separation. The tone and inflexion must
constate increased urgency.
A INCREASE DESCENT, INCREASE DESCENT :
(descend at the rate depicted by the green (fly to) band on the TCAS VSI). Received
after DESCEND advisory, and indicates additional descent rate required to achieve
safe vertical separation from a maneuvering threat aircraft.
B INCREASE CLIMB, INCREASE CLIMB :
(climb at the rate depicted by the green (fly to) band on the VSI). Received after
CLIMB advisory, and indicates additional climb rate required to achieve safe
vertical separation from a maneuvering threat aircraft.
C CLIMB-- CLIMB NOW, CLIMB-- CLIMB NOW :
(climb at the rate depicted by the green (fly to) band on the TCAS VSI). Received after
a DESCENT resolution advisory and indicates a reversal in sense is required to
achieve safe vertical separation from a maneuvering threat aircraft.
D DESCEND-- DESCEND NOW, DESCEND-- DESCEND NOW :
(descend at the rate depicted by the green (fly to) band on the TCAS VSI). Received
after a CLIMB resolution advisory and indicates a reversal in sense is required to
achieve safe vertical from a maneuvering threat aircraft.
All TCAS aural alerts are inhibited :

- below 1100 ft AGL when aircraft is climbing
- below 900 ft AGL when aircraft is descending
Mod: 5948
P 11 001
TCAS APR 11
AA
TCAS OPERATING CHARACTERISTICS

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

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

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

In non altitude crossing encounters for which a CLIMB RA is posted, the threat may
maneuver or accelerate toward own aircraft and cause a reduction in vertical separation
despite the RA. Since the increase climb RA is inhibited, the climb RA remains posted.
As soon as the threat passes throught own aircrafts altitude, the RA sense will be
reversed and a DESCEND RA will be posted. If the threat never crosses through, the
CLIMB RA will remain posted for the duration of the encounter.
S DESCEND RAs are inhibited :
- below 1200 ft AGL during a climb at take off
- below 1000 ft AGL in approach during a descent
S INCREASE DESCEND RAs are inhibited
- below 1650 ft AGL during a climb
- below 1450 ft AGLduring a descent
S All RAs are inhibited :
- below 1100 ft AGL during a climb
- below 900 ft AGL during a descent
S There can be a case where the threat aircraft track on altitude information is lost
during an RA. In this case, the RA will terminate without a CLEAR OF CONFLICT
annunciation.
Mod: 5948
P 12 001
GENERAL APR 11
AA
ELECTRICAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B)
TCAS DC BUS 2 - Nil -

(on overhead panel TCAS)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
TCAS
This caution is generated when a TCAS fault is detected.
- TCAS amber message on EWD
- TCAS FAILamber label on PFD
Mod: 5948
ELECTRICAL SYSTEM 1.06.00
P1 001
CONTENTS APR 11
AA
1.06.00 CONTENTS
1.06.10 GENERAL
1.06.20 DC POWER
20.1 DESCRIPTION
20.2 CONTROLS
20.3 ELECTRICAL SUPPLY/MFC LOGIC/SYTEM MONITORING
20.5 SCHEMATICS
1.06.30 AC CONSTANT FREQUENCY

30.1 DESCRIPTION
30.2 CONTROLS
1.06.35 AC/DC SCHEMATIC
1.06.40 AC WILD FREQUENCY

40.1 DESCRIPTION
40.2 CONTROLS
1.06.50 EXTERNAL POWER

50.1 DESCRIPTION
50.2 CONTROLS
1.06.60 DISTRIBUTION EQUIPMENT LIST
Mod: 5948
.
P1 001
CONTENTS APR 11
AA
The electrical power generation is provided by the following sources :
- Main and emergency batteries

- Two engine-- driven DC starter/generators
- Two AC wild frequency generators
- Two external power units (AC and DC)
In addition, two static inverters (supplied by the DC system) provide constant frequency
AC power. The ACW electrical system can also supply DC electrical system through a
transformer rectifier unit (TRU).
The electrical distribution is ensured by busses which feed equipments.
Two separate networks (left and right) run individually and can be connected in case of
generation failure thanks to bus tie contactors (BTC).
Mod: 5948
P2 001
GENERAL APR 11
AA
Mod: 5948
P1 001
DC POWER APR 11
AA
20.1 DESCRIPTION
GENERATION (See AC - DC schematic section 1.06.35)

The 28V DC may be normally provided by :
- two engines driven starter/generators,
- a ground external power unit.
Three sources may be used for the 28VDC emergency supply :
- one main battery
- one emergency battery, excluding START function
- one TRU
BATTERIES
A 24V Ni-- CD battery of 43Ah (main BAT) is provided for engine starting and for emergency
power supply including propeller feathering.
A 24V Ni-- CD battery of 17 Ah (emer BAT) which, in addition to its secondary role of avoiding
power transients on critical equipment during engine starts, ensures power to the emergency
network (EMER BUS and STBY BUS during starting and when OVRD UND/V pb is pressed in
OVRD position) even if the main battery has been completely discharged by repeated start
attempts.
Batteries monitoring is performed by MFC which :
* connects the battery to the associated DC BUS for charging,
* analyses the charge current and/or associated DC BUS voltage so as to prevent an
abnormal battery operating condition or thermal runaway.
Mod: 5948
P2 001
DC POWER APR 11
AA
TRU
A TRU is installed in order to preserve the batteries when DC power is under emergency
supply conditions (both generators failed). In this configuration,emergency DC system can
be supplied by the ACW electrical system, through the TRU.
STARTER GENERATOR
The two DC starter/generators are driven by the engine accessory gear boxes. Each
generator is a long life brushes air cooled type and is rated to deliver :
- Nominal output power : 12 KW (400A)
- Nominal operating voltage : 27 to 31 V (nominal setting 30 V)
Starter mode :
In starting mode, the starter/generator is connected by the START contactor to :
- The aircraft main battery through a BATTERY START CONTACTOR, or
- The external power through an EXTERNAL POWER CONTACTOR or
- The aircraft main battery and the other operating generator, on ground only (cross start).
In starter mode, the starter/generator cranks the engine to the point of self sustaining
(associated engine START ON light illuminated on the ENG START panel). At the end of the
start sequence (45 % NH), the start contactor opens (associated engine START ON light
extinguished).
Generator mode :
When the engine reaches 61.5% NH, the starter/generator is acting as a generator.
Provided associated DC GEN pb is selected and EXT PWR is not used, each generator
feeds associated DC BUS through a GENERATOR CONTACTOR (GC).
A GENERATOR CONTROL UNIT (GCU) associated with each generator provides the
control for the generator contactor and the start contactor.
The GCU monitors the point of regulation, where the voltage is maintained constant as the
load varies, and provides fault detection and protection for :
S over/under voltage
S over/under speed
S differential fault current
S generator overload
S power and fault current limiting
S reverse current
S bus tie lock out
S equalizing load (in case of BTC failed closed).
The BUS TIE CONTACTOR (BTC) allows DC BUS 1 and 2 to be on line when only one
generator is operating or when the aircraft is powered from EXT PWR.
A single BUS POWER CONTROL UNIT (BPCU) provides the control for BUS TIE
CONTACTOR, BATTERY START CONTACTOR, load shedding, EXTERNAL POWER
functions, and DC SVCE BUS contactors.
Mod: 5948
P3 001
DC POWER FEB 12
AA
DISTRIBUTION
The aircraft DC distribution network consists of eleven busses :
- two main busses : DC BUS 1 and 2
- HOT MAIN BAT BUS and HOT EMER BAT BUS
- DC EMER BUS, DC ESS BUS and DC STBY BUS
- UTLY BUS 1 and 2
- DC SVCE BUS
- GND HDLG BUS
DC BUS 1 and 2
The DC BUS 1 is normally supplied by the LH engine driven generator and the DC BUS 2 by
the RH engine driven generator.
In case of generator failure, the associated DC BUS will be automatically supplied by the
other generator through the BUS TIE CONTACTOR.
DC BUS 1 normally supplies :
HOT EMER BAT BUS, DC EMER BUS, DC STBY BUS, UTLY BUS 1, INV 1 and DC
SVCE BUS.
DC BUS 2 normally supplies :
HOT MAIN BAT BUS, DC ESS BUS, UTLY BUS 2, INV 2.
HOT BAT BUSSES
- HOT MAIN BAT BUS and HOT EMER BAT BUS are normally supplied by main DC busses.
- In case of main DC busses failure or thermal runaway of one of the batteries, the
associated HOT BAT bus is supplied by its respective battery.
DC ESS BUS/DC EMER BUS/DC STBY BUS
In normal operation, DC EMER BUS and DC STBY BUS are supplied from HOT EMER BAT
BUS. DC ESS BUS is supplied from HOT MAIN BAT BUS.
In case of thermal runaway of one of the two batteries, the associated busses are
transferred to DC BUS 1 supply.
If DC BUS 1 is not powered, these busses are transferred to DCBUS 2 supply, by the Main
Bus Transfer Contactor.
If Both DC generators are lost :
- When TRU is operative, DC EMER BUS, DC ESS BUS can be supplied by the ACW
electrical system, through the Transformer Rectifier Unit.
- When TRU is not operative, the DC EMER BUS, DC ESS BUS are supplied by their
R respective HOT BAT BUS.
Note :During engine starts, or when cranking, DC STBY BUS is supplied by HOT EMER
BAT BUS . INV 1 remains supplied by HOT MAIN BAT BUS. In the event that batteries
are used as an emergency sources, DC STBY BUS is supplied by main battery.
UTLY BUS 1 and 2
The UTLY BUS 1 and 2 supply non essential loads. They are supplied by the associated
main DC BUS through UTLY BUS CONTACTORS (UBC(s)). The contactors are controlled
by the BPCU so that the UTLY BUS(ES) can be automatically deenergized if the supply
source becomes overloaded.
Mod: 5948
P4 001
DC POWER FEB 12
AA
DC SVCE BUS
The DC SVCE BUS supplies power in flight, and on ground during airplane servicing
operations.
The DC SVCE BUS can be supplied by :
- DC BUS 1. The master sw is the DC SVCE/UTLY BUS pb. When selected on, the
cabin attendant controls the DC SVCE BUS supply from a sw located on the cabin
attendant control panel.
- EXT PWR. Only the cabin attendant pb has control. The supply of the BUS may be
performed with batteries switched OFF.
GND HDLG BUS
The GND HDLG BUS supplies the DC loads required for airplane servicing on the
ground even with BAT sw selected OFF. Since these loads are not required during
flight, the GND HDLG BUS is deenergized in flight. The GND HDLG BUS can be
supplied :
- When EXT PWR is available, from DC SVCE BUS.
- When EXT PWR is not available, from HOT MAIN BAT BUS provided :
F Cargo door operating panel door is open (micro switch), or
F Refueling panel is open (micro switch), or
F Entry door is open (micro switch).
R TRANSFER (see schematics p. 20 to p. 25)
With all switches in normal position, the DC power transfer is achieved by automatic
opening and/or closure of electrical contactors according to the particular electrical
conditions.
- On ground
R F When EXT PWR is connected (p. 20)
R F When hotel mode is running (p. 21)
Note : The electrical power transfer is achieved in the same way as in flight as long
as EXT POWER is not connected.
- In flight
R F Both engine driven generator operating (p. 22)
* The engine driven generator 1 supplies the DC BUS 1,
* The engine driven generator 2 supplies the DC BUS 2,
* The BTC is open.
R F If one engine driven generator fails (p. 23)
* The BTC closes (BTC green flow bar illuminates),
* The entire electrical network is supplied by the remaining engine driven
generator.
R F If both engine driven generators fail (p. 24)
* DC ESS BUS, DC STBY BUS are supplied from the main battery, or from the
TRU, if selected ON.
* DC EMER BUS is supplied from the emergency battery or from the TRU, if
selected ON.
R F If both engine driven generators fail and TRU is inoperative (p. 25)
* When DC STBY BUS reaches undervoltage (amber UNDV light comes ON), this
bus may be recovered by selecting OVRD UND/V pb.
Mod: 5948
P5 001
DC POWER APR 11
AA
20.2 CONTROLS
GENERATION
1 DC GEN pb
Controls the energization of associated generator and the resetting of the protection
system after failure.
ON (pb pressed in) Associated generator is energized and associated generator
contactor closes if the network electrical parameters (and S/G parameters)
are normal.
OFF (pb released) associated generator is deenergized and associated generator
contactor is opened. The OFF light illuminates white.
FAULT illuminates amber and the FWS is activated in event of :
- A protection trip initiated by the associated GCU. If it is caused by a
generator underspeed, reset will be automatic. For the other cases, a
manual reset has to be performed ( but can lead to a loss of the opposite
generator).
- An opening of a generator contactor except if pb is selected OFF.
In both cases, the BUS TIE CONTACTOR closes and affected DC BUS is
automatically supplied from the remaining generator.
BTC does not operate in case of DC BUS overload.
Mod: 5948
P6 001
DC POWER APR 11
AA
2 BTC pb
This guarded pb controls the DC BUS TIE CONTACTOR (BTC) which, when closed,
connects both main DC BUSSES.
NORM (released) The BPCU automatically controls the BTC
- In normal conditions with both generators operating, the BTC is
opened allowing isolated operation of both generator circuits.
- In case of external power operation, or single generation, the BTC is
automatically closed, the flow bar is illuminated.
ISOL (pressed in) The BTC is opened. ISOL light illuminates white.
3 EXT PWR pb
AVAIL Illuminates green when conditions of DC external power connection

are met.
ON Allows to connect DC external power.
Refer to EXTERNAL PWR section for more informations.
4 DC SVCE/UTLY BUS pb
Controls connection/disconnection of DC SVCE BUS and both UTLY BUSSES to

associated main DC BUSSES.
NORM (pb pressed in) DC SVCE BUS and both UTLY BUS are available unless
a load shed signal is provided by the BPCU.
OFF (pb released) DC SVCE BUS and both UTLY BUSSES are
disconnected from associated main DC BUS. The OFF it illuminates
white.
SHED Illuminates amber and the FWS is activated when a load shed
condition controlled by the BPCU is present and at least one UTLY BUS
is disconnected from associated main DC BUS.
Mod: 5948
P7 001
DC POWER APR 11
AA
DISTRIBUTION
1 DC BUS OFF lights

Illuminates amber when associated main DC BUS is not supplied.
If one DC BUS is OFF, the FWS will be activated.
2 BAT CHG pbs

Controls the operation of the associated BATTERY CHARGE CONTACTOR.
ON (pb pressed in) The contactor is controlled by the MFC.
Contactor is closed in normal operation, it opens in case of :
- Thermal runaway of battery
- Undervoltage of DC MAIN BUS (<25 V)
- Start sequence initiated (in this case, both BCC are opened, and
closed when start rotary selector leaves START or CRANK position).
- An OVRD signal on BAT switch
OFF (pb released). The charge contactor is opened on demand. The OFF
light illuminates white.
FAULT - Illuminates amber and the MFC is activated in event of :
- An overheat detected by the MF. In this case, the charge contactor
automatically opens.
- A failure of the charge contactor.
Mod: 5948
P8 001
DC POWER APR 11
AA
3 TRU pb
NORM (pb released)
- One engine driven generator operating :
S DC EMER and DC STBY BUS are supplied from HOT EMER
BAT BUS.
- Both engine driven generators failed :
S DC EMER is supplied from HOT EMER BAT BUS
S INV 1, DC STBY BUS and DC ESS BUS are supplied from HOT
MAIN BAT BUS
ON (pb pressed in). The TRU is connected to ACW BUS 2. ON It
illuminates white. Arrow ! illuminates amber when supply of DC
EMER BUS, DC STBY BUS, INV 1 and DC ESS BUS from TRU is
effective.
4 Emergency supply ind
Right arrow illuminates amber when the DC ESS BUS or INV 1 are supplied from the
MAIN BAT.
Left arrow illuminates amber when the DC EMER BUS or INV 1 are supplied from the
EMER BAT.
5 OVRD pb
When on batteries supply, this guarded pb allows to transfer the DC STBY BUS and
the INV 1 from HOT MAIN BAT BUS to HOT EMER BAT BUS.
NORM (pb released) The DC STBY BUS and INV 1 are supplied from the same
source as DC ESS BUS.
OVRD (pb pressed in) The DC STBY BUS and INV 1 are supplied from the
same source as DC EMER BUS. OVRD it illuminates white (see p 21).
UNDV The light illuminates amber, to indicate that DC STBY BUS voltage is
below 19.5 V. OVRD may be used as necessary.
6 BAT toggle sw
The BAT three positions toggle sw is used to provide DC electrical power :
- from the emer battery to the EMER BUS,
- from the main battery to the ESS BUS, and DC STBY BUS, and through the INV 1, to
the AC STBY BUS.
OFF ESS BUS, DC STBY BUS and INV 1 are isolated from the HOT MAIN
BAT BUS.
DC EMER BUS is isolated from the HOT EMER BAT BUS.
ON With engine driven generators OFF and EXT PWR off, ESS BUS, STBY
BUS and INV 1 are supplied from the HOT MAIN BAT BUS, EMER BUS
is supplied from the HOT EMER BAT BUS.
With generation other than battery available, ESS BUS is supplied by
the HOT MAN BAT BUS ; EMER BUS and STBY BUS are supplied by
the HOT EMER BAT BUS.
OVRD Allow to be sure that EMER BUS and ESS BUS are supplied by their
respective battery by overriding all protections. This position is
protected by a toggle guard.
Note : DC STBY BUS is supplied by EMER BAT.
Mod: 5948
P 9/10 001
DC POWER APR 11
AA
7 DC AMP ind.
Indicates the charge (CH) discharge (DCH) current of the selected battery.
8 BAT AMP reading selector
Enables to select the battery checked by the ammeter (7).
CABIN ATTENDANT PANEL
DC SVCE BUS pb
Controls the supply of the DC SVCE BUS.
Note : - Without GPU (DC BUS 1 supplying)
DC SVCE BUS will be supplied if both the cockpit DC SVCE/UTLY BUS and the
cabin attendant panel DC SVCE BUS are selected. As soon as one of the two pb is
selected OFF, the bus is isolated.
- With GPU (direct supplying)
DC SVCE BUS is directly supplied provided Cabin attendant panel pb is ON. If the
DC SVCE BUS cabin attendant panel is on SHED position, cargo door opening,
internal ligthing and refuelling panel are not supplied.
ON (pb pressed in) The light illuminates green whenever a power source is available on
the aircraft.
OFF (pb relased) The DC SVCE BUS is disconnected from the available power source.
The ON light extinguishes.
SHED Illuminates amber when :
- DC source is available and the pb is relased, or the pb is pressed in and an overload
shedding occurs.
Mod: 5948
.
P 11/12 001
DC POWER APR 11
AA
INDICATING
DC INFORMATION
Mod: 5948
.
P 13/14 001
DC POWER APR 11
AA
INDICATING
BATTERIES INFORMATION
Mod: 5948
.
P 15 001
DC POWER APR 11
AA

ELECTRICAL SUPPLY
EQUIPMENT DC BUS AC BUS
SUPPLY
(C/B) (C/B)
Generator Control Unit 1 DC EMER BUS - Nil -
(on lateral panel GCU GEN 1)
Generator Control Unit 2 DC ESS BUS - Nil -
(on lateral panel GCU GEN 2)
Bus Power Control Unit DC EMER BUS - Nil -
(on lateral panel BPCU DC)
Main Battery CHG IND DC ESS BUS - Nil -
(on lateral panel CHG IND)
Emer Battery CHG IND DC EMER BUS - Nil -
(on lateral panel CHG IND)
Ess BUS and INV1 on DC ESS BUS - Nil -
main Bat ind (arrow) (on lateral panel IND)
Emer Bus on Bat ind HOT EMER BAT BUS - Nil -
(arrow) (on lateral panel or EMER BAT BUS IND)
Emer Bat Voltage ind HOT EMER BAT BUS - Nil -
(on lateral panel IND)
DC BUS 1 OFF IND DC EMER BUS - Nil -
(on lateral panel DC BUS 1 CAUTION BUS 1)
DC BUS 2 OFF IND DC EMER BUS - Nil -
(on lateral panel DC BUS 2 CAUTION BUS 2)
Main Bat Voltage ind HOT MAIN BAT BUS - Nil -
DC STBY BUS DC EMER BUS - Nil -
undervoltage and (on lateral panel UNDV and OVRD IND)
OVRD ind
DC STBY BUS control DC EMER BUS - Nil -
Ground Handling bus on HOT MAIN BAT BUS - Nil -
Bat XF relay (on lateral panel RLY)
MFC LOGIC
See chapter 1.01
Mod: 5948
P 16 001
DC POWER APR 11
AA
SYSTEM MONITORING
ELEC DC GEN 1+2

This warning is generated when both DC generation channels are inoperative.
- ELEC DC GEN 1+2 red message on EWD
- DC BUS 1(&2) OFF legend in amber boxes on SD Electrical System page
- DC GEN FAULT legend in an amber circle on SD Electrical System page
- FAULT light of DC GEN pb illuminates amber on overhead panel
- DC BUS OFF caution lights illuminate amber on overhead panel
ELEC DC 1(2)
This caution is generated when DC BUS 1(2) is not supplied.
- ELEC DC 1(2) amber message on EWD
- DC BUS 1(2) OFF legend in an amber box on SD Electrical System page
- DC BUS 1(2) OFF caution light illuminates amber on overhead panel
ELEC DC GEN
This caution is generated when one DC generation channel is inoperative.
- ELEC DC GEN amber message on EWD
- DC BUS 1(2) OFF legend in amber boxes on SD Electrical System page
- DC GEN 1(2) FAULT label in amber circle on SD Electrical System page
- FAULT light of DC GEN 1(2) pb illuminates amber on overhead panel
- DC BUS 1(2) OFF caution lights illuminate amber on overhead panel
ELEC DC EMER
This caution is generated when DC EMER BUS is no longer supplied.
- ELEC DC EMER amber message on EWD
- EMER BUS label in an amber box on SD Electrical System page
- EMER BUS light illuminates amber on overhead panel
Mod: 5948
P 17 001
DC POWER APR 11
AA
ELEC DC ESS
This caution is generated when DC ESS BUS is no longer supplied.
- ELEC DC ESS amber message on EWD
- ESS BUS label in an amber box on SD Electrical System page
- ESS BUS light illuminates amber on overhead panel
ELEC DC SHED
This caution is generated when DC BUS is automatically shed after a source overload.
- ELEC DC SHED amber message on EWD
- SHED label displayed in amber on SD Electrical System page
- SHED light of DC SVCE BUS pb illuminates amber on overhead panel
ELEC BAT CHG

This caution is generated in case of an incipient battery thermal runaway or a charge
contactor failure.
- ELEC BAT CHG amber message on EWD
- CHG FAULT label displayed in amber on SD Electrical System page
- FAULT legned of BAT CHG pb illuminates amber on overhead panel
ELEC BAT DISCH

This caution is generated in case of battery(ies) discharge in flight (but DC main sources
available).
- ELEC BAT DISCH amber message on EWD
- Amber filled arrow displayed on SD Electrical System page
ELEC CHG LOSS
This caution is generated in case of a loss of charge
- ELEC CHG LOSS amber message on EWD
- CHG FAULT label displayed in amber on SD Electrical System page
Mod: 5948
P 18 001
DC POWER APR 11
AA
On LH maintenance panel, a rotary selector is provided, with several indicators. The

maintenance panel is protected by a transparent cover to avoid unintended inflight
operation.
CURRENT CHECK
1 Rotary Selector
Allows to connect selected pick-- up points of the electrical network to the indicators.
GEN position selects DC generator on DC indicators.
2 DC voltage indicator
Indicates the voltage at pick up point selected by the rotary selector.
Normal readings are :
- For battery without load : 25 to 28 volts
- For battery under load : 23 to 28 volts
3 DC Current indicator
Indicates the current generated by selected sources.
Normal reading is for each generator : less than 300 A.
Mod: 5948
P 19 001
DC POWER APR 11
AA
DC UTLY/SVCE/STBY CONTACTORS MALFUNCTION INDICATION AND DC FEEDERS

OVHT DETECTORS
Electrical malfunctions are indicated by MFC on the BASIC MEMORY MCDU menu.
Selection of MISC 1(2) menu gives information on DC UTLY/SVCE/STBY contactors and DC

FEEDERS OVHT detectors.
Mod: 5948
P 20 001
DC POWER APR 11
AA
20.5 SCHEMATICS
Mod: 5948
P 21 001
DC POWER APR 11
AA
Mod: 5948
P 22 001
DC POWER APR 11
AA
Mod: 5948
P 23 001
DC POWER APR 11
AA
Mod: 5948
P 24 001
DC POWER APR 11
AA
Mod: 5948
P 25 001
DC POWER APR 11
AA
Mod: 5948
.
P1 001
AC CONSTANT FREQUENCY APR 11
AA
30.1 DESCRIPTION
GENERATION
The source of constant frequency (400 Hz) AC power consists of two static inverters
(INV).
The inverters are rack mounted and cooled by forced air with provisions for natural
convection cooling.
The static inverter design characteristics are as follows :
- Power 500 VA
- Output voltage 115 V 4V and 26 V 1V
- Frequency 400 Hz 5 Hz
- Type single phase
The two inverters are powered respectively from DC BUS 1 and DC BUS 2. The input
voltage range is between 18 VDC and 31 VDC for satisfactory operation.
In event of one DC BUS loss, corresponding inverter is not supplied, but corresponding
AC BUS is supplied by AC BTR (BTC pb).
In event of both DC BUS power loss, INV1 is automatically supplied by HOT MAIN BAT
BUS, or by HOT EMER BAT BUS in OVRD configuration (for each bus when OVRD
UNDV is selected) or by TRU when selected ON.
The maximum power available on each 26 VAC BUS is 250VA.
(See AC-- DC Schematic section 1.06.35)
Mod: 5948
P2 001
AA
DISTRIBUTION (115 and 26 V)

INV 1 normally supplies :
- AC BUS 1
- AC STBY BUS
INV 2 normally supplies :
- AC BUS 2
In event of inverter failure or input power loss the associated AC BUS is isolated from
affected inverter and, provided the BTC pb is not in ISOL position, the AC BUS 1 and
2 are automatically tied together by the BTR (Bus Tie Relay).
In event of INV 1 failure or input power loss, AC STBY BUS is automatically supplied
from INV 2.
Mod: 5948
P3 001
AA
30.2 CONTROLS
1 INV FAULT light

Illuminates amber and the FWS is activated in case of an inverter failure or a loss of
power supply.
2
BUS OFF light
IIluminates amber and the FWS is activated when associated AC BUS is
deenergized.
3
OVRD pb
When on batteries supply, this guarded pb allows the INV 1 and hence the AC STBY
BUS to be transfered from HOT MAIN BAT BUS supply to HOT EMER BATR BUS
supply.
NORM (pb released). The INV 1 and AC STBY BUS are supplied from the same
source as DC ESS BUS.
OVRD (pb pressed in). The INV 1 and AC STBY BUS are supplied from the same
source as DC EMER BUS. OVRD light illuminates white.
UNDV The light illuminates amber to indicate that the DC STBY BUS voltage is
below 19.5V. INV 1 require 18 V for normal operation. OVRD may be
used as necessary.
4
DC BTC pb
This guarded pb controls the AC BUS TIE relay (AC BTR) which, when closed,
connects both main AC BUSSES.
NORM (pb released). The BPCU automatically controls the BTC and a separate
logic controls the AC BTR.
* In normal conditions, with both inverters running, the AC BTR is open
allowing isolated operation of both inverter circuits.
* In case of inverter failure, the AC BTR is automatically closed after 10s
with OVRD UNDV pb released. The INV FAULT light illuminates but
associated BUS OFF light extinguishes after 10s.
ISOL (pb pressed in). The AC BTR is locked open, ISOL light illuminates white.
Mod: 5948
P4 001
AA
INDICATING
AC BUS
INVERTERS
Mod: 5948
P5 001
AA

ELECTRICAL SUPPLY

(C/B) (C/B)
INV 1 + AC BUS 1 AC voltage - Nil - 115 VAC EMER BUS
and frequency ind. (on lateral panel FREQ IND.)
AC BUS 2 power supply 115 - Nil - 115 VAC OUTPUT INV 1
VAC (on lateral panel 115 VAC)
AC BUS 1 control and INV 1 DC EMER BUS
caution (on lateral panel INC CAU-
TION and BUS SPLY RLY)
AC BUS 1 caution relay - Nil - 115 VAC BUS 1
(on lateral panel RLY)
AC BUS 1 caution light DC EMER BUS - Nil -
(on lateral panel LT)
INV 2 + AC BUS 2 ACV and - Nil - 115 VAC BUS 2
frequency ind. (on lateral panel FREQ IND)
AC BUS 2 power supply 26 - Nil - 26 VAC OUTPUT INV 2 (on lat-
VAC eral panel 26 VAC)
AC BUS 2 control and INV 2 DC ESS BUS - Nil -
caution (on lateral panel BUS CTL
and INV CAUTION)
AC BUS 2 caution relay - Nil - 115 VAC BUS 2
(on lateral panel RLY)
AC BUS 2 caution light DC EMER BUS - Nil -
(on lateral panel LT)
AC BUS 1 and 2 tie line 115 - Nil - 115 VAC BUS 1
AC BUS 1 and 2 tie line 26 - Nil - 26 VAC BUS 1
AC STBY BUS power supply - Nil - OUTPUT INV 1 or 2
115 VAC (on lateral panel 115 VAC)
AC STBY BUS power supply - Nil - OUTPUT INV 1 or 2
26 VAC (on lateral panel 26 VAC)
AC STBY BUS transfer relay DC EMER BUS - Nil -
(on lateral panel AC EMER
and STBY BUS XFR RLY)
Mod: 5948
P6 001
AA
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
ELEC AC 1(2)
This caution is generated when AC BUS 1(2) is not supplied
- ELEC AC 1(2) amber message on EWD
- AC BUS 1(2) OFF label in amber box on SD Electrical System page
- AC BUS OFF light illuminates amber on overhead panel
ELEC INV 1(2)

This caution is generated in case of under/over voltage at INV 1(2) output.
- ELEC INV 1(2) amber message on EWD
- INV 1(2) OFF label in amber box on SD Electrical System page
- INV 1(2) light illuminates amber on overhead panel
Mod: 5948
P7 001
AA

operation.
CURRENT CHECK
1 Rotary Selector
Allows to connect selected pick-- up points of the electrical netwwork to the indicators
INV position selects AC current on AC indicators.
2 AC load indicator
Indicates in hundred percent the load of selected AC source.
Normal reading : below 0.5.
3 Frequency indicator
Indicates in Hz frequency of selected AC source.
Normal reading : 400 Hz5 Hz.
4 AC voltage indicator
Indicates voltage on selected AC source.
Normal reading : 115 V 4 V.
Mod: 5948
.
P 1/2 001
AC/DC SCHEMATIC APR 11
AA
30.5 SCHEMATICS
Mod: 5948
.
P1 001
AC WILD FREQUENCY APR 11
AA
40.1 DESCRIPTION
GENERATION
The ACW generation system consists of two propeller driven 3 phases generators. Each
generateor is a brushless, air cooled type and is rated to deliver 20 KVA for continuous
operation.
Nominal set voltage 115V / 200V.
Normal operating frequency range : 341 to 488 Hz (70 to 100% NP)
Each generator is controlled by a Generator Control Unit (GCU) which provides the
following control and protection functions :
S overvoltage
S power and fault current limiting
S bus tie lock out
S undervoltage
S differential protection
S under frequency
S open phase
S overfrequency
S voltage regulation
The BPCU performs the functions required for control and protection of the EXT PWR, the
BUS TIES (or BTC(S)) and SVCE BUS.
The TRU allows the ACW generation system to partially energize the DC electrical system
from ACW BUS 2.
Mod: 5948
P2 001
AA
DISTRIBUTION
The aircraft ACW distribution network consists of three busses :
- Two main busses ACW BUS 1 and 2
- ACW SVCE BUS.
ACW BUS 1 and 2

The ACW BUS 1 is normally supplied by the generator driven by the LH generator and the
ACW BUS 2 by the RH generator.
Note : * in case of generator failure, the associated ACW BUS will be automatically
supplied by the other generator through the BUS TIE CONTACTORS (1 and 2).
*A soon as EXT PWR is connected, selected ON and checked acceptable in
voltage, frequency, phase, and current by the PBCU, it has priority over the engine
driven generators.
ACW SVCE BUS
The ACW SCVE BUS supplies power in flight, and on ground during airplane servicing
operations. The ACW SVCE BUS can be supplied from EXT PWR or ACW BUS 1. A sw
located on the cabin attendant panel controls the power to ACW SVCE BUS.
* When the ACW BUS 1 is ON, power being supplied by the generator or EXT PWR
through BTC 1, the ACW SVCE BUS is automatically fed from ACW BUS 1 through
contactor GXC.
* When the aircraft is operating from EXT PWR with ACW BUS 1 OFF, the ACW SVCE
BUS is fed from EXT PWR through contactor EXC.
Note : The ACW SVCE BUS is automatically shed when one generator is off line.
Mod: 5948
P3 001
AA
40.2 CONTROLS
1 ACW GEN pb
Controls the energization of associated generator and the resetting of the protection
system after failure.
ON (pb pressed in) Associated generator is energized and associated generator
contactor closes if the network electrical parameters are normal.
OFF (pb released) Associated generator is deenergized and associated generator
contactor is open. OFF light illuminates white.
FAULT Illuminates amber and the FWS is activated in event of :
- A protection trip initiated by the associated GCU. If it is caused by a
generator underspeed, reset will be automatic. For the other cases, a manual
reset has to be performed.
- An opening of a generator contactor except if pb is selected OFF.
In both cases, the BTC(S) are closed and affected ACW BUS is automatically
supplied from the remaining generator. The light extinguishes and the fault circuit is
reset when the pb is cycled to the out position.
2 ACW BUS OFF light

Illuminates amber and the FWS is activated when associated ACW BUS is not
supplied.
Mod: 5948
P4 001
AA
3 BTC PB
This guarded PB controls the ACW BUS TIE CONTACTORS (BTC 1 and 2) which,
when closed, connects both main ACW BUSSES in parallel.
NORM (PB released) BPCU Automatically controls BTC 1 and 2 :
S In normal conditions, wirth both generators running, BTC 1 and 2 are open,
allowing individual operation of both generator circuits.
S In case of external power operation, or single generator failure, BTC 1 and 2 are
automatically closed. The flow bar is illuminated.
ISOL (pb pressed in) BTC 1 and 2 are open, ISOL light illuminates white.
4 EXT PWR PB
Refer to EXTERNAL POWER section.
CABIN ATTENDANT PANEL
ACW SVCE BUS pb

Connects the ACW SVCE BUS to the EXT PWR source or to the ACW BUS 1 when it is
energized.
ON (pb pressed in) Whenever ACW power or external AC power of acceptable
quality is available, the light illuminates green.
OFF (pb released) The SVCE BUS is disconnected from the available power
source. The ON light extinguishes.
SHED Illuminates amber when :
- the ACW source is available and PB is released, or
- the PB is pressed in and ACW SVCE BUS is not powered (overload shedding
for example).
Mod: 5948
P 5/6 001
ACW WILD FREQUENCY APR 11
AA
INDICATING
BAT
Mod: 5948
.
P7 001
AA
ELECTRICAL SUPPLY

GCU of ACW DC ESS BUS - Nil -
GEN 1 (on lateral panel GCU ACW GEN 1)
GCU of ACW DC ESS BUS - Nil -
GEN 2 (on lateral panel GCU ACW GEN 2)
ACW BPCU DC ESS BUS - Nil -
(on lateral panel BPCU ACW)
ACW BUS 1 - Nil - ACW BUS 1
caution relay (on lateral panel RLY)
ACW BUS 1 DC EMER BUS - Nil -
caution light (on lateral panel LT)
ACW BUS 2 - Nil - ACW BUS 2
caution relay (on lateral panel RLY)
ACW BUS 2 DC EMER BUS - Nil -
caution light (on lateral panel LT)
ACW SVCE BUS - Nil - ACW SVCE BUS
shed relay (on lateral panel ACW SVCE
BUS SHED CAUTION RLY)
Mod: 5948
P8 001
AA
SYSTEM MONITORING
ELEC ACW GEN 1(2)
This caution is generated when one ACW generator channel is inoperative.
- ELEC ACW GEN 1(2) amber message on EWD
- ACW GEN 1(2) FAULT label under an amber semi circle on SD Elec page
- FAULT light of ACW GEN 1(2) pb illuminates amber on overhead panel
ELEC ACW 1(2) OFF

This caution is generated when ACW BUS 1(2) is not supplied.
- ELEC ACW 1(2) OFF amber message on EWD
- ACW 1(2) OFF label in an amber box on SD Elec page
- OFF light of ACW GEN 1(2) pb illuminates white on overhead panel
ELEC ACW BUS 1+2

This caution is generated when both ACW BUS are not supplied.
- ELEC ACW BUS 1+2 amber message on EWD
- ACW GEN 1(&2) FAULT label under amber semi circles on SD Elec page
- FAULT lights of ACW GEN pbs illuminate amber on overhead panel
Mod: 5948
P9 001
AA

operation.
CURRENT CHECK
1 Rotary Selector
GEN position selects AC WILD Generator on AC indicators.
2 AC indicators
Refer to AC CONSTANT FREQUENCY lateral maintenance panel description.
ACW BUS TIE CONTACTORS OPERATING SELECTOR
It is used to open the corresponding AC Wild bus tie contactor.
Mod: 5948
.
P1 001
EXTERNAL POWER APR 11
AA
50.1 DESCRIPTION
The DC and ACW electrical power system can be supplied from ground power sources,
connected via the separate External Power receptacles which are located on the lower
right side of the fuselage, just aft of the nose gear.
DC SUPPLY
* The power is controlled via the BUS POWER CONTROL UNIT (BPCU) which provides
protection for :
- overvoltage
- under voltage
- overcurrent
- incorrect polarity
When the above conditions are in the correct status, EXT PWR is considered to be of
acceptable quality. AVAIL light illuminates green in the DC EXT PWR pb. Ext DC AVAIL
is although displayed on the SD Elec page.
* The AVAIL light being illuminated, THE DC EXT PWR pb may be selected ON. The
AVAIL light remains illuminated and the ON light illuminates blue.
Note :As soon as EXT PWR is connected, checked acceptable by the BPCU and
selected ON, it has priority over the engine driven generators
AC SUPPLY
* The power is controlled via the BUS POWER CONTROL UNIT (BPCU) which provides
protection for :
- voltage limits
- phase sequence
- frequency limits
- open phase
- overload
When the above conditions are in the correct status, the EXT PWR is considered to be of
acceptable quality. The AVAIL light illuminates green in the ACW EXT PWR pb and this
pb may be selected ON in associated contactors are closed. Ext AC AVAIL is although
displayed on the SD Elec page
- ACW SVCE BUS pb on the cabin attendant panel may be selected ON :
S AVAIL light remains illuminated
S ON light illuminates blue
Note :As soon as EXT PWR is connected, checked acceptable by the BPCU and
selected ON, it has priority over the propeller driven generators.
Mod: 5948
P2 001
AA
50.2 CONTROLS
AC EXTERNAL POWER RECEPTACLE PANEL
1 Nose Landing Gear Service Light Switch

Allows operation of the service light in the nose gear bay.
2 AC Power not used light (white)
Is on when AC external power is connected and ACW SVCE BUS is not used.
3 AC Connected light (white)
Is on when AC external power is connected.
DC EXTERNAL POWER RECEPTACLE PANEL
1 DC connected light (white)

Is on when DC external power is connected to the aircraft.
2 DC Power not used light (white)
Is on when DC external power is connected to the aircraft, and DC SVCE BUS is not
used.
3 Interphone Jack
Used by ground mechanic to connect a headset to communicate with crew.
4 Pilot call button
When pressed in, sends a call (aural and visual) to the cockpit : Mechanic call light
illuminates on the overhead panel.
Mod: 5948
P3 001
AA
EXTERNAL POWER SD INDICATION
EXT PWR amber label is displayed on SD CABIN page (at the top right of the plane).
This label is displayed when the receptacle is not closed (without being necessarily
powered).
Mod: 5948
P4 001
AA

operation.
CURRENT CHECK
1 Rotary Selector
EXT PWR position indicates on DC or/and AC indicators.
2 DC indicators
Refer to DC power lateral maintenance panel description.
3 AC indicators
Refer to AC Constant frequency lateral maintenance panel description.
Mod: 5948
P1 001
DISTRIBUTION EQUIPMENT LIST FEB 12
AA
Note : * = option
DC BUS 1
R NORM SPLY
R - TAWS ADVISORY
Mod: 5948
P2 001
AA
R 1
R
Mod: 5948
P3 001
AA
DC BUS 2
R NORM SPLY
R NORM SPLY
R NORM SPLY
Mod: 5948
P4 001
AA
R - *RATING - ERIU SPLY

R 77 ENGINE INDICATION - ENG1 - OIL PRESS/TEMP
Mod: 5948
P5 001
AA
HOT EMER BAT BUS
R - EMER BAT AMP IND

R - EMER BAT VOLT IND
R - EMER BAT ARROW
R - ADC 1/ICP CAPT HOT SPLY
Mod: 5948
P6 001
AA
HOT MAIN BAT BUS
R - MAIN BAT IND ARROW

R - MAIN BAT VOLT IND
Mod: 5948
P7 001
AA
DC EMER BUS
- MCP CM1
R - ENG FIRE EXTINGUISHING CTRL and IND
R (and - WARNING on CLA-- ENG 1+2)
R - LP VALVES 1 and 2 AUX SPLY (back-- up DC BUS 1&2)
Mod: 5948
P8 001
AA
R NORM SPLY
R
R NORM SPLY
AVNX (IMA) - CPM 1

- IOM-- DC 12
- IOM-- DC 13
Mod: 5948
P9 001
DISTRIBUTION EQUIPMENT LIST APR 11
AA
DC ESS BUS
Mod: 5948
P 10 001
AA
R NORM SPLY
AVNX (IMA) - CPM 2 / IOM-- S 2

- IOM-- DC 22
- IOM-- DC 23
Mod: 5948
P11 001
AA
DC STBY BUS
R - CPM2 / IOM-- S2 AUX SPLY
Mod: 5948
P 12 001
AA
DC SVCE BUS
R - LEFT and RIGHT CABIN LAT LT
Mod: 5948
P13 001
AA
DC UTLY BUS 1
Mod: 5948
P 14 001
AA
DC UTLY BUS 2
Mod: 5948
P 15 001
AA
DC GND HOLG BUS
Mod: 5948
P 16 001
AA
115V AC STBY BUS
Mod: 5948
P 17 001
AA
115V AC BUS 1
Mod: 5948
P 18 001
AA
115V AC BUS 2
Mod: 5948
P 19 001
AA
26V AC STBY BUS
Mod: 5948
P 20 001
AA
26V AC BUS 1
Mod: 5948
P 21 001
AA
26V AC BUS 2
Mod: 5948
P 22 001
AA
115V ACW BUS 1
Mod: 5948
P 23 001
AA
115V ACW BUS 2
Mod: 5948
P 24 001
AA
115V ACW SVCE BUS
Mod: 5948
P 25 001
AA
*115V ACW SVCE BUS 2
Mod: 5948
.
EMERGENCY EQUIPMENT 1.07.00
P1 001
CONTENTS APR 11
AA
1.07.00 CONTENTS
1.07.10 GENERAL
1.07.20 OXYGEN SYSTEM
20.1 DESCRIPTION
20.2 CONTROLS
20.4 SCHEMATICS
1.07.30 EMERGENCY EVACUATION
Mod: 5948
.
P1 001
GENERAL FEB 12
AA
The aircraft is equipped with fire fighting, oxygen and first aid equipment, placed
throughout the cabin, readily available for use in emergency.
The emergency lighting system provides aircraft illumination when all other electrical
power sources are no longer available.
COCKPIT
Each crew member station is provided with :

- life jacket.
- smoke goggles.
- Quick donning oxygen mask supplied with gaseous oxygen from one
rechargeable bottle.
R - Flash lights.
R - Protective gloves.
A portable fire extinguisher and a crash axe are located at the bottom of the electric rack.
Depending on versions, a smoke hood, located behind left crew member station, is
available for crew member use.
One plug type hatch located in the cockpit ceiling is provided as an emergency exit for the
cockpit crew. One escape rope is located in a compartment on top of the electric rack near
the exit. Steps are provided for hatch access in the corridor RH side.
CABIN
The emergency equipment is strategically distributed throughout the cabin and stowed
adjacent to the two cabin attendant stations.
It contains :
- portable fire extinguishers
- protective breathing equipments
- first aid kit
- crash axe
- life vests (stowed under each passenger seat and at the cabin crew stations)
- oxygen supply for passengers.
R - Flash lights.
Mod: 5948
P 2/3 001
GENERAL APR 11
AA
SCHEMATICS
Mod: 5948
P1 001
OXYGEN SYSTEM APR 11
AA
20.1 DESCRIPTION (See schematic p 7/8)
The system consists of a main system supplying the cockpit crew and the passengers
and two portable units for the cabin attendants.
A high pressure cylinder of 2180 l (77 cu.ft) capacity, supplies oxygen to the
distribution system. Nominal charge pressure of 1850 PSI is reduced to 78 PSI in the
distribution system. A discharge part is provided to face overpressures.
CREW MEMBERS (See schematic p 9/10)
The quick donning masks are stowed in readily accessible containers adjacent to
each crew member seat. The mask harness inflates automatically when the mask is
pulled out of the container and it can easily be donned with one hand. A mask
mounted diluter demand regulator provides dilution and emergency pressure control :
- In case of pressure drop, with the dilution control in the N (normal) position, diluted
oxygen is provided to 3 cockpit cew for a duration of 120 mn at demand flow
(10 minutes to descend from 25 000 ft to 13 000 ft and continuation of flight
between 13 000 ft and 10 000 ft for 110 minutes).
- In case of smoke or noxious gas emission, with the dilution control in the 100 %
position, oxygen is provided to 3 cockpit crewr for a duration of 15 minutes at
demand flow.
CABIN ATTENDANT PORTABLE UNITS
- two 120 l (4.25 cu ft) portable oxygen bottles are stowed under the cabin attendant
seats. They permit a continuous diluted flow to both cabin attendants at 13 000 ft
for a duration of 30 mn. Each of these bottles is equipped with a diluted oxygen
mask.
- Protective breathing equipments are located in the baggage box of the cabin.
PASSENGERS
The main system provides passenger protection through a PAX SUPPLY valve. It
controls flow to oxygen masks installed under the hat racks.
Oxygen system capability allows to supply 25 % of the passengers with a continuous
diluted flow for a duration of 30 mn in case of pressure drop (4 minutes to descend
from 25 000 ft to 13 000 ft, 26 minutes to continue the flight between 13 000 ft and
10 000 ft) in addition to the cockpit crew 120 minutes consumption.
Mod: 5948
P2 001
AA
20.2 CONTROLS
OXYGEN PANEL
1 HP ind.
Oxygen bottle pressure is displayed in PSI X 1000.
2
MAIN SUPPLY pb
Controls the low pressure supply solenoid valve.
pb pressed in : The valve is open, low pressure oxygen is supplied to the cockpit
crew oxygen masks.
OFF : (pb released) the valve is closed. OFF illuminates white.
LO PR : illuminates amber and the FWS is activated when a low pressure
(below 50 PSI) is detected in the low pressure distribution circuit.
3 PAX SUPPLY pb
ON : (pb pressed in) Passengers supply valve is open. ON illuminates
cyan.
pb released : Passengers supply valve is closed.
Mod: 5948
P3 001
AA
COCKPIT CREW OXYGEN MASK
The cockpit crew oxygen masks are of the quick donning inflatable harness type, stowed
in a container at each crew station. It can be donned with one hand. A regulator is
incorporated in the mask.
1 Release clips
Squeezing the red release clips unlocks the container doors. It also enables
automatic inflation of mask harness, provided that pb 4 is held in TEST position or
mask is extracted from container. The blinker momentarily displays a yellow cross.
2 Blinker
Displays a yellow cross when there is oxygen flow, and black when there is no oxygen
flow.
3 N/100 % rocker
Controls the selection of normal or 100% oxygen for mask delivery. It is locked in the
100% position by the UNLOCK rocker.
4 TEST/RESET pb
Permits a test of oxygen flow without removing the mask from the container. It is
springloaded to the RESET position.
TEST provided MAIN SUPPLY pb is selected ON, oxygen flows through the mask.
The blinker momentarily displays yellow cross, and the flow is audible.
A lengthened hose is provided on the observer mask enabling access to the cargo with
the mask.
RECOVERING BOOMSET/MICRO FUNCTION WHEN THE OXYGEN MASK IS
OUT OF ITS CONTAINER :
Oxygen mask remaining out of its container :
- Close the oxygen mask container doors.
- Press the test push button in front of the container and release it, yellow cross
disappears.
The bommset/micro function is now recovered.
Note : If the pilot wants to use the oxygen mask again and recover the mask micro, he has
to open the container doors.
Mod: 5948
P4 001
OXYGEN SYSTEM FEB 12
AA
UNDERSIDE OF REGULATOR
R 1 UNLOCK rocker Locks N/100% rocker at 100% position. When pressed, the rocker
is released.
R 2 EMERGENCY selector Activates pressurization of mask delivery flow when the

N/100% rocker is at 100%. Rotation of the selector in direction of the arrow
gradually increases delivery pressure from zero to full pressure.
Mod: 5948
P5 001
AA
INDICATING
MFD displays crew/pax oxygen distribution system status on the top left corner of the
Cabin System page.
Mod: 5948
P6 001
AA
ELECTRICAL SUPPLY

(C/B)
Oxygen control unit power supply DC ESS BUS
(on lateral panel OXY CTL UNIT PWR SUPPLY)
Pressure Ind. and alert DC ESS BUS

(on lateral panel PRESS IND and CAUTION)
SYSTEM MONITORING
OXY
This caution is generated when a low pressure (below 50 psi ) is detected in the LP
distribution circuit.
- OXY amber message on EWD
- Aural alert is single chime (SC)
- LO PR amber label on MFD cabin page
- LO PR amber legend illuminates on overhead panel
Mod: 5948
P 7/8 001
AA
20.4 SCHEMATICS
Mod: 5948
.
P 9/10 001
AA
Mod: 5948
.
P1 001
EMERGENCY EVACUATION APR 11
AA
EMERGENCY EVACUATION IN CASE OF DITCHING

A EMERGENCY EXIT
B SERVICE DOOR
C PASSENGER/CREW DOOR
Note : Be sure that safety pin is removed.
Mod: 5948
P2 001
EMERGENCY EVACUATION APR 11
AA
EMERGENCY EVACUATION IN CASE OF FORCED LANDING
A EMERGENCY EXIT
B SERVICE DOOR
C
EMERGENCY/ CREW DOR
Note : Be sure that safety pin is removed.

Mod: 5948
FIRE PROTECTION 1.08.00
P1 001
CONTENTS APR 11
AA
1.08.00 CONTENTS
1.08.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
Mod: 5948
.
P1 001
GENERAL APR 11
AA
10.1 DESCRIPTION
The fire protection system is provided in order to ensure :
- Detection for : each engine fire
right nacelle overheat (on ground only)
each cargo compartment and toilets smoke
avionics compartment smoke
- Extinguishing for : each engine
cockpit, cabin and each cargo compartment
toilets waste bin
ENGINE FIRE DETECTION SYSTEM

Each engine is equipped with a fire detection system which consists of two identical
detection loops (A and B) mounted in parallel and a fire detection control unit.
The detection principle is based on the variation of resistance and capacitance of the
detection cable (fire signal). If there is only a change in resistance, associated loop
will be declared failed by the fire detection control unit (fault signal).
ENG FIRE alert is displayed on EWD in case of fire signal detected by both loops A and
B or fire signal detected by one of the 2 loops if the other one is selected OFF.
RIGHT NACELLE OVERHEAT DETECTION SYSTEM (on ground only)

Right nacelle is equipped with an overheat detector. When right nacelle temperature
exceeds 170C, NAC2 OVHT and /or red alarm(s), is/are displayed on EWD, and the
FWS is activated.
CARGO AND TOILETS SMOKE DETECTION SYSTEM

Forward cargo and aft cargo are each equipped with photoelectric smoke detectors.
Ambient transmittance is monitored by reflection measurement.
Toilets are equipped with one ionisation type smoke detector.
In case of smoke detection, SMOKE signal is sent to FWS through the MFC.
AVIONICS SMOKE DETECTION (See schematic 1.03.30 p. 3)

The avionics extract air duct is equipped with a smoke detection device (ionisation type)
linked to the FWS. Smoke detection between the avionics compartment and the extract
fan activates a ELEC SMK red alert on EWD.
Mod: 5948
P2 001
GENERAL FEB 12
AA
ENGINE FIRE EXTINGUISHING SYSTEM

It includes two extinguishers bottles which may be used for engine n1 or engine n2.
They are located on each side of the fuselage. Dual squibs are installed in the discharge
heads on each bottle. For fire extinguishing, the squibs are ignited by depressing the
corresponding illuminated AGENT pb on the ENG FIRE panel.
R The extinguishing agent (halon) is pressurized by nitrogen.
COCKPIT, CABIN AND CARGO COMPARTMENTS FIRE EXTINGUISHING SYSTEM

Portable extinguishers are provided to be operated manually (refer to schematic 1.07.10
R p.2/3 for location).
TOILETS WASTE BIN FIRE EXTINGUISING SYSTEM

The system operates automatically when fire is detected (when the temperature is
greater than 78C (172F).
Mod: 5948
P3 001
GENERAL APR 11
AA
10.2 CONTROLS
ENGINE FIRE PANEL
Two identical ENG FIRE panels with fire handles are provided for control of fire detection
and extinguishing. One panel controls ENG 1, the other controls ENG 2.
1 ENG FIRE handle
An ENG FIRE warning light is integrated into the handle. The light illuminates red and
the FWS is activated as long as the respective engine fire warning is activated
(independently of handle position). Light goes off when the temperature detected by
the loops drops below warning threshold.
The handle has two positions :
- Normal position (mechanically locked)
- PULLED
Pulling the handle electricallly causes for the respective engine :
S PROPELLER Feathering
S FUEL ENG LP VALVE closure
S AIR BLEED VALVE and HP VALVE closure
S DE ICE DE ICE VALVE and ISOLATION VALVE closure
S ELEC ACW and DC GEN deactivation
2 SQUIB TEST pb
Controls the test of the squibs in the discharge heads and their electrical circuits.
When pressed in with the respective ENG FIRE handle in normal position, the two
SQUIB lights illuminate if squibs and circuits are operative.
3 AGENT pbs
Controls the ignition of squibs and resultant discharge of fire extinguisher bottles
- SQUIB : The lights illuminate white when the ENG FIRE handle is pulled to
facilitate identification of the AGENT pbs which may be activated.
- DISCH : The light illuminates amber when the related fire extinguisher bottle is
depressurized after discharge.
Note : The discharge light will also illuminate on the non affected engine fire panel to
facilitate identification of the depressurized bottle.
Mod: 5948
P4 001
GENERAL APR 11
AA
4 LOOP pb
Allows activation of aural and visual alerts when a fire signal (FIRE) or a fault signal
(LOOP) is generated by the fire detection control unit for the related loop.
pb pressed in : Aural and visual alerts are activated when a fire or a fault signal
is generated by the fire detection control unit for the related loop.
OFF : (pb released) Aural and visual alerts are inhibited for the related
loop. The OFF light illuminates white. LOOP label is displayed on
EWD.
FAULT : The light illuminates amber and the FWS is activated when the
associated pb is selected ON and a fault signal is generated by the
fire detection control unit. LOOP alert is displayed on EWD with
associated LOOP label. Master caution light flashing with Single
Chime.
5 TEST sw Spring Loaded in neutral position
Spring loaded in neutral position allows a test of the detection of fire and fault
signals when both LOOP pbs are selected ON :
FAULT - FAULT lights of both LOOP A and LOOP B pb illuminate
- FWS is activated, LOOP alert is displayed on EWD with
associated LOOP label. Master caution light flashing with Single
Chime.
FIRE - ENG FIRE red light illuminates in associated fire handle
- FUEL SO light illuminates in associated CL if CL isnt in fuel shut off
position
- FWS is activated, ENG FIRE alert is displayed on EWD with
associated FIRE label. Master warning light flashing with aural CRC
- ENG FIRE on engine primary parameters page on EWD.
CL FUEL LT
Illuminates red in case of fire signal from associated engine. Extinguishes after CL is
set at fuel shut off position or if fire detection signal is no longer sensed.
Mod: 5948
P5 001
GENERAL APR 11
AA
CARGO COMPARTMENTS AND TOILET SMOKE DETECTION
(1) AFT COMPT / LAV FANS Pb

NORM : (Pb pressed in) one fan runs.
FAULT : The fan is out of order. FAULT illuminates amber and the FWS is
activated.
ALTN : (Pb released) the alternate fan runs, ALTN light illuminates white.
Associated pictograms are simultaneously displayed on SD cabin page as shown in the

table below :
(2) SMK TEST Pb

Tests the smoke detectors integrity.
ELEC SMK, FWD SMK, AFT COMPT SMK and LAV SMK warning are displayed on
the SD cabin page and associated alerts appears on EWD.
Mod: 5948
P6 001
GENERAL APR 11
AA
LEFT INTENTIONNALY BLANK
Mod: 5948
P7 001
GENERAL APR 11
AA

ELECTRICAL SUPPLY
(C/B)
ENG 1
Loop A DC EMER BUS
(on lateral panel LOOP A)
Loop B DC EMER BUS
(on lateral panel LOOP B)
Fire handle DC EMER BUS

(on lateral panel FIRE HANDLE)
CL light DC EMER BUS

(on lateral panel CLA)
ENG 2
Loop A DC EMER BUS
(on lateral panel LOOP A)
Loop B DC EMER BUS
(on lateral panel LOOP B)
Fire handle DC EMER BUS

(on lateral panel FIRE HANDLE)
CL light DC EMER BUS

(on lateral panel CLA)
Right extinguisher DC EMER BUS

bottle squibs (on lateral panel SQUIBS)
HOT MAIN BAT BUS
(on lateral panel SQUIBS)
Forward cargo DC ESS BUS

Smoke detection (on lateral panel FWD smoke DETEC-
TOR)
aft cargo smoke detector DC ESS BUS

(on lateral panel AFT smoke DETECTOR)
Mod: 5948
P8 001
GENERAL APR 11
AA

(C/B) (C/B)
Avionics DC ESS BUS - Nil -
smoke detector (on lateral panel ELEC SMK DET)
Toilets smoke detector DC ESS BUS - Nil -
(on lateral panel)
Aft cargo and toilets - Nil - AC STBY BUS
ventilation fans PWR (on lateral panel FANS
PWR)
Aft cargo and toilets DC ESS BUS - Nil -
ventilation fans CTL (on lateral panel AFT FANS IND)
Forward cargo ventila- - Nil - AC STBY BUS
tion fans PWR (on lateral panel)
Forward cargo DC ESS BUS - Nil -
Fire exting CTL (on lateral panel)
AUX aft compt. bay DC ESS BUS - Nil -
smoke detector (if (on lateral panel COMPT SMK
installed) AUX AFT COMPT SMK DET)
AUX aft compt two DC ESS BUS - Nil -
position valve control (on lateral panel)
and PWR
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
ENG FIRE
This warning is triggered when an engine fire is detected.
- ENG x FIRE red message on EWD
- ENG 1(2) legend illuminates amber on SD engine page
Note : SQUIB legend illuminates amber when fire handle is pressed.
Mod: 5948
P9 001
GENERAL APR 11
AA
ELECTRICAL SMOKE
This warning is generated when smoke is detected in the avionics ventilation circuit.
- ELEC SMK red message on EWD
- ELEC SMK red reverse video message on SD cabin page
FWD CARGO SMOKE

This warning is generated when smoke detected in the FORWARD cargo compartment.
- FWD SMK red message on EWD
AFT COMPT SMOKE

This warning is generated when smoke is detected in the aft cargo compartment in the
lavatory.
- AFT SMK red message on EWD
- AFT COMPT SMK red reverse video message on SD cabin page
NAC OVHT
This warning is generated when the nacelle temperature exceeds 170C (338F) when
aircraft is on ground.
- NAC OVHT red message on EWD
- NAC OVHT red reverse video message on SD engine page
FIRE LOOP 1A (1B)(2A)(2B)

This caution is generated when a Loop fault is detected.
- LOOP 1A(1B)(2A)(2B) amber message on EWD
- FAULT legend illuminates amber on the affected LOOP pb on
overhead panel
Mod: 5948
.
FLIGHT CONTROLS 1.09.00
P1 001
CONTENTS APR 11
AA
1.09.00 CONTENTS
1.09.10 GENERAL
1.09.20 ROLL
20.1 DESCRIPTION
20.2 CONTROLS
1.09.30 PITCH
30.1 DESCRIPTION
30.2 CONTROLS
30.5 SCHEMATIC
1.09.40 YAW
40.1 DESCRIPTION
40.2 CONTROLS
40.4 SCHEMATIC
1.09.50 FLAPS
50.1 DESCRIPTION
50.2 CONTROLS
50.5 SCHEMATIC
1.09.60 GUST LOCK

60.1 DESCRIPTION
60.2 CONTROLS
Mod: 5948
.
P1 001
GENERAL APR 11
AA
The control of the aircraft is achieved on the three axes by :

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

Spoilers are hydraulically actuated (blue system).
Wind protection is achieved on ground by :
- a locking mechanism on pitch and roll axes
- a damping unit on yaw axis limiting rudder excessive travel speed.
On each wing flaps are provided in two parts (inboard and outboard) mechanically
linked and hydraulically activated (blue system).
Mod: 5948
.
P1 001
ROLL APR 11
AA
20.1 DESCRIPTION
Roll control is achieved through control wheels.
SPRING TAB
A spring tab provides a flexible compensation which automatically increases with the
aerodynamic loads applied on the ailerons, thus ensuring a reduction of the pilots
efforts.
Wheel travel : 87
Ailerons travel : 14 up, 14 down
ROLL TRIM
Aileron trim is performed by varying the neutral position setting of the left aileron
spring tab with respect to the aileron.
It is electrically controlled from a twin control switch through an electrical actuator.
LH aileron trim controlled tab travel : 6.7 up, 6.7 down.
Full roll trim travel requires about 30 s.
Mod: 5948
P2 001
ROLL APR 11
AA
20.2 CONTROLS
SPOILER POSITION IND
When illuminated, each blue light indicates that the associated spoiler is not in the
retracted position.
ROLL TRIM POSITION IND
Indicates the LH aileron trim controlled tab travel. It is displayed on EWD page.
Pointer color is :
- White pointer when AP is engaged
- Cyan in manual mode.
- Amber in case of Roll Mistrim with AP engaged associated with cyan arrow.
ROLL TRIM CONTROL SW
Controls the roll trim actuator.

For operation, both switches must be moved and held in the same direction (L WING DN
or R WING DN) to energize the system (safety precaution).
Mod: 5948
P3 001
ROLL APR 11
AA
ELECTRICAL SUPPLY

(C/B) (C/B)
Spoiler position ind. DC BUS 1 - NIL -
(on lateral panel SPLR IND)
Roll trim DC EMER BUS - NIL -
(On lateral panel AIL TRIM &
AIL LOCK WARN)
Roll (pitch, yaw) - NIL - 26 VAC BUS 1
Trim position ind (On lateral panel TRIM POS
IND)
Mod: 5948
P4 001
ROLL APR 11
AA
SYSTEM MONITORING
RETRIM ROLL REQUIRED
Aileron out of trim with AP engaged :

- The trim control is inhibited as long as an out-- of-- trim is not detected by AP system.
- When the trim threshold limit is exceeded and a trim control is required :
- The aileron trim pointer becomes amber
- The rudder trim pointer becomes amber
- A blue arrow is displayed
- An abnormal message RETRIM ROLL L(R) WING DN is triggered on the
FMA
Note : An inhibition logic prevents to trim the aileron in the wrong direction.
- When a large aileron mistrim is present (second threshold limit reached) the aileron
& rudder trim indicator becomes amber and an abnormal message AILERON
MISTRIM is triggered on the FMA.
Mod: 5948
P1 001
PITCH APR 11
AA
30.1 DESCRIPTION
(See schematic p 8/9)
Each control column mechanically drives the associated elevator and, through a pitch
coupling mechanism, the other elevator and the opposite control column.
In case of jamming, pitch control will be recovered by applying on both control columns a
differential force (52 daN) disengaging the pitch coupling system.
The non affected channel allows the aircraft to be operated safety. System recoupling has
to be performed on ground.
Pitch uncoupling generates PITCH DISCONNECT red alert.
Control column travel : 11.25 up, 6.75 down.
Elevators travel : 23 up, 13 down.
Elevators automatic tab travel : 50% of the pitch control course.
Pitch trim is performed by off setting both tabs neutral position.

Normal trim (control column) and STBY trim (pedestal) supply appropriate part of each
actuator.
Each trim tab is activated by a dedicated actuator. The two actuators are synchronized by
a flexible shaft.
In case of pitch tabs desynchronization :
- an alert is generated by the FWS,
- normal and STBY pitch trim control are inoperative,
- AP disconnects.
Trim tab travel, displayed on the pitch trim position indicator, is added to the automatic tab
travel.
Elevators trim controlled tab travel : 5 up, 1.5 down.
Full pitch trim travel requires about 30s in normal and in STBY control.
A stick pusher and a stick shaker are provided, preventing the aircraft from reaching a
critical angle of attack. When the detected incidence becomes too high, the MFC sends a
signal to an electric actuator which shakes the control column at stall alert thresholds.
If angle of attack keeps increasing a further threshold is reached and the MFC activates
the stick pusher ; the complete pitch control linkage assembly is pushed forward.
Notes : 1) There are two stick shakers, one for each control column but only
one stick pusher actuator located on the captain pitch channel. In
case of pitch uncoupling when the pusher triggering angle of attack is
reached, only the captain control column is pushed forward.
2) Loss of stick pusher does not lead to stick shaker loss
3) Left and right stick shaker operations are segregated.
Mod: 5948
P2 001
PITCH APR 11
AA
30.2 CONTROLS
PITCH TRIM ROCKER SWITCHES
On each control wheel, two pitch trim rocker switches are installed. Its necessary to
operate both rocker switches to activate the normal electrical motor of each trim actuator
and to control nose up or down.
The switches are spring loaded to neutral position.
If both switches are operated simultaneously but in opposite direction, trimming action
stops.
if normal trim actuator is actuated during more than 1 second, an aural whooler is
generated by the FWS.
Note : Any TRIM manual operation will disengage the AP.
Mod: 5948
P3 001
PITCH APR 11
AA
PITCH TRIM POSITION IND
Indicates the right trim actuator controlled tab travel.
1 : Pitch trim pointer associated with a numerical value

Pointer color :
- Green associated with a numerical value when AP is engaged
- Cyan associated with a numerical value in manual mode
- Amber associated with a numerical value in case of :
- Pitch Trim Asym
- Pitch Mistrim or Pitch Trim failed with AP engaged
- Pointer outside of green band in pre take off condition (Take Off CONFIG).
2 : Green sector : TO trim sector (from 0 to 2.5 UP)

Identifies the take off range. If take off (or take off config test) is performed with pitch
trim out of this range, CONFIG warning will be generated by the FWS.
3 : Magenta bug Indicates the managed pitch trim objective.
Mod: 5948
P4 001
PITCH APR 11
AA
STBY PITCH CONTROL SW
This guarded switch controls the electrical motor of each trim actuator. Action on this
switch will disengage the AP.
CAUTION : SIMULTANEOUS ACTION ON A NORMAL ROCKER SWITCH AND THE
STBY SWITCH IS NOT RECOMMENDED.
STICK PUSHER PB
- FAULT light (amber) :

Indicates a stick pusher or stick shaker failure.
- OFF Position :
Enables to switch OFF the stick pusher and the stick shaker system.
Note : STALL WARNING aural alert is also lost.
STICK PUSHER ANNUNCIATOR
The stick pusher is controlled by the MFC and is a function of signals sent by the
angle-- of-- attack probes. The triggering values for the secondary alarms (stick pusher)
depend on the aircraft configuration.
A green STICK PUHER indication is triggered on the FMA to indicate that the stick
pusher is operating.
Mod: 5948
P5 001
PITCH APR 11
AA
30.3 ELECTRICAL SUPPLY/MFC LOGIC SYSTEM MONITORING
ELECTRICAL SUPPLY
Normal pitch control DC EMER BUS - Nil -
(on lateral panel NORM)
Right Standby pitch DC BUS 2 - Nil -
control (on lateral panel R STBY PITCH
TRIM)
Left Standby pitch DC EMER BUS - Nil -
control (on lateral panel L NORM&STBY
PITCH TRIM&RUD TLU MAN
CTL)
Pitch (roll, yaw trim - Nil - 26 VAC BUS 1
position ind.) (on lateral panel POS IND)
Stick pusher PWR DC BUS 1 - Nil -
(on lateral panel PWR)
Stick pusher CTL DC BUS 1 - Nil -
Pitch tabs DC BUS 1 - Nil -
Desynchronization (on overhead panel)
Left tick Shaker DC BUS 1 - Nil -
(on lateral panel PWR)
Right Stick Shaker DC BUS 2 - Nil -
MFC LOGIC
See chapter 1.01.
SYSTEME MONITORING
Pitch coupling mechanism disconnected(reconnected)

Disconnection(Reconnection) of the Captains and First Officers channels is signaled in
flight compartment by :
- PITCH DISC(PITCH RECONNCT) red message on EWD
Mod: 5948
P6 001
PITCH APR 11
AA
Take off out of trim range
Pitch trim out of the take off range (0 DN to 2.5 UP) when PL at TO position or simulated
by the TO CONFIG TEST :
- CONFIG red message on EWD
- FLT CTL amber message on EWD
- Pitch trim pointer is displayed amber
Pitch trim asym

MFC monitors the shift between the left and right trim actuators. The monitoring threshold
is set at 0.7degree of tab.
In case of a detected desynchronisation :
- PITCH TRIM ASYM amber message on EWD
Pitch Mistrim
When a pitch mistrim is present (threshold limit reached) the trim pointer becomes amber
and an abnormal message PITCH MISTRIM is triggered on the FMA.
Pitch Trim failed with AP engaged

An amber AP PITCH TRIM FAIL is triggered on the FMA to indicate a Pitch Trim failed
with AP engaged.
STICK PUSHER Fault

Indicates a stick pusher failure. The following alerts appear :
- FLT CTL PUSHER amber message on EWD
- FAULT on the stick pusher PB
PITCH TRIM RUN AWAY

The condition Normal trim or stby trim actuator actuated during more than 1 second is
monitored by aural alert only (whooler).
Mod: 5948
P7 001
PITCH APR 11
AA

PITCH TRIM TEST
A PTT pb is provided on RH lateral maintenance panel to test the pitch tabs shift detection
unit.
Test procedure
- DC electrical power available
- Depress and hold test button :
- PITCH TRIM ASYM amber message on EWD
- Disconnection of AP if engaged
ELEVATOR CLUTCH
Allows to reconnect both elevators in case of declutch (see FCOM 2.02.06).

Reconnection conditions :
- Aircraft on ground
- Gust lock ON
Mod: 5948
P8 001
PITCH APR 11
AA
30.5 SCHEMATICS
Mod: 5948
P1 001
YAW APR 11
AA
40.1 DESCRIPTION
(See schematic p7/8)
Yaw control system consists of rudder pedals, TLU, RCU, rudder damper and trim.
Rudder pedals mechanically act on a spring tab and through it on the rudder itself.
SPRING TAB
A spring tab provides a flexible compensation which automatically increases with the
aerodynamic loads applied on the rudder, thus ensuring a reduction of the pilots efforts
when really needed (engine failure).
J Neutral position
J Without airload on the surface (V = 0), when rudder pedals are moved to full deflection,
the spring tab stays in line with the rudder until the rudder reaches its stops, above that
point it moves the tab.
J With airload on the surface (V = the spring tab has a travel in the opposite direction of
the rudder which generates a compensating moment. Spring travel increases with
airspeed.
* Low aerodynamic forces
* High aerodynamic forces
SPRING HEAVILY
Mod: 5948
P2 001
YAW APR 11
AA
TRAVEL LIMITATION UNIT (TLU)

The travel limitation unit is fitted on the aircraft to limit pedals travel in order to prevent any
damaging rudder travel when flying at high speed.
The TLU automatic control is done through ADC 1/2, via CAC 1/2, when reaching 185 kt
during an acceleration and when reaching 180 kt during a deceleration. The TLU setting
(high speed or low speed) may also be performed manually in case of ADC or CACs
failure.
RELEASABLE CENTERING (RCU)

A releasable centering unit is provided between, the rudder and the linkage to the pilots
pedals to enable rudder position stabilization when no action is applied on the pedals.
This RCU position changes with trim setting. As soon as the yaw trim control upper lever is
moved to the left or lower lever to the right, the releasable centering unit is disengaged to
allow trim setting. It will be re-- engaged at the new position when the yaw trim control
switches are released.
DAMPER
The rudder is linked to the aircraft structure by a damper :
- In flight this damper regulates rudder travel speed
- On ground it limits excessive movement generated by gusts and avoids damaging the
structural stops.
YAW TRIM
It is performed by offsetting the spring tab zero position.
Yaw trim is electrically controlled from a twin rudder rotary selector through a trim actuator.
Units of trim motor displacement are displayed on the yaw trim position indicator.
Maximum value are 3 dots.
Full yaw trim travel requires about 15s.
Mod: 5948
P3 001
YAW APR 11
AA
40.2 CONTROLS
TLU (control and indication)
AUTO : normal position in flight
HI SPD / LO SPD : used according to IAS after FAULT illumination.
FAULT : illuminates amber when a system failure is detected.

- system disagreement
- both ADC failure
- ADC datas incoherence
- TLU position synchro failure
- CAC multiple failure.
TLU LO SPEED label
A TLU LO SPEED green label is displayed on EWD when the Travel Limiter Unit is in Full
authority position.
Mod: 5948
P4 001
YAW APR 11
AA
YAW TRIM POSITION INDICATOR
Indicates units of trim motor displacement.
Pointer color is :
- Blue in normal configuration
- Amber in case of Roll Mistrim with AP engaged.
YAW TRIM CONTROL SWITCHES
Controls the yaw trim actuator.

As a safety device both levers must be moved and held in the same direction (Nose LH or
Nose RH) to energize the systrem and trim the aircraft.
Mod: 5948
P5 001
YAW APR 11
AA

ELECTRICAL SUPPLY
(C/B) (C/B)
Yaw trim DC EMER BUS - Nil -
(on lateral panel RUD)
Yaw (pitch, roll) - Nil - 26 VAC BUS 1
Trim position ind. (on lateral panel
POS IND.)
- Travel limitation unit control DC BUS 1
(on lateral panel TLU CTL) - Nil -
- Travel limitation unit indication DC EMER BUS

(on lateral panel FLAPS POS
DET & IND/RUD TLU
MONG)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
- TLU FAULT
This alert is triggered when a system failure is detected : system disagreement, both ADC
failure, ADC data incoherence, TLU position synchro failure or CAC failure.
- FLT CTL TLU amber message on EWD
- FAULT on the TLU control panel
- RCU failure
The RCU is declutched with a trim command or a yaw damper activation.
The RCU failure is triggered when a permanent +28 V is detected for more than 60s on the
trim command.
- FLT CTL RUD RCU amber message on EWD
Mod: 5948
P6 001
YAW APR 11
AA
- Rudder out of trim with AP engaged

When the trim threshold limit is exceeded and a trim ontrol is required :
- A cyan arrow is displayed on the EWD rudder trim indicator
- An abnormal message RETRIM A/C NOSE L or RETRIM A/C NOSE R is triggered on
the FMA
- RUDDER MISTRIM
When a large rudder mistrim is present (second threshold limit reached) an abnormal
message RUDDER MISTRIM is triggered on the FMA.
Mod: 5948
P 7/8
YAW APR 11
AA
40.4 SCHEMATICS
Mod: 5948
.
P1 001
FLAPS APR 11
AA
50.1 DESCRIPTION
Lift augmentation is achieved on each wing by two flaps mechanically linked with a fail
safe design.
The flaps control lever has three distinct positions : 0, 15 and 30.
It is not possible to select an intermediate position.
The lever and the flaps positions electrically control the flap valve which hydraulically
actuates the four flap actuators.
Possible asymmetry is sensed by two flap position transmitters and detected by the MFC
when an angle of 6.7 is reached. Then the electrical supply to the flap control system is
isolated :
- The flaps stay in their present position,
- The control lever has no effect on the system up to a maintenance action.
A FLAP UNLK alert is provided to inform the crew of flaps spurious retraction. The alert is
triggered if spurious retraction of more than 4 occurs.
FLAPS HYDRAULIC POWER SUPPLY
Mod: 5948
P2 001
FLAPS APR 11
AA
50.2 CONTROLS
FLAPS CONTROL LEVER
Controls the flaps operation. Distinct positions correspond to flaps 0, 15, 30.
To change flaps position, pull up the lever, move it to the selected position (an amber strip
at the bottom of the lever is visible as long as the lever is not in one of the three distinct
positions) and release the lever.
Mod: 5948
P3 001
FLAPS APR 11
AA
FLAPS POSITION IND
The flaps position indication on flight control part of EWD page is the mean value of left
and right sides flaps position. In case of loss of right or left flaps position, the valid flap
position is used for flap position display.
If both right and left flap position are not available, flap position is not displayed.
Selected flap position is indicated below Flap indicator by SEL: xx label.
A flap position bullet corresponding to flaps command is filled in:

- Cyan when difference between Flap position and Flap command is higher than 1
- Green when difference between Flap position and Flap command is lower than 1
Flaps Position color is :

- White when flap position is at 0
- Green when the difference between flap command and position is lower than 1
(except at 0 )
- Cyan when the flaps extend or retract
- Amber when : Flap Asymmetry is detected or Flap Jam is detected or Flap
Command failure is detected
- Red when Flap unlocked is detected.
Note : Repeated appearance in flight of the cyan flap position while wing flaps have
reached the selected position reveals a leakage in the hydraulic lock incorporated in the
valve block.
Mod: 5948
P4 001
FLAPS APR 11
AA

ELECTRICAL SUPPLY

Flaps control and asymmety DC STBY BUS - Nil -
detection (on lateral panel CTL)
Flaps position ind. - Nil - 26 VAC STBY BUS
(on lateral panel POS IND)
MFC LOGIC
See chapter 1.01.
Mod: 5948
P5 001
FLAPS APR 11
AA
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts :
FLAPS UNLK
Flaps untimely retraction of more than 4 when flaps extended :
- FLAPS UNLK red message on EWD
- Flap position indication is red on the flaps indicator.
TO CONFIG
Flaps not in appropriate TO position when PL at TO position or simulated so by the TO
CONFIG TEST :
- CONFIG red message on EWD
- FLT CTL amber message on EWD
- Flap position indication is amber on the flaps indicator.
FLAP ASYM
Flaps asymmetry of more than 6.7 during flaps actuation :
- FLAP ASYM amber message on EWD
FLAP JAM
This alert informs that flaps have not reached the selected position.
The CACs compare the half sum of RH and LH Flap position to the selected position.
If the difference is higher than 1 during more than 30 seconds :
- FLAPS JAM amber message on the EWD
Note : When wing flaps are extended, the VMO alert (clacker) operates at VFE.
VFE flaps 15 = 185 kt
VFE flaps 30 = 150 kt
Mod: 5948
P6 001
FLAPS APR 11
AA
FLAPS UNLOCK TEST
On RH lateral maintenance panel, a pushbutton is provided, for maintenance purpose

only, to test Flaps unlock alarm relays.
Test procedure
DC electrical power available
- Hydraulic power available
- Flaps extended to other than 0 position
- Press and hold test button
The flaps retract as long as the button is held and FLAPS UNLK red message comes on the
EWD each time the flap position passes over a selectable position.
- Button released : flaps come back to selected position.
FLAPS ASYM TEST
A periodic test to ensure correct operation of asymmetry detection system is provided on

ground.
Pressing test pushbutton introduces a 10 difference between values read by transmitters.
It simulates an asymmetry of more than 6,7 :
- operation of control lever does not cause any flap extension or retraction
- appearance of FLAP ASYM alert and associated procedure on EWD page
This test is inhibited in flight by a flight/ground condition.
Mod: 5948
P7 001
FLAPS APR 11
AA
50.5 SCHEMATICS
Mod: 5948
.
P1 001
GUST LOCK APR 11
AA
60.1 DESCRIPTION
A gust lock system is provided to protect the pitch and roll flight controls on ground
and to limit the PL travel slightly below FI. This system includes an elevator
mechanical locking device and an aileron electrico-- mechanical locking device.
This system provides protection against take off with gust lock engaged, or too high
power setting when in hotel mode.
ELEVATOR MECHANICAL LOCKING DEVICE

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

The system is composed of two electro-- mechanical locking devices immobilizing one
aileron each. Each locking device is electrically actuated through switches installed on
the gust lock lever.
Note : Ailerons may be locked slightly beyond the neutral position. Therefore the control
wheel may be tilted (5), according to the actual position of ailerons.
Mod: 5948
P2 001
GUST LOCK APR 11
AA
60.2 CONTROLS
GUST LOCK LEVER
When the gust lock is engaged, the PL travel is limited slightly below FI to provide
protection against take off and too high power setting when in hotel mode. The gust
lock handle can be put into the locking notch whatever the position of the flight
controls is but these controls must be brought to neutral to positively engage the locking
devices.
Mod: 5948
P3 001
GUST LOCK APR 11
AA
ELECTRICAL SUPPLY
DC BUS SUPPLY
EQUIPMENT
(C/B)
Aileron lock ind. DC EMER BUS
(on lateral panel AIL TRIM & AIL LOCK WARN)
Aileron lock CTL DC ESS BUS
(on lateral panel GUST LOCK AIL)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
The following conditions are monitored by visual and aural alerts.
AIL LOCK LIT

Disagreement between Aileron locking actuators and gust lock control (Temporized alert
8 sec)
- MC flashing amber.
- AIL LOCK LIT amber message on EWD
CONFIG
- Aileron locking actuators not fully retracted and PL on TO position :
- MW flashing red
- CONFIG red message and FLT CTL amber message on EWD
or
- Disagreement between Aileron locking actuators and gust lock control during the T.O.
CONFIG TEST :
- MW flashing red
- CONFIG red message and FLT CTL amber message on EWD
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FLIGHT INSTRUMENTS 1.10.00
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1.10.00 CONTENTS
1.10.05 INTRODUCTION
05.1 SYSTEM DESCRIPTION
05.2 CONTROLS AND INDICATION
1.10.10 AIR DATA SYSTEM (ADC)

10.1 DESCRIPTION
10.2 CONTROLS
10.4 SCHEMATICS
1.10.20 AHRS
20.2 CONTROLS
1.10.22 INDICATION ON PFD

22.1 GENERAL
1.10.32 INDICATION ON MFD

22.1 GENERAL
1.10.34 INDICATION ON EWD

34.1 GENERAL
1.10.36 INDICATION ON IESI

36.1 GENERAL
36.2 CONTROLS
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1.10.38 CDS REVERSION

38.1 GENERAL
38.2 CDS CONFIGURATIONS
1.10.40 CLOCKS
40.1 GENERAL
40.2 CONTROLS
R 40.3 ELECTRICAL SUPPLY
1.10.50 FLIGHT RECORDERS

50.1 DESCRIPTION
50.2 CONTROLS
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The Control and Display System (CDS) is an provides the main interface between cockpit
crew and avionic systems.
The CDS allows the flight crew to access to :

- Flight information,
- Aircraft environment,
- Aircraft system status,
- Aircraft alerts, procedures, check lists
The CDS is composed of 5 display units, 6 control panels, 2 MCDUs and 2 switching
panel.
The CDS is managed by two Core Avionics Cabinet (CAC 1&2).
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Data to be displayed by the CDS are organized in format so as to provide a coherent set
of information.
There are 3 main formats :
- The Primary Flight Display (PFD) format that groups data related to the flight and auto
flight.
- The Multi-- Function Display (MFD) format that groups data mainly related to navigation,
communication and aircraft system status.
- The Engine and Warning Display (EWD) that groups data related to flight control, engine
primary parameters and crew alerting.
Each format is divided in several windows. The upper window of MFD can display several
pages.
Nominal format configuration
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05.2 CONTROLS AND INDICATIONS

DISPLAY UNITS (DU)
The Display Units DU1, DU2, DU3, DU4 and DU5 show the display images necessary for the
control, monitoring and safe navigation of the aircraft. They have interfaces with most of the
aircraft systems.
(1) Luminance sensors

For integrated automatic dimming (illumination data is provided to the core processing
function in order to adjust the brightness command for the display backlighting function).
(2) Contrast setting
(3) Brightness setting
(4) Power switch
(5) ON/OFF light

White when ON, dark when OFF
(6) Compact Flash Card slot

The slots are used to insert the data cards containing performance, navigation, and company
specific databases.
All the DU, are equipped with the same slot, but only the DU 2 and 4, dedicated for the FMA
and RMA, have data card.
COLOR CODING : For text color refer to chap 1.00 (Color reference table)
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CONTROL PANELS
EFis Control Panel (EFCP)
The EFis Control Panel allows to control the display of MFD pages, to control some
Navigation Display (ND) functionalities and to control the Warning Display (WD) format
(through the Flight Warning Application).
The 2 EFCPs are located on the center pedestal.
EFCP-- L and EFCP-- R are divided in 3 groups of dedicated controls :

- MFD control
- NAV control
- Warning Display (WD) control
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MFD PAGE
This part of the EFCPs allows the selection of the different MFD pages :
SYST PAGE
Four different system pages can be displayed on the MFD, by pressing the SYS push button
consecutively.
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ND PAGE
Three different ND format can be displayed on the MFD, by pressing on the ND push button,
and then by selecting the format on the NAV control.
PERF PAGE
The performance page can be displayed, by pressing on the PERF push button.
MISC PAGE
In provision for further developpement.
VD PAGE
In provision for video display
MAP PAGE
In provision for airport mapping display
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NAV CONTROL
This part of the EFCPs allows to control navigation information display on PFD and ND
format :
This area is composed of 4 push buttons and 1 rotary knob :

- BRG1(2)push button :
By pressing it, VOR1(2) or ADF1(2) or no indication is displayed.
- RANGE +(-- ) push button :
By pressing it, the range of the Navigation Display page is increased (decreased)
- FORMAT rotary knob :
R By rotating it, the format of the ND is changed : ROSE, ARC, PLAN.
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On the flight guidance coupled side, the ND is displayed by default on the MFD.
If the pilot changes the ND to an other page (system for example), a mini ND page is
displayed on the PFD, in place of the EHSI.
In this case the format of the mini ND can the changed by the rotary knob (only ROSE and
ARC).
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WD CONTROL
This part of the EFCP allows the cockpit crew to manage alerts and procedures displayed on
EWD format and generated by the Flight Warning System:
The WD control right part of the EFCP-- L is unique and thus used by both cockpit crew.
Note : CLR and RCL pbs also manage the procedure window.
For more details, refer to the FWS chapter 1.02.
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(1)First Officer procedure control pb

Allows to move on upward/downward line in the procedure window and to validate actions
(2) MAN DEL

By pressing on it, procedures inserted manually are deleted
(3) PROC MENU

By pressing on it, procedure menu is displayed in the procedure window.
(4) Captain Procedure control pb

Allows to move on upward/downward line in the procedure window and to validate actions
(5) CLR PB
By pressing on it, a clearable alert displayed on the Alert Window is cleared.
(6) RCL PB
A first push enables to display in the Alert Window the alert messages previously cleared
but still detected.
A second push scrolls down the alert messages list in case of overflow in the Alert Window.
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MCP
The Multipurpose Control Panel allows cockpit crew to control the virtual control panel format
on MFD.
2 MCPs, one on each side (pilot/copilot) allows an independent setting on each VCP (on
MFD1 and MFD2 respectively).
The VCP is functionally interfaced with the Radio Management System and the Flight
Management.
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R (1) COM P/B

Allows the selection of the COM pages on the VCP.
3 pages :
- VHF
- HF 1
- HF 2 (if installed)
R (2) NAV P/B

Allows the selection of the NAV pages on the VCP
.3 pages :
- VOR
- ADF
- ND OVLY (ND Overlay)
R (3) SURV P/B

Allows the selection of the surveillance pages on the VCP.
2 pages :
- XPDR
- TCAS
R (4) Enter P/B

Allows validating the selection area.
R (5) Multi directionnal pad

Allows choosing the selection area.
R (6) ESCape key,

Allows to exit current VCP function.
R (7) Numeric Key Board

Allows setting manually the frequency.
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ICP
The ICP is linked to the PFD format, it controls managed speed selection and setting (through
the Auto Flight Control Application), baro setting and DH/MDA setting.
Each ICP is connected to one DU (1or 5) allowing an independent setting and display on
PFD1 and PFD2.
The ICP is split in 2 zones: SPEED TARGET control and BARO SETTING and DH control.
Speed target area

The SPEED TARGET area is composed by 1 AUTO/MAN push button and 1 rotary knob.
The rotary knob allows setting indicated air speed target. The AUTO/MAN push button allows
setting Auto/man mode :
- Auto (automatic): the speed target is calculated by the FMS (Magenta).
- Man (manual) : the speed target is set by the Capt / F/O (Cyan).
The speed target is displayed on each PFD.
Baro Setting
The BARO SET internal rotary knob allows barometric pressure setting. By pushing the
rotactor button, the barometric setting is set to STD setting. The BARO SET is displayed on
each PFD.
DH/MDA Rotary knob

Outer knob allows to select between DH or MDA.
Inner knob allows to set:
R - Decision Height from 0ft to 990ft. (radio-- altitude)
R - Minimum Descent Altitude from 0ft to 19990ft. (baro-- altitude)
Note : There is no display of negative MDA.
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MCDU
The Multi-- purpose Control and Display Unit (MCDU) allows on capt and F/O side to interface
with following systems :
- FMS (Flight Management function)
- ACARS (Aircraft Communication Addressing and Reporting System) (if installed)
- RMS (Radio Management System)
- ACMS (Aircraft Condition Monitoring System)
- CMS (Central Maintenance System/function)
The front face consists of a pushbutton keyboard and a multi-- function alphanumeric display
It comprises :
- an alphanumeric keyboard
- function and line keys
- select keys
- annunciators
- a display brightness control
- a 5.5 screen (14 lines with 24 characters per line).
The MCDU are located on the center pedestal.
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SWITCHING CONTROL
The system switching allows to switch displays on the different DUs.
R (1) Capt switching control panel (Displays successively PFD/EWD/MFD when P/B
depressed)
R (2) F/O switching control panel (Displays successively PFD/EWD/MFD when P/B
depressed)
R Note: Switching occurs primarily on DU 2/4, if they are inoperative switching occurs on DU
1/5
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DU 1 DC BUS 1
(On overhead panel DU 1 PFD)
DU 2 DC EMER BUS
(On overhead panel DU 2 MFD)
BACK UP SUPPLY
HOT MAIN BAT BUS
(On overhead panel DU 2 MFD AUX)
DU 3 DC BUS 1
(On overhead panel DU 3 EWD)
DU 4 DC ESS BUS SECT 1
(On overhead panel DU 4 MFD)
BACK UP SUPPLY
HOT EMER BAT BUS
(On overhead panel DU 4 MFD AUX)
DU 5 DC BUS 2
(On overhead panel DU 5 PFD)
EFCP-- L DC EMER BUS
(On overhead panel EFCP / CAPT)
EFCP-- R DC ESS BUS SECT 1
(On overhead panel EFCP / F/O)
MCP 1 DC EMER BUS
(On overhead panel NAV/COM/SURV /
CAPT / MCP)
MCP 2 DC ESS BUS SECT 1
F/O / MCP)
ICP 1 DC EMER BUS
(On overhead panel ADC 1 EMER SPLY /
ICP CAPT)
ICP 2 DC BUS 2 (Flight)
(On overhead panel ADC 2 / ICP F/O /
FLT SPLY)
DC EMER BUS (Ground)
(On overhead panel ADC 2 / ICP F/O /
GND SPLY )
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MCDU 1 DC STBY BUS

CAPT / MCDU)
MCDU 2 DC BUS 2
F/O / MCDU)
SYSTEM MONITORING
MULTI DUs T HI
This caution is triggered when an overheat occured on the display units.
- MULTI DUs T HI amber message on EWD
DU FAIL
A fatal failure has been detected by DU software or by hardware.
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10.1 DESCRIPTION
The flight environment data are provided by three independent air data systems :
- two main systems
- one stand by system
MAIN SYSTEMS
Aircraft is equipped with two independent AIR DATA COMPUTERS (ADC).
Each computer is supplied with:

- static air pressure provided by its specific static ports,
- total air pressure provided by its pitot tube,
- total air temperature provided by its specific TAT probe
Probes and ports are located on the LH and RH side of the fuselage and are electrically
heated.
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From this air data each ADC computes :

- vertical speed
- indicated air speed (IAS)
- true air speed (TAS)
- total air temperature (TAT)
- static air temperature (SAT)
ADC1 supplies direct data to:

- CAC 1 & 2
- AHRS 1& 2
- XPDR 1 & 2
- All DU for display of CAS,TAS,SAT & TAT
- MPC
ADC2 supplies direct data to:

- CAC1 & 2
- AHRS 1& 2
- XPDR 1 & 2
- All DU for display of CAS,TAS,SAT & TAT
- MPC
Data from the ADC are used by the CAC to supply data to the EECs, Presurization
system, anti-- icing system, and the MFC.
STAND BY SYSTEM
The stand by system consists of :
- two static ports
- a pitot probe
Stand by Air Data Systems supplies directly the IESI.
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10.2 CONTROLS AND INDICATIONS
AIR SPEED IND (PFD)
Refer to PFD section.
STANDBY AIRSPEED IND (IESI)
Refer to IESI section.
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ALTIMETERS (PFD)
Refer to PFD chapter.
STANDBY AIRSPEED IND (IESI)
Refer to IESI section
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VERTICAL SPEED IND (VSI) (PFD)
The AHRS supplies the vertical speed indicator with the baro inertial vertical speed.
AHRS uses ADC baro vertical speed input.
Refer to PFD chapter.
TAT-- SAT IND/TAS IND
TAT-- SAT IND
TAS IND
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ADC SWITCHING CONTROL
CAPT SWITCHING
ADC pb (1)
To be used by the captain to select the opposite side ADC source.
R When depressed SYS 2 illuminates white on CAPT side and CAPT/2 illuminates green on
F/O side.
F/O SWITCHING
ADC pb (2)
To be used by F/O to display data from opposite side ADC source..
R When depressed SYS 1 illuminates white on F/O side and F/O/1 illuminates green on CAPT
side.
When the opposite side is selected, ADC 1(2) message is displayed on the ADI corner.
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ELECTRICAL SUPPLY
ADC 1 DC EMER BUS
(On overhead panel ADC 1 EMER
SPLY/ICP CAPT)
Back up supply
HOT EMER BAT BUS
(On overhead panel MFC 1A AUX/ADC1
HOT SUPPLY)
ADC 2 DC BUS 2
(On overhead panel ADC 2 SPLY/ ICP
F/O)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
ADC
This caution is generated when one ADC is detected failed.
- ADC amber message on EWD
ADC 1+2
This caution is generated when both ADC are detected failed.
- ADC 1+2 amber message on EWD
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IAS DISAGREE
This caution is generated in case of Indicated Air Speed disagreement.
- IAS DISAGREE amber message on EWD
ALT DISAGREE
This caution is generated in case of Altitude disagreement.
- ALT DISAGREE amber message on EWD
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20.1 DESCRIPTION
The attitude and heading data are provided by :

- two main systems (AHRS).
- Standby instruments.
The AHRS is a system which supplies the crew and the autopilot with the magnetic heading,
attitude data, vertical speed and lateral acceleration required for flight control
and Weather radar. The aircraft is equipped with two AHRSs.
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DATA INDICATING
(1) ATTITUDE (pitch and roll)
(2) LATERAL ACCELERATION
(3) VERTICAL SPEED
(4) HEADING
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AHRS SWITCHING
CAPT SWITCHING
ATT/HDG pb (1)
To be used by captain to display data from opposite side AHRS.
R When depressed SYS 2 illuminates white on CAPT side and CAPT/2 illuminates green on
F/O side.
F/O SWITCHING
ATT/HDG pb (2)
To be used by F/O to display data from opposite side AHRS.
R When depressed SYS 1 illuminates white on F/O side and F/O/1 illuminates green on
CAPT side.
When the opposite side is selected, AHRS 1(2) message is displayed on the ADI corner.
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STANDBY INSTRUMENTS
STANDBY HORIZON
A standby horizon is provided on the IESI located on the central panel.
Refer to IESI chapter.
STANDBY COMPASS
A retractable standby magnetic compass with internal lighting is provided under glareshield.
Hidden in up position. Compass control should be placed on DN for use. The compass rose is
graduated in 10 degrees increments.
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ELECTRICAL SUPPLY

AHRS 1 DC EMER BUS
(On overhead panel AHRS 1 NORM SPLY)
Back up supply
DC BUS 2
(On overhead panel AHRS 1 AUX SPLY)
AHRS 2 DC BUS 2
(On overhead panel AHRS 2 NORM SPLY)
Back up supply
R DC EMER BUS (ground)
(On overhead panel AHRS 2 AUX SPLY GND)
DC BUS 1 (flight)
(On overhead panel AHRS 2 AUX SPLY FLT)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
AHRS
This caution is generated when one AHRS is detected failed.
- AHRS amber message on EWD
AHRS 1+2
This caution is generated when both AHRS are detected failed.
- AHRS 1+2 amber message on EWD
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AHRS NOT ALIGN

This caution is generated when AHRS is not aligned.
- AHRS NOT ALIGN amber message on EWD
HDG DISAGREE
This caution is generated in case of heading disagreement.
- HDG DISAGREE amber message on EWD
ATT DISAGREE
This caution is generated in case of Attitude disagreement.
- ATT DISAGREE amber message on EWD
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22.1 GENERAL
The PFD is divided into 6 areas :
- Flight Mode Annunciator Area (FMA Area)
- Airspeed area
- Attitude Display Indicator (ADI Area)
- Altitude area
- Vertical speed area
- Navigation area (HSI or ND)
The PFD is located on :

- In normal condition, the PFD1 (CAPT side) and PFD2 (F/O side) are respectively on the
DU1 and DU5.
- In abnormal condition, (manual or automatic switching), PFD can be displayed on DU2
(CAPT side) and/or DU5 (F/O side).
It is controlled by :
- FGCP (Flight Guidance Control Panel)
- ICP (Index Control Panel)
- EFCP (EFIS Control Panel)
Note : For AHRS system description see chapter 1.10.20
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Displays are :
- In The FMA area :

Auto Flight data
Icing status
- In the ADI, Airspeed, altitude and vertical speed areas :
Air Data
Inertial Data
FMS Data
Radio Altimeter data
ILS and Marker data
T2CAS and Transponder status
- In the Navigation Area :
Horizontal Situation Indicator (HSI):
FMS data
Radio Nav (VOR, ILS, ADF, DME) data
Auto Flight Target
Inertial data
Mini-- Navigation Display (ND) :

FMS data
Radio Nav (VOR, ILS, ADF, DME) data
Auto flight target
T2CAS data
Weather Radar data and status
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FLIGHT MODE ANNUNCIATOR (FMA)
Flight Mode Annunciator displays on the upper part of the PFD the icing information,
autopilot operational mode status, status messages (abnormal conditions, failure, warning),
primary flight data monitoring messages.
The FMA display area is as follow:
- 4 columns of 2 lines dedicated respectively to annunciation of icing information, lateral
modes, vertical modes and engagement status of AP.
- A third line displaying trim status, approach capability, and AFCS modes or internal
failures.
The different zones (each number corresponds at a message zone) are separated by white
vertical lines :
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Icing information (zones 1&7)

Icing detected:
ICING amber label, located in zone 1 of FMA area indicating that icing is detected.
Icing AOA:
ICING AOA green label, located in zone 7 of FMA area indicating that stall alarm threshold
has been lowered. Will come active when horn anti icing is selected on.
Active APM:
Displayed in zone 1 and 7 of FMA area when APM is has sensed a degraded condition:
R - CRZ SPD LO amber indication in zone 7 if APM sense a 10 kt decrease compared to
expected speed.
- DGD PERF amber indicationl in zone 7 if APM detects a loss of speed or rate of climb.
- INCREASE SPEED amber flashing indication in zone 1 and 7 if APM detects an
abnormally high drag and speed below red bug (icing bug) + 10.
Lateral modes (zones 2&8)

Lateral Active Mode :
In zone 2 of FMA area, a text indicates which lateral mode is currently engaged.
Displayed labels are :
Green ROLL HOLD, HDG HOLD, WING LVL, HDG SEL, VOR*, VOR, LOC*,
LOC, BC*, BC or LNAV.
FMA Low Bank :
LO green label is displayed in zone 2 of FMA if Low Bank is active.
Lateral active mode framing :
It is a green rectangle displayed around lateral mode (zone 2) in order to indicate a mode
change.
Lateral armed mode :
Cyan VOR, LOC, BC or LNAV label displayed in zone 8 of FMA area which indicates
that one of these lateral mode is currently armed.
Vertical modes (zone 3&9)

Vertical active mode :
In zone 3 of FMA area, a text indicates which vertical mode is currently active.
Displayed labels are :
Green PITCH HOLD, IAS, VS, ALT *, ALT, GS*, GS, GA labels.
Furthermore in case of activation of the stick pusher a green STICK PUSHER label is
displayed in zone 3
Vertical active mode framing :
Green rectangle displayed in zone 3 around the vertical active mode label order to indicate a
mode change or a degraded mode.
Vertical armed mode :
Cyan ALT SEL / GS, ALT SEL or GS displayed in zone 9 of FMA area, which indicates
that a vertical mode is currently armed.
AFCS failure
When both FD channel are lost, the FMA is black. The red AFCS FAIL label is the only
message displayed in zone 3
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AP / FD Information (zones 4, 5 & 6)

AP/YD annunciation :
AP or YD green label which indicates whether AP or YD is engaged, in zone 4 of FMA
area.
FD selection :
FD green label which indicates whether FD is active or not, in zone 5 of FMA area.
Side selection :
Indicates which side is selected, in zone 6 of FMA area.
Represented in zone 6 of FMA area by :
- a green arrow <-- or
- a green arrow -- > or
- a green DUAL label
following the selected side.
Speed Hold (zone 10) (if installed)
TCS Message
Green TCS label in zone 11 of FMA indicates that TCS is activated.
Trim status (zone 12)

Displayed label are :
Amber reverse video flashing or steady amber AP PITCH TRIM FAIL, AP YAW TRIM
FAIL, PITCH MISTRIM, AILERON MISTRIM, RETRIM ROLL R WING DN,
RETRIM ROLL L WING DN, RETRIM A/C NOSE LEFT or RETRIM A/C NOSE
RIGHT.
Unexpected mode change, or problem in navigation parameters ( zone 14)

- Red reverse video EXCESS DEV or
- amber reverse video (flashing for 7s then steady amber) FD MODE CHG, CHECK
NAV SRC, CHECK T/O SPD or SPD AUTO INOP, or
- amber EXCESS DEV, FD MODE CHG, CHECK NAV SRC or
- flashing (for 7s then removed)AFCS TEST
- or yellow ATT INVALID, ADC INVALID, HDG INVALID, NAV INVALID, flashing (for
7s then removed) SPD AUTO INOP or CHECK NAV SRC
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AP/YD disengagement, approach category retrogration, AFCS internal failure

(zone 15)
- Red reverse video AP/YD DISENG or AP DISENG,
- Amber reverse video (flashing for 7 s then removed) YD DISENG, AP/YD INVALID,
AP INVALID, CAT2 INVALID, CAT3 INVALID, FD SINGLE CH or CHECK SPD
HLD,or
- Yellow (flashing for 7s then removed) AP INHIB, YD INHIB, SPD HLD INHIB or
- Amber FD SINGLE CH (flashing for 7s then steady amber)
Approach category (zone 13)

Green CAT1 or optional CAT2 or CAT3 labels are displayed in zone 13 of the FMA
area indicating the available approach category.
Only displayed when the ILS tunning conditions are met for the approach category.
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ATTITUDE DISPLAY INDICATOR
ADI normal display
(1) Aircraft symbol

The fixed aircraft symbol is black outlined in yellow. Aircraft pitch and roll attitudes are
displayed in relationship between this symbol and the movable horizon.
(2) Roll attitude

Displays actual roll attitude through a movable index and fixed scale reference marks at
10, 20, 30, 45 and 60 degrees. Roll indexes are displayed as yellow triangles.
(3) Slip/Skid indicator

Lateral acceleration index indicates the aircrafts lateral acceleration. It is represented by
a trapezoidal index that moves beneath the roll index.
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(4) Horizon and pitch scale

Both move with respect to the aircraft symbol to display actual pitch and roll attitude.
Sky zone is colored blue and earth zone brown. In case of high pitch value a horizon or
earth reference will always remain in sight. If pitch exceeds +/-- 25 degrees large red
chevron will indicate excessive attitude and direction to follow to resume normal attitude
Pitch scale is white and has reference marks every 2.5 up to 20 up or down, then marks
at 25, 30, 50, 80
5 Flight Director command bars (Green)

Display computed commands to capture and maintain a desired flight path.
The horizontal bar is related to vertical modes and the vertical to lateral ones.
The commands are satisfied by flying the aircraft symbol to the command bars.
6 Selected Heading index

The selected heading is indicated by a perpendicular cyan line when flight director
commands bar are not displayed.
.
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(7) Vertical deviation indication

Vertical deviation can be either from ILS source or FMS source, it is displayed on the right
side of the ADI.
Vertical deviation from ILS source is displayed as a cyan V shaped form, the scale being
two white dots each side from a yellow reference line.
Vertical deviation from FMS source is displayed as a magenta open rectangle, the scale
being two white line each side from yellow reference line.
The scale of the Vertical deviation (or VDEV) in FMS mode varies according to the flight
phase. The value of maximum deflection is +/-- 500 ft. unless the FMS is in the approach
phase when the full deflection will represent only +/-- 150 ft.
When the maximum deflection value are exceeded only a partial view of the open
rectangle will be in view.
In case of failure the deviation scale will be crossed in red. (ref ADI display following
failure)
(8) Lateral deviation indication

Lateral deviation can be either from ILS source or FMS source; it is displayed below the
ADI.
Lateral deviation from ILS source is displayed as a cyan V shaped form, the scale being
two white dots each side from a yellow reference line.
Lateral deviation from FMS source is displayed as a magenta open rectangle, the scale
being two white lines each side from yellow reference line.
The scale of the lateral deviation in FMS modes varies according to the flight phase. If the
FMS is in P-- RNAV area (Approach or Terminal area) the value of the full deflection is 1
NM, i.e. 0.5 NM between each mark; otherwise the FMS is in B-- RNAV area and in this
case the value of the full deflection is 5 NM, i.e. 2.5 NM between each mark.
When the maximum deflection value are exceeded only a partial view of the open
rectangle will be in view.
In case of failure the deviation scale will be crossed in red. (ref ADI display following
failure)
(9) DH Indication and Annunciation

The selected DH is displayed in cyan in the bottom left corner.
The central rectangle displays RA (amber) readout at decision height.
Maximum selectable DH is 999 ft.
(10) Minimum decision altitude

Displayed in cyan, the range being from 0ft to 19999ft with 1 ft increments.
If baro altitude is equal or less than selected MDA, the altitude numeric readout is
displayed in amber.
(11) Radio altitude

Numeric value displayed from 0 to 2500 ft (762m) in green digits.
Mod: 5948
P 10 001
AA
ADI display after failures
(1) AHRS reversion flag

Yellow AHRS 1(2) in the left upper corner of the ADI indicates in case of one AHRS failure
which is remaining and is used for computation of reference data.
(2) ADC reversion flag:

Yellow ADC 1(2) in the upper lest corner of the ADI indicates in case of one ADC failure
which is remaining and is used for computation of air data.
(3) CHECK ATT flag

Flashes for 9s, then steady amber message.
Will be displayed on PFD when a discrepancy for pitch or roll data between AHRS 1 & 2 is
detected.
(4) ATT FAIL flag

ADI part of PFD will turn black with a white ADI outline, ATT FAIL in red will be displayed.
ATT FAIL will be displayed in case of dual AHRS failure
Mod: 5948
P 11 001
AA
AIR SPEED DATA
(1) Maximum speed - speed limit band

Limit band indicates the maximum speed to not exceed according to aircraft
configuration.
Speed Limit band is represented along the CAS tape, on the right side border, by a red
band, with white oblical dashes, extended from the VMAX value to the top of the speed
scale. Width is larger than selected speed bug.
As example: cruise : VMO:
approach flaps 15 VFE flaps 15
approach flaps 30 VFE flaps 30
Mod: 5948
P 12 001
AA
(2) Flaps extension speed (VFE NEXT)

Indicates the maximum speed to command the flaps extension to the next flap lever
position and avoid damaging the flaps.
The bug is represented by two amber horizontal lines.
(3) FLAPS RETRACTION SPEED BUG

VmLB0 bug :
Indicates the value of the minimum speed in Low Bank conditions (FLAPS LEVER = 0).
Normal condition VmLB0 normal : The indication is composed of a white triangle.
Icing conditions VmLB0 Icing : The indication is composed of an amber triangle.
(4) Target speed bug

Gives the target airspeed which can be either computed by FMS or manually selected.
Cyan M-- shape pointer displayed along the speed scale for a manual selection.
Magenta M-- shape pointer displayed along the speed scale for an AUTO selection
(computed by FMS).
(5) Shaker Speed

Speed below which the Flight Controls equipment activates the stick shaker.
VMIN is represented along the speed tape, on the right side border, by a red band
extended from the VMIN value to the bottom of the speed scale. Width is larger than
selected speed bug.
(6) V1 indication
V1 Bug :
Indicates the value of the decision speed on the speed scale.
The indication is composed of an horizontal cyan line followed by a cyan 1 label.
V1 readout :
Indicates the value of the decision speed when value is out of the speed scale.
Cyan readout displayed on the top or bottom right of the speed scale.
(7) VR indication
Indicates the value of the rotation speed (VR) on the speed scale.
The VR bug is a horizontal cyan line followed by a space and a cyan R label.
(8) V2 indication
Indicates the value of the initial climb speed on the speed scale.
The indication is composed of an cyan triangle followed by a cyan V2 label.
(9) FLAPS RETRACTION SPEED BUG (flaps 30) ; FLAPS position > 15
Normal conditions : White line (VmHB 15 normal), with white F on the right side.
Icing conditions : Amber line (VmHB 15 icing), with amber F on the right side.
Mod: 5948
P 13 001
AA
(11) Airspeed scale

A vertical tape included in a grey rectangle with graduations every 10kt, with associated
numbers every 20kt, from 30kt to 450kt. The displayed part of the tape shall cover +/-- 42kt
around the current aircraft computed airspeed. A yellow line represents the airspeed
reference on the centre of the tape.
(12) Airspeed trend

Provides the predicted airspeed in 10 seconds if acceleration remains constant. The trend
is a yellow arrow extending from the airspeed reference line to the predicted airspeed
value on the speed scale, with a filled up end of arrow.
(13) VmHB in landing configuration :

The bug indicates the VmHB in landing configuration.
The indication is composed of a green triangle.
(14) Minimum Operationnal Speed

Mini VOPS is represented along the IAS tape, on the right side border, by an empty amber
band extending from the Mini VOPS value to the bottom of the speed scale or to Vmin
band.
Width is larger than selected speed bug.
Airspeed mismatch flag

CHECK IAS
The message appears when a discrepancy is detected for airspeed data between the ADC
sources.
IAS FAIL
This message appears in case of loss of the validity of the signal.
Mod: 5948
P 14 001
AA
ALTITUDE INDICATOR
This indicator displays the aircraft baro-- altitude of the selected AHRS source. This
altitude is the altitude computed by the ADC, corrected with the barosetting (if any), and
then corrected by the AHRS. The altitude is referenced to hectoPascal and to inches of
mercury.
(1) Selected altitude indication

Displayed above the tape:
In imperial system
Cyan digits when displayed in feet. FL fixed label followed by 3 cyan digits ranging from
FL000 to FL250. Maximum operational display will be 25000 or FL250
In metric system
Composed of cyan digits and a white M label. Maximum operational display will be 7500
M. The units are set via the MCDU (Meter or Feet)
(2) Altitude below landing elevation

This is a brown zone filling the bottom of the altitude tape.
(3) Baro-- setting digital readout

Indicates the current baro-- setting selection and the associated value in millibars and in
inches of Hg.
Represented by a cyan STD label in a white box if barosetting selection is set to STD or if
ICP invalid is set to invalid.
Else it is represented by a cyan XXXX label readout, from 745 to 1050 HPa with 1 HPa of
resolution whith a white / as separation followed by a cyan XX.XX readout from 22 to 31
inches with 0.01 of resolution in normal operation.
In case of invalidity, amber -- - - - /-- - .-- - label is displayed.
Mod: 5948
P 15 001
AA
(4) Altitude scale

A vertical tape included in a grey rectangle with graduation from - 1000 ft to above 25000
ft, every 100 ft with longer marks and associated numbers every 500ft.
A yellow line represents the altitude reference on the centre of the tape.
(5) Minimum Decision Altitude indication

Two amber horizontal lines indicates the selected minimum decision altitude.
(6) Selected altitude bug

Represented by a cyan filled M-- shaped bug, it indicates the selected target altitude.
(7) Altitude numeric readout

Display is in feet on the altitude scale, the readout being a digital drum counter with 20ft
increments.
When operating in feet the altitude is displayed as T-- shape, it reverts to a rectangle in
case that metric readout is selected. Readout in meters will be displayed above the
rectangular altimeter.
A NEG label is added in place of thousands digits for negative values. It is displayed in
white on the left of the first digit.
Readout range is from NEG980ft to above 25000ft.
The units are set via the MCDU (Meter or Feet)
Altitude mismatch flags

CHECK ALT
The message appears when a discrepancy is detected for altitude data between the ADC
sources.
ALT FAIL
Three white lines surrounding the tape and a red ALT FAIL vertical message are
displayed when the baro altitude is invalid.
Mod: 5948
P 16 001
AA
VERTICAL SPEED INDICATOR

This indicator displays the vertical speed information, based on both inertial (AHRS) and
barometric data (ADC).
(1) VS target readout

Indicates the active vertical speed target value in hundreds of feet.
It is composed of 2 cyan digits from 0 hundreds of fpm to +/-- 99 hundreds of fpm with 100
fpm resolution. Minus sign are displayed when the value is negative.
It is located above the current vertical speed value.
The thousand digit are aligned on numeric indications of the scale.
The parts of the VS target that are upper than the top of the VS scale or lower that the
bottom of the VS scale are not displayed.
The VS target readout is associated with the cyan target bug.
(2) VS pointer
This is a green line (in normal operation) extended from a fixed point outside the display to
a point along the scale indicating the current vertical speed. The line has a fine black
outline. Only the part of the pointer which is inside the VS scale is displayed.
If TCAS vertical resolution advisory exists and if the pointer points on a red band, the
vertical speed pointer colour is red.
Mod: 5948
P 17 001
AA
(3) TCAS corrective advisory

It is a green Fly-- To band displayed just after the end of the red RA band indicating the
recommended vertical speed range when a change of the aircraft vertical speed is
required.
(4) TCAS vertical Resolution Advisory (RA)

Alerts that a vertical manoeuvre must be performed or avoided to prevent a collision or a
near collision. One or two red bands are displayed on the vertical speed scale in order to
show the vertical rates to be avoided.
The advisories are displayed through one or two red bands on the vertical speed scale
along the graduations :
- a bottom red band extended from bottom of the vertical scale;
- a top red band extended from the top of the vertical scale.
Extremities of bands are oblique so as to be parallel to the pointer when its position is on
these extremities.
(5) Transponder status indication

Indicates the selected transponder status.
The displayed indications (spread on two lines) are:
- amber XPDR1(2) FAIL if XPDR1(2) status is Failed
- white XPDR1(2) STBY if XPDR mode is set to Standby
- green and white XPDR1(2) ALT OFF if XPDR Alt report is set to OFF
- green XPDR1(2) ALT otherwise.
(6) TCAS status indication

Indicates the current TCAS status.
The displayed indications (spread on two lines) are:
- amber TCAS FAIL if TCAS status is Failed
- white TCAS STBY if TCAS Status is set to STBY
- yellow TCAS TEST if TCAS Status is set to Test in progress
- green TA ONLY THREAT if TCAS Status is set to TA Only
- green TA ONLY NORM if TCAS Status is set to TA Only, and TCAS Altitude option
selection is set to Normal
- green TA ONLY ABOVE if TCAS Status is set to TA Only, and TCAS Altitude option
selection is set to Above
- a green TA ONLY BELOW if TCAS Status is set to TA Only, and TCAS Altitude option
selection is set to Below
- green TCAS THREAT if TCAS Status is set to Auto
- green TCAS NORM if TCAS Status is set to Auto, and TCAS Altitude option selection
is set to Normal
- green TCAS ABOVE if TCAS Status is set to Auto, and TCAS Altitude option
selection is set to Above
- green TCAS BELOW if TCAS Status is set to Auto, and TCAS Altitude option
selection is set to Below.
Mod: 5948
P 18 001
AA
(7) VS digital readout

Indicates in green the current vertical speed value in hundreds of feet in normal operation.
If TCAS vertical resolution advisory exists the readout is red.
Minus sign are displayed.
The VS readout is associated to the VS pointer.
(8) VS target
This is a filled M-- shape cyan bug located on the vertical tape between numeric
indications and graduations of the scale.
The VS target is associated to the VS target readout.
(9) VS scale
The altitude scale is the reference for vertical speed information.
The 1, 3 and 6 numeric white indications are displayed respectively for+/-- 1000 fpm,
+/-- 3000 fpm and +/-- 6000 fpm.
A yellow line represents the vertical reference on the center of the tape.
The scale is outlined in white.
In case of invalidity, 3 white lines surrounding a red VS FAIL vertical message are
displayed.
Mod: 5948
P 19 001
AA
NAVIGATION INDICATORS
The PFD provides on its Navigation Area the medium term flight information. The
navigation area can be displayed in 2 formats :
- HSI (Horizontal Situation Indicator)
- Mini-- ND (Mini-- Navigation Display)
NAVIGATION AREA DISPLAY LOGIC
When a ND page on MFD is replaced by another page (e.g. ND is replaced by one of the
System pages), the navigation part of the PFD auto-- reverts : HSI format is replaced by
Mini-- ND format.
ND ARC format on the MFD reverts to MINI ND ARC format on the PFD.
ND ROSE and PLAN format on the MFD reverts to MINI ND ROSE format on the PFD
Note : ND PLAN Mode reverts into a Mini-- ND ROSE Mode
When on MFD, the ND format is displayed again, the navigation part of the PFD
automatically switches back into the HSI format and the ND keeps the Mini-- ND format
selected.
When a Traffic Alert is triggered by TCAS, the Mini-- ND page automatically reverts to
ROSE mode in 10 Nm range.
When a Terrain Alert is triggered by TAWS, the Mini-- ND page automatically reverts to :
- ARC mode in a 10 Nm range and DU contrast automatically reverts to 80%.
- TERRAIN display mode (terrain selection becomes active on VCP)
Mod: 5948
P 20 001
AA
HORIZONTAL SITUATION INDICATOR (HSI)
Refer to chapter 1.15.70

It is associated to the DU electrical supply where the PFD is displayed.
Mod: 5948
P1 001
INDICATION ON MFD APR 11
AA
32.1 GENERAL
The Multi Functional Display, presented on the inner Display Units (DUs) in normal
configuration, indicates the medium term flight information for the navigation, gives
synoptics of system information, displays the radio navigation and radio communication
selections.
The MFDs provide this information according to the formats, pages and modes
selectable.
The MFD is divided into 3 areas :
- MFD upper window,
- Memo panel display,
- Virtual Control Panel window.
Mod: 5948
P2 001
AA
MFD UPPER WINDOW
The MFD upper window displays several formats :

- Navigation Display (ND)
- System Display (SYS) displays the system pages: ENGINE / FUEL, CABIN, ACW/HYD,
ELEC
- Performance init (PERF)
- MISC (provision)
- Airport MAP (provision)
- Video (provision)
NAVIGATIONS DISPLAY (ND) :

ND is displayed in several modes : ARC MODE, ROSE MODE or PLAN MODE.
Mod: 5948
P3 001
AA
SYSTEM DISPLAY (SYST)
The MFD can display the following system pages (for description see relevant FCOM
chapters) :
- ENGINE (secondary engine parameters)
- CABIN
- ACW/Hydro
- ELEC
Mod: 5948
P4 001
AA
PERF INIT
The performance page can be displayed, by pressing on the PERF push button on the
EFCP.
Mod: 5948
P5 001
AA
MISC PAGE
In provision for further developpement.
VD PAGE
In provision for video display.
MAP PAGE
In provision for airport mapping display.
Mod: 5948
P6 001
AA
MEMO PANEL DISPLAY
MFD Memo Panel Display provides the following information :
- Fuel crossfeed control/failure device status,

- Anti-- icing control/failure devices status,
- De-- icing control/failure devices status,
- Cabin seat belt/No smoking message status.
If systems are selected and are operating normally they will be displayed in cyan.
They will be displayed in amber in case of failure.
Mod: 5948
P7 001
AA
VIRTUAL CONTROL PANEL (VCP)
The VCP format presents the information which can be managed through the MCP, in the
lower part of the MFD.
Three different pages are displayed to manage the information:

- VCP NAV pages
- VCP COM page
- SURV page
Furthermore, pages are displayed when the performance data are entered in the FMS.
Mod: 5948
P8 001
AA
VCP NAV pages
VOR/ILS
Selection of the VOR and ILS frequency, and activation of the DME HOLD function.
ADF
Selection of the ADF frequency
ND OVLY
Selection of the required overlay information on the ND:
- Traffic
- Weather radar
- Terrain
- Navaid
- Airport
Mod: 5948
P9 001
AA
VCP COM pages
VHF
Selection of the VHF frequency.
HF
Selection of the HF frequency. (if installed).
Mod: 5948
P 10 001
AA
VCP SURV pages
XPDR
TCAS
Mod: 5948
P 11 001
AA
Performance Data
The performance pages can be displayed, by pressing on the PERF push button on the
EFCP.
Two pages are available:
- TO DATA page used to:
- reset the fuel used
- select the icing condition
- confirm the T/O data computed by the FMS
- TAT SEL page used to select the source of the TAT (Total Air Temperature)
Mod: 5948
.
P1 001
INDICATION ON EWD FEB 12
AA
34.1 GENERAL
The EWD is divided into 5 areas :
- Flight controls, trims, brake message and test status
- Primary engine window
R - Permanent Data Window : TAT (_C), SAT (_C), FT (Flight Time), Hour, FOB (Fuel On
Board - KGS), GW (Gross Weight - KGS).
- Alert Window
- Procedure Window
R
Refer to the dedicated chapter, for details.
Mod: 5948
.
STANDBY NAVIGATION SYSTEM P1 001
INDICATION ON IESI APR 11
AA
36.1 GENERAL
The IESI displays the following information:
- Attitude
- Airspeed
- Altitude
- Barometric pressure
- VHF 1 radio communication
- VOR/ILS 1 radio navigation
The IESI has to be complemented with the standby compass (see section AHRS 1.10.20) for
standby navigation purpose.
ARCHITECTURE
Mod: 5948
AA
ATTITUDE
(1) Fixed aircraft symbol

The fixed aircraft symbol is black outlined in yellow
(2) Roll scale

The roll scale is in white, markers are set at 10,20,30,45,60 degrees of bank.
(3) Roll index

The roll index indicates the bank angle. It is in black, and outlined in yellow.
(4) Lateral acceleration index

Lateral acceleration index indicates the aircrafts lateral acceleration. It is represented by
a trapezoidal index that moves beneath the roll index.
(5) Pitch scale

The pitch scale indicates aircraft attitude and is displayed in white. The scale has markers
every 2.5 degrees up to +/-- 20 . If pitch exceeds +/-- 25 degrees large red chevron will
indicate excessive attitude and direction to follow to resume normal attitude.
Mod: 5948
AA
AIRSPEED
(6) Airspeed scale
The actual airspeed is given in a T shaped window positioned in the center of the white
moving speed tape on the left of the IESI.
ALTITUDE
(7) Altitude indication
The altitude indication is given in a rectangular window positioned in the center of the white
moving altitude tape on the right of the IESI.
Altitude in meters can also be displayed on the IESI underneath the altitude tape.
(8) Barometric reference

The barometric reference is displayed in cyan. It corresponds to either the selected
barometric pressure or the standard pressure.
ILS & VOR FUNCTION

(9) Glideslope & Localizer scales and indexes
The deviation scales appear when the ILS MODE is selected. The indexes appear when the
glideslope and localizer signals are valid and deviation scales displayed.
(10) VOR scale and index

The deviation scale appears when the VOR MODE is selected.
In the bottom left corner TO V and FROM W are indicated in cyan followed by the selected
course.
Mod: 5948
AA
36.2 CONTROLS
The IESI has five push buttons and a rotary knob:
- A brightness (-- ) pb (4)
- A brightness (+) pb (4)
- A MENU pb (5)
- A STD pb (1)
- A SET rotary knob (2)
Mod: 5948
AA
TUNING
ILS Tuning
When MENU button is pushed and VHF NAV1 is tuned on ILS :
VOR Tuning
When MENU button is pushed and VHF NAV1 is tuned on VOR :
Mod: 5948
AA
FLAGS
(1) ATT label (red reverse video)

Means that attitude data are lost.
(2) IAS label (red reverse video)

Means that airspeed data is lost
(3) ALT label (red reverse video)

Means that altitude data is lost
(4) VOR, ILS, LOC or G/S label (red reverse video)

Appropriate MODE is selected but invalid, no signal is sensed from selected source.
(5) ATT:RST label (cyan)

This message appears if the aircraft has moved during initialization of IESI
(6) FAIL label (amber)

FAIL amber boxed label is displayed in case of invalid signal or tuning mode off.
(7) OUT OF ORDER (white) (not depicted)

A fatal error has occurred and the IESI is unserviceable
(8) Black screen with white frame (not depicted)

The processor of the IESI is unserviceable.
Mod: 5948
AA
ELECTRICAL SUPPLY
(C/B)
IESI DC ESS BUS
(normal operation) (on overhead panel)
IESI HOT EMER BUS

(abnormal operation e.g DC ESS (on overhead panel)
BUS voltage < 19 V)
MFC LOGIC
See chapter 1.01
Mod: 5948
.
P1 001
CDS REVERSION APR 11
AA
38.1 GENERAL
The Control and Display System (CDS) provides manual and automatic format
configuration of DU.
Main formats manual reversion is controlled with two reversion push buttons. These push
buttons allow a circular reversion between PFD, EWD and MFD formats.
Automatic reversion occurs following DU failures or FWS request.
On ground, powering aircraft with batteries, DU2 and DU4 are respectively configured as
EWD and SD Engine page (power supply is not available on DU1, 3 and 5)
Mod: 5948
P2 001
CDS REVERSION APR 11
AA
38.2 CDS CONFIGURATIONS
Automatic Configurations
The CDS reversion system provides automatic DU reconfiguration in case of DU

failure(s).
The leading rule of the automatic reconfiguration is: following PFD or EWD failure, MFD is
reconfigured in PFD or EWD.
The automatic reconfiguration takes into account the following parameters :
- Flight/Ground Status
- Pilot Flying Side : Right or Left
Automatic reconfiguration can also occur on FWS request.
If EWD is no more displayed because it was manually reversed in PFD or MFD (in the case
of DU3 failure for instance), EWD can be automatically recalled by FWS.
When one System Display page is displayed on MFD format, another System Display
page can be automatically displayed on FWS request.
Manual reconfiguration
Manual format reconfiguration is controlled by PFD/EWD/MFD Push-- Buttons on CAPT

and F/O sides.
If DU2(4) is available, CAPT(FO) PFD/EWD/MFD PB enables a circular reversion of
PFD/EWD/MFD format on DU2(4).
If DU2(4) is inoperative, DU1(5) takes into account the reversion command.
Manual reversion overrides a DU automatic reconfiguration but if a new automatic
reconfiguration occurs, current manual reversion is superseded by this new
configuration.
Degraded Configuration
In case of AFDX loss, last DU configuration is unchanged and manual reversion is

effective on DU2 and DU4.
In flight, in case of DC electrical generation loss, DU2 and DU4 are respectively powered
by EMER and ESS bus. DU2 and DU4 are configured depending on Pilot flying side.
When a fatal DU failure is detected a big F label is displayed on the corresponding DU.
Mod: 5948
P1 001
CLOCKS APR 11
AA
40.1 GENERAL
An electronic clock provides :
- On selection, a six digits display of either :

Universal Time Coordinated (UTC)
Date : DAY/MONTH and YEAR,
Local Time (LT)
GPS Time
- On selection, a four digits display of either :
ELAPSED TIME (ET) or
CHRONOMETER TIME (CHR)
- A serialized UTC, DATE and Elapse time Output
- A remote controls: CHR and ET
- An automatic synchronization on external data word from GPS receiver.
- A display function test (TST) on front face and on a remote test
The operating modes are controlled by :

- A push button mode selector : DATE (DT) , GPS , INT , LOCAL TIME (LT)
- A push button : ET
- A push button : CHR
- A push button TST
The clock is supplied with two 28 VDC power supplies, one of which is a direct connection
to the aircraft battery hot bus.
Mod: 5948
P2 001
CLOCKS APR 11
AA
40.2 CONTROLS
Time display
- UTC from GPS or internal computed (INT) is indicated from 0 to 23 hours 59 minutes and
59 seconds.
The clock automatically switches to GPS mode if the GPS data is valid and the clock is in
INT mode.
In the same way, the clock automatically switches to INT mode if the GPS becomes invalid
and the clock is in GPS mode (except on power up where the Time Setting mode is active if
the GPS is invalid).
- LOCAL TIME (LT) is indicated from 0 to 23 hours 59 minutes and 59 seconds

At first power up of the battery bus, if the local time setting is displayed, the local time is
initiated with the INT value and it could be modified by set the desired time differences.
At each next LOCAL TIME setting, the proposed value is synchronized with GPS or INT
time, then it could be modified by set the desired time differences.
Date display
Months, days and years are displayed when the DATE mode is selected.
Mod: 5948
P3 001
CLOCKS APR 11
AA
MODE push button

By pressing the MODE pushbutton, six annonciators (DT, GPS, INT, LT, ET and CHR)
indicate which mode is selected (the functions INT, LOC and DT are available in
succession, ET and CHR functions are controlled by the the ET and CHR buttons
respectively, the GPS is automatically selected when GPS is valid).
ELAPSED TIME (ET) pushbutton

ET counter displays the aircraft flight from 0 to 23h59 minutes.
The push buttons ET controls the following functions :
- When selecting the ET push button, the ET display comes on.
- when the elapsed time counter is stopped, by pressing the ET push button for more
than two seconds the display is blanked and value is zeroed.
CHRONOMETER (CHR) pushbutton

The CHR displays time from 0 to 99minutes 59 seconds
The CHR push-- button controls the following functions :
- START : Display is active and the chronometer starts incrementing
- STOP : The value displayed at the instant the push-- button was depressed is held
as long as no action occurs on this push button.
- RESET : the LCD display is zeroed and blanked.
TEST (TST) pushbutton

The TST button function starts rotating displays of the digits from 0 to 9, twice time. The
function could be reset by pressing the TST button before the end of the sequence.
Time Setting
At the first application of power, the clock will be in UTC minutes adjustment if GPS is
invalid. If the GPS data is valid, the clock data are automatically updated and switched in
GPS mode.
The setting is obtained by pressing the ET pushbutton to decrease the data and pressing
the TST pushbutton to increase the data.
Mod: 5948
P4 001
CLOCKS FEB 12
AA

DC EMER BUS
(On lateral panel CLOCK / CAPT / NORM SPLY)
CAPT CLOCK
HOT EMER BAT BUS
(On lateral panel CLOCK / CAPT / AUX SPLY)
DC BUS 2
(On lateral panel CLOCK / F/O / NORM SPLY)
F/O CLOCK
HOT MAIN BAT BUS
(On lateral panel CLOCK / F/O / AUX SPLY)
Mod: 5948
P1 001
FLIGHT RECORDERS APR 11
AA
50.1 DESCRIPTION
The aircraft is equipped with :

- a Cockpit Voice Recorder, CVR, and
- a Solid State Flight Data Recorder, SSFDR.
The recorders are automatically energized as soon as the aircraft is on its own electrical supply
and are switched OFF automatically Ten minutes after engines cut. When the aircraft is on
external power, recorders are OFF until one engine is started. They can be energized by selecting
ON the RCDR pushbutton, and deenergized by pushing the RESET pushbutton.
Each recorder is equipped with an underwater acoustic beacon which is used to locate the
recorder in the event of an aircraft accident over the sea. The beacons actuate immediately after
immersion. They should transmit a signal on 37.5 kHz for 30 days. The detection range is 3.5 km
(4,000 yards).
CVR
All crew communications transmitted through the RCAU are recorded.

In addition, a CVR microphone, located below the overhead panel, acquires cockpit
conversation and aural alerts for recording. Cabin crew announcements are also recorded.
Only the last 30 minutes (or 120 minutes, depending on version) are retained. All recording
may be erased by pressing ERASE pushbutton provided the aircraft is on ground and the
parking break is set.
Mod: 5948
P2 001
AA
SSFDR
Various aircraft parameters are sent to a Flight Data Acquisition Unit (FDAU) which converts them
into digital data.
Then the FDAU sends the digital data to the SSFDR. The Flight Data Acquisition Unit (FDAU) is a
part of the Multi Purpose Computer (MPC).
The data are recorded by the SSFDR which stores them on the Solid State memory. The 50 last
hours of flight are retained.
Mod: 5948
P3 001
AA
50.2 CONTROLS
The MCDU TIME&FLIGHT page allows to set hours, months, years and flight number
before departure.
These datas are used for the recording on the SSFDR.
RECORD PANEL
RCDR pb
When depressed, both Cockpit Voice Recorder and Solid State Flight Data Recorder are
energized (manual mode). On light illuminates blue.
RESET pb
When depressed, inhibits recording in the manual mode.
EVENT pb
When momentarily depressed, the Solid Sate Memory records are marked to identify a
special event.
Mod: 5948
P4 001
AA
COCKPIT VOICE RECORDER PANEL
(1) Monitor ind.

For test only. Movement of pointer in the white band indicates all channels are operative.
(2) TEST pb
When depressed and held, the test circuit is activated :
- the pointer moves to a location between graduations 8 and 10
- if a headset is plugged into the jack, the 600Hz signal will be heard.
(3) HEADSET jack

When headset is plugged into the jack :
- cockpit sounds picked up by the microphone are audible
- test tone is audible when TEST pb is depressed
- erase tone is audible when ERASE pb is depressed
(4) ERASE pb
Provides fast erasure of tape recordings when the landing gear shock absorbers are
compressed and parking brake is set (depress for 2 seconds to completely erase).
During erasure, a 400 Hz audio signal can be heard in the headset.
(5) Microphone
Picks up cockpit conversations and alert sounds.
Mod: 5948
P5 001
AA
ELECTRCAL SUPPLY
EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPP (C/B)

SSFDR power supply 115 VAC STBY BUS
Recorder Synchronizer - NIL--

26 VAC STBY BUS
MPC DC EMER BUS (on ground)
DC ESS BUS (in flight)
MFC LOGIC
See Chapter 1.01
SYSTEM MONITORING
DATA RECORDER
This caution is generated when the Data Recorder is detected failed.
- DATA RECORDER amber message on EWD
VOICE RECORDER
This caution is generated when the Voice Recorder is detected failed.
- VOICE RECORDER amber message on EWD
FDAU
This caution is generated when the FDAU is detected failed.
- FDAU amber message on EWD
Mod: 5948
.
FUEL SYSTEM 1.11.00
P1 001
CONTENTS APR 11
AA
1.11.00 CONTENTS
1.11.10 GENERAL
10.1. DESCRIPTION
10.2. CONTROLS AND INDICATING
10.3. ELECTRICAL SUPPLY/MFC LOGIC/ SYSTEM MONITORING
10.4. SCHEMATIC
Mod: 5948
.
FUEL SYSTEM 1.11.10
P1 001
GENERAL APR 11
AA
10.1 DESCRIPTION
The fuel system includes :
- two tanks with one electrical pump and one jet pump is each tank
- the vent system
- the fuel quantity indicating system
- the refuel/defuel system with associated controls and ind.
TANKS
The fuel is stored in two tanks, one in each wing, formed as an integral part of the wing
structure. The maximum fuel capacity is :
An additional volume in each tank allows a 2 % thermal expansion of fuel without spillage.
Each tank is equipped with two access doors located on the upper wing skin at each tank
extremity to provide access to the interior and to essential equipment.
Water drainage is provided at the low points of each tank and can be performed up to 3
ground slope.
A temperature measuring device is installed in the left feeder compartment.
Temperature is displayed on MFD.
Mod: 5948
FUEL SYSTEM 1.11.10
P2 001
GENERAL APR 11
AA
VENTS SYSTEM
TANKS
The vent system ensures positive pressure in the whole flight envelope. Each fuel tank is
air vented via an individual vent duct and a vent float valve to a 100 l surge tank located in
the outer section of the wing. The surge tank is connected to the atmosphere via a flush
NACA inlet and is designed to avoid icing obstructions. Fuel collected in the surge tank is
directed back to the wing tank via the vent duct.
The vent system also provides protection for the tanks in the event of accidental spillage
during refueling.
WING CENTER BOX
The wing center box over the fuselage does not store any fuel and is crossed by two fuel
pipes for cross engine feed and tanks refueling. To prevent fuel vapor concentration, the
box is vented and drained.
Mod: 5948
FUEL SYSTEM 1.11.10
P3 001
GENERAL APR 11
AA
ENGINE FEED (See schematic p16/17)
In normal conditions, each engine is supplied from its associated wing tank. Fuel Flow and
Fuel used parameters displayed on the MFD allow the crew to monitor fuel consumption for
each engine.
Each tank is fitted with a 200 I feeder compartment always full of fuel protecting the engine
feed system against negative or lateral load factors. In the feeder compartment, an electrical
pump and a jet pump are installed. The jet pump is activated by HP fuel from the engine HMU
and is controlled by a motive flow valve.
Note : Each electrical pump is able to supply one engine in the whole flight envelope.
In normal operation, the electrical pump is only used to start the engine. After start, jet pump
takes over automatically.
If jet pump pressure drops below 350 mbar (5 PSI), the electrical pump is automatically
activated to supply the engine.
A crossfeed valve, controlled by an electrically operated actuator, allows both engines to be

fed from one side or one engine to be fed by either tank, allowing control of an unbalance
situation.
Crossfeed valve indication is located on both Fuel panel and MFD.
When the crossfeed valve is open,a cryan FUEL XFEED label is displayed on the memo
panel display and indication is displayed on the MFD system page.
In this case, the two electrical pumps are automatically actuated. It is possible to use only one
fuel tank by switching off the opposite pump pb.
To indicate improper operation of crossfeed valve, label FUEL XFEED flashes on the memo
panel display when:
- both electrical fuel pumps are OFF
- both electrical fuel pumps are ON
- electrical pump 1 is OFF with fuel quantity of tank 1 greater than fuel quantity of
opposite tank
- electrical pump 2 is OFF with fuel quantity of tank 2 greater than fuel quantity of
opposite tank
At the fuel outlet of each tank, a fuel LP valve, controlled by the associated fire handle, is
installed.
When low level is reached in one tank, its electrical pump is automatically actuated ( 160
kg (352 Lb) remaining fuel in the tank ).
Mod: 5948
FUEL SYSTEM 1.11.10
P4 001
GENERAL APR 11
AA
QUANTITY INDICATING
The fuel quantity indicating system informs the crew of the quantity of fuel available in
each tank during flight.
The quantities are processed by Fuel Control Unit (FCU) and displayed on MFD.
The fuel tank capacity measurement system is such that the figures appear in terms of
weight. The system is based on the fundamental relationship between the dielectric
constant of the fuel and its density, to obtain a signal proportional to the mass of fuel in the
tanks from a number of capacitance probes installed in the tanks.
Six probes are positionned in each tank and are electrically connected to the Fuel Control
Unit (FCU), which processes the signals and provides left and right fuel quantities to the
avionic system. FCU contains two independant channels (one per tank).
The accuracy on the total fuel indication, on ground, with attitude within - 3 and + 1 of
Pitch and 2 of Roll is :
1 % of full scale near zero level
3 % of full scale at full level
For all other ground and flight conditions, outside this envelope (pitch and roll) accuracy of
fuel indications will be degraded.
To enable the tanks content to be determined on the ground in case of quantity indicating
system failure, two magnetic level indicators are mounted in each tank through the lower
wing skin. Tables allow these readings to be converted into units of fuel mass with
corrections made for aircraft attitude and fuel density (Refer to chapter 2.06).
Actual magnetic indicators marking is in cm of fuel in the tank.
REFUEL/DEFUEL SYSTEM
All refueling operations are controlled from the Refueling Control Panel (RCP) installed in
the RH main landing gear fairing.
Complete refueling can be achieved in about 16 mn through the single refueling connector
which is located in the rear part of the RH main landing gear fairing. Both wing tanks can be
refueled with a refueling flow of about 24 m3/h (106 US gal/mn) with a maximum refueling
pressure of 3.5 bars (50PSI).
The refueling connector is connected with two refuel valves, one for each tank. They are
solenoid controlled.
From the valves outlets, the fuel is distributed by pipes to diffusers which allow the fuel to
enter the tank without surging.
High level detection comprises two different controls :
In normal operation, the high level detection is achieved by the FCU system. When the
high level tank quantity is reached (2500 kg/5510 lb), the associated tank refuel valve is
shut.
When the high level is reached in a tank (3185 L/840 US gal for a zero bank angle)
associated high level it illuminates on refueling panel and associated refuel valve is shut.
The wing tanks can also be refueled by gravity via one overfiller point per tank. The system
may be used to defuel the aircraft by applying a 0.77 bar (11 PSI) suction to the connector
and opening the tank refuel valves.
Mod: 5948
FUEL SYSTEM 1.11.10.
P5 001
GENERAL APR 11
AA
FUEL PANEL
1 PUMP pb
Controls electrical pump and jet pump motive flow valve in each tank.
PB pressed in :
When jet pump delivery low pressure is detected (engine not running or jet
pump pressure drop) :
electrical pump is automatically activated,
jet pump motive flow valve is controlled open but will remain closed until a
sufficient pressure is available.
30 seconds after HP fuel pressure is available and normal jet pump functioning
is sensed by the 600 mbar (8.5 PSI) pressure switch, electrical pump is
automatically switched off.
RUN illuminates green when electrical pump is activated.
OFF (p.b. released) electrical pump is deactivated, jet pump motive flow valve is
controlled closed, OFF light illuminates white.
2 LP VALVE position ind.

The position of the fuel LP valve is displayed. Each valve is controlled by its
associated fire handle.
IN LINE Flow bar illuminates green. The valve is open.
CROSS LINE The valve is closed, flow bar illuminates green and crosses the
system flow line.
Note : During transient phases (opening or closing), flow bars are extinguished.
Mod: 5948
P6 001
GENERAL APR 11
AA
3 FEED LO PR light
Illuminates amber and the caution message FEED LO PR from the FWS is
displayed on EWD associated with a Master Caution light and a Single Chime when
the fuel delivery pressure drops below 300 mbar (4 PSI). This indicates pump failure
or fuel starvation
4 X FEED pb
Controls the operation of the fuel crossfeed valve.
IN LINE (pb pressed in) The flow bar illuminates green in line. The valve is
open.
Both electrical pumps are automatically actuated.
CROSS LINE (pb released) The flow bar illuminates green and crosses the
system flow line. The valve is closed.
Note : During transient phases (opening or closing), flow bar is extinguished.
Permanent extinguishing of both bars indicates a valve fault.
Mod: 5948
FUEL SYSTEM 1.11.10
P7 001
GENERAL APR 11
AA
FUEL INDICATION
(1) - Fuel Flow Indication (per engine)

Normally in green. The unit is KG/H or LB/MN (if lb is the unit used).
Amber dashes displayed for invalid data.
(2) - Fuel transfer indication

Normal transfer : Green Arrow
No transfer : Blue horizontal dash
(3) - Fuel Flow 1 + 2

Normally in green. The unit is KG/MN or LB/MN (if lb is the unit used).
(4) - Engine LP valve indication

In line : Green : valve is open
Cross line : Cyan : valve is closed
(5) - XFEED valve

In line : Cyan : valve is open
Cross line : White : valve is closed
(6) - Fuel tank quantity indication

Normally in green. The unit is KG or LB (if lb is the unit used).
Mod: 5948
FUEL SYSTEM 1.11.10
P8 001
GENERAL APR 11
AA
(7) - Fuel temperature readout

Normally in green. The unit is C.
(8) - Engine Feed Pumps indication

Green : Electric Pump is operating(RUN legend inside)
White : Electric Pump is off (OFF legend inside)
(9) - Motive Flow Valve indication

Green : Motive Flow valve is open
White : Motive Flow valve is closed
(10) - Fuel Temperature indication

From - 53C to 0C, and from 50C to 99C, segments, readout and pointer are displayed
in amber.
From 1C to 49C, segments, readout and pointer are displayed in green.
For value equal or lower the - 54C or equal or higher than 100C, pointer and reverse
video readout are displayed in red.
For invalid temperatures, amber dashes are displayed.
(11) - Fuel clog caution

CLOG amber label displayed in case of an excessive pressure loss across the fuel filter.
Mod: 5948
FUEL SYSTEM 1.11.10
P9 001
GENERAL APR 11
AA
CROSSFEED INDICATION
MEMO PANEL DISPLAY
Mod: 5948
FUEL SYSTEM 1.11.10
P 10 001
GENERAL APR 11
AA
REFUEL CONTROL PANEL
(1) TEST pb
Pressing the test button will test the display lines and the lights.
(2) HIGH LEVEL light

The light illuminates amber when the high level sensor is submerged (maximum quantity
reached). The corresponding refuel valve closes automatically.
(3) REFUEL VALVES position light

The light illuminates blue when the refuel valve is open. They extinguish during the fuel
circuit test, indicating the valves have closed.
(4) REFUEL VALVES switches

Control the operation of the valves for each tank. They are guarded at NORM.
NORM Valves are controlled by automatic fueling logic, depending on position of the
mode selector switch and quantity preselection. Valves close automatically
when high level is detected by the FCU.
OPEN Valves open when the mode selector switch is in the refuel or defuel position
and the high level sensor is not submerged.
SHUT Valves close regardless of the mode selector switch position.
(5) SELECTED QTY ind.

The quantity for automatic refueling is controlled by the setting of the Increase/Decrease
switch. The digital counter displays the preselected total fuel quantity.
(6) INCREASE / DECREASE switch

Used to select fuel quantity requested on board.
(7) FUEL QTY ind.

Three displays for left, right and preselected fuel quantity.
Mod: 5948
FUEL SYSTEM 1.11.10
P 11 001
GENERAL APR 11
AA
(8) Mode selector switches

Controls the operating mode for automatic fueling and the activation of REFUEL VALVES
switches for manual operation.
OFF Refuel valves are closed, switches are not activated.
REFUEL Refuel valves may be operated by auto refueling logic (REFUEL VALVES
switches on NORM) or manual refueling operation.
DEFUEL Refuel valves may be operated by manual defueling operation. With the
mode selector in DEFUEL position and REFUEL VALVES in the OPEN
position, all level protections are inhibited.
(9) SURGE VALVE

Provides air vent of the refuel line during suction draining of this line.
OPEN The surge valve opens. Mode Selector switch must be in OFF position
SHUT The surge valve is closed.
Mod: 5948
P 12 001
GENERAL APR 11
AA
ELECTRICAL SUPPLY

(C/B)
ENG 1
Electrical pump DC ESS BUS
(on lateral panel ELEC PUMP)
- Pressure sw controlling DC ESS BUS

electrical pump activation/disactivation & mo- (on lateral panel CTL and CAUTION)
tive flow valve opening/closure
- Fuel feed pressure sw
Fuel LP valve
S DC BUS 1
(on lateral panel MOTOR 1)
S HOT EMER BAT BUS
Fuel LP valve position ind.
DC EMER BUS
ENG 2
Electrical pump DC ESS BUS

(on lateral panel ELEC PUMP)
- Pressure sw controlling electrical pump ac- DC ESS BUS

tivation /disactivation and motive flow valve (on lateral panel CTL and CAUTION)
opening / closure
- Fuel feed pressure sw + IND

S DC BUS 2
Fuel LP valve
S HOT EMER BAT BUS
Fuel LP valve position ind. DC EMER BUS

Mod: 5948
FUEL SYSTEM 1.11.10
P 13 001
GENERAL FEB 12
AA

(C/B)
Refuel Control Panel GND HDLG BUS
(on lateral panel RCP)
FCU Channel 1 DC ESS BUS

(on lateral panel FCU CHAN 1)
FCU Channel 2 DC ESS BUS

(on lateral panel FCU CHAN 2)
CROSS FEED VALVE DC ESS BUS

(on lateral panel X FEED)
R FCU will be supplied by GND HDLG BUS on ground for airplane servicing, when battery is
off and refuel control panel door open.
MFC LOGIC
See Chapter 1.01
Mod: 5948
P 14 001
GENERAL APR 11
AA
SYSTEM MONITORING
FUEL 1(2) TEMP HI

This caution is triggered when the fuel temperature is greater than 50C (with engine
running).
- FUEL 1(2) TEMP HI amber message on EWD
FUEL 1(2) TEMP LO

This caution is triggered when the fuel temperature is lower than 0C (with engine
running).
- FUEL 1(2) TEMP LO amber message on EWD
ENG FUEL CLOG

This caution is triggered when the pressure of the switch fuel pump outlet filter is greater
than 25 PSI.
- ENG FUEL CLOG amber message on EWD
- CLOG amber label displayed on MFD
FUEL FEED LO PR
This caution is triggered when a low pressure is detected in the engine feed system
(pressure below 300 mbar / 4 PSI).
- FUEL FEED LO PR amber message on EWD
- FEED LO PR light illuminates amber on overhead panel
- FEED LO PR amber label displayed on MFD
Mod: 5948
FUEL SYSTEM 1.11.10
P 15/16 001
GENERAL APR 11
AA
FUEL LO LVL
This caution is triggered when:
- First low level is detected by FCU when fuel gauged in one tank is less than 160 kg
(352.8 lbs)
In this case the fuel tank indicates a value < 160 kg (352.8 lbs)
- Second low level is detected by the MFC when the feeder tank is not full.
this alert is triggered when the feeder jet pump fails.
In this case the fuel tank indicates a value > 160 kg (352.8 lbs)
- FUEL LO LVL amber message on EWD
- First low level : LO LVL displayed amber in the tank and fuel quantity
in amber on MFD (level between 160kg (352lb) and 50kg (110lb) or in
red reverse video (level below 50kg (110lb) )
- Second low level
Feeder tank in amber
FUEL MISMATCH
This caution is triggered, when the difference between fuel quantity computed by FMS
and the fuel quantities processed by the FCU is greater than 200kg (440lb) during more
than 10s (on ground) or 60s (in flight).
- FUEL MISMATCH amber message on EWD
FUEL UNBALANCED
The caution is triggered when there is a discrepancy greater than 200kg (440lb) between
the left and right tanks fuel quantities.
- FUEL UNBALANCED amber message on EWD
Mod: 5948
.
FUEL SYSTEM 1.11.10
P 17 001
GENERAL APR 11
AA
10.5 SCHEMATIC
Mod: 5948
.
HYDRAULIC SYSTEM 1.12.00
P1 001
CONTENTS APR 11
AA
1.12.00 CONTENTS
1.12.10 GENERAL
10.1 DESCRIPTION
10.2 CONTROLS
10.4 SCHEMATIC
Mod: 5948
.
P1 001
GENERAL APR 11
AA
10.1 DESCRIPTION
The aircraft has two hydraulic systems, designated blue and green.
The common hydraulic tank is located in the hydraulic bay (LH landing gear fairing).
The tank is a direct air-- fluid contact type and is not pressurized. A compartment baffle
ensures fluid antisplahing and limits fluid foaming.
A direct reading quantity gauge is located on the tank. A low level alert is provided for
each compartment when quantity drops below 2.5 l (0.67 USgal).
POWER GENERATION
Each system is pressurized by an ACW electrical motor driven pump. Delivery pressure
of each pump is displayed. Normal operating pressure is 3000 PSI (206.9 bars). The blue
circuit is also fitted with an auxiliary DC motor driven pump.
Each system is provided with a 0.2 l (0.05USgal) power accumulator installed in the
hydraulic bay. They damp pump delivery pulsations and any pressure surges and
compensate for pump response time in the event of high output demand.
On the ground, when no electrical power is available, hydraulic power may be generated
by a hydraulic ground power unit, through a ground connector located in the hydraulic
bay. A ground switch on the pedestal enables to energize the auxiliary pump even when
no electrical power is available.
Mod: 5948
P2 001
GENERAL APR 11
AA
USERS
S The blue system supplies :
- wing flaps extension/retraction :
. Four wing flap actuating hydraulic jacks.
- spoilers :
. Two spoilers actuating hydraulic jacks.
- nose wheel steering :
. one steering hydraulic jack.
- propeller brake for the RH engine.
- emergency and parking braking for the four main landing gear wheels through a
specific accumulator with separate pressure indicator.
S The green system supplies :

- landing gear extension/retraction :
. three landing gear actuating hydraulic jacks
. three landing gear uplock release actuators
. three landing gear downlock release actuators
- normal braking for the four main landing gear wheels.
In case of one main hydraulic pump failure, the associated users may be supplied by the
other one main hydraulic pump by opening the crossfeed valve.
Note : In case of LO LEVEL alert, cross feed valve :
- is inhibited to open
- closes automatically if it was in open position
Mod: 5948
P3 001
GENERAL APR 11
AA
10.2 CONTROLS
HYD PWR PANEL
(1) Main pumps pbs

Control activation/deactivation of ACW electric motor driven pumps.
pb pressed in : pump is energized
OFF : (pb released) pump is deactivated, OFF lt illuminates white.
LO PR : The light illuminates amber and the caution message HYD LO
PR from flight warning is displayed on EWD associated with a
Master Caution light and a Single Chime when the associated pump
delivered fluid pressure drops below 1500 PSI (103,5 bars).
(2) Auxiliary pump pb

Controls operating mode of DC auxiliary pump.
AUTO (pb pressed in) pump runs as soon as the following conditions are met :
- ACW blue pump pressure below 1500 PSI and,
- propeller brake released and,
- gear handle selected DOWN and,
- at least one engine running
OFF (pb released) ; auxiliary pump is deactivated, OFF illuminates white.
LO PR the light illuminates amber and a caution message from FWS
displayed on EWD associated with a Master Caution and a Single
Chime when auxiliary pump output pressure is detected lower than
1500 PSI and functioning conditions are met.
(3) XFEED pb
Controls opening and closure of the crossfeed valve.
pb released :crossfeed valve is closed. Both hydraulic circuits are separated.
ON :(pb pressed in) crossfeed valve is selected open. Both hydraulic
circuits are connected. ON light illuminates white.
Mod: 5948
P4 001
GENERAL APR 11
AA
(4) OVHT light

The light illuminates amber and the caution message HYD OVHT from FWS displayed
on EWD associated with a Master Caution and a Single Chime when pump case drain line
overheat is detected (T > 121 C/250 F)
(5) LO LEVEL light

The light illuminates amber and the caution message HYD LO LVL from FWS displayed
on EWD associated with a Master Caution and a Single Chime when associated tank
compartment fluid quantity drops below 2.5 I (0.67 USgal). The XFEED automatically
closes.
(6) Auxiliary pump switch

Pressing the HYD PWR/AUX PUMP switch energizes the pump (during 30s) and allows it
to operate in manual mode.
CAUTION: This switch operates even when batteries master switch is selected OFF.
Intensive use could discharge the main battery.
Mod: 5948
P 5/6 001
GENERAL APR 11
AA
PARKING/EMERGENCY BRAKING ACCUMULATOR PRESSURE INDICATOR
In addition to the PRKG BRK ON annunciation on EWD and the Parking / Emergency Braking
Accumulator displayed on MFD ACW/HYD page, the aircraft is fitted with a Parking /
Emergency Braking Accumulator pressure indicator located on the left maintenance panel.
This indicator is used by maintenance while MFD are not energized and in case of the main
indication loss.
When the switch is activated, the indicator is energized for two minutes.
When the hydraulic pressure of the accumalator is below 1700 PSI or above 3100 PSI, the
indicator displays blinks.
Brake Accumulator Hydraulic pressure is displayed in green. The displayed value has to be
multiplied by 1000 (as described by the legend on the front face).
Mod: 5948
.
P 7/8 001
GENERAL APR 11
AA
INDICATING
Hydraulic indications are given on the ACW / HYD page of the MFD.
Mod: 5948
.
P9 001
GENERAL APR 11
AA
ELECTRICAL SUPPLY
EQUIPMENT
(C/B) (C/B)
Blue Pump power - Nil - ACW BUS 1
(on lateral panel
BLUE HYD PUMP)
Blue pump control DC EMER BUS - Nil -
(on lateral panel BLUE PUMP CTL)
Blue system alert DC EMER BUS - Nil -
(on lateral panel ALERT)
Green pump power - Nil - ACW BUS 2
(on lateral panel
GREEN HYD
PUMP)
Green pump control DC ESS BUS - Nil -
(on lateral panel GREEN PUMP CTL)
Green system alert DC EMER BUS - Nil -
(on lateral panel CAUTION GREEN
SYS)
Auxiliary pump power DC BUS 2 - Nil -
(on lateral panel AUX HYD PUMP
NORM PWR SUPPLY)
HOT MAIN BAT BUS
(on lateral panel AUX HYD PUMP
GND PWR SUPPLY)
Pressure ind. DC EMER BUS - Nil -
(on lateral panel PRESS IND)
XFEED valve DC STBY BUS - Nil -
(on lateral panel XFEED)
Auxiliary pump control DC BUS 2 - Nil -
(on lateral panel HYD PWR AUX
PUMP CTL IND NORM)
HOT MAIN BAT BUS
(on lateral panel HYD PWR AUX
PUMP CTL IND GND)
MFC LOGIC
See Chapter 1.01
Mod: 5948
P 10 001
GENERAL FEB 12
AA
SYSTEM MONITORING
The hydraulic indicating system alerts the crew if a hydraulic fluid low level, low pressure
or overtemperature occur.
HYD BLUE LO LVL/GREEN LO LVL

R This caution is generated when the fluid level falls below 2.5 L (0.67 US Gal) in one
section.
Aural and visual alert are :
R - HYD BLUE LO LVL or HYD GREEN LO LVL amber message on
EWD
- Aural alert is Single Chime
- LO LVL amber indication on SD ACW/HYD page.
- LO LVL amber light illuminates on the HYD PWR panel.
HYD BLUE(GREEN) LO PR
This caution is generated when a pump control is pressed (in) and the hydraulic fluid
R pressure falls below 1500 PSI.
- HYD BLUE (GREEN) LO PR amber message on EWD
- Aural alert is Single Chime.
- LO PR amber indication on SD ACW/HYD page.
- LO PR amber light illuminates on the HYD PWR panel.
HYD AUX LO PR
This caution is generated when the auxiliary pump control is pressed (in) and the hydraulic
R fluid pressure falls below 1500 PSI.
- HYD AUX LO PR amber message on EWD
- AUX LO PR amber indication on SD ACW/HYD page.
- AUX LO PR amber light illuminates on the HYD PWR panel.
Mod: 5948
P 11/12 001
GENERAL FEB 12
AA
HYD BLUE(GREEN) OVHT

This caution is generated if the fluid temperature exceeds 121C (250F) .
- HYD BLUE(GREEN) OVHT amber message on EWD
- OVHT amber indication on SD ACW/HYD page.
- OVHT amber light illuminates on the HYD PWR panel.
HYD AUX OVHT

R This caution is generated if the fluid temperature exceeds 121C (250F)
- HYD AUX OVHT amber message on EWD
- AUX OVHT amber indication on SD ACW/HYD page.
- AUX OVHT amber light illuminates on the HYD PWR panel.
HYD PUMPS LOSS

This caution is generated in case of a loss of both main hydraulic pumps.
Aural and visual alert are:
- HYD PUMPS LOSS amber message on EWD
- LO LVL, and/or LO PRand/or OVHT amber indication on SD
ACW/HYD cabin page
- LO LVL, and/or LO PR and/or OVHT amber light illumination on
the HYD PWR panel
HYD SYS LOSS

This caution is generated in case of a loss of both hydraulic system.
Aural and visual alert are:
- HYD SYS LOSS amber message on EWD
- LO LVL, and/or LO PRand/or OVHT amber indication on SD
ACW/HYD cabin page
- LO LVL, and/or LO PR and/or OVHT amber light illumination on
the HYD PWR panel.
Mod: 5948
.
P 13 001
GENERAL APR 11
AA
10.4 SCHEMATIC
Mod: 5948
.
ICE AND RAIN PROTECTION 1.13.00
P1 001
CONTENTS APR 11
AA
1.13.00 CONTENTS
1.13.10 GENERAL
1.13.20 ANTI ICING ADVISORY SYSTEM
20.1 DESCRIPTION
1.13.30 ENGINE AND WING PROTECTION
30.1 DESCRIPTION
30.2 CONTROLS
30.4 SCHEMATIC
1.13.40 PROPELLER ANTI ICING
40.1 DESCRIPTION
40.2 CONTROLS
1.13.50 WINDOW HEAT
50.1 DESCRIPTION
50.2 CONTROLS
Mod: 5948
P2 001
CONTENTS APR 11
AA
1.13.60 PROBE HEAT
60.1 DESCRIPTION
60.2 CONTROLS
1.13.70 RAIN PROTECTION
70.1 DESCRIPTION
70.2 CONTROLS
1.13.80 AIRCRAFT PERFORMANCE MONITORING (APM)
80.1 DESCRIPTION
Mod: 5948
P 1/2 001
GENERAL APR 11
AA
The ice and rain protection systems permit aircraft operation in various environmental
conditions and, in particular, in icing situations.
An ice detector, connected to the FWS, monitors ice accretion.

In addition, an icing evidence probe is installed to indicate visualy an ice accretion.
In parallel, an Aircraft Performance Monitoring (APM), triggers some alerts when the
performances are degradated due to ice accretion on the airframe.
Aircraft ice protection is provided by :
- A pneumatic system operating on areas of the airframe :

S outer center and inner wing leading edges,
S horizontal tailplane leading edges,
S engine air intakes and gas paths.
- Electrical heating of :
S propeller blades,
S windshields,
S probes,
S flight control horns.
For the pneumatic system, the engines supply bleed air through the LH and RH deice
valves regardless of the engine bleed valves position.
For electrical heating, the power is supplied primarily by AC wild current.

Rain removal from the front windshields is achieved by windshield wipers.
Note :
As per FCOM 2.02.08 icing condition are considered on ground when SAT is below 5C on
ground or TAT below 7C in flight, with any form of visible moisture.
Mod: 5948
.
P1 001
ANTI ICING ADVISORY SYSTEM APR 11
20.1 DESCRIPTION
An anti icing advisory system (AAS) is installed.
The AAS system includes :
- An ice detector
- An icing evidence probe
- ICING AOA (green) light on central panel
- ICING (amber) label on FMA
- Some labels are displays on the memo panel display
This system has been designed to alert the crew on the correct procedures to be applied
when flying in icing conditions :
- Increase of minimum maneuver/operation speeds + selection of anti-- icing
- Selection of the deicing system at first indication of ice accretion
- Switching the deicing system OFF when ice does not build up any more on the airframe.
ICE DETECTOR
The ice detector, located under the left wing, alerts the crew as soon as and as long as ice
accretion is sensed by the probe.
Alert is generated by the amber ICING message on FMA.
The system is self tested constantly, and any failure generates a FAULT light illumination
with single chime.
Detection of ice accretion and associated alert are performed under following cycle :
CAUTION
The ice detector indicates ice accretion is building up on aircraft. Therefore, extinguishing
of the icing message must be regarded as an end of ice accretion and not as an absence of
ice on the aircraft. Consequently a visual check must be performed to assure aircraft is
cleared of ice after having encountered ice accretion conditions.
Mod: 5948
P2 001
AA
ICING EVIDENCE PROBE
Located under left side window of the cockpit, visible by both pilots, provides information
of ice accretion and is shaped to retain ice when all other parts of aircraft airframe are free
of ice.
An integrated light is provided to help ice accretion monitoring at night using the NAV light
switch.
Mod: 5948
P3 001
AA

ICE DETECTOR PANEL
(1) ICING AOA pb
- ICING AOA illuminates green as soon as one horns anti icing Pb is selected ON,
reminding the crew of stall alarm threshold being lower in icing conditions. ICING AOA
green label is displayed on FMA.
- ICING AOA can only be extinguished manually by depressing it, provided both horns
anti icing are selected OFF. In this case, stall alarm threshold recovers the values defined
for flight in normal conditions.
(2) ICE DET PTT
The push to test pb is used to check the ice detector correct operation.
Press and hold test button for 3 seconds.
- ICING amber label is displayed flashing on FMA (with associated warning) if system
works correctly.
- A-- ICING DETECT alert is displayed with associated procedure on EWD. Master
Caution light and Single Chime are activated.
Mod: 5948
P4 001
AA
DE- ICING INDICATOR
MEMO PANEL DISPLAY
(1) ANTI-- ICING message

When a anti-- icing system is selected ON and is not failed, a cyan specific message is
displayed, corresponding to the involved anti-- icing system.
If the selected system is failed, an amber message is displayed.
(2) DE-- ICING message

When a de-- icing system is selected on and is not failed, a cyan specific message is
displayed, corresponding to the involved de-- icing system (AIRFRAME and 1 ENG 2).
For AIRFRAME:
- AIRFRAME cyan message is displayed steady when the airframe de-- icing system is
selected ON.
- AIRFRAME message flashes when the airframe de-- icing system is still selected ON five
minutes after last ice accretion detection.
- AIRFRAME message is displayed steady amber in case of de-- icing system failure.
Mod: 5948
P5 001
AA

ELECTRICAL SUPPLY

(C/B) (C/B)
Ice detector - Nil - ACW BUS 2
(on lateral panel ICE DET
PWR SPLY)
ICING AOA light DC EMER BUS - Nil -
(on lateral panel DE IC-
ING-- AAS/Boots A and
B ind)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
A-- ICING DETECT

This caution is generated in case of ice detector failure.
- A-- ICING DETECT amber message on EWD
- FAULT legend illuminates amber on the ICE DETECT pb switch
Mod: 5948
.
P1 001
ENGINE AND WING PROTECTION APR 11
30.1 DESCRIPTION
The operating principle is to sequentially inflate the boots in order to remove ice.
The de ice valves control the delivery pressure to 1.4 bar (20.3 psi).
Seven distribution valves control air supply to the boots :
- valve (1) to LH engine air intake and separation chamber,
- valve (2) to RH engine air intake and separation chamber,
- valve (3) to LH outer wing leading edge,
- valve (4) to LH center wing leading edge and LH internal wing leading edge,
- valve (5) to RH outer wing leading edge,
- valve (6) to RH center wing leading edge and RH internal wing leading edge,
- valve (7) to horizontal tailplane leading edge,
Each of these distribution valves has one input and two outputs A and B, each controlled
by the MFC.
Two types of boots are used :
- Chordwise boots for the leading edges and the gas paths
- Annular boots for the engine intakes.
When deflated, the boots are held to the structure thanks to a venturi supplied by bleed air.
Note : The system is designed to remain operative with one engine inoperative through a
common air manifold, except icing protection of the inoperative engine which is
lost.
CAUTION :With this type of boots, there is no need to wait for ice accretion on airframe
before selecting it ON. This system MUST be selected ON as soon as and as
long as ice accretion develops on airframe.
Mod: 5948
P2 001
ENGINE AND WING PROTECTION FEB 12
AA
TIME SEQUENCE DIAGRAM

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

- 60 sec (FAST MODE (SAT > - 20 C)
- 180 sec (SLOW MODE (SAT < - 20 C)
OVRD MODE (SEPARATED TIMER AND FAST MODE ONLY)
BEGINNING OF THE FOLLOWING SEQUENCE AT 60 SEC (FAST MODE)
Note : When de icing OVRD mode is selected, boots inflate according to a

R separate timer and MFC is totally bypassed.
Mod: 5948
P3 001
30.2 CONTROLS
ENGINE ANTI- ICING AND WING DE ICING PANEL
1
AIRFRAME AIR BLEED pb
Controls both de ice and isolation valves.
Pb pressed in Normal operation.
Both DE ICE and ISOLATION VALVES are open.
OFF (pb released) OFF light comes on white.
Both DE ICE and isolation valves are closed.
However engine de-- icing may be used (engine de-- icing selected ON
will open de-- ice valve).
But airframe de-- icing is never available.
FAULT The light illuminates amber and the FWS is activated when :
- Air pressure downstream of the de-- ice valves stays below 14 PSI.
- Air temperature upstream of the de-- ice valves exceeds 230C.
A-- ICING BLEED alert is displayed with associated procedure on EWD.
Master Caution light and Single Chime are activated.
The alert is inhibited when pb is released.

2 AIRFRAME pb
Controls the outputs A and B of both wings and stabilizers distribution valves.
ON (pb pressed in) Signal is sent to the MFC in order to initiate a
de-- icing cycle depending on MODE SEL pb.
ON light illuminates cyan.
R Pb released Associated boots stay deflated.
FAULT The light illuminates amber and the FWS is activated when inflation
sequencing of airframe boots A or B is not correct.
- Associated distribution valve output has been controlled open but
no downstream pressure has been detected, or
- Associated distribution valve output has been controlled closed
but a downstream pressure is detected.
A-- ICING FRAME alert is displayed with associated procedure on
EWD. Master Caution light and Single Chime are activated.
AIRFRAME amber label is displayed on the memo panel display of
MFD.
Mod: 5948
P4 001
AA
3
ENGINE pbs
Control de-- ice valves, as well as the outputs A and B of respective engine
distribution valves.
ON (pb pressed in) De-- ice valve is controlled open even if Airframe
Airbleed is not selected ON, and a signal is sent to the MFC in order
to initiate a cycle. ON light illuminates cyan. ENG cyan label is
displayed on the memo panel display of MFD.
Pb released Associated boots stay deflated. Also controls associated de-- ice
valve in closed position, after Airframe Airbleed FAULT and ENG
FAULT.
FAULT Light illuminates amber and FWS is activated when :
- Associated distribution valve output has been controlled open
but no downstream pressure has been detected, or
- Associated distribution valve output has been controlled
closed but a downstream pressure is detected.
- AIRFRAME AIRBLEED pb selected OFF and air temperature
upstream of the de-- ice valve exceeds 230C.
- Inflation sequencing of engine boots A or B is not correct.
A-- ICING ENG alert is displayed with associated procedure on
EWD. Master Caution light and Single Chime are activated. ENG
amber label is displayed on the temporary selections window of
MFD.
R 4 DE ICING MODE SEL pb > - 20 C and < - 20 C
Controls the selection of wings/engines boots inflation cycles when MAN is selected
on MODE SEL AUTO pb 6
FAST (pb released) timing cycle = 60 s
SLOW (pb pressed in) timing cycle = 180 s - SLOW light illuminates cyan.
5 DE--ICING OVERRIDE guarded pb
Controls the emergency de-- icing operation.
R The push-- button enables control of all dual valves (ENG and AIR FRAME).
NORM (pb released) Normal operation
OVRD (pb pressed in) The emergency de-- icing activation is selected (timing
cycle = 60 s), the light illuminates white and all de-- icing lights extinguish.
This position is used when the associated FAULT light illuminates.
FAULT The light illuminates amber when both MFC modules associated to air
intake boots control fail resulting in an incorrect inflation sequencing.
A-- ICING SEL alert is displayed with associated procedure on
EWD. Master Caution light and Single Chime are activated
Mod: 5948
P5 001
AA
6 MODE SEL AUTO pb
Pb released Normal operation (automatic operating mode). The DE-- ICING

MODE SEL pb (4) is inoperative.
The cycle selection is provided by ADC data computation through
CAC and MFC.
FAULT Illuminates amber and the FWS is activated when MFC (1B or 2B)
and/or ADC or CPM or IOM failure occurs.
R The DE-- ICING MODE SEL pb (4) is inoperative.
In this case the FAST mode is automatically activated.
MAN (pb pressed in) The DE-- ICING MODE SEL pb (4) is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
MEMO PANEL DISPLAY
Mod: 5948
P6 001
HORNS ANTI ICING PANEL
HORNS ANTI ICING pbs

Controls activation of following units :
- RUD and L ELEV : Rudder and left elevator horns anti icing
- AIL and R ELEV : Ailerons and right elevator horns anti icing
ON (pb pressed in) : associated anti icing units are activated. ON light illuminates cyan.
R HORN cyan label is displayed on the memo panel display of MFD.
R As soon as a HORN is selected ON, ICING AOA light is illuminated on Ice
R Detector panel.(refer to 1.13.20 p3)
OFF (pb released) : associated anti icing units are deactivated.
FAULT The light illuminates amber and the FWS is activated when electrical power is lost
on one of the associated units. HORN amber label is displayed on the memo
display panel of MFD.
Note : As soon as at least one of the HORNS anti icing pb is selected ON, stall alert threshold
is reduced (refer FCOM 1.02).
Horns heating is inhibited on ground.
MEMO DISPLAY PANEL
Mod: 5948
P7 001
AA

ELECTRICAL SUPPLY

De ice valves DC BUS 2 - Nil -
(on lateral panel SO and REG
VALVE 1 and 2)
Isolation valves DC ESS BUS - Nil -
(on lateral panel ISOL VALVE
1 and 2)
Distribution valves (Boots DC EMER BUS - Nil -
A + ENG 1) (on lateral panel ENG 1 and
AFR-- BOOTS A SPLY)
Distribution valves (Boots DC BUS 2 - Nil -
B + ENG 2) (on lateral panel ENG 2 and
AFR-- BOOTS B NORM SPLY)
and DC EMER BUS (BACK
UP)
(on lateral panel ENG 2 and
AFR-- BOOTS B EMER SPLY)
Controls and alerts DC EMER BUS
(on lateral panel CTL and
CAUTION)
R Left elevator and rudder - Nil - 115 V ACW BUS 1
horns anti icing (on lateral panel L
ELEV RUD)
Left elevator and rudder DC EMER BUS - Nil -
horns anti icing control (on lateral panel L ELEV and
RUD)
R Right elevator and ailerons - Nil - 115 V ACW BUS 2
horns anti icing (on lateral panel R
ELEV R AIL L AIL)
Right elevator and ailerons DC EMER BUS - Nil -
horns anti icing control (on lateral panel R ELEV and
AIL)
MFC LOGIC
See chapter 1.01.
Mod: 5948
P8 001
AA
SYSTEM MONITORING
A-- ICING BLEED

This caution is generated when a LOW pressure is detected in the de icing common air
manifold (P < 14 PSI and t > 6s) or over temperature (T > 230_C (410_F)) upstream the
pressure regulating valve.
- A-- ICING BLEED amber message on EWD
- FAULT legend illuminates amber on the AFR AIR BLEED pb switch
A-- ICING AUTO

This caution is generated in case of MFC 1B or 2B and/or ADC failure (Discrepancy
between outputs).
- A-- ICING AUTO amber message on EWD
- FAULT legend illuminates amber on the SEL/AUTO pb switch
A-- ICING SEL

R This caution is triggered when the stand-- by de-- icing controller detects that the MFC does
not drive the de-- icing cycles of the engine boots as per schedule. The caution is triggered
as soon as boots A or B are supplied for more than 20 sec or when either boots A and B are
supplied simultaneously for 200 sec or boots A or B are not supplied within a 200 sec
timeframe.
- A-- ICING SEL amber message on EWD
- FAULT legend illuminates amber on the SEL/NORM pb switch
A-- ICING FRAME

This caution in generated when the distribution valve output is controlled open but no
downstream pressure is detected or controlled closed but downstream pressure is
detected.
- A-- ICING FRAME amber message on EWD
- FAULT legend illuminates amber on the AIRFRAME pb switch
Mod: 5948
P 9/10 001
AA
A-- ICING ENG 1(2)

This caution in generated when the distribution valve output is controlled open but no
downstream pressure is detected or controlled closed but downstream pressure is
detected.
- A-- ICING ENG 1(2) amber message on EWD
- FAULT legend illuminates amber on the ENG 1(2) pb switch
A-- ICING HORNS 1(2)

This caution in generated in case of a power loss on a horn anti-- icing unit.
- A-- ICING HORNS 1(2) amber message on EWD
- FAULT legend illuminates amber on the affected HORN pb switch
Note:
Anti Icing caution messages will also be generated in cases of various IOM and CPM
failures that will trigger indication signals losses. (refer to 1.01.40 - CPM/IOM LOST
EQUIPMENT LIST)
Mod: 5948
.
P 11 001
AA
30.4 SCHEMATIC
Mod: 5948
.
P1 001
PROPELLER ANTI ICING APR 11
40.1 DESCRIPTION
Propeller anti icing is performed by resistors installed near the surface of the inboard
sections of the blade leading edges.
On each propeller, the heating elements are electrically connected in three blades (every
other blade).
The system is supplied with 115 ACW. Two modes are available and automatically
selected depending on the temperature. When selected on, the propeller anti icing
system starts to heat the blades only when NP is sensed above 63%.
TIME SEQUENCE DIAGRAM

MODE SEL : NORMAL OPERATION
LOW POWER CYCLE
MODE SEL : ON
HIGH POWER CYCLE
Mod: 5948
P2 001
PROPELLER ANTI ICING FEB 12
AA
40.2 CONTROLS
PROPELLER ANTI ICING PANEL
1 PROP pb
Controls the respective propeller heating elements.
ON (pb pressed in), the heating units are supplied. The ON light
illuminates cyan. PROP cyan label is displayed on the memo panel
display of MFD.
pb released The heating elements are not supplied.
FAULT The light illuminates amber to indicate that at least one blade is not
electrically supplied. A-- ICING PROP alert is displayed with
associated procedure on EWD. Master Caution light and Single Chime
are activated.
2 ANTI--ICING MODE SEL pb
Controls the duration of propeller anti icing cycles when MAN is selected on MODE
SEL AUTO pb 3 .
pb released LOW POWER cycle is selected.
ON (pb pressed in) HIGH POWER cycle is selected. The ON lt illuminates
cyan.
R Note : Low Power (pb OUT) for temperature greater than - 10 C(14 F).
High Power (pb IN) for temperature between - 10 C(14 F) and - 30 C(-- 22 F).
Below - 30C (-- 22F) icing problems should be non existant (no
supercooled water).
Mod: 5948
P3 001
AA
3 MODE SEL AUTO pb (same pb as ENGINE AND WING PROTECTION)

pb released Normal operation (automatic operating mode)
The ANTI-- ICING MODE SEL pb 2 is inoperative.
The cycle selection is provided by ADC 1, MFC 1B, ADC 2 and
MFC 2B
FAULT Illuminates amber and the FWS is activated when MFC (1B or 2B)
and/or ADC failure occurs.
The ANTI-- ICING MODE SEL pb 2 is inoperative. In this case, the
HIGH POWER CYCLE is automatically activated.
MAN (pb pressed in) The ANTI-- ICING MODE SEL pb 2 is operative and
allows the crew to select the appropriate timing cycle depending on
SAT. MAN illuminates white.
MEMO PANEL DISPLAY
Mod: 5948
P4 001
PROPELLER ANTI ICING FEB 12
AA
ELECTRICAL SUPPLY
R EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B)
Propeller 1 anti icing PWR - Nil - ACW BUS 1
(on lateral panel PROP1
ANTI ICING PWR SPLY)
Propeller 2 anti icing PWR - Nil - ACW BUS 2

(on lateral panel PROP2
ANTI ICING PWR SPLY)
Prop anti icing CTL and Ind DC EMER BUS

(on lateral panel PROP
CTL and IND)
MFC LOGIC
See chapter 1.01.
SYSTEM MONITORING
A-- ICING PROP 1(2)

This caution is generated when one or more blade heating unit (s) is/are inoperative.
- A-- ICING PROP 1(2) amber message on EWD
- FAULT legend illuminates amber on the affected PROP pb switch
Note 1: In case of IOM cards or CPM losses propeller anti icing function can be lost. Refer to
chapter 1.01.40 for detailed information.
Note 2: Anti Icing caution messages will also be generated in cases of various IOM and CPM
failures that will trigger indication signals losses. (refer to 1.01.40 - CPM/IOM LOST
EQUIPMENT LIST)
Mod: 5948
P5 001
AA
On the RH Maintenance panel, controls are provided for maintenance purposes only, to
check propeller anti icing system.
PROPELLER ANTI ICING TEST PUSH- BUTTON
This guarded push-- button is used to check the propeller anti icing system functioning.
It must only be operated on ground, with propellers above 63 % NP.
Test procedure :
- Aircraft on ground, propeller > 63 % NP.
- Mode select (overhead panel) : NORM.
- Push test Button.
- The system performs a short anti icing cycle.
Mod: 5948
.
P1 001
WINDOW HEAT FEB 12
50.1 DESCRIPTION
The cockpit windows are electrically heated :

- The front windshields for ice protection and defogging.
- The side windows for defogging only.
The front windshields are protected against ice formation by an electrically heated
R transparent film incorporated between two plies of glass. It is supplied with 200 V ACW,
and temperature is controlled by an electronic controller which keeps the outer windshield
temperature over 2C (35F). The inner surface remains above 21C (70F) to prevent
mist formation.
The side windows are protected by an electrically heated system consisting of small wires
R embedded between two plies of glass. It is supplied with 28 volts DC and keeps the inner
temperature over 21C (70F).
Mod: 5948
P2 001
WINDOW HEAT FEB 12
50.2 CONTROLS
(1) WINDSHIELD HTG L or R pb

Controls activation of window heat systems :
Pb pressed in Power is supplied to the associated window heat system.
OFF (pb released) Window heat system is deactivated. The OFF light
illuminates white.
FAULT The light illuminates amber and the FWS is activated when there
is a power loss. The light also illuminates during MFC test.
R (2) SIDE WINDOWS pb
Controls activation of side window heat systems :
ON (pb pressed in) Power is supplied to both side windows heat
systems. ON light illuminates blue. SIDE WINDOWcyan label is
displayed on the temporary selections window of MFD.
Pb released Side windows heat systems are deactivated.
FAULT The light illuminates amber and the FWS is activated when there
is a power loss. SIDE WINDOWamber label is displayed on the
temporary selections window of MFD.
MEMO PANEL DISPLAY
Mod: 5948
P3 001
WINDOW HEAT FEB 12
AA

ELECTRICAL SUPPLY
R EQUIPMENT DC BUS SUPPLY (C/B) AC BUS SUPPLY (C/B)
LH - Nil - ACW BUS 1
Front windshield supply (on lateral panel L FRONT
WINDOW HTG)
Front windshield supply - Nil - ACW BUS 2
control (on lateral panel L FRONT
CTL and CAUTION)
Front windshield alert DC BUS 2 - Nil -
(on lateral panel
WDSHLD IND L)
Side window supply and DC BUS 1 - Nil -
control (on lateral panel side
window left control)
RH - Nil - ACW BUS 2
Front windshield supply (on lateral panel R FRONT
WINDOW HTG)
RH - Nil - ACW BUS 2
Front windshield control (on lateral panel R FRONT
CTL and CAUTION)
Front windshield alert DC BUS 1 - Nil -
(on lateral panel
WDSHLD IND R)
Side window supply and DC BUS 2 - Nil -
control (on lateral panel side
window rigth control)
Side window alert DC ESS BUS - Nil -
(on lateral panel side
window CAUTION)
MFC LOGIC
See chapter 1.01.
Mod: 5948
P4 001
WINDOW HEAT APR 11
AA
SYSTEM MONITORING
A-- ICING WINDOW

This caution is generated in case of a loss of window heating
- A-- ICING WINDOW amber message on EWD
- SIDE WINDOWS amber message on the memo panel display
- FAULT legend illuminates amber on the SIDE WINDOWS pb switch
A-- ICING L(R) WSHLD

This caution is generated in case of windshield system failure
- A-- ICING L(R) WSHLD amber message on EWD
- FAULT legend illuminates amber on the affected WINDSHIELDS HTG
or SIDE WINDOW pb switch
Note:
Anti Icing caution messages will also be generated in cases of various IOM and CPM failures
that will trigger indication signals losses. (refer to 1.01.40 - CPM/IOM LOST EQUIPMENT
LIST)
Mod: 5948
P5 001
WINDOW HEAT FEB 12
AA

On the RH Maintenance panel, controls are provided for maintenance purposes only, to
check windshield heat system.
R WINDSHIELD HEATING PUSH TO TEST BUTTON
Test push-- button

Is used to check the windshield head controller functioning.
Test procedure :
- Press and hold test button for 3 seconds.
- The B.I.T.E. executes a programmed check of the controllers, ending with de-- energization
of both overheat power relays.
- MFC magnetic indicator illuminates on the RH maintenance panel when a failure has been
detected during the windshield heating cycle.
Mod: 5948
.
P1 001
PROBE HEAT APR 11
AA
60.1 DESCRIPTION
To prevent icing on air data sensors, electrical heating is provided for :
- CAPT, F/O, STBY, pitot tubes
- CAPT, F/O, STBY left and right static ports
- F/O alpha (angle of attack) probe
- CAPT alpha (angle of attack) probe
- TAT probes
The probes are heated both on the ground and in flight, except TAT sensors heating which
are inhibited on the ground.
60.2 CONTROLS
PROBE HEAT PANEL
(1) PITOT lights

Illuminates amber and the FWS is activated when the respective probe is not heated.
- In flight or on the ground, the associated pitot is not heated
(2) ALPHA, TAT lights

Illuminates amber and the FWS is activated when the respective probe is not heated.
(3) STAT lights

Illuminates amber and the FWS is activated when the respective probe is not heated. In
flight, static ports are not monitored by FWS.
(4) CAPT STBY F/O pbs

Controls the activation of probe heating of their respective circuits.
ON (pb pressed in) Probe heating is activated.

OFF (pb released) Probe heating is deactivated. OFF light illuminates white.
Respective PROBE HEAT light illuminates amber.
Mod: 5948
P2 001
PROBE HEAT APR 11

ELECTRICAL SUPPLY
CAPT
Pitot tubes ACW BUS 1
- Nil - (on lateral panel PITOT)
Alpha probe ACW BUS 1
(on lateral panel ALPHA)
Static ports DC BUS 1 - Nil -
(on lateral pane CAPT STATl)
Alerts DC ESS BUS - Nil -
(on lateral alert CAUTION)
TAT probe - Nil - ACW BUS 1
(on lateral panel CPT TAT)
F/O STAT
ACW BUS 2
Pitot tubes - Nil - (on lateral panel PITOT)
Alpha probe - Nil - ACW BUS 2

(on lateral panel ALPHA)
(on lateral panel F/O STAT)
Alerts DC BUS 2 - Nil -

TAT probe - Nil - ACW BUS 2
(on lateral panel F/O TAT)
STBY ACW BUS 1 and 115 VAC
Pitot tube - Nil - STBY BUS
(on lateral panel STBY
PITOT NORM SPLY and
EMER SPLY)

(on lateral panel STBY STAT)
Alerts DC ESS BUS - Nil -
MFC LOGIC
See chapter 1.01
Mod: 5948
P3 001
PROBE HEAT APR 11
SYSTEM MONITORING
A-- ICING PROBE

This caution is generated when probe (s) is/are not heated.
- A-- ICING PROBE amber message on EWD
- Affected probe light illuminates amber on the PROBES HTG panel
A-- ICING PIT CPT (F/O)(SBY)

This caution is generated in case of failure of the static or pitot probes.
- A-- ICING PIT CPT(F/O)(SBY) amber message on EWD
- Affected PITOT light illuminates amber on the PROBES HTG panel
A-- ICING TAT CPT (F/O)

This caution is generated in case of failure of theTAT probe.
- A-- ICING TAT CPT(F/O) amber message on EWD
- Affected TAT light illuminates amber on the PROBES HTG panel
Note:
Anti Icing caution messages will also be generated in cases of various IOM and CPM failures
that will trigger indication signals losses. (refer to 1.01.40 - CPM/IOM LOST EQUIPMENT
LIST)
Mod: 5948
.
P1 001
RAIN PROTECTION APR 11
AA
70.1 DESCRIPTION
Rain removal from front windshields is provided by two wipers : each wiper is driven
by a two speed electric motor. They are controlled by two WIPER selectors on the
overhead panel : one for the Captain, and one for the F/O. Maximum speed to operate
the wipers is 160 kt.
70.2 CONTROLS
WIPER rotary selector

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

(C/B)
Captain wiper DC ESS BUS
(on lateral panel CAPT)
F/O wiper DC BUS 2
(on lateral panel F/O)
Mod: 5948
.
P 1/2 001
AIRCRAFT PERFORMANCE MONITORING APR 11
AA
15.1 DESCRIPTION
The APM function is to monitor the aircraft drag in icing conditions in order to alert the crew of
a risk of severe icing conditions. The speed in cruise will be also monitored to alert the crew of
an abnormal speed decrease in icing conditions. The APM will check also that the MSIS
(Minimum Severe Icing Speed) is respected.
APM COCKPIT INTERFACE
The CAC realizes the interface between MPC and cockpit APM Alarm and caution (displayed
on EWD and PFD).
The CAC manage APM FAULT/OFF and also APM alarm display through EWD and PFD.
APM OPERATION :
The APM analysis will only occur if the aircraft is considered in icing conditions by the
computer:
- ICING AOA illuminated
- Airframe de-- icing selected on
- Ice accretion detected
- SAT below 10C
The APM will when active compare aircraft drag with theoretical drag for the actual weight.
The parameters are rolled over in order to have a smoothed analysis thus avoiding spurious
alarms in the cockpit.
APM analysis is only done when both engines are operating, flaps and gear retracted. It is
performed during climb, cruise and descent. In cruise a further monitoring of the speed will be
done comparing actual speed with minimum time speed at maximum cruise power.
In order to be able to compute speeds, the APM needs to know the aircraft actual weight. This
information is taken from the FMS inserted value, should there be no weight information the
APM will do a weight estimation and use it for flight computation.
There are 4 different APM alarm indication display on FMA (Flight Management Annunciator)
and/or EWD:
- Cruise Speed Low cyan indicator (on FMA and EWD)
- Degraded Perf amber indicator (on FMA and EWD)
- Increase Speed amber flashing (on FMA and EWD)
- APM FAULT (on EWD)
Mod: 5948
.
P3 001
AA

APM CONTROL PANEL
(1) APM PTT pb
Used to test the APM function.This test shall be performed daily by the crew, to determine
whether the APM components are operational.
(2) APM indicator pushbutton
This indicator light is used to inform the crew of an APM failure.

In case of a FAULT indication, the APM shall be selected OFF through this push-- button,
and in this case the OFF indication shall be illuminated.
OFF APM function in OFF position (illuminates white)
FAULT Illuminates amber in case of APM FAULT (APM FAULT alert is triggered by
FWS ). The APM FAULT is inhibited on ground. The APM FAULT will be
triggered by the MPC in case of internal failure or invalid aircraft parameters.
Mod: 5948
P4 001
AA

ELECTRICAL SUPPLY
As APM is a function managed by the CAC through the MPC, refer to MPC chapter
(1.01.20) for Electrical Supply information.
SYSTEM MONITORING
APM FAULT
This caution is generated when there is a problem in the APM computation, either in the
MPC or in the aircraft wiring.

- APM FAULT amber message on EWD
NOTE: As APM computation is not operative on Ground, the APM Fault is inhibited by the
computer on Ground.
CRUISE SPEED LOW

This attention getter is generated only in Cruise Mode to inform the crew that the aircraft
speed is 10kt lower than the theoretical maximum cruise speed and that there is a small
drag increase.
- CRZ SPD LO cyan message on FMA

- Associated procedure (normal procedure) on EWD
Mod: 5948
P5 001
AA
DGD PERF
This caution is generated when there is an abnormal drag increase that could be due to the
severe icing conditions.
Visual and aural alerts are:
- DGD PERF amber message on FMA
- DGD PERF amber message on EWD
INCREASE SPEED
This caution is generated when the aircraft speed is lower than Minimum Severe Icing
Speed + 2 kt.
- INCREASE SPEED amber message on FMA
- INCREASE SPEED amber message on EWD
Mod: 5948
.
LANDING GEAR 1.14.00
P1 001
CONTENTS APR 11
AA
1.14.00 CONTENTS
1.14.10 GENERAL
1.14.20 LANDING GEAR
20.1 DESCRITION
20.2 CONTROLS
1.14.30 NOSE WHEEL STEERING
30.1 DESCRITION
30.2 CONTROLS
30.4 SCHEMATIC
1.14.40 BRAKES ANTI SKID
40.1 DESCRITION
40.2 CONTROLS
40.5 SCHEMATICS
Mod: 5948
.
P1 001
GENERAL FEB 12
AA
The landing gear consists of a forward retracting nose gear and two retractable main gears
R mounted partially in the wheel well fairing and partially in the fuselage. They are
R hydraulically operated by green hydraulic system. Gear doors enclose the landing gear
bays.
Each main gear assembly has an oleopneumatic shock absorber and is equipped with two
wheels. Each main wheel is fitted with brakes and anti skid.
The nose gear assembly includes two wheels, an oleopneumatic shock absorber and a
nose wheel steering system.
In case of hydraulic or electrical power supply failure, the landing gear may be extended by
gravity.
Mod: 5948
.
P1 001
LANDING GEAR APR 11
AA
20.1 DESCRIPTION
MAIN LANDING GEAR
NOSE LANDING GEAR
Mod: 5948
P2 001
LANDING GEAR FEB 12
AA
MAIN LANDING GEAR DOORS
GEAR POSITION DETECTION AND INDICATION SYSTEMS

The landing gear position detection and indication system consist of two independant
systems.
Primary system is managed by MFC module 1A. The associated gear position is displayed on
the main instrument panel.
Secondary system is managed by MFC module 2A. The associated gear position is displayed
on the overhead panel.
Each system uses its own detectors and indications :
- down lock and air/ground signals from proximity sensors,
- up lock signal from mechanical limit switches.
Each system commands gear extension and retraction, gear anti retraction system and the
warning associated to LDG GEAR NOT DOWN.
R Note : Gear must be considered down when one system indicates three green lights ( )
Each system has its own Weight On Wheels circuit : WOW 1 into MFC module 1B and WOW 2
into MFC module 2B.
The WOW signals are used by the MFC to have the system using WOW
informations switched to the appropriate air/ground configuration.
Mod: 5948
P3 001
LANDING GEAR APR 11
AA
GEAR NORMAL OPERATION
Landing gear extension and retraction is performed by a control lever located on the center
instrument panel.
The MFC electrically controls the landing gear selector valve located in the LH main landing
gear fairing. This valve supplies hydraulic pressure (green system) to :
- Gear extension hydraulic line. The retraction line is then connected to tank return for
extension.
- Gear retraction hydraulic line. The extension line is then connected to tank return for
retraction.
Note 1 :The main gear wheels are automatically braked as soon as the lever is selected up.
Note 2 :As soon as the gear is locked in the selected position, hydraulic pressure is released
from the connecting line.
Uplocking is mechanically achieved. Unlocking is hydraulically achieved.

Down locking is achieved by a dual alignment folding side brace. Locking springs act as
secondary alignment and ensure locking independently of hydraulic pressure availability.
Unlocking is hydraulically achieved.
Each main gear incorporates a door mechanism linked to it. The door is therefore operated by
the gear during retraction and extension.
Four doors close off the nose gear well and restore the fuselage profile. The doors are
actuated mechanically by the gear itself. The two forward doors will be closed after gear
extension while the two aft will remain open.
Landing gear can not be retracted as long as at least one gear shock absorber senses weight
on wheels.
GEAR EMERGENCY EXTENSION
In the event of normal system failure the landing gear can be extended mechanically. The
system is controlled from the flight compartment by a push/pull handle which permits landing
gear mechanical unlocking. The landing gear extends due to gravity and aerodynamic
forces. Main landing gear extension is assisted by a gas actuator.
Nose landing gear is assisted by a mechanical device.
Mod: 5948
P4 001
LANDING GEAR FEB 12
AA
20.2 CONTROLS
LDG GEAR CONTROL PANEL
(1) Landing gear position ind.

Displays the gear position as sensed by MFC 1. illuminates green when respective
down lock is sensed engaged. UNLK illuminates red when respective gear is not locked in
R accordance with the lever selected position or, if on the ground, the uplock box is not in the
open position.
(2) Landing gear control lever

The lever must be pulled out prior to selecting one of the two possible positions :
Up The landing gear retraction is selected.
Down The landing gear extension is selected.
A red light is incorporated in the lever. Light will illuminate and the FWS will be activated
through the MFC, whenever any gear is not sensed down and locked by the detection
system.
Mod: 5948
P5 001
LANDING GEAR FEB 12
AA
LDG GEAR POSITION IND OVERHEAD PANEL

R
Display the gear position as sensed by MFC 2. illuminates green when respective down
R lock is engaged.UNLK illuminates red when respective gear is not locked in accordance with
R the lever selected position,or if on ground, the UPLOCK box is not in the open position.
LDG GEAR EMERGENCY EXTENSION HANDLE
Pulling the handle above the pedestal level will unlock the landing gear.
MFD EXTENSION AND RETRACTION INDICATING
R See MFD indicating descriptions in 1.14.20, page 9/10, topic LANDING GEAR.
Mod: 5948
P6 001
LANDING GEAR APR 11
AA

ELECTRICAL SUPPLY

(C/B)
Primary detection system DC STBY BUS
Landing gear CTL Ind and alert (on lateral panel LDG GEAR CTL)
Secondary detection system Ind and Alert DC BUS 2

(on lateral panel IND and WARNING)
Weight on wheels
(air/ground detection)
System 1 DC EMER BUS
(on lateral panel WOW SYS 1)
System 2 DC BUS 2
(on lateral panel WOW SYS 2)
MFC LOGIC
See chapter 1.01
Mod: 5948
P7 001
LANDING GEAR APR 11
AA
SYSTEM MONITORING
LDG GEAR NOT DN

This warning is generated when gear are not seen downlocked in approach. It is also
triggered when one of the two power levers is in IDLE position and gear are not seen
downlocked.
- LDG GEAR NOT DN red message on EWD
- L/G control lever grip light illuminates red
Note : This warning is triggered when the flaps are at 30, and when one of the three gears is
not locked down. It is inhibited when the radio-- altitude is higher than 500 feet. Radio-- altitude
failure deletes warning inhibition above 500 feet.
During take-- off the warning is inhibited for 150 seconds.
LDG GEAR
This caution is generated when a discrepancy is detected between any gear position and L/G
lever position after 30 seconds on down position.
- LDG GEAR amber message on EWD
- UNLK legend illuminates red on overhead and central panel
Mod: 5948
P8 001
LANDING GEAR APR 11
AA
W.O.W. SELECTOR (FOR MAINTENANCE ONLY)

On the RH maintenance panel, a selector enables the weight on wheels systems to be
selected to the in flight position when on the ground, for maintenance purposes.
Mode Selector
Controls the overriding of weight on wheels system.
NORM The system works normally
FLT The systems are forced to the in FLIGHT position. MAINT PNL amber caution
is displayed on EWD.
FAILURES DISPLAY
A maintenance failure indication of any WOW proximity switch is provided via a specific
MCDU maintenance page.
Mod: 5948
P1 001
NOSE WHEEL STEERING APR 11
AA
30.1 DESCRIPTION
Nose wheel steering is provided by means of a servomechanism mechanically controlled

from the flight compartment and powered by the blue hydraulic system.
Control is achieved using the steering control hand wheel mounted on the captains lateral
console. Nose steering angle is 60. Nose wheel deflection of 91 is possible during
towing with no pressure in the system.
An internal mechanism returns the wheel to centered position when the aircraft is off the
ground.
A swivel valve shuts off hydraulic pressure to the steering system when the nose landing
gear is not locked down and pressure is also shut off by a solenod valve when the main
and nose gear shock absorbers are not compressed.
Note : Should any gear rise from ground after all gears have been compressed, the
steering control will be maintained as long as one gear at least, stays on ground.
A switch is provided to deactivate the steering system if required.

In case of either steering system deactivation or blue hydraulic pressure failure, the
aircraft can be guided using differential braking and/or differential engine thrust.
Mod: 5948
P2 001
NOSE WHEEL STEERING FEB 12
AA
30.2 CONTROLS
N/W STEERING SW
This guarded sw controls activation/deactivation of the nose wheel steering system.

It is a guarded type in the ON position.
ON the steering solenod valve is electrically armed. The solenod is energized when
the steering relay is excited. The valve opens when the steering hydraulic control
is actuated.
OFF Unpressurizes the steering system by de-- energizing the solenod valve.
STEERING HANDWHEEL
The steering handwheel controls the nose wheel steering angle

up to 60 in either direction :
- Clockwise : steering to the right
- Counter clockwise : steering to the left
Note : Nose wheel steering is self centering after lift - off.
N/W STEERING MFD INDICATNG
R See MFD indicating descriptions on table in 1.14.40 page 9/10 (topic : NOSE WHEEL
STEERING)
Mod: 5948
P 3/4 001
AA
ELECTRICAL SUPPLY
Nose wheel steering selection valve DE EMER BUS
(on lateral panel STEERING VALVE)
MFC LOGIC
See Chapter 1.01
SYSTEM MONITORING
See MFD indicating descriptions on table chap 40 page 9/10 (topic : NOSE WHEEL
STEERING)
Mod: 5948
.
P5 001
AA
30.4 SCHEMATIC
Mod: 5948
.
P1 001
BRAKES ANTI SKID APR 11
AA
40.1 DESCRIPTION
WHEELS AND BRAKES
The four main gear wheels are equipped with mutidisc carbon brakes, each operated by
hydraulically powered pistons.
Two modes are available.
- normal, controlled by pilots brake pedals and supplied by green system.
- emergency and parking controlled by the emergency and parking brake handle and
supplied by blue system.
Each brake is equipped with an automatic adjuster, a wear indicator pin, and an overheat
detector.
The wheels are fitted with tubeless tires
The main gear wheels are braked automatically as soon as the pilot selects up the landing
gear control lever.
The main gear wheels are fitted with three fusible plugs and one pressure relief valve
which protect against tire and wheel burst in the event of overpressure overheat at fuse
location. These fusible plugs are designed to release internal pressure when the wheel
temperature exceeds 177C/350F.
ANTI SKID SYSTEM

The antiskid system is provided as soon as the gear is down and locked, and as long as the
aircraft speed exceeds 10 kts.
Each wheel and each pair of external or internal wheels are monitored.
The aim of the system is to provide the maximum stopping performance by controlling
brake pressure in order to minimize wheel slip, brake and tire wear, depending on runway
conditions.
Touchdown protection is ensured (spin up, locked wheel).
The system consists of :
- 4 wheel speed transducers (one per main gear wheel),
- 1 control box
- 1 antiskid module.
A reference velocity signal is elaborated. The anti skid applies a deceleration law
continuously adapting the actual wheel speed to the reference speed.
Mod: 5948
P2 001
AA
ANTI SKID BLOCK DIAGRAM
Mod: 5948
P3 001
BRAKES ANTI SKID FEB 12
AA
LOCKED WHEEL PROTECTION
R The system includes locked wheel protection to preclude tire scuffing. The crossover is
applied between inboard main wheels, and between outboard main wheels. For an
aircraft speed above 23 kts a speed differential of 50% or greater between the two speed
signals will result in generation of a locked wheel signal and thus in release of brakes.
TOUCHDOWN PROTECTION
At main gear compression, the braking action is inhibited as long as wheel spin up is below
35 kt or for 5s, in order to preclude inadvertent brake application prior to wheel spin up on
low friction pavements or with light wheel vertical loading.
In the event of electrical supply loss, the antiskid is no more operative and brakes are
directly operated.
Mod: 5948
P4 001
AA
40.2 CONTROLS
PILOT BRAKE PEDALS
R Controls normal braking mode through the normal metering valve.

R Differential braking is possible with brake pedal individually operated.
EMERGENCY/PARKING BRAKE HANDLE
Controls emergency and parking braking mode through the emergency and parking
R metering valve. Springloaded to the OFF position.
EMER A metered pressure is applied to the brakes.

PARKING Full pressure is applied to the brakes.
CAUTION : Brake handle applies braking without any antiskid operation.
R Note 1 : In case of hydraulic power system failure, the brake accumulator allows at least 6
braking applications.
Note 2 : When brake handle is not in the fully released position, amber PRKG BRK ON is
displayed on EWD and is taken into account by the T/O CONFIG warning system.
Mod: 5948
P5 001
AA
PARKING/EMERGENCY BRAKING ACCUMULATOR PRESSURE INDICATOR
In addition to the PRKG BRK ON annunciation on EWD and the Parking / Emergency Braking
Accumulator displayed on MFD ACW/HYD page, the aircraft is fitted with a Parking /
Emergency Braking Accumulator pressure indicator located on the left maintenance panel.
R This indicator is used to read Brake Accumulator Hydraulic Pressure when Batteries are OFF,
R for ground towing operations or in case of the main indication loss.
When the switch is activated, the indicator is energized for two minutes.
When the hydraulic pressure of the accumalator is below 1700 PSI or above 3100 PSI, the
indicator displays blinks.
Brake Accumulator Hydraulic pressure is displayed in green. The displayed value has to be
multiplied by 1000 (as described by the legend on the front face).
Mod: 5948
P6 001
AA
ANTI SKID PANEL
(1) ANTI SKID pb.

Controls activation/deactivation of the antiskid system.
pb pressed in : Antiskid system is activated.

OFF : (pb released) Antiskid system is deactivated. OFF light illuminates
white.
(2) TEST pb
Press the button initiates an automatic sequencial test to verify the primary antiskid
protection capabilities of the system The test duration is approximately three seconds in
R flight and six seconds on ground. If initiated on ground when brake pedals are depressed,
the test duration is sufficient to allow observation of the brake compression and release,
thereby allowing system verification testing to be performed.
WHEELS A-- SKID amber caution is displayed on EWD.
CAUTION : Do not perform the test on the ground, engines running, without parking
brake set.
Note : The test is inhibited when wheel speed exceeds 17 kt
ANTI SKID MFD INDICATING
For anti skid test result and braking message on EWD see table page 11/12.
For braking system availability and accumulator indication see table page 9/10 (topic :
BRAKES ANTI SKID)
Mod: 5948
P7 001
AA

ELECTRICAL SUPPLY
(C/B)
Antiskid control for inboard wheels DC ESS BUS
(on lateral panel INBOARD WHEELS)
Antiskid control for outboard wheels DC EMER BUS
(on lateral panel OUTBOARD WHEELS)
Antiskid caution system DC STBY BUS
Emer brake accu pressure ind. DC STBY BUS
(on lateral panel PRESS IND)
Brake temp system DC STBY BUS
(on lateral panel MONITORING SYS)
SYSTEM MONITORING
WHEELS A-- SKID

This caution is generated in case of anti skid channel loss (power loss or loss of transducer or
valve continuity).
- WHEELS A-- SKID caution message on EWD
- The lost channel will be displayed by an amber F in the brake message
part of the EWD
WHEELS BRK HOT

This caution is generated when brake temperature is detected over 150C (510 F).
- WHEELS BRK HOT caution message on EWD
Mod: 5948
P8 001
AA

BRK TEMP TEST
On the RH maintenance panel, a test pb is used to test brake overheat detection system.
When depressed, the FWS is activated.
Mod: 5948
P 9/10 001
LANDING GEAR GENERAL APR 11
AA
40.5 SCHEMATIC
Mod: 5948
.
P 11/12 001
LANDING GEAR GENERAL APR 11
AA
Mod: 5948
.
NAVIGATION SYSTEM 1.15.00
P1 001
CONTENTS APR 11
AA
1.15.00 CONTENTS
1.15.10 VOR/ILS/MKR/DME SYSTEM

10.1 DESCRIPTION
10.2 CONTROLS
1.15.20 ADF SYSTEM

20.1 DESCRIPTION
20.2 CONTROLS
1.15.30 RADIO ALTIMETER

30.1 DESCRIPTION
30.2 CONTROLS
1.15.40 TERRAIN AWARENESS AND WARNING SYSTEM (TAWS)

40.1 DESCRIPTION
40.2 CONTROLS
1.15.50 WEATHER RADAR

50.1 DESCRIPTION
50.2 CONTROLS
1.15.60 GLOBAL POSITIONING SYSTEM (GPS)

60.1 DESCRIPTION
60.2 OPERATION
1.15.65 FLIGHT MANAGEMENT SYSTEM (FMS)

65.1 DESCRIPTION
1.15.70 NAVIGATION DISPLAY

70.1 GENERAL
70.2 HSI AND MINI ND ON PFD
70.3 ND ON MFD
70.4 NAVIGATION SELECTION
70.5 IESI
Mod: 5948
.
NAVIGATION SYSTEM 1.15.10.
P 1/2 001
VOR/ILS/MKR/DME SYSTEM APR 11
AA
10.1 DESCRIPTION
The aircraft is equipped with :

- two VOR receivers
- two ILS receivers
- one MKR receiver
- one or two DME interrogator/receiver
NOTE :
VHF-- NAV1 includes the VOR1, ILS1, MKR1 and ADF1 receivers (same LRU).
VHF-- NAV2 includes the VOR2, ILS2, and MKR2 receivers (same LRU). ADF2 can be part
of VHF-- NAV2 if installed.
Mod: 5948
.
P3 001
AA
VOR
The aircraft is equipped with two VOR receivers operating over the range 108.00 and
117.95 MHz.
The VOR information can be displayed on the HSI part of the PFD or on the Navigation
Display (ND) of the MFD. Simultaneous display on PFD and MFD is possible.
The VOR audio signals are transmitted to the Remote Control Audio Unit.
VOR frequency selection can be performed through MCP and MCDU.

Range display and source switching on HSI between VOR and ADF is controlled by the
EFCP.
VOR course selection is performed through FGCP.
VOR pointer symbols and reminders are displayed on both HSI on the PFD and on the
Navigation display on the MFD.
VOR indications are displayed in white.
VOR receiver 1 is used by the IESI.
For general architecture refer to page 1
ILS
The aircraft is equipped with two ILS receivers operating over the range 108.00 and 111.95
MHz.
The ILS information is displayed on the PFD on the ADI for LOC and G/S deviation and
on the HSI for LOC only.
ILS frequency selection can be performed through MCP and MCDU.

ILS course selection is performed through FGCP.
The ILS audio signals are transmitted to the RCAU.
ILS receiver 1 is used by the IESI.
For general architecture refer to page 1
Mod: 5948
P4 001
AA
MARKER
The MARKER system consists of the following components:

- 2 VOR/ILS/MKR receivers
- 1MARKER antenna
- 1 MARKER antenna coupler
Outer, Middle and Inner markers signals are received and processed for visual display and
audio annunciation.
The MARKER symbols (MARKER beacon annunciator) are displayed at the bottom right
corner of the Attitude Display Indicator (ADI) of the PFD.
DME
The DME frequency are paired with VOR/ILS ones.

The DME equipment has three channels, allowing tuning three different frequencies.
The DME channels are tuned by the RMA as follow:
- Channel 1 of DME is associated with frequency of VOR/ILS1
- Channel 2 of DME is associated with frequency of VOR/ILS2
- Channel 3 of DME is associated with frequency from FMS (auto tuning)
The DME HOLD function allows using the DME signal from an other VOR/ILS source than
the active one. A cyan H will appear beside the selected frequency to indicate the hold
status.
The distance reading is shown on Captain and First Officer Primary Flight Display (PFD)
and Navigation Display (ND).
DME frequency selection can be performed through MCP and MCDU.
The DME audio signals are transmitted to the RCAU.
For general architecture refer to page 1.
Mod: 5948
P5 001
AA
10.2 CONTROLS
VCP
(1) Active Frequency

Indicates the tuned VOR/ILS frequency associated to DME (in cyan).
(2) STBY Frequency
Indicates the preset frequency (in cyan).
(3) < >
Enables to switch Active and Stby frequencies.
(4) Tune Mode
Indicates the tuning mode (auto or manual) (checked or unchecked).
(5) DME HOLD
Enables to hold the current frequency while using another one (in green).
MCDU
(2) DME HOLD status (On/Off)
(3) STBY Frequency
(4) Marker sensitivity
(5) Tune Mode (Auto or manual)
The NAV MCDU page allows to tune VOR/ILS/DME frequencies, to set Tune Mode, DME
Hold, and to set MKR sensibility (LO/HI position).
Mod: 5948
P6 001
AA
FGCP
(1) Course knob

Selects course.
(2) Rotary switch
Selects Radio Navigation Data source
EFCP
(1) BRG P/B

select bearing source
(2) +/-- P/B
Increases/Decreases range of the Navigation Display page.
(3) FORMAT rotary knob
Changes the format of the ND
Mod: 5948
P7 001
AA
MKR indicating on PFD
Three Symbols can be displayed : Outer (O on cyan background), Middle (M on yellow

background) or Inner (black on white background).
Mod: 5948
P8 001
AA
IESI
(1) G/S deviation indicator

(2) VOR course deviation (if VOR active)
(3) LOC deviation indicator (if ILS active)
(4) COURSE indication
(5) TO-- FROM pointer
(6) VOR1 or ILS1 source identification
(7) VOR/ILS frequency
VOR/ILS
The IESI can display the used Navigation Source (VOR or ILS) and its frequency.
According to Nav Source selected, the appropriate course deviation scale or localizer and
glideslope deviation scale will be displayed.
Dashes or FAIL flag is displayed in case of invalid data from selected navigation source.
For further information refer to 1.10.36 IESI or to THALES users guide for the IESI
Mod: 5948
P9 001
AA
ELECTRICAL SUPPLY
NAV 1 DC STBY BUS
(on overhead panel NAV 1)
NAV 2 DC BUS 2
(on overhead panel NAV 2)
DME 1 DC BUS 1
(on overhead panel DME 1)
DME 2 DC BUS 2
(if installed) (on overhead panel DME 2)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
SGL DME (only if 2 DME installed)

This caution is generated when one DME is detected failed.
- SGL DME amber message on EWD
DME LOSS
This caution is generated when DME (or both if 2 installed) is detected failed.
- DME LOSS amber message on EWD
Mod: 5948
P 10 001
AA
RMS
This caution is generated when one RMS is detected failed.
- RMS amber message on EWD
RMS 1+2
This caution is generated when both RMS are detected failed.
Mod: 5948
P1 001
ADF SYSTEM APR 11
AA
20.1 DESCRIPTION
The aircraft is equipped with one ADF (a second one could be installed as an option).
The receiver operates in the 190 to 1799 KHz range.
ADF bearing pointer symbols and reminders are displayed on both HSI on the PFD and on the
Navigation display on the MFD.
ADF indications are displayed in green.
The ADF audio signals are transmitted to the RCAU.
Mod: 5948
P2 001
ADF SYSTEM APR 11
AA
20.2 CONTROLS
VCP

Indicates the tuned ADF frequency (in cyan).
(2) STBY Frequency
Indicates the preset frequency (in cyan).
(3) < >
Enables to switch Active and Stby frequencies.
(4) ADF label
ADF label displayed in green when ADF mode is selected.
(5) TONE label
TONE label displayed in green when ADF tone is set.
Mod: 5948
P3 001
ADF SYSTEM APR 11
AA
MCDU
The following ADF parameters can be displayed and set through the MCDU:
- active frequency
- standby frequency
- Mode selection
- Tone selection
- Preset function that allows to store NDB frequency for subsenquent use.
The ADF pages are accessed on the MCDU through the RMS key, then NAV lsk (line
selection key).
Mod: 5948
P4 001
ADF SYSTEM APR 11
AA

ELECTRICAL SUPPLY
(C/B)
MCP 1 DC EMER BUS
(on overhead panel CAPT MCP)
MCP 2 DC ESS BUS
(on overhead panel F/O MCP)
MFC LOGIC
See chapter 1.01
Mod: 5948
P1 001
RADIO ALTIMETER APR 11
AA
30.1 DESCRIPTION
The aircraft is equipped with one radio altimeter.

And two in option (applicable if Mod 5967 is installed).
The radio altimeter gives accurate height information when flying below 2500ft.
The radio altimeter system comprises one transceiver and two antennas.
The range of the display is from 0 to 2500 ft. Radio altitude information is displayed in the
bottom of the ADI part of the PFD.
Decision height selection is performed from the ICP (Index Control Panel).
The Radio Altimeters provides information to the MFC, AFCS, TCAS and TAWS.
Mod: 5948
P2 001
AA
30.2 CONTROLS
Radio altitude selection is through the Index Control Panel.

In order to set a Decision Height, Captain and First Officer have to select their respective ICP
to DH then to set the required decision height value from 0 to 999 ft.
RA DISPLAY
Several altitude information are gathered on PFD :
(1) Radio Altitude Indication on altitude scale

Displayed when radio altitude is less than 550 ft
(2) Current Radio Altitude (RA)

Numeric value displayed from 0 to 2500 ft.
(3) Selected Decision Height (DH)

Selected by the Captain and First Officer through their respective ICP.
(4) DH annunciator
Indicates that the aircraft is descending through decision height.
Mod: 5948
P3 001
AA
ELECTRICAL SUPPLY
EQUIPMENT AC BUS SUPPLY
(C/B)
RA 1 115V AC BUS 1
(on overhead panel RA 1)
RA 2 115V AC BUS 2
(on overhead panel RA 2)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
RAD-- ALT LOSS

This caution is generated when the radio altimeter is detected failed.
- RAD-- ALT LOSS amber message on EWD
Mod: 5948
.
P1 001
TAWS APR 11
AA
40.1 DESCRIPTION
The Terrain and Traffic Collision Avoidance System (T2CAS) is designed to provide the flight
crew with visual and aural warnings of possible inadvertent flight into terrain.
During normal flight operations, the system remains essentially silent.

It uses GPS, radio altitude, barometric altitude and other relevant data in combination with its
internal database information to provide the pilot with a full time terrain display. The look
ahead function compares aircrafts position and projected flight profile with the terrain
database, and if activated, also the obstacle database.
TAWS alert modes are:
Reactive warning modes:

- Mode 1: Excessive descent rate
- Mode 2: Excessive terrain closure rate
- Mode 3: Loss of altitude after take-- off or go around
- Mode 4: Unsafe terrain clearance not in landing mode
- Mode 5: Excessive descent below glide slope
- Mode 6: Excessive bank angle and altitude callouts
Predictive warning modes:

- Terrain Caution and Warning
- Obstacle Caution and Warning
Note:
CPA when used in reference to TAWS refers to Collision Prediction and Alerting.
TAWS is a situational awareness system. It is not intended to be used for primary navigation
of the aircraft.
Mod: 5948
P2 001
TAWS APR 11
AA
ALERT MODES
MODE 1 - EXCESSIVE DESCENT RATE
This mode monitors the radio altitude and vertical speed and generates a reactive
medium-- term caution and a reactive short-- term warning when the current flight path is
descending at an excessive rate.
Two alerts can be generated:
SINK RATE Caution
PULL UP Warning
Mod: 5948
P3 001
TAWS APR 11
AA
MODE 2 - EXCESSIVE TERRAIN CLOSURE RATE
This mode monitors the radio altitude, computed airspeed, landing gear configuration,
and landing flaps configuration and generates a reactive medium-- term caution and a
reactive short-- term warning when the current flight path and the terrain are closing at
an excessive rate.
Two alerts can be generated:
- TERRAIN caution
- PULL UP Warning
Mod: 5948
P4 001
TAWS APR 11
AA
MODE 3 - LOSS OF ALTITUDE AFTER TAKE- OFF OR GO AROUND

This mode monitors the radio altitude and aircraft altitude and generates a caution alert
when there is loss of altitude after takeoff or a missed approach.
One alert can be generated:
- DONT SINK Caution
Mod: 5948
P5 001
TAWS APR 11
AA
MODE 4 - UNSAFE TERRAIN CLEARANCE NOT IN LANDING MODE
This mode monitors the radio altitude, landing gear configuration, landing flaps
configuration, and airspeed and generates a caution alert if there is insufficient terrain
clearance when the aircraft is not in the proper landing configuration.
Thus 3 alerts can be generated:
- TOO LOW TERRAIN caution
- TOO LOW GEAR caution
- TOO LOW FLAPS caution
Mod: 5948
P6 001
TAWS APR 11
AA
MODE 5 - EXCESSIVE DESCENT BELOW GLIDESLOPE
This mode monitors the radio altitude, glideslope deviation, localizer deviation,
landing gear configuration, and glideslope inhibit/cancel. It generates a caution alert if
there is excessive descent below the instrument glidepath when making a front course
approach with the gear down.
One alert can be generated :
- GLIDESLOPE caution
Mod: 5948
P7 001
TAWS APR 11
AA
MODE 6 - EXCESSIVE BANK ANGLE AND ALTITUDE CALLOUTS

This mode monitors the radio altitude and bank angle, and generates an aural
annunciator (BANK ANGLE) when the aircraft bank angle exceeds a bank angle limit
defined with respect to radio altitude.
Mod: 5948
P8 001
TAWS APR 11
AA
TERRAIN CLEARANCE FLOOR
A terrain clearance floor envelope is stored in the database for each runway for which terrain
data exist. The Terrain Clearance Floor (TCF) function warns of a premature descent below
this floor, regardless of the aircrafts configuration.
If the aircraft descends below this floor, a TOO LOW TERRAIN aural warning sounds and the
GPWS pushbutton light illuminates on the glareshield.
RUNWAY FIELD CLEARANCE FLOOR
The Runway Field Clearance Floor (RFCF) provides an additional envelope protection, for
runways that are significantly higher than the surrounding terrain. It is contained in a circle
within the 5.5 NM of the runway threshold and it is based on the geometric altitude and the
runway elevation.
Mod: 5948
P9 001
TAWS APR 11
AA
TERRAIN AND OBSTACLE AWARNESS

This function use aircraft geographic position provided by the aircraft GPS, aircraft altitude
and a worldwide terrain database to predict potential conflicts between the aircraft flight path
and the terrain, and to provide aural alert and graphic displays of the conflicting terrain.
Terrain/ Obstacle Alerting

Caution and Warning envelopes below and ahead of the aircraft path are computed as a
function of airspeed and flight path angle.
If the aircraft penetrates the Caution Envelope boundary, an aural message TERRAIN
AHEAD or OBSTACLE AHEAD is generated with the glareshield pushbutton GPWS
lights illuminating. Simultaneously, conflicting terrain areas are shown in solid yellow on the
Terrain Display (MFD).
If the aircraft penetrates the Warning Envelope boundary, an aural message TERRAIN
AHEAD, PULL UP or OBSTACLE AHEAD, PULL UP is generated with the glareshield
pushbutton lights illuminating red PULL UP. Simultaneously, conflicting terrain areas are
show in solid red on the Terrain display (MFD).
Terrain / Obstacle Display

The terrain data can be displayed on the ND part of the MFD. When the terrain display is
selected it replaces the Weather Radar display and can be available to the flight crew at any
time.
A discrete pop up signal is used to automatically display on the MFD the threatening terrain or
obstacle with an auto range of 10 NM, whatever is the previous information displayed.
Alert Level Aural warning Navigation Display Local warning

Warning TERRAIN AHEAD, - automatic 10 NM On each pilots gla-
PULL UP display
p y reshield, ppushbut-
OBSTACLE - solid red area t light
ton li ht illuminates
ill i t
AHEAD, PULL UP red PULL UP
Caution TERRAIN AHEAD - automatic 10 NM On each pilots gla-

ddisplay
sp ay reshield pushbutton
es e d pus butto
OBSTACLE AHEAD - solid yellow area light illuminates am-
ber GPWS
Mod: 5948
P 10 001
TAWS APR 11
AA
The local terrain forward of the aircraft is depicted as variable density dot patterns in green,
yellow or red. The density and color being a function of how close the terrain is relative to
aircraft altitude.Terrain Alerts are depicted by painting the threatening terrain or obstacle as
solid yellow or red.
The Peaks display adds additional density patterns and level threshold to the standard mode
display. At altitudes safely above all terrain for the display range chosen, the terrain is
displayed independently of aircraft altitude.
The Peaks display includes a solid green level to indicate the highest non threatening terrain.
The red and yellow dot pattern and solid red and yellow colors are unchanged with regard to
the standard display.
The terrain identified as water is displayed as cyan dots. Two elevation numbers (in hundreds
of feet above MSL)with the highest terrain on top and the lowest terrain under it are displayed
with the corresponding colors to indicate the highest and lowest terrain currently being
displayed. A single elevation number (high altitude) is displayed when the screen is fully
black or blue as the result of flying over water or relatively flat terrain where there is no
appreciable difference in terrain elevations.
Peaks terrain background display
Mod: 5948
P 11 001
TAWS APR 11
AA
40.2 CONTROLS
PULL UP - GPWS P/B
PULL UP illuminates red on black background for Warning triggered by

GPWS Modes. The illumination is accompanied by the voice alert for
the particular mode.
GPWS illuminates amber on black background for Caution triggered by GPWS
Modes. The illumination is accompanied by the voice alert for
the particular mode
Depressed Self Tests the system on ground.
Inhibitis the aural and visual alert caution in flight.
GPWS Selector
The selector is guarded and wirelocked on NORM position.

NORM GPWS operates normally.
FLAP OVRD Mode 4 alert caused by flap extension at less than landing configuration
is inhibited to avoid nuisance warnings in case of landing with reduced
flap setting.
OFF All GPWS modes are inhibited, GPWS is inoperative.
Mod: 5948
P 12 001
TAWS APR 11
AA
TERR Guarded pb
Pressed all Enhanced (TAD & TCF) modes are operative.

FAULT illuminates amber when some or all Enhanced modes are lost.
OFF illiminated white when TERR pb is released to inhibit Enhanced modes.
GPWS annunciator light
FAULT Illuminates amber when some or all GPWS basic modes are lost.
OFF Illuminates white when GPWS selector on OFF position.
Mod: 5948
P 13 001
TAWS APR 11
AA
TAWS Soft Controls - VCP OVLY tab
On MFDs, in normal display configuration, both captain and first officer Virtual Control
Panel (VCP) OVLY tab enable Terrain background selection on respective Navigation
Displays.
Terrain Background Display (ND)
(1) TAWS status indication (2) TAWS image
When Terrain background is selected on OVLY tab of VCP :

- a cyan TERR label is displayed on the lower right side of ND
- Terrain background is displayed in different color and density and indicates the
difference between local ground altitude and aircraft altitude.
Mod: 5948
P 14 001
TAWS APR 11
AA
ELECTRICAL SUPPLY
PULL UP GPWS P/B

GPWS light DC BUS 1
TERR pb (on overhead panel TAWS ADVS)
T2CAS computer DC BUS 2 (on overhead pane T2CAS T-- R)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
GPWS
This caution is generated when GPWS function is detected failed.
- GPWS amber message on EWD
- Illumination of GPWS annunciator FAULT light (amber)
TERRAIN
This caution is generated when terrain function is failed.
- TERRAIN amber message on EWD
- Illumination of TERR push button FAULT light (amber)
Note : When Terrain background is selected on OVLY tab of VCP, TERRAIN function
failure is indicated by TERR FAULT amber label on ND (or HSI).
Mod: 5948
P1 001
WEATHER RADAR APR 11
AA
50.1 DESCRIPTION
The weather radar system detects atmospheric disturbances and provides the crew with
display of precipitation levels for ranges up to 300NM in front of the aircraft.
In addition it can display terrain mapping information.
Weather Information can be displayed on the Captain and First Officer Navigation Displays
(MFD pages) with RADAR background selected on Virtual Control Panel (VCP).
Four colors are used, each corresponding to a different target return level.
Mod: 5948
P2 001
AA
50.2 CONTROLS
WEATHER RADAR CONTROL PANEL
(1) Mode selector

Enables the selection of the operating mode.
OFF The radar system is turned off (terrain information are not
displayed on the MFD and TERR FAULT amber label is
illuminated).
SBY (WX STBY displayed white on the MFD) Places the radar in a
stand by with the antenna scan stopped and the transmitter
inhibited.
WX (WX TXdisplayed green on the MFD) Selects the weather

detection mode, displaying five different levels of returns.
Level 0 : Black No detectable cloud
Level 1 : Green Moderate storm
Level 2 : Yellow Less severe storm
Level 3 : Red Strong storm
Level 4 : Magenta Intense storm
On the ground, the system is automatically forced in STBY position
for safety. If needed, it is possible to restore the active WX mode by
pressing the STAB button four times in three seconds.
GMAP (WX GMAP displayed cyan on the MFD) Selects the ground
mapping mode using four different levels of returns.
Level 0 : Black No return
Level 1 : Cyan Least reflective return
Level 2 : Yellow Moderate return
Level 3 : Magenta Strong return
TST (WX TEST displayed on the MFD) displays a test pattern to verify
the system.
Mod: 5948
P3 001
AA
(2) TILT control

Is used to adjust the antenna pitch from 15o down to 15o up.
(3) GAIN rotary control and push/pull switch

When the switch is pushed, the system enters the preset, calibrated gain mode, in this mode,
the rotary control is deactivated.
When the switch is pulled, the system enters the variable gain mode, adjustable by the rotary
control (G-- VAR is displayed green on the MFD).
RCT push button

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

Activates and deactivates the radar target alert mode. When activated, TGT is displayed
green on the MFD and the system monitors beyond the selected range and 7.5o on each side
of the aircraft heading.
If a level 3 characteristic return is detected in the monitored area, the TGT legend on the MFD
changes from green to amber. TGT alert can only be selected in the WX and FPL modes.
STAB push button

Turns the pitch and roll stability ON and OFF.
SECT push button

Is used to select either the normal 12 looks/mn 120o scan or the faster update 24 looks/mn
60o sector scan.
Mod: 5948
P4 001
AA
WX Background Selection
Captain ND is available by pressing ND on EFCP Left and First Officer ND via EFCP Right.
Thus ND format appears on MFD pages. On ND page Weather Radar background can be
selected using Virtual Control Panel (lower part of MFD).
Weather Radar background is updated in accordance with ND Format (ARC ROSE) and
ND Range selected on EFCP left for ND Captain and EFPC right for ND First Officer.
(1) Radar background (on ND) box selection

(2) Terrain background (on ND) box selection
The Virtual Control Panel is controlled by MCP :
ND selection and display can be set by EFCP :
(1) Range selection (2) : Format selection (3) : ND selection
Mod: 5948
P5 001
AA
MFD DISPLAY
The Weather Radar System has several mode and warning annunciations are displayed
on lower right side of ND.
(1) Weather radar image
Four lines are dedicated to weather function mode and warning annunciators.
(2) Weather Radar Range Error (line 1)

An amber RNG message indicates a mismatch between DU and WXR ranges.
(3) Weather Radar Modes (line 2)

WX Mode Alert Color Mode Description
Annunciation
WX WAIT WHITE Power-- up approximately 90 seconds
WX STBY WHITE Normal standby (STBY position of rotary switch) or
forced standby (ON and aircraft on ground)
WX TEST YELLOW Test mode and no faults
WX TX GREEN Normal WX on and selected for display
WX DGD AMBER Invalid WX control bus, invalid WX ranges
WX RCT CYAN Normal WX with react
WX GMAP CYAN Ground map mode
WX FAIL AMBER Test mode and faults
Mod: 5948
P6 001
AA
(4) Gain Control Status Message / Target (line 3)

Annunciation
G-- VAR GREEN Variable Gain

Annunciation
TGT GREEN Target alert enabled
TGT AMBER Target alert enabled and level 3 WX return detected in
forward 15 degrees of antenna scan
(5) Tilt Angle (line 4)

When Tilt mode is not OFF or STBY, a green T followed by cyan tilt angle value and white
unit are displayed.
Mod: 5948
P7 001
AA

ELECTRICAL SUPPLY
(C/B) (C/B)
Weather radar DC BUS 1 -
(Receiver Transmitter (on overhead panel WXR)
Antenna)
MFC LOGIC
See chapter 1.01
SYSTEM MONITORING
In case of WEATHER RADAR failure, TERRAIN map can still be displayed (since WX
RADAR and TERRAIN display are independant).
Mod: 5948
.
GLOBAL POSITIONING SYSTEM P1 001
GPS APR 11
AA
60.1 DESCRIPTION
The GPS is a navigation system based on satellite transmission, and provides high precision
data to other systems, in any place of earth and in any weather conditions:
- position
- ground speed
- date and time
- quality and integrity criteria
The GPS also performs a failure recording/reporting to the Centralized Maintenance

Application (CMA).
The GPS is composed of a GPS receiver and a GPS antenna.

One or Two GPS receivers and antennas can be installed on the aircraft.
The GPS is capable to be initialized by FMS data (latitude/longitude/altitude/UTC/Date) for

quick acquisition.
The GPS is connected with T2CAS, Transponders, PFDs, MFDs, Clocks (only for GPS1) and
FDAU.
Mod: 5948
GPS APR 11
AA
60.2 OPERATION
The primary function of the GPS is to receive the satellite RF signal from the antenna, find the
signal code phase and carrier phase and by using this signals, compute antenna position.
Output data includes three dimensional aircraft position and velocities, quality and integrity
criteria.
In case of dual GPS installation, each GPS receiver output GPS data to other systems which
have to select the GPS source used.
Position
Position is displayed on GPS NAV page of the MCDU.
In case of double FMS failure, the GPS position (latitude, longitude) is displayed on the upper
right corner of the Navigation Display.
Ground Speed
Ground speed is displayed on GPS NAV page of the MCDU.
In case of double FMS failure the GPS Ground speed is displayed on the upper left corner of
the Navigation Display.
Date/Time
The GPS1 provide the time information to other systems.
GPS date and time can be displayed on clocks, and on MCDU.
N.B: ONLY GPS1 provide time information to clocks.
Quality criteria
All quality criteria can be displayed on MCDU GPS pages.
RAIM/PRAIM
GPS RAIM and PRAIM data can be displayed on MCDU GPS pages.
NB : RAIM is a function implemented into the GPS receiver and provides integrity monitoring
of GPS signals for aviation application.
Predictive RAIM (PRAIM) provides the pilot with RAIM availability accordance to satellite
constellation predicted availability.
Failure Reporting
GPS reports failures to the CMA.
Mod: 5948
GPS APR 11
AA
ELECTRICAL SUPPLY
GPS 1 DC STDBY BUS
(on overhead panel GPS 1)
GPS 2 (if installed) DC BUS 2
(on overhead panel GPS 2)
MFC LOGIC
See chapter 1.01
Mod: 5948
.
FLIGHT MANAGEMENT SYSTEM P1 001
FMS APR 11
AA
65.1 DESCRIPTION
The aircraft is equipped with 2 Flight Management Systems, real core of the aircraft
management.
The FMS allow managing the aircraft during all the phases of the flight, allowing for flight plan
management, flight prediction computations, wind management, and aircraft various
sensors management.
FMS 1(software and database) is located inside display unit 2 (DU2).

FMS 2 (software and database) is located inside display unit 4 (DU4).
The Flight Management System is controlled by:

- 2 MCDU (Multipurpose Control and Display Unit)
- 2 VCP (Virtual Control Panel) and their associated MCP (Multi Control Panel)
- FGCP (Flight Guidance Control Panel)
The FMS software, FMS configuration file and the Performance database are permanently
stored into the respective DU.
The FMS needs to have the compact flash card inserted in the DU in order to have the
following functions available (some of the data are not mandatory for FMS operations):
- Standard navigation databases (2 AIRAC cycles)

- Company navigation database (not mandatory)
- Pilot navigation database (not mandatory)
- Magnetic Variation database
- Secondary FPLN (not mandatory)
In normal operation, FMS 1 & 2 are synchronized and operate in dual operation even if both
are achieving their own computation and exchange data through the cross talk link.
For full system description and for operating instructions refer to THALES FMS PILOTS
GUIDE.
Mod: 5948
.
P1 001
NAVIGATION DISPLAY APR 11
AA
70.1 GENERAL
The navigation information are displayed in different format, on PFD, MFD and IESI.
PFD
On the flight guidance coupled side, the ND is displayed by default on the MFD. In standard
configuration an HSI is displayed on the PFD.
If the pilot changes the ND to an other page (system for example), a mini ND page is displayed
on the PFD, in place of the HSI.
In this case the format of the mini ND can be changed by the rotary knob (only ROSE and
ARC).
Mod: 5948
P2 001
AA
MFD (ND PAGE)
Three different ND format, can be displayed on the MFD, by pressing on the ND push button
(see description below), and then by selecting the format on the NAV control.
- BRG 1(2) pb
Select the station (VOR or ADF) associated to the bearing pointers
- Range pb
Select the different operating ranges
- Format knob
Change the ND format (ARC, ROSE and PLAN)
Mod: 5948
P3 001
AA
IESI
Mod: 5948
P4 001
AA
70.2 HSI and mini ND on PFD
HSI
Mod: 5948
P5 001
AA
MINI ND
The same information as on the HSI could be find on these formats.
Mod: 5948
NAVIGATION SYSTEMS 1.15.70
P6 001
AA
(1) Navigation source annunciation

Indicates which navigation source is selected on the own-- side FGCP.
It is displayed in
- cyan for VOR or ILS source selected
- magenta for FMS source selected
When yellow, the annunciation indicates a source reversion.
(2) Radio-- navigation frequency / FMS ident

Identifies the selected source either by its frequency (VOR and ILS) or by its ident (FMS).
Five cyan digits from 108.00 to 117.95 MHz are displayed in case of VOR-- ILS nav source.
Five amber dashes are displayed in case of invalidity.
The label of valid FMS waypoint TO ident with maximum seven magenta characters is
displayed in case of FMS nav source.
(3) Selected course/desired track numeric value

Provides the angle value of the associated pointer. Represented by :
- White CRS label followed by 3 cyan digits from 001 to 360 degrees, followed by a white
label if the navigation selected source is ILS or VOR (in normal condition).
- White CRS label followed by 3 amber dashes, followed by a white label in case of
invalidity.
- White DTK label followed by 3 magenta digits from 001 to 360 degrees, followed by a
white label if the navigation selected source is FMS.
- White DTK label followed by 3 amber dashes, followed by a white label in case of
invalidity.
(4) DME Channel HOLD mode

Cyan H label, which indicates if DME channel is in HOLD Mode.
(5) DME/FMS distance

Indicates the distance to go to the selected navigation source (station or TO waypoint).
Represented by :
- three green digits, ranging from 0.0 to 99.9 in decimal increment and after in whole
numbers followed by a white NM label in normal operation.
- Three amber dashes followed by a white NM label are displayed in case of invalidity.
(6) Selected heading numeric value

Indicates the angle value pointed by the selected heading bug.
It is represented by a white HDG label followed by 3 cyan digits from 000 to 359 degrees,
and by a white label (in normal condition).
In case of invalidity a white HDG label followed by 3 amber dashes and by a white
label is diplayed.
Mod: 5948
P7 001
AA
(7) TRUE heading indication (available only if IRS installed)

Cyan TRUE label to indicate the true heading.
(8) Track angle bug

Indicates on the heading dial the current track. It is represented by a magenta unfilled
diamond located along the heading dial and pointing towards the aircraft mock-- up.
(9) Selected heading bug

Indicates on the heading dial the current selected heading. It is represented by a cyan
filled M-- shape bug along the heading dial.
(10) (11) Bearing pointer

The bearing pointer shows the bearing of the navigation source selected on MCP.
Pointer 1:
The needle head is depicted as a circle, the color is white if source is VOR and green if
source is ADF.
Pointer 2:
The needle head is depicted as an open diamond, the color is white if source is VOR and
green if source is ADF.
(12) FMS Messages

- TERM and APPR inform the pilots about sensitivity of deviation scales (respectively
1 NM and 0.3 NM).
- MSG informs the pilot that a message is displayed on the MCDU.
- OFST means that the A/C flies along the flight plan, but with a parallel offset.
(13) Heading mismatch flag

Amber CHECK HDG label appears above the aircraft symbol in when a discrepancy is
detected for heading data between the AHRS sources for captain and F/O side.
(14) Course desired track deviation scale

In case of excessive LOC deviation, the four dots flash amber. In case of invalidity, two red
lines cross the dots.
(15) TO/FROM pointer

The TO/FROM pointer is a cyan triangle if VOR is selected as navigation source and
magenta in case of FMS selected as navigation source.
(16) Selected course/desired track pointer

Pointer color is:
- cyan if VOR/ILS selected as nav source
- magenta if FMS selected as nav source
- amber in case of excessive LOC deviation
Mod: 5948
P8 001
AA
(17) Course/desired track deviation bar

Bar color is:
- cyan if VOR/ILS selected as nav source
- magenta if FMS selected as nav source
- amber in case of excessive LOC deviation
(18) Rotating heading dial

It is the reference for all angle information. In case of loss of data a white circle with HDG
FAIL red label will be displayed.
(19) Aircraft symbol and heading reference

The aircraft symbol is a yellow mock-- up plane.
The heading reference is a yellow unfilled triangle pointing down at the top of the compass
rose.
Mod: 5948
P9 001
AA
70.3 ND on MFD
Mod: 5948
P 10 001
AA
Mod: 5948
P 11 001
AA
(1) Latitude / Longitude indication

Provides the current position of the aircraft through numeric latitude and longitudes values.
In case of invalidity all numbers and letters are remplaced by amber dashes.
(2) Selected heading bug

Cyan filled M-- shape bug (along the heading ROSE or ARC scale) which indicates the current
selected heading.
(3) (5) (6) (9) Bearing pointer indications

Indicates the bearing of the navigation source selected on the FGCP.
Pointer 1:
The needle head is depicted by a circle, the color is white if source is VOR and green if
source is ADF.
The selected frequency is displayed in the bottom left square. (5)
Pointer 2:
The needle head is depicted an open diamond, the color is white if source is VOR and
green if source is ADF.
The selected frequency is displayed in the bottom right square. (6)
(4) Heading mismatch flag (not depicted)

Amber CHECK HDG warns of heading discrepancy between Captain and F/O side.
(7) selected heading readout
(8) Aircraft reference

- ARC mode location : at the geometric center of the arc heading dial.
- ROSE mode location : at the geometric center of the full compass heading dial.
- PLAN mode location : center of aircraft according to the lat/long position sent by the FMS,
only if the scrolling and range of the flight plan selected corresponds to a representation
where the aircraft is present..
Mod: 5948
P 12 001
AA
(10)(14) Range
The range can be set manually through the EFCP or be managed by the display system.
Manual range in ARC mode :

The range indication is composed of :
- an outer white arc displaying 90 degrees of heading centred on aircraft reference
- 3 cyan numeric digits, located on the outer arc left extremity
- an inner white dashed arc displaying 150 degrees of heading, centred on aircraft reference
and whose radius is half the radius of first arc.
- 3 cyan numeric digits, located on the inner arc left extremity
AUTO range in ARC mode :
- an outer white arc displaying 90 degrees of heading centred on aircraft reference
- 3 white numeric digits, located on the outer arc left extremity with below a AUTO label
- an inner white dashed arc displaying 150 degrees of heading, centred on aircraft reference
and whose radius shall be half the radius of first arc.
- 3 white numeric digits, located on the inner arc left extremity
Manual range in ROSE mode :
The range indication shall be composed of :
- an outer white circle centred on aircraft reference
- 3 cyan numeric digits, located on bottom left along outer circle
- an inner white dashed circle, centred on aircraft reference and whose radius shall be half
the radius of outer circle
- 3 cyan numeric digits, located on bottom left along inner circle
AUTO range in ROSE mode :
- an outer white circle centred on aircraft reference
- 3 white numeric digits, located on bottom left along outer circle with above a AUTO label
- an inner white dashed circle, centred on aircraft reference and whose radius shall be half
the radius of outer circle.
- 3 white numeric digits, located on bottom left along inner circle
Range in PLAN mode :
- an outer white circle
- 3 cyan numeric digits, located on bottom left along outer circle
- an inner white circle, centred like outer circle and whose radius shall be half the radius of
outer circle.
- 3 cyan numeric digits, located on bottom left along inner circle
Mod: 5948
P 13 001
AA
(11) Heading dials
(12) Track angle bug

Green unfilled diamond located along the ROSE or ARC heading dial and pointing towards
the aircraft mock-- up wich indicates the current track.
(13) Heading readout
(15) Static markers

Provide a static reference on ROSE and PLAN compasses.
(16) Ground speed value
(17) True air speed value
(18) Wind value
(19) Wind direction indication
Mod: 5948
P 14 001
AA
SYMBOLS
Mod: 5948
P 15 001
AA
70.4 Navigation Selection
Selection with MCP
(1) - NAV P/B

Allows the selection of the NAV pages on the VCP
3 pages: - VOR
- ADF
- ND OVLY (ND Overlay)
(2) - Multi directional pad

Allows choosing the selection area
(3) - Numeric Key Board

Allows setting manually the frequency
(4) - Enter P/B

Allows validating the selection area
Mod: 5948
P 16 001
AA
ND OVLY
Selection of the required overlay information on the ND:

- Traffic
- Weather radar
- Terrain
- Navaid
- Airport
Mod: 5948
P 17 001
AA
70.5 IESI
ILS & VOR FUNCTION
(1) - Glideslope & Localizer scales and indexes

The deviation scales appear when the ILS MODE is selected. The indexes appear when the
glideslope and localizer signals are valid and deviation scales displayed.
ILS TUNING :
When MENU button is pushed and VHF NAV1 is tuned on ILS :
The deviation scale appears when the VOR MODE is selected.

In the bottom left corner TO Y and FROM B are indicated in cyan followed by the selected
course.
Mod: 5948
P 18 001
AA
VOR TUNING :
When MENU button is pushed and VHF NAV1 is tuned on VOR:
Mod: 5948
POWER PLANT 1.16.00
P1 001
CONTENTS APR 11
AA
1.16.00 CONTENTS
1.16.10 GENERAL
1.16.20 SYSTEMS DESCRIPTION
20.1 ENGINE
20.2 FUEL SYSTEM
20.3 LUBRICATION SYSTEM
20.4 IGNITION SYSTEM
20.5 PROPELLER
20.6 SCHEMATICS
1.16.30 SYSTEMS OPERATING
30.1 GENERAL
30.2 ENGINE GOVERNING
30.3 PROPELLER SPEED GOVERNING
1.16.40 CONTROLS
40.1 ATPCS
40.2 POWER LEVERS (PL)
40.3 IDLE GATE
40.4 CONDITIONS LEVERS (CL)
40.5 INDICATORS & CONTROL PANELS
1.16.45 BOOST FUNCTION
45.1 DESCRIPTION
45.2 OPERATION
45.3 SCHEMATIC
1.16.50 LATERAL MAINTENANCE PANEL
1.16.60 ELECTRICAL SUPPLY/MFC LOGIC/SYSTEM MONITORING
Mod: 5948
.
POWER PLANT 1.16.10
P1 001
GENERAL APR 11
AA
The engine is a Pratt & Whitney of Canada PW127 M certified for a 2750 SHP max
take-- off rating.
However, in normal operation, take-- off rating will be 2475 SHP with an automatic power
increase to 2750 SHP (reserve take-- off rating RTO) in case of other engine failure.
Power setting is characterized by constant power lever and condition lever positions.
The power adapted to the flight phase is selected by the pilot through a power
management selector.
The engine comprises two spool gas generators driving a six blade propeller via a free
turbine/concentric shaft/reduction gear box assembly. Propeller regulation is electronically
controlled.
The propeller is an Hamilton Standard 568 F
- Diameter : 3.93 m (12.9 ft)

- Rotation : clockwise (looking forward)
- 100 % Np : 1200 RPM
- Weight: : 180 kg
The engine accessories are mounted on two accessory gear boxes, one driven by the
HP spool, and one by the propeller reduction gear box.
Mod: 5948
.
POWER PLANT 1.16.20
P1 001
SYSTEMS DESCRIPTION APR 11
AA
20.1 ENGINE
MAIN COMPONENTS (See CROSS-- SECTION)
1 Low Press Compressor

The low press compressor is a centrifugal type.
2 High Press Compressor
The high press compressor is a centrigugal type.
3 Diffuser Pipes
The diffuser pipes from the first stage lead into constant diameter cross over ducts
which blend together to give a full ring with uniform flow at entry to the second stage.
4 Combustion Chamber
The combustion chamber is of the fully annular reverse flow perforated sheet metal
type. Fourteen piloted air blast fuel nozzles provide quick, clean light offs. Hot inner
parts are ceramic-- covered.
5 High Press Axial Turbine
The high pressure axial turbine drives the high press compressor. It incorporates a
cooled vane ring and cooled blades permitting an increase in turbine inlet
temperature, higher specific work and consequently a lower flow and a lighter engine.
6 Low Press Axial Turbine
The low press axial turbine drives the low press compressor.
7 Free Turbine
The two axial free turbine stages drive the reduction gear box.
8 Accessory Gear Box
Turbo machine accessories are mounted on the accessory gear box which is driven
by the HP spool. The accessory gear box is located at the top of the engine and
contains drives for :
- The DC starter/generator,
- The HP fuel pump,
- The oil pumps.
Mod: 5948
POWER PLANT 1.16.20
P2 001
AA
9 Propeller Reduction Gear Box

The power turbine shaft is connected to the propeller reduction gear box by a coupling
driveshaft having flexible diagram connections at each end. The gear box is mounted
offset of the centerline of the turbo machine. The speed reduction is obtained in two
stages.
On the reduction gear box are installed.
- The ACW generator
- The Propeller Valve Module (PVM) controlled by propeller Electronic Control (PEC)
- The HP pump and overspeed governor
- The auxiliary feather pump
- The propeller brake (on RH engine only)
- The fuel cooled oil cooler (FCOC)
Note : Auxiliary feather pump is driven electrically. On ground, its activation by the CL
is inhibited.
The other components are actuated through the reduction gear box.
AIR INLET
As presented on figure, the engine air intake (1) is offset and is a shallow S bend
designed to provide uniform inlet flow to the compressor. The curvature (2) is
intended to provide inertial separation and protection in the event of foreign object
ingestion. It is also used to divide airflow in a primary flow directed to the engine, and
a secondary flow directed to the oil cooler (3). Control of the secondary airflow is
achieved by automatic oil cooler flaps positioning (4).
Mod: 5948
POWER PLANT 1.16.20
P3 001
SYSTEMS DESCRIPTION FEB 12
AA
20.2 FUEL SYSTEM

The fuel supplied from the A/C fuel tank flows through :
- A fuel heater which includes :
- a filter 1 with a by-- pass capability.
- a fuel heater element 2 . The source of heat is engine oil, and the fuel
temperature is thermostatically controlled. A fuel heater outlet temperature
indication is provided.
- A HP pump 3 with a filter. A clogging indicator is provided on pilots panel.
- The Hydro Mechanical Unit (HMU) which has two functions :
to meter the fuel flow delivery to the engine by a metering valve assembly
4 , the excess being returned to HP pump inlet,
to provide the HP motive flow required by the fuel tank jet pump through an
engine valve 5 .
- A fuel flowmeter 6 .
- A Fuel Cooled Oil Cooler (FCOC) 7 , that provides cooling of the lubricating
system by using fuel system as cooling source.
- A flow divider 8 to the fuel nozzles.
Mod: 5948
POWER PLANT 1.16.20
P4 001
AA
20.3 LUBRICATION SYSTEM (See schematic P9/10)

Synthetic oil specification MIL-- L-- 23699.
A single oil system supplies the turbo machinery, the reduction gear box and the
propeller pitch change system.
- Oil Tank
Oil is contained in a 14.4 L tank 1 . A filter cap is provided on the tank.
Quantity indication is checked by sight glass (or by a dipstick) on the side of the tank.
- Pressure system
A gear pump 2 driven by the accessory gear box supplies oil through an air cooler
3 mounted in the nacelle and a filter 4 both fitted with by-- passes in case of
clogging.
RGB oil is also cooled in a fuel heater, 5 as well as the FCOC 6 . An oil
temperature sensor is provided.
Oil pressure is controlled by a regulating valve 7 . A low temperature. valve 8 is
provided to eliminate damaging pressures surges on cold starts. A pressure
transducer 9 and a low pressure switch 10 are installed.
- Scavenge system
Scavenging is blown down or gravity drained except for N 6 and 7 bearing cavity
and the reduction gear box, on which gear pumps are used.
20.4 IGNITION SYSTEM
Each engine is equipped with a high energy ignition system. It consists of two engine
mounted ignition exciters (A and B) powered by the DC ESS BUS and two spark
igniters, one for each ignition exciter. Ignition cycle includes two phases. During 25s, the
intensity is 5 to 6 sparks/s and then, the intensity becomes 1 spark/s.
The engine ignition system provides ignition for :

- On ground starting using exciter A, exciter B, or exciters A+B (according to ENG
START rotary selector position).
Note : Using exciter A or exciter B may allow to detect an hidden failure.
- In flight starting using exciters A+B regardless of start selection.
In addition, for each engine, in case of NH drop below 60 % exciters A+B are
automatically activated. This action is inhibited if :
- NH drops below 30 %, or
- EEC is deselected, or
- CL is set on feather or fuel SO position,
- On the failed engine in case of ATPCS sequence.
Note : When EEC is deselected, excites A + B can manually be activated, using the
MAN IGN push-- button.
Mod: 5948
POWER PLANT 1.16.20
P5 001
AA
20.5 PROPELLER (See schematic P11/12)
The propeller is driven by a free power turbine by means of a reduction gear box. Pitch
() change is hydromechanically controlled by a Propeller Valve Module (PVM).
The PVM is controlled by a Propeller Electronic Control (PEC) installed in each engine
nacelle which provides the synchrophasing between the two propellers.
Interface between flight deck and PEC is ensured by a Propeller Interface Unit (PIU)
installed in the electronic rack.
The propeller control system uses the condition lever, the PWR MGT rotary selector
and the power lever to activate the pitch change mechanism through the governors
and associated equipments.
The system is protected against :
- Low pitch angle in flight,
- Overspeed,
- Hydraulic pressure loss.
The RH Propeller Reduction Gear Box is provided with a brake to be used on the
ground for Hotel mode operation.
PVM
The PVM is installed on the reduction gear box and allows :
- The basic speed set
- Beta scheduling
- Reversing
- Synchrophasing
- Feathering
- Low pitch protection
- 14 (Reverse) < ref < 78.5 (Feather)
Additionally it is used, with the overspeed governor, to contain propeller overspeed.
The PVM comprises :
- An Electro Hydraulic Valve (EHV) which meters the pitch change oil to the pitch
change actuator and allows a normal feathering of the propeller.
- A protection valve which is a part of overspeed, low pitch and back-- up feathering
functions.
- A feather solenoid (EHV back-- up).
- A Rotary Variable Differential Transducer (RVDT) which adjust and confirm PLA
position.
Mod: 5948
POWER PLANT 1.16.20
P6 001
AA
PEC
The PEC is a dual channel electronic box which provides closed loop control over the
propeller pitch change system. The PEC detects, isolates and accomodates systems
faults.
In the event of a failure of the primary channel, control of the propeller system will
automatically be transfered to the back-- up channel.
Propeller speed is calculated by the PEC through EEC (altitude and airspeed data) and
Np sensors.
PIU
The PIU (one per PEC) is an electronic box located in the electronic rack that realizes
the interface between the PEC and the cockpit for propeller speed selection, and PEC
fault signalisation logics.
PROPELLER BRAKE (IF INSTALLED)

The propeller brake is fitted on a countershaft on the RH engine reduction gearbox in
order to stop the propeller (and the power turbine).
When the engine is running in Hotel mode :
- The HP spool drives the DC generator.
- Bleed pressure is available downstream the HP compressor and supplies both
packs.
ENGAGEMENT LOGIC
READY light must be illuminated, prior to any propeller brake activation. Loss of one
of the above mentionned required conditions for engagement, will not imply propeller
brake disengagement. However, when gust lock is released and propeller brake is still
engaged, PROP BRK red warning is generated:
- PROP BRK FWS alert (EWD),
- flashing MASTER WARNING lights
- CRC aural warning
Note : After a propeller braking or releasing sequence, READY light may remain
illuminated for about 15 s.
Mod: 5948
POWER PLANT 1.16.20
P 7/8 001
CROSS SECTION
AA
20.6 SCHEMATICS
EXTERNAL VIEW (RIGHT)
EXTERNAL VIEW (LEFT)
Mod: 5948
.
POWER PLANT 1.16.20
P 9/10 001
AA
Mod: 5948
.
POWER PLANT 1.1620
P 11/12 001
AA
Mod: 5948
.
POWER PLANT 1.16.30
P1 001
SYSTEMS OPERATING FEB 12
30.1 GENERAL
The power control parameter is the torque :
The maximum torque for each flight condition, at the selected rating, is computed by the
EEC and displayed on the TQ indicator on EWD (Automatic BUG).
An Engine Electronic Control (EEC) provides control of fuel flow in the HydroMechanical
Unit (HMU), through a stepper motor in such a way as to control the torque in accordance
with outside conditions and positions of :
- The power lever (PLA).
- The power management selector (PWR MGT).
- The bleed valves.
The HMU delivers a fuel flow which generates the NH compressor rotation speed.
Mod: 5948
POWER PLANT 1.16.30
P2 001
SYSTEMS OPERATING APR 11
AA
30.2 ENGINE GOVERNING

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

torque as a function of :
the power lever position
the PWR MGT selector position
flight conditions
the position status of the bleed air valves
Note : Operating line with EEC ON may be placed above or below the HMU BASE
LAW depending on weather conditions
Mod: 5948
POWER PLANT 1.16.30
P3 001
AA
- Ensures minimum propeller speed control, on ground and at low power (see
propeller governing).
- Delivers, in case of engine failure at take-- off, automatic uptrimmed take-- off power
to the valid engine (ATPCS) by responding to the signal generated by the
Auto-- Feather Unit (AFU) of the failed engine.
- Controls the modulated opening of the Handling Bleed Valve (HBV), so as to ensure
correct LP compressor operation.
PROPELLER VALVE MODULE (PVM)
- At high power, controls the propeller maximum speed Np, according to the PWR
MGT selection.
- Controls propeller pitch at low power and when using reverse.
- Ensures low pitch through a solenoid (when PLA are below FI position).
PWR MGT SELECTOR

LINE A : One engine out operation
LINE B : Normal TO or MCT
LINE C : CLB
LINE D : CRZ
Note : Sensible sector designed to allow fix throttle engine control.
Notch refer to (1) Ramp refer to(2)
Mod: 5948
POWER PLANT 1.16.30
P4 001
AA
ENGINE POWER CONTROL LAWS

1 TOP LAW (EEC ON)
This is a TQ (PLA) control law, ensuring a constant power.
It is backed-- up by an NH (PLA) law which becomes active :
- At low power (authority of engine torque control is gradually reduced to be
cancelled out at FI),
- In case of engine torque control failure,
- In Hotel mode.
According to the rating selected on the PWR MGT rotary selector, with the PL at a
set point, the EEC commands a determined engine power and therefore a torque value
(for a given propeller speed).
Thus, the torque which is the engine control parameter, is controlled (with PLA
constant) in all ambient conditions.
Mod: 5948
POWER PLANT 1.16.30
P5 001
AA
When necessary, power is automatically reduced in such a way as to maintain the

torque at the maximum value, authorized for the rating considered (thermo dynamic
limit).
Example for : sea level, bleed off, static conditions.
Mod: 5948
POWER PLANT 1.16.30
P6 001
AA
PLA quadrant has TWO CLEARLY IDENTIFIED POSITIONS
Position 1 WHITE MARK
(1 <-- > Notch)
At this position marked by a notch the control system delivers max rated power
corresponding to the mode selected.
TO : P = 2475 SHP
MCT : P = 2500 SHP
CLB : P = 2192 SHP
CRZ : P = 2132 SHP
ENGINE REGULATION
- Engine regulation uses pitot and static data coming from EEC. EEC data are
elaborated either from the selected ADC (normal configuration) or from engine
sensors and imposed data (emergency configuration). ADC is selected through the
VPC TAT SEL.
Note : If the selected ADC electrical supply fails, two events may occur :
- If ADC 2 was selected, ADC 1 immediately takes over from ADC 2 ;
- If ADC 1 was selected, engine sensors immediately take over from ADC 1.
The engine torque must match the TQ BUG, except when TO is selected at the PWR
MGT selector.
When TO is selected at the PWR MGT selector, with the ATPCS armed :
- the TQ bug corresponds to RTO
- in normal T.O. configuration PL NOTCH
PWR MGT TO
ATPCS ARMED
TQ BUG is positioned at RTO. This value must be crosschecked between engines.
In the event of engine failure and automatic uptrim, the engine torque will coincide
with TQ BUG (RTO).
Mod: 5948
POWER PLANT 1.16.30
P7 001
AA
Example : (ISA conditions)
Comment
If necessary, moving the lever out of the notch will enable to set precise power setting
without any discontinuity.
Position (2) beginning of AMBER SECTOR
This position, characterized by a ramp threshold is used during GO Around or at take off in
the event of ATPCS failure. The power delivered is GA (or RTO) for NP = 100%,
irrespective of the mode selected on the PWR MGT rotary selector.
In this position, the engine torque agrees with the RTO torque calculated by the FDAU
Note : The ramp threshold may be overriden, thus enabling the lever to be positioned up
to the stop of the PLA quadrant. This procedure must remains EXCEPTIONAL. It
is AN EMERGENCY PROCEDURE WHICH WILL PROVIDE UP TO 15 % more
power than RTO.
2 EEC FAILURE
- EEC FAULT Flashes.

- NH is automatically frozen to its prior value (FAIL FIX) (PL set forward 52)
- As long as EEC Fault flashes deselection is stricly prohibited.
- The PL stays ineffective until PL travel reaches 52.
S When PL reaches 52, the reversion is automatically assured to the manual mode.
- EEC FAULT light stays ON.
- The pilot deselects EEC.
- PL is active again and follows HMU base law.
Mod: 5948
POWER PLANT 1.16.30
P8 001
AA
3 BASE LAW (EEC OFF)

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

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

- Loss of torque regulation at constant power lever position (changes in ambient
conditions will call for PLA adjustments to maintain maximum engine torque).
Note : Loss of the EEC has no effect on the two torque indications (digital
and analogic) displayed
- Handling bleed valve (HBV) is still monitored by the EEC deselected with a law
function of NH instead of PLA.
- Loss of propeller underspeed control at low power (FUEL GOVERNING).
Mod: 5948
POWER PLANT 1.16.30
P9 001
AA
HOTEL MODE
This mode, available on the RH engine only, is exclusively used on the ground to provide
aircraft autonomy in terms of air conditioning and DC power supply with the gas generator
operating and the propeller locked by a hydraulic brake.
R - PL is controlling the power of the generator (NH = f(PL)) since the fuel governing function
of the EEC is automatically cancelled when selecting feather. A throttle stop is provided
by the gust lock lever to avoid an overtorque risk. Without this protection, hotel mode
cannot be selected.
- CL has to be set to feather prior to selecting hotel mode and must be left in this position.
Hotel mode can be used with EEC ON or OFF. The gust lock stop precludes
overpowering the engine.
R SM : Stepper Motor
Mod: 5948
POWER PLANT 1.16.30
P 10 001
AA
30.3 PROPELLER SPEED GOVERNING
BLADE ANGLE GOVERNING

This is the normal in flight governing mode.
The PVM adjusts the propeller pitch according to the power setting in such a way as
to maintain a constant propeller speed NP.
This governing is available whether EEC is ON or OFF.
PWR MGT selector commands NP propeller speed (through the PEC)
PL commands power (and therefore TQ, at a given NP)
FUEL GOVERNING
This is the ground governing mode at low speed and low power.
The EEC automatically increases the fuel flow so as to maintain a minimum propeller
speed (NP = 70.8 %)
CL is set in AUTO position.
Note : This control mode is cancelled :
- when EEC is OFF,
- when the propeller is in FEATHER position.
TRANSITION MODE
This is the intermediate mode between the two previous ones.
It only applies on ground, or in flight at low power and low speed.
The NP speed is comprised between 70.8 % and NP selected.
- Control operation may be summarized through the graph below, depicting evolution
of the propeller speed NP function of PLA (example given in MCT mode).
Mod: 5948
POWER PLANT 1.16.40
P1 001
CONTROLS APR 11
AA
40.1 ATPCS
GENERAL
The propulsion unit includes an ATPCS (automatic take-- off power control system)
which provides in case of an engine failure during take-- off the uptrimmed take-- off
power on the remaining engine combined with an automatic feathering of the failed
engine.
This system enables to reduce the power normally used for take-- off by an amount of
about 10% below the power certified by the engine manufacturer. This is favorable to
engine/propeller life without affecting the take-- off performance in case of an engine
failure.
Full ATPCS (i.e. uptrim and autofeather) is only available for take-- off (see arming
conditions below).
COMPONENTS
The ATPCS operates with the following components on each engine :
* The Auto Feathering Unit (AFU) which is the main system element. It conditions the
torque signal coming from the engine and provides the torque indication :
- to the cockpit indicators (analog pointer),
- to the FDAU,
- to the MFC which includes the autofeathering/uptrim logic functions, and
delivers the corresponding control signals to the feather solenoid, to the feathering
electrical pump and to the opposite EEC.
* The EEC which transmits a signal enabling the power to increase from TO to RTO
(or a n NH signal during ATPCS test at ground idle).
* The feather solenoid mounted on the PVM,
* The feathering electric pump installed on the reduction gear box.
In the Cockpit :
* The ATPCS pb on the cockpit center panel,
* The PL position (sw set to 49),
* A test selector located on the pedestal.
ARMING CONDITIONS
Mod: 5948
POWER PLANT 1.16.40
P2 001
CONTROLS APR 11
AA
TRIGGERING CONDITIONS
One torque below 18%
SEQUENCE AFTER TRIGGER
Time Trigger 2.15 s t

ATPCS B B
"
ARMED uptrim is triggered and bleed autofeather is activated
ON GROUND valve is shut off on the on the affected engine
remaining engine
Y
- feather solenoid activated
- feathering electric pump
energized
- inhibition of autofeather on
the remaining engine
- ARM light extinguishes
B
ARMED autofeather is activated on the
IN FLIGHT affected engine
Note : Nothing happens on the affected engine for 2.15 seconds, but uptrim is
energized on the remaining engine. This feature enables to perform an
acceleration stop without having autofeather in order to benefit from some
reversing action on the failed engine.
In this case, the throttle reduction occuring within 2.15 seconds period
automatically disarms the mode.
Once the mode has been triggered, its cancellation can only result from
either :
- PWR MGT other than TO, or
- ATPCS Pb set to OFF, or
- both PL retarded.
CAUTION : If the engine is restarted, IT WILL BE NECESSARY TO SELECT PWR
MGT to MCT position after relight in order to be able to UNFEATHER
the propeller.
Mod: 5948
POWER PLANT 1.16.40
P3 001
CONTROLS APR 11
AA
ATPCS SEQUENCE
armed on ground
A/FEATH FUNCTION
Disarming conditions
Note : During a normal flight (without engine failure) uptrim/autofeather will be

disarmed after take-- off when leaving the TO position on PWR MGT.
Mod: 5948
POWER PLANT 1.16.40
P4 001
CONTROLS APR 11
AA
40.2 POWER LEVERS (PL)

PL is mechanically connected to the HMU and to the PVM through cables and rods.
This lever controls the power plant thrust from Max rated TQ to max reverse.
CAUTION :in case of engine failure, the PL remains active controlling the pitch angle,
and therefore associated propeller drag as long as propeller is not
feathered.
For take off acceleration the pilot will push PLs from GI to the TO position which is
identified by a notch.
At landing, the pilot will reduce PLs to FI. Then after flight idle gate automatic unlocking,
he will act on the triggers to reduce down to GI, and eventually to reverse. Reverse
sector is protected by a spring rod : a force must be exercised by the pilot to position the
PL into reverse sector. Releasing this pull force will bring PL back to around GI.
When the PL are on the MAX RATED TQ position, the pilot can increase the power (if
necessary) by pushing the PL up the RAMP (after GO AROUND position) to the FWD
stop.
Note : On the ground, the gust lock, when engaged, prevents excessive PL in the
forward traction sector angle.
POWER LEVER SWITCHES
Mod: 5948
POWER PLANT 1.16.40
P5 001
CONTROLS APR 11
AA
40.3 IDLE GATE
At take off, as soon as both landing gear absorbers are released, a gate prevents PL
angle reduction below FI.
At landing, as soon as one landing gear absorber is compressed, this gate is
automatically retracted and the PL may travel down to GI and reverse (below GI).
(1) IDLE GATE FAIL light

Illuminates amber and the FWS is activated when the gate does not engage
automatically in flight or does not retract automatically at landing.
(2) IDLE GATE lever

Enables manual override in case of failure of the automatic logic.
In flight : push
On graound : pull. An amber band appears.
Mod: 5948
POWER PLANT 1.16.40
P6 001
CONTROLS APR 11
AA
40.4 CONDITION LEVERS (CL)

They operate feathering control, HP fuel shut off valves and propellers speed (NP),
controlled by PVM when in blade angle governing propulsion mode.
- AUTO position controls propeller speed through PWR MGT selector position.
- 100 % OVRD position sets manually Np MAX.
It is necessary to act on a trigger located on the lever side to travel
- from AUTO to FTR (and return),
- from FTR to FUEL SO (and return).
A red lt incorporated in the lever will illuminate if a fire is detected on the associated
engine provided CL is not in FUEL SO position.
CONDITION LEVER SWITCHES
Mod: 5948
POWER PLANT 1.16.40
P7 001
CONTROLS APR 11
AA
40.5 INDICATORS & CONTROL PANELS
PRIMARY ENGINE INDICATIONS
Mod: 5948
POWER PLANT 1.16.40
P8 001
CONTROLS APR 11
AA
(1) TORQUE INDICATOR
Two sensing torque probes are located on the reduction gear box. One of them sends a
signal to the AFU which controls the torque analogic pointer (B). The other one sends a
signal to the EEC which controls the torque digital counter (A).
(A) Digital counter

Actual digital torque indication is displayed. Torque readout is :
- green surrounded by a grey rectangle if TQ is in green sector
- amber surrounded by an amber rectangle if TQ is in amber sector
- white in red reversed video if TQ is above amber sector limit
- amber LAB label surrounded by an amber rectangle if a wrong EEC is installed
- green, amber, white or red reverse video surrounded -- - - .-- if EEC cannot control the
HBV
- amber HBV label surrounded by an amber rectangle in case of invalid torque value.
(B) Pointer
Gives the indication of actual analogic torque. Pointer is :
- green in Green sector (0 - 100%)
- amber in Amber sector (100 - 106%)
- red if torque is higher than 106%
The pointer is stopped if TQ>120%
(C) Take-- Off torque objective
Gives graphical round and digital indication of torque objective at take off if NP>25%. It is
indicated in green. Readout is replaced by -- - - amber label in case of invalidity.
(D) Torque objective

Gives graphical indication (triangle) of torque objective :
- Magenta if Go Around is selected
- Amber if Go around is not selected
(E) Engine 1 and 2 Power Management selection

Gives an indication of engine 1 and engine 2 power management selection.
It is displayed in cyan. Label is :
- TO if Engine Power Management is set to Take Off
- MCT if Engine Power Management is set to Maximum Continuous Thrust
- CLB if Engine Power Management is set to Climb
- CRZ if Engine Power Management is set to Cruise
Mod: 5948
POWER PLANT 1.16.40
P9 001
CONTROLS APR 11
AA
(2) NP INDICATOR
Gives digital indication of analogic NP.

Readout is :
- Green if NP<41.6% or 62.5%<NP<103.5%
- Amber surrounded by an amber rectangle if 41.6%<NP<62.5% or 103.5%<NP<106%
- white in red reversed video if NP>106%
- replaced by -- - - .-- label in case of NP value invalidity.
(3) ITT INDICATOR
(A) Digital counter

Gives the numeric indication of Inter Turbine Temperature.
ITT readout is :
- green surrounded by a grey rectangle if ITT is in green sector
- amber surrounded by an amber rectangle if ITT is in amber sector
- white in red reversed video if ITT is above amber sector limit
- amber -- - - .-- surrounded by an amber rectangle if ITT is invalid
(B) Pointer
Gives the analogic indication of Inter Turbine Temperature in C. Pointer is displayed if
ITT is valid.
ITT Arc Sectors Description :

- Green sector : from 0C to Amber sector, normal temperatures
- Amber sector : up to 800C, or 715C when hotel mode is set, or 765C during takeoff
(variable according OAT)
- Red point H : 715C, limit in hotel mode
- Red sector : from 840C or 715C in hotel mode
- Red line S: 950C, limit during start
ITT Pointer is :
- green if ITT is in Green sector
- amber if ITT is in Amber sector
- red if ITT is in red sector
The pointer is stopped if ITT>1000C
Mod: 5948
POWER PLANT 1.16.40
P 10 001
CONTROLS APR 11
AA
(4) UPTRIM message

Indicates uptrim status message. It is displayed in green reverse video when engine
uptrim is activated.
(5) AUTO FTR message

Indicates auto feather in green reversed video for each engine if AUTO FTR is activated.
(6) PROP BRK message

Indicates in cyan, that the propeller brake is engaged on engine 2
(7) LO PITCH and NO REV message

Indicates propeller in low pitch range on each side.
LO PITCH flag is displayed in :

- green reversed video in normal operation (below 8 on ground)
- amber reversed video in abnormal operation
NO REV red reverse video flag replaces LO PITCH flag when any propeller pitch
remains above 8 after touchdown with PL retarded to GI.
(8) SGL CH message

It is displayed in amber :
- when one channel of the propeller engine control is lost. The system will be
automatically transfered to the other channel.
- during the starting, when the propeller in unfeathered (PEC self test)
(9) IGN message

Indicates engine ignition. It is displayed in cyan.
Mod: 5948
POWER PLANT 1.16.40
P 11 001
CONTROLS APR 11
AA
SECONDARY ENGINES INDICATIONS

The engines systems information are displayed on the upper part of the MFD :
- The oil informations on the top, on each side of engine informations, describes the
current state of the oil systems
- The engine system, between oil information, displays the status of the two engines
(1) Start Engine indicator

Indicates the state of engine start.
Green reversed video START label is displayed in normal configuration.
Amber reversed video START label is displayed if there is a discrepancy between
Engine Start indication and light test or if an Engine Start Fault is detected.
(2) Cross Start Failure

Appears to indicate that, although the opposite DC gen is connected to the network, the
cross start sequence has failed.
Amber X START FAIL label is displayed between the start engine indicators.
Mod: 5948
POWER PLANT 1.16.40
P 12 001
CONTROLS APR 11
AA
(3) High Pressure Turbine indicator (NH indicator)
Displays the high pressure turbine speed.
- From 0% to 62%, segment is displayed in white, readout and pointer are displayed in
green.
- From 62% to 103.1%, segment, readout and pointer are displayed in green.
- From 103.2% to 106.3%, segment, pointer and a framed readout are displayed in amber.
- For a value equal or higher than 106.4%, pointer is dsplayed in red, readout is diplayed in
red reversed video.
- For invalid value, three amber dashes are displayed instead of the digits.
(4) Low Pressure turbine indicator (NL indicator)
Displays the low pressure speed.

NL readout is :
- green if NL is lower than 104.1%
- amber surrounded by an amber rectangle from 104.2% to 106.7%
- in red reversed video for a value equal or higher than 106.8%.
- three amber dashes instead of digits in case of invalid value .
(5) Inter Turbine Temperature (ITT) digital counter
Displays the Inter Turbine Temperature value in C.

ITT readout is :
- green surrounded by a grey rectangle if ITT is in Green Sector
- amber surrounded by an amber rectangle if ITT is in Amber Sector
- in reverve red video if ITT is above Amber Sector limit temperrature.
Note : See ITT indicator pointer in Primary Engine Indication section for sectors
description.
Mod: 5948
POWER PLANT 1.16.40
P 13 001
CONTROLS APR 11
AA
(6) OIL INDICATOR
(A) LO PR message
Red reverve video label indicating an oil low pressure.
(B )OIL pressure
Displays oil pressure of engines in PSI.
Oil pressure indicator ranges are :
- 0 to 40 PSI : red segment , pointer and red reverse video readout
- 40 to 55 PSI and above 65 PSI : amber segment, pointer and amber framed readout
- 55 to 65 PSI : green segment, pointer and readout
In case of value invalidity, the value is replaced by amber -- - label and there is no pointer
displayed.
(C) OIL temperature

Displays oil temperature of engines in C.
Oil temperature indicator arc ranges are :
- 0 to 40C : segment in white, pointer and readout in green
- 40C to 125C : segment, pointer and readout in green
- from - 40C to 0C and from 125C to 140C : segment, pointer and readout in amber
- Below - 40C and above 140C pointer and readout in red
A red line is set at 140C
In case of value invalidity, the value is replaced by amber -- - - label and there is no pointer
displayed.
Mod: 5948
POWER PLANT 1.16.40
P 14 001
CONTROLS APR 11
AA
ENG 1/ENG 2 CONTROL PANEL
1 EEC pb
Controls the EEC of the associated engine
ON : (pb pressed in) EEC adjusts HMU action, by controlling the stepper
motor which lowers fuel flow ordered by HMU.
OFF : (pb released) The HMU controls only NH as a function of PL angle.
OFF light illuminates white.
FAULT : When EEC failure is detected:
Flashing amber :The fuel flow is frozen to maintain the power, when FAULT
flashes, never deselect the EEC. Retard first, the PL in
the green sector (FAULT become steady: PL < 52)
Reversion to HMU base law is achieved when the PL are
retarded in the green sector
Steady amber : automatic reversion to HMU base law
2
ATPCS pb
pb pressed in : - If pressed in on ground, uptrim and autofeather function are
armed.
- if pressed in in flight, only the autofeather function is
armed.
OFF : (Pb released)
Uptrim and autofeather functions are deselected.
ARM : Illuminates green when arming conditions are met (see P1)
Mod: 5948
POWER PLANT 1.16.40
P 15 001
CONTROLS APR 11
ENG START PANEL
1 ENG START rotary selector

Selects the ignition mode and/or start sequences.
OFF START ABORT Ignition circuit is deenergized. Starting sequence is disarmed or
interrupted.
CRANK Enables engine cranking. Ignition is inhibited.
START Selects a start sequence. Ignition is selected when fuel shut-- off
valve is open (controlled by CL) ; starter and ignition are
automatically deactivated when NH reaches 45%.
Note : There are three START positions
START A Only ignition exciter A is supplied on ground.
START B Only ignition exciter B is supplied on ground.
START A and B Both ignition exciters are supplied.
2 START pb
Initiates the starting (or cranking) sequence of the related engine provided the ENG
START selector is in one of the START positions (or CRANK).
ON (pb pressed in) Initiates a sequence. The ON It illuminates white.
In case of starting, it will extinguish automatically when NH
reaches 45% which identifies sequence end.
FAULT Illuminates amber and the FWS is activated if :
- starter remains engaged after 45%
- GCU fails during starting
- On RH engine when the propeller brake is ON but the gust lock is
not engaged.
As soon as one engine is running and the associated DC GEN is connected
to the main DC electrical network, the other engine start is accomplished as
a cross start : initiated on Main Bat supply only, the start is assisted by
the opposite DC GEN from 10% NH (on ground only).
If the DC GEN is connected to the network, but the cross start does not
operate normally, the amber X START FAIL light illuminates on the main
electrical panel. XSTART FAIL is displayed on the engine SD page.
3 MAN IGN guarde pb
Manual ignition is selected by depressing the guarded pb. Exciters are continuously
energized on both engines. ON light illuminates blue.
Mod: 5948
POWER PLANT 1.16.40
P 16 001
CONTROLS APR 11
AA
PROP BRK PANEL
(1) PROP BRK pb

The PROP BRK two positions toggle switch controls the propeller brake
engagement/disengagement on the RH engine provided blue hydraulic power is
available.
ON : propeller brake engagement
OFF : propeller brake releasing
UNLK : The light illuminates red and after 15 s the FWS is activated to indicate that
the propeller brake is not locked in the fully locked or the fully released
position.
(2) Ready light
Illuminates green when engagement or disengagement conditions are met.
(3) PROP BRK light

- Illuminates blue when the propeller brake is fully locked
- Extinguished when the propeller brake is not fully locked.
Note : PROP BRK cyan label is displayed on EWD when the propeller brake is engaged.
Mod: 5948
POWER PLANT 1.16.40
P 17 001
CONTROLS APR 11
AA
PWR MGT PANEL
(1) PWR MGT rotary selector

Made up of two independent parts (front and back). Provides FDAU, PIU and EEC
with basic power requirements corresponding to the selected position.
- For left engine with the back part of the selector.
- For right engine with the front part of the selector.
(2) PEC FAULT pbs
FAULT Illuminates amber and FWS is activated when the two channels are lost.
OFF (pb released) PEC is deactivated and Np is blocked at 102% whenever
power is sufficient.
ENGINE TEST PANEL
Allows to check the correct functionning of the ATPCS. This rotary selector is spring
loaded to the neutral position.
Mod: 5948
.
POWER PLANT 1.16.45
P1 001
BOOST FUNCTION APR 11
AA
LEFT INTENTIONALY BLANK
Mod: 5948
POWER PLANT 1.16.45
P 2/3 001
BOOST FUNCTION APR 11
AA
LEFT INTENTIONALY BLANK
Mod: 5948
POWER PLANT 1.16.50
P1 001
LATERAL MAINTENANCE PANEL APR 11
AA
On RH Maintenance panel, several tests and control device are provided, for
maintenance purpose only.
All buttons on this panel are to be used on ground only.
1
EEC/PEC SEL switch
Used to select EEC or PEC depending on appropriate maintenance test on Engine

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

- Test EEC or PEC channel. Maintenance data are managed by MPC. (Selected by
EEC/PEC SEL switch).
- Perform EEC or PEC trim to ensure that power delivered corresponds to PL
position (can be performed with engine not running and PL in the notch) or LRU
code failures.
3 BUS ARINC switches
Bus arinc switches select the source.
Mod: 5948
POWER PLANT 1.16.50
P2 001
LATERAL MAINTENANCE PANEL APR 11
AA
4 Prop Overspeed test switches
Used to test hydraulic part of overspeed governor.

A First OVSPD threshold is tested at 102 % Np. on the affected engine.
A + B , 2 nd OVSP threshold is tested at 106 % Np.
5 Propeller Feather Pump test switch
This switch with two stables positions enables to test the feathering pump. For
safety reasons, this test is impossible in flight.
6 Propeller LOW PITCH test switches
- With the test switch on PLA > FI position, the PL low pitch protection switch and
feather solenoid are tested.
- With the test switch on PLA < FI position, secondary low pitch solenoid is tested.
Note : In both cases, LOW PITCH message is displayed on EWD
Mod: 5948
POWER PLANT 1.16.60
ELECTRICAL SUPPLY/MFC LOGIC P1 001
SYSTEM MONITORING APR 11
AA
ELECTRICAL SUPPLY

(C/B) (C/B)
ENG 1
Feather control DC EMER BUS (+DC BUS 1) - Nil -
(on overhead panel FEATH CTL)
Start control and indica- DC ESS BUS - Nil -

tions (on overhead panel START CTL and
IND)
Ignition system DC ESS BUS - Nil -

(on overhead panel IGN)
EEC
. power supply DC EMER BUS and DC BUS 1 - Nil -
(on overhead panel PWR SUPPLY)
. control DC EMER BUS
(on lateral overhead panel CTL and
CAUTION)
Propeller overspeed test DC BUS 1

(on lateral panel PROP OVSPD
TEST)
Mod: 5948
POWER PLANT 1.16.60
AA
ELECTRICAL SUPPLY
(C/B)
ENG 2
Feather control DC EMER BUS (+DC BUS 1)

(on overhead panel FEATH CTL)
Start control and indications DC ESS BUS

(on overhead panel START CTL and IND)
Ignition system DC ESS BUS

(on overhead panel IGN)
EEC
. power supply DC EMER BUS and DC BUS 1
(on overhead panel PWR SUPPLY)
. control DC EMER BUS
(on lateral overhead panel CTL and CAU-
TION)
Propeller overspeed test DC BUS 1

(on lateral panel PROP OVSPD TEST)
Mod: 5948
POWER PLANT 1.16.60
ELECTRICAL SUPPLY/ P3 001
MFC LOGIC/SYSTEM MONITORING APR 11
DC BUS SUPPLY
EQUIPMENT
(C/B)
Propeller brake DC ESS BUS
(on lateral panel PWR SUPPLY CTL IND)
Feather pump test DC SVCE BUS

(on lateral panel FEATH PUMP TEST)
PEC 1 + 2 (NORMAL) DC EMER BUS

associated PVM and PIU (on overhead panel)
PEC 1 + 2 (BACK-- UP) DC ESS BUS

(on overhead panel)
Idle gate . DC BUS 1

(on overhead panel SOL)
. DC BUS 2
(on overhead panel CAUTION)
MFC LOGIC
See chapter 1.01.
Mod: 5948
POWER PLANT 1.16.60
AA
SYSTEM MONITORING
ENG 1(2) OUT (at take off)

This warning is generated at take off in case of engine 1(2) failure.
- ENG 1(2) OUT red message on EWD
ENG 1(2) OUT (in flight)

This caution is generated in flight in case of engine 1(2) failure.
- ENG 1(2) OUT amber message on EWD
ENG 1+2 OUT

This warning is generated in case of both engines failure.
- ENG 1+2 OUT red message on EWD
NAC OVHT
This warning is generated when nacelle temperature exceeds 170C (338F) when
aircraft is on ground.
- NAC OVHT red message on EWD
- NAC OVHT legend in red reverse video on SD engine page
PROP BRK
This warning is generated when propeller brake is not locked in full locked or in full
released position.
- PROP BRK red message on EWD
- UNLK red light on overhead panel
Mod: 5948
POWER PLANT 1.16.60
AA
ENG START ITT

This caution is generated when start ITT is above limit (T>800C (1590F))
- ENG START ITT amber message on EWD
SINGLE ENGINE
This caution is generated in case of single engine operation
- SINGLE ENGINE amber message on EWD
IDLE GATE
This caution is generated in case of automatic idle gate system failure
- IDLE GATE amber message on EWD
- IDLE GATE amber light on pedestal
ENG 1(2) LO PITCH

This caution is generated in case of low pitch detection in flight
- ENG 1(2) LO PITCH amber message on EWD
- LO PITCH displayed amber on the primary engine indications
ENG BOOST (if installed)

This caution is generated when boost failure is detected
- ENG BOOST amber message on EWD
- BOOST pb FAULT light illuminates on PWR MGT panel
Mod: 5948
POWER PLANT 1.16.60
AA
ENG 1(2) PEC

This caution is generated in case of PEC failure
- ENG 1(2) PEC amber message on EWD
- PEC pb FAULT light illuminates
ENG 1(2) OVER LIMIT

This caution is generated when engine temperature is above limit
- ENG 1(2) OVER LIMIT amber message on EWD
- NH indicator arc amber (between 103.3 and 106.4%) or red (>106%)
- NL value amber (between 104.2 and 106.8%) or red (>106.8%)
ENG 1(2) PROP LIMIT

This caution is generated when propoller rate is above limit
- ENG 1(2) PROP LIMIT amber message on EWD
ENG FUEL CLOG

This caution is generated in case of clogging of the filter associated with HP pump
- ENG FUEL CLOG amber message on EWD
- CLOG label in amber on SD engine page
ENG START
This caution is generated in case of start sequence incident
- ENG START amber message on EWD
- START label in amber reverse video on SD engine page
- FAULT legend in amber on the affected START pb.
Mod: 5948
POWER PLANT 1.16.60
AA
ELEC X START
This caution is generated when on ground, during second engine start, operative DC GEN
does not come on line to supply the START BUS between 10 % and 45 % NH
- ELEC X START amber message on EWD
- X START FAIL on Engine SD page
- X START FAIL on overhead panel
ENG START NO NH
This caution is generated if NH does not incrrease during start
- ENG START NO NH amber message on EWD
ENG NO ITT
This caution is generated if ITT does not increase during start
- ENG NO ITT amber message on EWD
ENG EEC
This caution is generated in case of one EEC failure
- ENG EEC amber message on EWD
- FAULT light illuminate on dedicated EEC pb (Flashing if PL above
52C)
ENG EEC 1+2

This caution is generated in case of both EEC failureVisual and aural alerts are :
- ENG EEC 1+2 amber message on EWD
- FAULT light illuminates on EEC pb (Flashing if PL above 52)
Mod: 5948
POWER PLANT 1.16.60
AA
ENG 1(2) PEC SGL CH

This caution is generated in case of PEC failureVisual and aural alerts are :
- ENG 1(2) PEC SGL CH amber message on EWD
- SGL CH on engine page
ENG 1(2) OIL PRESS

This warning is generated either when oil pressure drops below 40 PSI on indicator or low
pressure switch is activated.
- ENG 1(2) OIL PRESS red message on EWD
- LO PR flag in red reverse video on SD engine page (when low
pressure switch generates a signal to the MFC and CAC)
ENG 1(2) OIL OVHT

This caution is generated in case of engine oil overheat
- ENG 1(2) OIL OVHT amber message on EWD
- Oil temperature readout in red.
ENG 1(2) OIL TEMP LO

This caution is generated when engine oil temperature is detected too low. (T<45C
(89F))
- ENG 1(2) OIL TEMP LO amber message on EWD
- Oil temperature arc in white on SD engine page
ENG 1(2) OIL TEMP HI

This caution is generated when engine oil temperature is detected too high
(125C <T<140C) (248F<T<278F)
- ENG 1(2) OIL TEMP HI amber message on EWD
- Oil temperature arc in amber
- Oil temperature readout in amber
Mod: 5948
LIMITATIONS 2.01.00
P 1 001
CONTENTS APR 11
AA
2.01.00 C0NTENTS
2.01.01 GENERAL
2.01.02 WEIGHT AND LOADING
2.01.03 AIRSPEED AND OPERATIONAL PARAMETERS
2.01.04 POWER PLANT
2.01.05 SYSTEMS
2.01.06 TCAS
2.01.07 FMS
2.01.08 CABIN LIGHTING
2.01.09 TAWS
2.01.10 COCKPIT DOOR SECURITY SYSTEM (if installed)
Mod 5948
.
APR 11
cs
Mod 5948
LIMITATIONS 2.01.01
P2 001
GENERAL APR 11
AA
MANEUVERING LIMIT LOAD FACTORS
FLAPS RETRACTED = - 1 G to 2.5 G

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

given by the emergency evacuation demonstration must be respected.
Mod 5948
LIMITATIONS 2.01.02
P1 700
WEIGHT AND LOADING APR 11
AA
DESIGN WEIGHT LIMITATIONS
MAXIMUM WEIGHT KG LB
TAXI 22 970 50 640
TAKE OFF 22 800 50 265
LANDING 22 350 49 273
ZERO FUEL 20 800 45 856
CENTER OF GRAVITY ENVELOPE
The limits of center of gravity are given in percentage of the mean aerodynamic chord
(MAC), landing gear extended.
The MAC is 2.303 meters long (90.67) inches.
Station O is located 2.362 meters (92.99 inches) forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 13.604 meters
(535.59 inches).
Mod : Mod 5948 + 5555 Model : 212A

LIMITATIONS 2.01.02
P2 001
WEIGHT AND LOADING APR 11
AA
PASSENGERS BOARDING / DISEMBARKING
See WBM 1.10.04 p1
PASSENGERS BOARDING / DISEMBARKING
- The tail prop must installed before passengers boarding / disembarking;
- A possible toppling over should be taken into account from seven persons moving near
the rear part of an off loading aircraft.
Mod 5948 Model : 212A

LIMITATIONS 2.01.03
P1 001
AIRSPEED AND OPERATIONAL PARAMETERS APR 11
AA
AIRSPEEDS
* MAXIMUM OPERATING SPEED.
This limit must not be intentionnaly exceeded in any flight regime.
VMO = 250 kt
MMO = 0.55
* MAXIMUM DESIGN MANEUVERING SPEED VA

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

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

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

VLE = 185 kt
VLO RET= 160 kt
VLO LOW= 170 kt
* MAXIMUM ROUGH AIR SPEED
VRA= 180 kt
* MAXIMUM WIPER OPERATING SPEED
VWO = 160 kt
* MAXIMUM TIRE SPEED : 165 kt (Ground speed).
Mod 5948
LIMITATIONS 2.01.03
P2 001
AA
R STALL SPEEDS - VSR

ROFA-- 02-- 01-- 03-- 002-- A500AA
Mod 5948 Eng. : PW127F / PW127M

LIMITATIONS 2.01.03
P3 001
AA
V1 LIMITED BY VMCG (FLAPS 15)
CAS (KT)
V1 LIMITED BY VMCG
OUTSIDE AIR TEMPERATURE (DG.C)
Mod 5948 Eng. : PW127F / PW127M

LIMITATIONS 2.01.03
P4 001
AA
VMCA (FLAPS 15)
CAS (KT)
VMCA
ROFA--02--01--03--004--A500AA
VMCL
Flaps VMCL (CAS)
30 98 kt
15 98 kt
Mod 5948 Eng. : PW127F / PW127M

APR 11
Altitude Zp (ft)
For operations on runways slope beyond 2% : refer to 3.11.18
MINIMUM RUNWAY WIDTH : 30m

For narrow runways operations : refer to 3.11.10
Mod : 5948 + 3037 + (3522 or 8044)

LIMITATIONS 2.01.03
P6 001
TAKE OFF AND LANDING (CONTD)
The maximum crosswind demonstrated is:

- Take-- off: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt
- Landing Flaps 30: . . . . . . . . . . . . . . . . . . . . . . . . . . 35kt
Braking Action TO LDG Maximum Crosswind
(TO and LDG)
GOOD 1 1 35 kt
GOOD/MEDIUM 2 2 28 kt
MEDIUM 3/6 6 22 kt
MEDIUM/POOR 4 5 16 kt
POOR 7 7 10 kt
Runway status: 1: dry runway, 2:wet up to 3mm depth, 3 (TO only): slush or water from 3 to
6mm depth, 4 (TO only):slush or water from 6 to 12.7mm depth,
5: slush or water from 3 to 12.7mm depth, 6: compact snow, 7: ice
Mod 5948
LIMITATIONS 2.01.04
P1 001
POWER PLANT APR 11
AA
ENGINES
ENGINE PARAMETERS
Operating limits with no unscheduled maintenance action required.
Beyond these limits, refer to maintenance manual.
POWER TIME TQ ITT NH NL NP OIL PRESS OIL

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

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

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

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

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

MODE (3)
STARTING 5s 950 - 54 min

(2)
OTHER 800 106

(*****)
TRANSIENT 5s 120
20 s(1) (2) 120 840 106.4 106.8 108
20 mn 140
During RESERVE TAKE OFF, TQ indication may exceed 100 % but not 106.3 %.
(*) ITT limite depends on outside air temperature; refer to 2.01.04 P 3 for detailed
information.
(**) Value linked to 100 % NP.
(***) - RTO: Time beyond 5 mn is linked to actual single engine operations only.
- MCT rating is the max power certified for continuous use. In-- flight emergencies
are the only conditions for which MCT use is authorized.
(****) Up to 75 % NH only.
(*****) Permissible for completion of flight provided TQ does not exceed 75.2 %
during climb and 73.13 % during cruise.
(1), (2), (3), (4) : see page 4.
Note : Flight with an engine running and the propeller feathered is not permitted.
Mod 5948 Model. : 212A

LIMITATIONS 2.01.04
P2 001
POWER PLANT APR 11
AA
Note : Operation up to 106.3% torque is time unlimited when

NP is below 94%

LIMITATIONS 2.01.04
P3 001
POWER PLANT APR 11
AA
ITT LIMITS

LIMITATIONS 2.01.04
P4 001
POWER PLANT APR 11
AA
(1) - Determine and correct cause of overtorque.

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

propeller maintenance manual.

LIMITATIONS 2.01.04
P5 001
POWER PLANT APR 11
AA
STARTER
3 STARTS WITH A 1 MINUTE 30 SECONDS MAXIMUM COMBINED STARTER
RUNNING TIME, FOLLOWED BY 4 MINUTES OFF
OIL SYSTEM
Approved lubricating oils
- Aero Shell Turbine oil 500
- Aero Shell Turbine oil 560
- Royco Turbine oil 500
- Royco Turbine oil 560
- Mobil Jet oil II
- Mobil Jet oil 254
- Castrol 4000
- Castrol 5000
- Exxon Turbo oil 2380
Mixing of different brands of oil or viscosities of oil is not recommended.
FUEL SYSTEM
- Use of JP 4 or JET B is prohibited.
- Acceptable fuels (refer to PWC Documentation to determine equivalent approved fuels).
MINIMUM FUEL TEMP (C) MAXIMUM
FUELS FREEZING POINT FUEL TEMP
(C) Starting Operation (C)
JET A - 40 - 34 - 38 + 57
JET A1 - 50 - 34 - 48 + 57
RT, TS1 - 60 - 34 - 60 + 57
JP 5 - 46 - 26 - 33 + 57
- Approved anti icing additives (maximum concentration allowed : 0.15 % per volume) :
- Philips PFA 55 MB
- MIL-- I-- 27 686 D
- Ethylene Glycol Monomethyl Ether as defined in MIL-- I-- 27 686 E.
Mod 5948
LIMITATIONS 2.01.04
P6 001
POWER PLANT APR 11
AA
REFUELING
MAXIMUM PRESSURE 3.5 BARS (50 PSI)
USABLE FUEL
THE TOTAL QUANTITY OF FUEL USABLE IN EACH TANK IS

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

THE WHOLE FLIGHT ENVELOPE
- ONE ELECTRICAL PUMP AND ASSOCIATED JET PUMP ARE
ABLE TO SUPPLY BOTH ENGINES IN THE WHOLE FLIGHT
ENVELOPE
Mod 5948
LIMITATIONS 2.01.05
P1 030
SYSTEMS APR 11
AA
AIR - PRESSURIZATION
MAXIMUM DIFFERENTIAL PRESSURE 6.35 PSI

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

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

BRAKED WHEELS EXCEPT IN CASE OF EMERGENCY
MFC
TAKE OFF WITH TWO OR MORE FAILED MFC MODULES IS PROHIBITED.
Mod : 5948 + 1603

LIMITATIONS 2.01.05
P2 100
SYSTEMS APR 11
AA
OXYGEN
Reference temperature = Cabin Temperature or OAT whichever is higher, on ground

= Cabin Temperature in flight
Minimum bottle pressure required to cover a cabin depressurization at mid-- time of the
flight, an emergency descent from 25,000 ft to 13,000 ft within less than 4 minutes and a
flight continuation at an altitude below 13,000 ft.
A 25 % pax oxygen consumption is assumed.
In case of smoke emission, the system protects the flight crew members during 15 min.
Note : At dispatch the computed flight time after decompression should be at least
1/2 of estimated flight time to destination or flight time to the longest en route
alternate which ever is higher.
Provision is made to cover :
- unusuable quantity
- normal system leakage
- Ref. Temp errors.
Mod : 5948 + 4411

LIMITATIONS 2.01.05
P3 001
SYSTEMS APR 11
AA
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)
-- Minimum height for autopilot engagement on take off : 100 ft. After T/O below
1000 f, use of autopilot is not permitted with bank angle greater than 15_.
-- Minimum height for autopilot use in single source configuration: do not use
AP/YD in single source configuration(one ADC and/or one AHRS lost :
-- below 1000 ft AGL, or
-- with stall warning inoperative.
-- NAV mode for VOR approach, using either autopilot or flight director is
authorized only if :
-- a co--located DME is available, and
-- DME HOLD is not selected
-- Minimum height for use of either autopilot or flight director :
-- Except during take off or approach : 1000 ft
-- VS or IAS mode during approach :160 ft
-- CAT 1 APP mode : 160 ft
Refer to 2.02.04 for CAT II operation
INSTRUMENTS MARKINGS
Red arc or radial line : minimum and maximum limits

Yellow arc : caution area
Green arc : normal area
FLAPS
Holding with any flaps extended is prohibited in icing conditions (except for single
engine operations);
ICING CONDITIONS
-- All icing detection lights must be operative prior to flight into icing conditions at
night.
-- The ice detector must be operative for flight into icing conditions.
Mod 5948
LIMITATIONS 2.01.05
P4 001
SYSTEMS FEB 12
AA
PAGE LEFT INTENTIONALLY BLANK
Mod 5948
LIMITATIONS 2.01.06
P1 001
TCAS APR 11
AA
TCAS
LIMITATIONS
The limitations in Part 2.01 are applicable with the addition of the following:
1-- TCAS operation is approved for use in VFR meteorological conditions (VMC) and
IFR meteorological conditions (IMC).
2-- The pilot must not initiate evasive maneuvers using information from the traffic
display only or from a traffic advisory (TCAS TA) only.
These displays and advisories are intended only for assistance in visually locating
the traffic and lack the resolution necessary for use in evasive maneuvering.
3-- Compliance with TCAS resolution advisory is required unless the pilot considers it
unsafe to do so.
However, maneuvers which are in the opposite direction of the resolution advisory
(TCAS RA) are extremely hazardous and are prohibited unless it is visually
determined they are the only means to assure safe separation.
CAUTION : Once a non crossing RA has been issued the vertical speed should be
accurately adjusted to comply with the RA, in order to avoid negating
the effectiveness of a co-- ordinated maneuvre by the intruder.
WARNING : Non compliance with a crossing RA by one airplane may result in

reduced vertical separation. Therefore, safe horizontal separation
must also be assured by visual means.
4-- Evasive maneuvring should be made with the autopilot disengaged, and limited to
the minimum required to comply with the RA. The pilot must promptly return to the
previous ATC clearance when the TCAS CLEAR OF CONFLICT voice message is
announced.
5-- Prior to perform RAs climb or increase climb, the crew should select the appropriate
engine power setting on the power MGT rotary selector.
6-- When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go-- around phase, a normal procedure of go-- around should
be followed including the appropriate power increase and configuration changes.
Mod 5948
LIMITATIONS 2.01.06
P2 001
TCAS APR 11
AA
TCAS (CONTD)
7-- Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RAs would be
appropriate, however it is not possible to do so. In these cases, TCAS may command
maneuvers which may significantly reduce stall margins or result in stall warning.
Conditions where this may occur include operations with a bank angle (wings level is
assumed), weight, altitude and temperature combinations outside those noted
below, leaving aircraft in landing configuration during climb RA on approach, engine
out operations, and abnormal configurations such as landing gear not retracted or
stick pusher/shaker failure.
The table below entitled Flight Envelope in which climb resolution advisory can be
accomplished without stick pusher/shaker activation outlines the parameters used
in the development of the performance inhibits. This table does not consider worst
turboprop flight conditions especially operations using minimum operating
airspeeds as are sometimes required (e.g. obstacle clearance, ATC constraints). In
all cases, stall warning must be given precedence over climb RA commands.
NOTE : TCAS is viewed as a supplement to the pilot who, with the aid of the
ATC system, has the primary responsibility for avoiding mid-- air
collisions.
WARNING : Priority must be granted to increasing airspeed when reaching stall

warning even when this requires deviation from an RA command
issued by the TCAS.
Mod 5948
LIMITATIONS 2.01.06
P3 001
TCAS APR 11
AA
TCAS (CONTD)
FLIGHT ENVELOPE IN WHICH CLIMB RESOLUTION ADVISORY CAN

BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION
WEIGHT AIRSPEED
FLIGHT
ALTITUDE POWER FLAPS GEAR
REGIME
G INITIAL MIN.
TEMP.
Take off FAR25/CS25 Take off 15 Up V2 + 20 1.13 VS1g
Climb limit
Approach FAR25/CS25 Spin up to go around 15 UP 1.51 1.13 VS1g

Climb limit power during VS1g
maneuver from
power for level flight
Landing FAR25/CS25 Spin up to go around Transition DN VAPP+10 1.13 VS1g
Transitioning Climb limit power during maneuver from to
to go around from power required for 30 to 15 Up
at RA 3 Glide Slope
Enroute Critical Wt/Alt Power for level flight Up Up Long Higher of
giving 1.3G to increase to Max Range 1.13 VS1g
buffet onset Continuous Cruise if defined
or buffet
onset
Temperature range up to ISA + 27
- Enroute 0 25000 ft
Altitude range - Take off 0 6000 ft
- Approach and landing 0 7000 ft
Wings Level Assumed
Mod 5948
LIMITATIONS 2.01.06
P4 001
TCAS APR 11
AA
TCAS (CONTD)
8-- Inhibition schemes
8.1-- Non icing conditions

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

FLAPS 0 Z < 20000 ft AUTHORIZED INHIBITED
FLAPS 0 Z > 20000 ft INHIBITED INHIBITED
FLAPS 15 TO AUTHORIZED INHIBITED
FLAPS 15 APPROACH AUTHORIZED INHIBITED
FLAPS 30 INHIBITED INHIBITED
N O TE 1 : Pilots are authorized to deviate from their current ATC clearance to

the extent necessary to comply with a TCAS resolution advisory.
NOTE 2 : Maneuvers based solely on information displayed on the traffic
display are not authorized.
Mod 5948
LIMITATIONS 2.01.06
P5 001
TCAS APR 11
AA
TCAS (CONTD)
NORMAL PROCEDURES
The normal procedures in Part 2.03 are applicable.
EMERGENCY PROCEDURES
The emergency procedures in Part 2.04 are applicable.
PROCEDURES FOLLOWING FAILURES
The procedures following failures in Part 2.05 are applicable with the addition of the
following:
The TCAS must be turned TA ONLY in the following cases:
- Engine out operations
- Stick pusher/shaker failure
- Flight with landing gear down
The TCAS must be turned STBY in the following cases:
- ATC request
PERFORMANCES
The performances in Part 3 are applicable.
Mod 5948
.
LIMITATIONS 2.01.07
FLIGHT MANAGEMENT SYSTEM P1 001
FMS APR 11
AA
1 -- GENERAL
The FMS:
- complies with TSO C 129 and TSO C115B,
- is installed in compliance with, AC 20--130A for navigation use.
- has been demonstrated to meet the En--route continental B--RNAV requirements
of AMC 20--4 or equivalent in single GPS configuration.
- has been demonstrated to meet the P--RNAV requirements of JAA TGL no10.
- has been demonstrated to meet the RNAV (GNSS) non--precision approach
requirement and RNP APCH AMC 20-- 27 specification in single GPS
configuration.
- APVBARO--VNAVoperations hadnot beendemonstrated andare notapproved.
2 -- LIMITATIONS
Compliance with the above regulations does not constitute an operational
approval/authorization to conduct operations. Aircraft operators must apply to
their Authority for such an approval/authorization.
- The FMS pilots guide must be available on board.
- The approval of the system is based on the assumption that the navigation
database has been validated for intended use.
- In single GPS configuration, the system is approved for use for oceanic and
remote operations when only one long range navigation system is required.
- This system is approved for RNAV En--route continental (B--RNAV) and RNAV
terminal area operations like RNAV SID/STAR (P--RNAV).
NOTE : This system is approved in any of the following configurations: AP
coupling, FD only or raw data (HSI information).
- This system is also approved as a supplemental navigation means for
conventional En--route continental operations, conventional terminal operations
(SID/STAR) and conventional non--precision approach (e.g. NDB, VOR/DME,
LOC,...) provided :
S Approved navigation equipments, other than GNSS, required for the
route to be flown are installed and operational.
S When the system is used to fly non--precision approach not promulgated
as RNAV (GNSS) approach or when procedure coordinates
(SID/STAR, Approach) cannot be guaranteed as WGS84, raw data
(conventional navigation information) are displayed to verify the correct
RNAV (GNSS) guidance.
.../...
Mod : 5948
.
LIMITATIONS 2.01.07
FLIGHT MANAGEMENT SYSTEM P 1A 001
FMS APR 11
AA
2 . 01 .07 -- FMS (CONTD)
- Single GPS configurations is approved for RNAV (GNSS) non--precision

approach provided:
SThe crew respects the published MDA (without VNAV (VDEV) credit)
SThe published approach procedure is referenced to WGS84 coordinates
or equivalent.
SBefore starting the approach, crew checks GNSS is operating without
GPS INTEG (on ND).
SAPPR annunciation must be displayed in green on PFD for final approach.
NOTE : Pilots intending to conduct an RNP APCH procedure must fly the full
leg starting from IAF otherwise the system will not switch to APPR
mode (RNP and EHSI scale will remain at 1NM)
SRNAV (GNSS) non--precision approaches are performed only if a
non--GNSS approach procedure is available at destination or at alternate
destination.
SRNAV (GNSS) non--precision approaches must be aborted in case of GPS
INTEG on ND or UNABLE RNP on ND and/or GPS or RNP annunciator on
MCDU affecting the RNAV (GNSS) used for guidance.
SApproved navigation equipments, other than RNAV(GNSS), required for
the approach to be flown (at destination and at any required alternate
airport) are installed and operational.
NOTE : ILS, LOC, LOC BC, LDA, SDF and MLS approaches are not covered.
- APV BARO--VNAVpart of theRNAV(GNSS) systemis not approved and can only
be used as advisory means.
NOTE : VDEV function must be permanently cross--checked by conventional
means (primary altimeters displays)
- If GNSS must be used in oceanic/remote area, B--RNAV (if DME are not
available), P--RNAV or for approach phases, the availability of the GPS integrity
(RAIM or FDE functions) must be checked by the operator using prediction tool
available in the GNSS during the pre--flight planning phase or any other
approved tool.
.../...
Mod : 5948
.
LIMITATIONS 2.01.07
FLIGHT MANAGEMENT SYSTEM P 1B 001
FMS FEB 12
AA
2 . 01 .07 -- FMS (CONTD)
R 2 -- LIMITATIONS (CONTD)
FMS predictions: Distance, time and fuel prediction deviations have been quantified
as follows:
S Climb: in the range ISA --20 to ISA +20, prediction deviations are lower than
10% and decrease to zero during climb . Outside this range, they could be
greater than 10% and decrease to zero during climb.
S Cruise: prediction deviations are lower than 5% in the whole environmental
envelope.
S Descent: prediction deviations are lower than 5% in the whole
environmental envelope.
3 -- PROCEDURES FOLLOWING FAILURE

- SINGLE GPS
SFor RNAV (GNSS) non--precision approach, in the event of GPS INTEG
illumination or if UNABLE RNP message occurs, perform a go around
unless suitable visual reference is available.
SIn case of loss of navigation or navigation degradation leading to the loss
of the required navigation performance crew must inform ATC and revert to
alternate navigation means.
Mod : 5948
.
LIMITATIONS 2.01.08
P1 001
CABIN LIGHTING APR 11
AA
The general cabin illumination system must be used during not less than 15 minutes
before each flight.
Mod : 5948
.
LIMITATIONS 2.01.09
P 1 001
TAWS APR 11
TAWS
1. Navigation is not to be predicated on the use of the terrain display.
Note : The Terrain display is intended to serve as a situational awareness

tool only. It does not have the integrity, accuracy or fidelity on which to
solely base decisions for terrain or obstacle avoidance.
2.To avoid giving nuisance alerts, the predictive TAWS functions must be
inhibited when landing at an airport that is not included in the airport database.
3.The current local QNH must be entered in the Pilots altimeter for proper terrain
alerting.
4.QFE operation is not permitted in conjunction with TAWS.
Mod : 5948
.
LIMITATIONS 2.01.10
P 1 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES

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

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

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

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

The buzzer sounds continuously in the cockpit for 30 seconds, and the OPEN light
flashes on the central pedestals cockpit Door Control Panel.
Note : If the flight crew does not take any action, the door will unlock after 30 seconds.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENY
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3
minutes. When the situation in the cockpit permits, the flight crew should identify
the person requesting entry prior to unlocking the door.
DOOR TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
The flight crew should pull the toggle switch and maintain it on the OPEN position,
until the cabin crew opens the door.
Before leaving the aircraft
COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FAULT LIGHT on Door Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod :5948 + 5465
LIMITATIONS 2.01.10
P 2 200
AA
COCKPIT DOOR OPERATION : NORMAL PROCEDURES (contd)
Daily Check
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . ON
On the DOOR CALL PANEL
- EMER PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
- Check OPEN LIGHT flashes
In the cockpit :
- Check buzzer
- Check OPEN LIGHT flashes
H If correct :
In the cockpit :
- TOGGLE SW on COCKPIT DOOR CONTROL PANEL . . . . . . . . . . DENY
- Check buzzer stops
- Check OPEN LIGHT extinguishes
On the DOOR CALL PANEL
- Check OPEN LIGHT extinguishes and DENIED LIGHT illuminates
H If correct :
- TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . OFF
- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLT(S)
Mod : 5948 + 5465

LIMITATIONS 2.01.10
P 3 200
AA
COCKPIT DOOR OPERATION : PROCEDURES FOLLOWING FAILURE
Electrical Power Lost

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

- Move the manual lock bolt to CLOSE position
- Note : when the door is locked with the manual bolt, the emergency access to
the cockpit is unavailable. It is recommended that at least two crew
members remain in the cockpit during that time.
DC ESS BUS Lost
- Apply Cockpit Door Control Panel FAULT LIGHT illuminates procedure
- Note : Cockpit Door Control Panel FAULT LIGHT is inoperative.
Mod : 5948 + 5465

LIMITATIONS 2.01.10
P 4 200
AA
COCKPIT DOOR OPERATION : OPENING THE COCKPIT DOOR FROM THE CABIN
CABIN CREW ROUTINE ACCESS . . . . . . . . . . . . . . . . . REQUEST on the Door Call Panel
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS CALL PB
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STAND IN COCKPIT DOOR AXIS
The cabin crew should stand in the axis of the cockpit door.
A buzzer sounds in the cockpit.
The flight crew denies the entry request via the DOOR TOGGLE SW.
The Door Call Panel red light comes ON steady, and indicates that the door is locked.
Emergency access, the buzzer, and the Door Call Panel are inhibited for 3 minutes.
The flight crew unlocks the door via the DOOR TOGGLE SW.
The Door Call Panel green light comes ON steady, and indicates that the door is
unlocked.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle located in the cockpit side on the
door left panel
H If there is no reaction from the flight crew :
CABIN CREW SECOND ACCESS REQUEST . . . . . . REQUEST on the Door Call Panel
Repeat the above procedure.
H If there is no reaction from the flight crew after a second request :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL THE COCKPIT
To establish contact with the flight crew and request access to the cockpit.
H If there is no reaction from the flight crew after a cabin crew interphone call :
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS THE EMERGENCY PB
Rotate the protecting plate and press the EMER PB. A buzzer sounds continuously in
the cockpit for 30 seconds, and the green light flashes on the Door Call Panel. After 30
seconds, the green light comes ON steady and the cabin crew can then pull the door
right panel to open and the buzzer stops.
This indicates that the door is unlocked for 10 seconds.
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . PULL the DOOR RIGHT PANEL to OPEN
CABIN CREW . . . . . . . . . . . . . . . . . . . UNLOCK the LEFT PANEL and PULL to OPEN
The door left panel is unlocked by moving the handle located in the cockpit side on the
door left panel
Mod : 5948 + 5465

PROCEDURES AND TECHNIQUES 2.02.00
P1 001
CONTENTS APR 11
AA
2.02.00 CONTENTS
2.02.01 OPERATING SPEEDS
2.02.02 DATA CARD
2.02.03 AIR
2.02.04 AFCS
2.02.05 ELECTRICAL SYSTEM
2.02.06 FLIGHT CONTROLS
2.02.07 FUEL SYSTEM
2.02.08 ADVERSE WEATHER
2.02.09 LANDING GEAR/BRAKES
2.02.10 FLIGHT PATTERNS
2.02.11 POWER PLANT
2.02.12 FLIGHT CHARACTERISTICS
2.02.13 Reserved
2.02.14 FLIGHT INSTRUMENTS
2.02.15 TCAS
2.02.16 TAWS
2.02.17 Reserved
2.02.18 FMS
2.02.19 HIGH LATITUDES OPERATIONS
2.02.20 Reserved
2.02.21 MPC Multi Purpose Computer
2.02.22 ACARS Aircraft Communication Addressing and Reporting System (*)
2.02.23 VIDEO CABIN SYSTEM (*)
2.02.24 DU, General Philosophy of use
(*) : if installed
Mod 5948
.
P1 001
OPERATING SPEEDS APR 11
AA
GENERAL
- Older certification rules used as a reference the minimum speed which was recorded
during defined stall penetration.
This speed was established with a load factor lower than 1g. It was used as reference for all
operational speeds.
(example V2 = 1.2 Vsmin, VREF = 1.3 Vsmin).
- New certification now uses as a reference THE ONE G STALL SPEED VSR which is
typically 6 % greater than Vsmin.
- In order to provide the same practical maneuver margin, the factors applied to VSR
have been changed to reflect the increased value of VSR relative to Vsmin.
1.2 applied to Vsmin becomes 1.13 when applied to VSR

- The ATR 72-- 212A having been certificated to the new rules, the reference stalling
speed called VSR is determined as a one G stall speed and the new (reduced) factors
apply accordingly.
Mod : 5948
P2 001
OPERATING SPEEDS FEB 12
AA
DEFINITIONS
VSR 1 g stall speed for a specified configuration. It is a function of the

aircraft weight.
VMCG Minimum control speed on the ground from which a sudden failure of the
critical engine can be controlled by use of primary flight controls only, with the
other engine operating at RTO power.
V1 Speed at which the pilot can make a decision following failure of critical
engine:
. either to continue take-- off
. or to stop the aircraft
VR Speed at which rotation is initiated to reach V2 at 35 ft height.
V2 Take off safety speed reached before 35 ft height with one engine failed and
providing second segment climb gradient not less than the minimum (2.4 %).
VMCA Minimum control speed in flight at which the aircraft can be controlled with
5 bank, in case of failure of the critical engine with the other engine at RTO
power (take off flaps setting and gear retracted.)
VMCL Minimum flight speed at which aircraft can be controlled with 5 bank in case of
failure of the critical engine, the other being set at GA power (landing flaps
setting, gear extended) and which provides rolling capability specified by
regulations.
VFE Maximum speed for each flaps configuration
R Vmin OPS Minimal flight speed according to flying conditions and aircraft configuration.
Mod : 5948
P3 001
OPERATING SPEEDS APR 11
AA
MINIMUM MANEUVER/OPERATING SPEEDS
Minimum maneuver/ operating speeds are defined in order to provide sufficient margin
against stall. They will vary with :
- Normal or icing conditions,

- weight,
- configuration,
- type of maneuver (HI or LO BANK).
They are defined by a minimum ratio to the appropriate stall speed given in FCOM
2.01.03 or by V2 when applicable.
NORMAL CONDITIONS
FLAPS VmHB VmLB
0 1.18 VSR
15 1.23 VSR and not less than V2
VMCL during approach
30 Not used
Note : Refer to 2.02.08 for icing conditions.
UTILIZATION
- VMLB is the absolute minimum maneuver speed.
This speed
* is used for take off, and initial climb.
* must be used EN ROUTE FOR OBSTACLE LIMITED SITUATIONS (refer to chapter
3.09)
* should be used in flaps 0 configuration to obtain the best climb gradient.
In all these cases, bank angle must be restricted to 15 .
- VmHB is the minimum speed used for approach. It also provides the best two engines
rate of climb.
In this case, bank angle must be restricted to 30 .
The speeds and bank angles are automatically calculated by the FMS according to weight
and atmospheric conditions and displayed on the PFDs. These speeds are also available
in a pilot oriented manner as operating data booklet in the Quick Reference Handbook, in
which relevant maneuver/operating speeds are directly given for all weights.
Mod : 5948
P4 001
OPERATING SPEEDS FEB 12
AA
CONSERVATIVE MANEUVERING SPEEDS
When performance consideration does not dictate use of minimum

maneuver / operating speeds, the following conservative maneuvering speeds are
recommended.
R They cover all weights, normal operational maneuver and flight conditions (normal and
icing conditions) :
Flaps 0 : 180 kt.

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

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

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

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

Example :
- Minimum speed to retract flaps from 15 to 0 : VmLB0.
Mod 5948
P1 001
DATA CARDS APR 11
AA
Mod : 5948
.
APR 11
Mod 5948
P2 080
AIR FEB 12
AA
AIR CONDITIONING
When operating from airfields with high OAT, it is essential to cooldown the cabin
before boarding passengers: this is best achieved by use of a ground conditioning
unit, but may also be done through the use of Hotel Mode, and in that case the following
R considerations will be applied :
- as soon as OAT exceeds 22 C and aircraft has remained exposed to direct sun,
PRE-- CONDITIONING becomes necessary for passengers comfort, prior to boarding;
- allow a reasonable period of time for pre-- conditioning, and use up to

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

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

necessary protections to avoid damage to packs turbines due to freezing.
In case of duct overheating, manual mode is recommended.
As manual mode does not incorporate the protections of AUTO MODE, the following
R considerations must be applied:
- Do not use temperature selector in manual mode unless auto mode is inoperative.
- When in manual mode, monitor duct temperature and adjust rotary selector to maintain
positive duct temp : this is essential to avoid pack freezing.
Mod : 5948 + 3037

APR 11
Mod 5948
APR 11
Mod 5948
P1 001
AFCS FEB 12
AA
GENERAL
The ATR 72 with Mod 5948 is equipped with a Thales AutoPilot/Flight Director.
Systematic use of AP/FD is recommended in order to :
- Increase the accuracy of guidance and tracking in all weather conditions, from early
climb after take off down to landing minima.
- Provide increased passenger comfort through SMOOTH AND REPEATABLE altitude
and heading changes in all atmospheric conditions.
- Reduce crew workload and increase safety.
MAIN RULES OF USE
D AP and YD cannot be engaged on ground : any attempt to do it will result in the

message YD INHIB on FMA;
D FD is available on ground as soon as DC normal buses are powered, but FD bars are in
sight only if :
R - One upper mode is selected (Green indication on FMA).

- FD ON/OFF push button on FGCP is ON.
Note : - FD ON/OFF push buttons, one on Left side and one on Right side act
only on FD DISPLAYS (FD Bars)
Left push button allows selection/deselection on Left side only. Right
push button allows selection/deselection on Right side only.
- STBY push button on FGCP deactivates all active and armed upper
modes.
- If Auto Pilot is ON, Basic Mode with associated bars are displayed.
Mod : 5948
P2 001
AFCS APR 11
AA
D The references to be flown may be coupled to left or right side by the CPL push button.
Changes of CPL side while coupled to VOR, LOC, or LNAV will revert to basic mode.
D Modes are engaged (green indication on FMA) or armed (Cyan indication on FMA) by
action on the relevant push button on FGCP.
FMA must be monitored for actual state of modes of AP/YD :
A second push on the push button associated to a mode already
engaged (or armed) disengages (or disarms) it and revert to basic
mode.
Lateral mode revert to Heading Hold, Vertical mode revert to Pitch
Hold
D ALT SEL mode is automatically armed as soon as the flight path is directed towards
the altitude set on PFD via FGCP. All altitudes clearance given by ATC should
systematically be set on PFD via FGCP to ensure automatic level off when AP is
engaged (or FD followed in case of manual fliying).
Note : After ALT mode has been engaged, the aircraft remains in level flight on the new
barometric setting.
D When HDG changes are performed with the HDG SEL mode active, maximum bank
angle is automatically selected by the system. For all lateral modes, maximum bank
angle is automatically selected by the system (15 if IAS<VmHB, 27 otherwise).
This allows AFCS maneuvring in all conditions, including early climb after take-- off or go
around where speed may be down to Vmin OPS (Vm LB).
Mod : 5948
P3 001
AFCS APR 11
AA
Note : Following engine failure, auto-- pilot may be used for climb at V 2 min only AFTER
LATERAL TRIMMING HAS BEEN ACHIEVED.
D LATERAL TRIM with auto-- pilot engaged
- Trim on ROLL axis is inhibited when there is no RETRIM ROLL request set on FMA.
- As there is no auto-- trim neither on ROLL nor YAW axis, it is the pilot task to maintain
lateral trimming when speed or power is substantially changed.
- The autopilot will indicate only roll/yaw out of trim.
- If yaw trim is requested a message :
RETRIM AIRCRAFT NOSE LEFT/RIGHT is displayed on FMA, and on the yaw trim
indicator a cyan arrow indicating in wich direction left/right trim is required.
- If roll trim is required a message :
RETRIM ROLL L(R) WING DOWN is displayed on FMA, and on the roll trim indicator
a cyan arrow indicating in wich direction (left/right) trim is required.
- If excessive lateral trim increased and last, or AILERON MISTRIM message is
displayed on FMA :
DISCONNECT AP, HOLDING FIRMLY THE CONTROLS.
FLY MANUALLY PRIOR TO ADJUSTING LATERAL TRIMS.
The auto pilot may be reengaged following adjustment of the lateral trims.
D AUTO PILOT/YD DISCONNECT
Auto pilot may be disconnected by :
- Quick disconnect push buttons on each control wheel
- Action on normal or STBY Pitch Trims
- AP push button on FGCP
- YD push button on FGCP
- GA push buttons on Power Levers
- Pilot input on left or right rudder pedals over 30 daN (66 lb)
- Pilot input on the control column (push or pull on pitch axis) over 10 daN (22 lb)
Yaw Damper and consequently AP, may be disconnected by :

- YD push button on FGCP,
- Pilot input on left or right rudder pedals over 30 daN (66 lb)
- At touch down when landing.
CAUTION : Overriding the Autopilot on roll axis will not lead to A/P disconnection.
The QUICK DISCONNECT push button is recommended for all normal AP disengagement
as it leaves the YD engaged.
A second push on the QUICK DISCONNECT pb will also cancel both audio and visual
AUTO PILOT OFF warnings.
Depressing the TCS push-- button allows to regain temporary manual control of the aircraft
without disconnecting the AP.
Mod : 5948
P4 001
AFCS APR 11
AA
Note : Function of AP/YD are monitored on three axes.

When a monitored failure is detected, the AP/YD disengages and failure message is
displayed on FMA (AP/YD invalid or AP invalid). A new re-- engagement is possible only
if the failure message disappears.
TYPICAL AP/YD operation
D TASK sharing
- With AP engaged, PF will select references and modes.

- With FD only (AP not engaged) PF will call for references and modes to be set by PM.
D BEFORE TAKE OFF
- Both FD ON
- First cleared altitude set on PFD.
- HDG bug checked on RWY HDG.
- NAV Mode may be armed if SID is available in FMS.
- Pitch Mode selected and pitch Bar set to 8.
D TAKE OFF
- As power is increased, lateral guidance FD bar remains centered as runway heading

is maintained, and if LNAV was preselected, LNAV Mode becomes active at 20 kt.
Vertical guidance FD bar stays at 8
- Rotation is initiated to the recommended value (8) as indicated by FD vertical
guidance bar.
- As soon as gear is retracted and IAS>VminOPS , IAS MODE must be selected (on
FGCP) plus SPEED BUG AUTO or MAN (on ICP) by PNF (SPEED BUG MAN mode
may be used but SPEED BUG AUTO is recommanded)
- 12 seconds after lift-- off, AP may be engaged : it synchronizes on FD command and
maintains HDG or LNAV if selected and IAS (Temporary certification, 12 seconds
equals to approximately 400 feet AGL at take off).
- Turn may be initiated as required using HDG sel knob or according to LNAV Mode.
- When acceleration altitude is reached, setting CLB Power according to standard
climb procedure increases the speed Bug automatically to climb speed if in SPEED
BUG AUTO Mode.
If in SPEED BUG MAN Mode, the speed Bug must be set to required climb speed
through the speed target selector on ICP.
Mod : 5948
P5 001
AFCS APR 11
AA
CLIMB
Use IAS mode with climb speed set through the speed target selector on the ICP. IAS
should be preferred to VS mode, unless a vertical speed constraint is given by ATC.
Note : If airspeed is not monitored during climb and VS mode is engaged with a rate
exceeding the aircraft performance the airspeed will continuously decrease : AP
will disengage automatically when stall alert is activated.
CAUTION : When VS mode is used, monitor airspeed.
LEVEL OFF
- Level off is automatic when reaching the selected altitude.
- Power must be adjusted to the new condition.
RESUME CLIMB OR DESCENT

- First, the new cleared altitude must be set on PFD.
- For descent, engage IAS or VS mode.
- For climb, engage preferably IAS mode.
- In both cases, adjust power as necessary.
Mod : 5948
P6 001
AFCS APR 11
AA
D NAVIGATION
HDG and NAV mode for VOR approach are used as required (Refer to FCOM 1.04)
Note : - Accuracy of VOR guidance is significantly improved when there is a DME

associated with the VOR.
Accuracy decreases if NAV VOR is engaged in DME HOLD mode.
D ILS approach mode
Before approach :
- Select V/ILS source (on FGCP) on coupled (CPL) side.

- Set approach course on HSI with CRS selector and tune ILS frequency.
- Use HDG SEL mode to set appropriate intercept heading.
- Arm both LOC and GS by depressing APP pb on FGCP.
- Set SPEED BUG AUTO mode
(SPEED BUG AUTO Mode is recommended as much as possible, nevertheless
SPEED BUG MAN Mode may be used)
Note :
- LOC beam capture must be started (LOC* green on FMA before GS capture can take
place).
- LOC beam capture may lead to one initial overshoot when the capture conditions are
severe (Intercept Heading = RWY HDG 90, high IAS, reduced distance to the ILS
transmitter), but, provided the distance is at least 5 Nm at the standard instrument
capture speed of 180 Kts, this initial overshoot will be followed by an asymptotic
capture without further oscillation, even with a 90 intercept angle.
- The bank angle limit is automatically set following speed versus VMHB (15 or 27).
- When LOC capture is started:
Set RWY HDG with HDG bug
Set ILS frequency and set/check V/ILS source (on FGCP) on PM
side, check ILS course on PM side
- When GLIDE beam capture (G/S* green on FMA):
First Check glide validity (according approach chart)
Set Go around altitude
Mod : 5948
P7 001
AFCS APR 11
AA
D NON PRECISION APPROACH
Use of auto-- pilot is recommended with :

- NAV mode for VOR or GNSS approach or LOC,
- HDG SEL mode for NDB approach,
- VS or IAS mode for descent.
D GO AROUND
When reaching decision height, or missed approach point after level off at MDA, if
required visual references are not established, a go-- around must be initiated.
The following procedure is recommended :
PF PM
(if no visual reference) - Announce Minimum
- AnnounceGO AROUND,
FLAPS ONE NOTCH, SET POWER
- Depress GA pbs on PLs
- Advance PLs to the ramp
- Rotate to GO AROUND - Retract FLAPS one notch
pitch attitude - Check NP= 100 %, adjust
- Follow FD bars and cancel if necessary
AP Disconnect Alarm
- Accelerate to or maintain When positive rate of climb is
VGA (2-- 02-- 01 p4) achieved :
- Announce Positive rate
- Command GEAR UP - Set gear up
When climb is stabilized :
- Command HDG/IAS - Engage HDG and IAS MODE on FGCP
Engage AUTO PILOT (if in IAS MODE+SPEED BUG AUTO
mode IAS Bug is automaticaly set to Go
Around speed
If in IAS mode+SPEED BUG MAN
mode, IAS Bug must be set manualy to
Go Around speed)
Note : GO AROUND mode gives (as a FD mode only):
- on pitch axis, a target attitude compatible with single engine performance.
- on roll axis, a steering command to maintain heading followed at GA
engagement or the FMS flight PLAN if LNAV was previously engaged.
As soon as climb is firmly established, and IAS>VminOPS use of HDG SEL / IAS
MODE+ Speed AUTO mode is recommended.
Mod : 5948
P8 001
AFCS APR 11
AA
CAT 2 OPERATIONS
" GENERAL
CAT 2 approaches are flown with AP + FD ON.
" EQUIPEMENT REQUIRED
Approach with AP
Autopilot 1
COURSE rotary selector 2
AP quick disconnect 1 (PF side)
AP OFF warning (aural) 1
ILS receiver 2
AHRS 2
IESI 1
PFD 2
Radio altimeter 1 (with 2 displays)
DH indicator 2
GA pushbutton 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
ADC 2
Hydraulic system Blue + Green
DC: BUS1 / BUS2 / EMER / STBY / ESS ;
Electrical system
AC: BUS1 / BUS2 / STBY ; ACW: BUS1 / BUS2
MFC modules 3
Mod : 5948
P9 001
AFCS APR 11
AA
Maximum demonstrated crosswind:
AutoPilot
Headwind 29 kt
Tailwind 10 kt
Crosswind 17 kt
" TASK SHARING

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

- Is in charge of radio communications.
- Monitors the flight path, the speed, the mode changes, the systems and
the engines.
- Reads the checklist.
- Selects flaps setting and gear extension.
" NORMAL APPROACH AND LANDING SEQUENCE

J Prior to approach
D BEFORE DESCENT, DESCENT, APPROACH AND BEFORE
LANDING PROCEDURES : SEE NORMAL PROCEDURE
... / ...
Mod 5948
P 10 001
AFCS APR 11
AA
J Before capture
D PF has to perform the following tasks:
- NAVAIDS set to ILS frequency, ADF set as required.
- CRS set to final approach course.
- APP armed.
- SPEED BUG AUTO mode recommanded.
D PM has to perform the following task:
- NAVAIDS and ADF set as required
J From capture to decision height
Note: The call-- outs are written in bold with ....
Tasks and callouts
CAT 2 events
PF PNF
Localizer capture LOC STAR - Set runway HDG
- Set ILS freq
- Set/check V/ILS source (on
FGCP)
- Set/check ILS CRS
- Check CAT 2 on FMA
Glide slope cap- GS STAR Set GA altitude
ture Check GA altitude
Request normal sequence for Set LDG configuration in se-

LDG configuration quence
(!): Outer marker Check altitude on RA and altimeter, OUTER (!) ALTITUDE
or equivalent posi- and if aircraft is stabilized CHECKED, STABILIZED(@)
tion (not lower WE CONTINUE Check altitude on RA and altime-
than 1000ft) ter and if aircraft stabilized
800 ft RA (#) Check dual coupling and no star on LOC 800 FT, DUAL CPL, NO STAR
and G/S modes
Check dual coupling and no star
CHECK on LOC and G/S modes
500 ft RA 500
DH + 100 ft RA Looks outside for visual references 100 ABOVE
Monitors the instruments
DH / auto call-- out DECISION
(@): Stabilized means:
- On the final approach segment flight path.
- Landing flaps selected, VAPP reached.
- Final checklist completed.
(#): Any failure that is not completely treated before 800ft AGL, or that occurs
below 800ft AGL shall always lead to a missed approach.
Mod. : 5948
P 11 001
AFCS APR 11
AA
J If visual references sufficient

Tasks and callouts
CAT 2 events
PF PM
Visual at DH LANDING
80 ft RA Disconnect AP 80
80
50 ft RA 50
20 ft RA 20
Reduce PL and flare
J If visual references insufficient, apply GO AROUND NORMAL procedure.

(2.03.20)
Mod : 5948
P 12 001
AFCS APR 11
AA
D If APP P/B is engaged without an ILS frequency tuned on the coupled side, the APP
mode will not arm and the FMA will display a caution message : CHCK NAV SRC. In
this case, tune ILS and reengage APP mode.
D As soon as LOC* mode is displayed, the approach capability (as seen by
the AFCS computer), will be displayed on FMA (CAT I or CAT II).
D TRACK phase, for both LOC and GS (indicated by LOC and GS green without *)take
place automatically when the aircraft is on the beam. The transition to DUAL CPL
intervenes at 1200ft.
The standard deceleration procedure described above, normally allows to
reach 800 ft RA after LOC and GS TRACK phases have been achieved. If
it is not the case (excessive initial speed, etc.), new proper capture has to
be made. If late capture, the dual coupling engagement is impossible.
D Excess deviation is armed :
- below 300 ft for LOC
- between 300 ft and 100 ft for GS.
Any excess deviation appearance must be announced by PM (call DEVIATION).
This call must lead to :
- AP disconnection by PF
- Go around decision if visual references are not sufficient.
D AP/FD behaviour must be permanently monitored by PM. In case of anomaly
(sustained input not justified by LOC and GS deviations , excessive attitude*), the
PM must immediately call GUIDANCE .
This call must lead to :
-- AP disconnection by PF
- Go around decision if visual references are not sufficient.
* excessive attitude means
bank angle > 10
pitch attitude < --4
> +4
- In case of GUIDANCE or DEVIATION callout by PM, (or AP

disconnection without visual references), a Go Around must be performed. If no
discrepancy is detected on PFD (CHECK ATT messages) PFD can be used with IESI
monitoring to set the initial missed approach attitude.
Mod : 5948
APR 11
Mod 5948
APR 11
Mod 5948
Mod 5948
P1 001
FLIGHT CONTROLS APR 11
ATR 72 is equipped with classical mechanical primary flight controls on all three axis.
The following peculiarities must be highlighted :
Mod 5948
P2 001
AA
PITCH : Both elevators are connected through a pitch uncoupling device, in order to
leave sufficient controllability in case of mechanical jamming of one control surface.
Activation of this device :
- requires heavy forces (52 daN/114 Ibs) to be applied to the control columns,
which minimizes the risk of untimely disconnection.
- indicated to the crew through the red warning PITCH DISC on the EWD.
- allows the flight to be safely achieved : refer to procedures following failures.
Note 1 : WHEN PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed
has to be limited to 180 kt and bank angle to 30 until flaps extension to avoid
overstressing the stabilizer.
Note 2 : The TWO yokes must be held once the aircraft is landed.
Once disconnected both elevators can be reconnected by applying the following

procedure:
BOTH ELEVATORS RECONNECTION ON GROUND
Conditions:
- Aircraft on ground and electrically powered.
- Both elevators disconnected.
- Red PITCH DISC alarm illuminated steady on EWD.
Procedure:
- Engage GUST LOCK and check both columns are locked.
- Depress and hold ELEV CLUTCH guarded pb (see 1.09.30) until PITCH DISC
flashes red on EWD.
- Release ELEV CLUTCH pb. After a few seconds, PITCH DISC extinguishes on EWD.
- Check both columns are effectively coupled.
Mod. :5948
P3 001
ROLL :
D Aileron spring tabs :
Flight controls are connected to the ailerons through the spring tabs, therefore,
maintaining the flight controls to neutral on the ground would not prevent the ailerons
from oscillating in case of strong tail wind (> 30 kt).
Therefore, in strong wind conditions it is recommended :
- to disengage the gust lock only when necessary before take off,
- after landing, to engage the gust lock before a turn that would expose the aircraft to
a tail wind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
D Aileron trim :
Ailerons forces trimming is obtained by shifting the zero position of the left aileron
spring tab : this means that AILERON TRIM INDICATOR is only representative of the
differential loading of the spring tab and not of the aileron position.
Mod. : 5948
P4 001
YAW: The rudder incorporates several particular features.
D The releasable centering unit (threshold cam) :

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

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

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

Yaw damper function is provided through the YAW CHANNEL of the AP and should
always be engaged in flight to improve passenger comfort.
The yaw damper provides in addition a sideslip cancellation function: its goal is to
keep the side slip indication centered. This can produce sustained rudder input, which
can lead to the display of a RETRIM NOSE LEFT or RETRIM NOSE RIGHT message
on FMA, and an arrow on the rudder trim indicator. In this case, the crew has to act
manually on the rudder trim in the displayed direction until the message disappears, in
order to reduce the effort sustained by the rudder actuator.
If the input required by the yaw damper is too important (more than 15daN/33lbs at
rudder pedals level), the command will be saturated, and the lateral acceleration will
be released (the side slip indicator will not be centered). In some cases (engine
failure), the yaw damper can disconnect automatically.
If the system detects a too important effort (more than 15daN/33lbs) the message
RUDDER MISTRIM will be displayed on the FMA, and a caution will be triggered by
the FWS. The procedure is to hold firmly the commands, and disconnect the AP/YD.
After lateral trimming, AP/YD can be engaged again.
In order to let the rudder axis free for pilot inputs (engine failure) without the need to
disconnect the YAW DAMPER on the FGCP, a force sensor has been implemented
and any pilot force exceeding 30 daN/66 Ibs applied on rudder will cause the YD
disengagement.
Mod 5948
P5 001
AA
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the
following recommendations must be observed.
1) THE RUDDER IS DESIGNED TO CONTROL THE AIRCRAFT, IN THE FOLLOWING
CIRCUMSTANCIES:
a) In normal operations, for directional control
- During the takeoff roll, especially in crosswind condition.
- During landing flare with crosswind, for decrab maneuver.
- During the landing roll.
- The rudder may be used as deemed necessary, for turn coordination to prevent
excessive sideslip.
b) To counteract thrust asymmetry

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

The rudder may also be used in some abnormal situations such as:
- Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral.
- Aileron jam. The rudder may be used to smoothly control the roll.
- Landing gear unsafe indication (gear not downlocked). When a main landing gear is not
downlocked, the rudder may be used to establish sideslip in an attempt to downlock the
landing gear by aerodynamic side forces.
- Landing with landing gear not downlocked. The rudder can be used for directional control
on ground.
In all these normal or abnormal circumstances, proper rudder maneuvers will not affect
the aircrafts structural integrity.
2) RUDDER SHOULD NOT BE USED:
- To induce roll, except in the previous case( Aileron jam) or
- To counter roll, induced by any type of turbulence.
Whatever the airborne flight condition may be, aggressive, full or nearly full, opposite
rudder inputs must not be applied. Such inputs can lead to loads higher than the limit, or
possibly the ultimate loads and can result in structural damage or failure.
Note : Rudder reversals must never be incorporated into airline policy, including
so-- called aircraft defensive maneuvers to disable or incapacitate hijackers.
As far as dutch roll is concerned, yaw damper action (if selected) or RCU (Releasable
Centering Unit) are sufficient to adequately dampen dutch roll oscillations. The rudder
should not be used to complement the yaw damper action.
Mod 5948
.
P1 001
FUEL SYSTEM APR 11
AA
FUEL CROSSFEED
Allows feeding of 1 or 2 engines from either side tank, especially for fuel balancing.
PROCEDURE :
Intended tank to be used :
PUMP RUN and OFF LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . extinguished

X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
Opposite tank :
PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
When asymmetrical feeding is completed:
PUMPS both . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X LINE
R Note: Each electrical pump is able to supply one engine in the whole flight
R envelope.
R One electrical pump and associated jet pump are able to supply both engines in
R the whole flight envelope.
R When X FEED is selected in line , both electrical pumps are forced to run
R (both RUN lights illuminate green) as long as associated PUMP pb is selected
R ON.
CAUTION : When X FEED procedure is applied, some fuel transfer from the wing tank
where the pump is running to the other wing tank (where the pump is OFF)
may occur. This transfer is particularly noticeable at low power settings (X
FEED in Hotel mode is the worst case).
FUEL QUANTITY INDICATIONS
IN FLIGHT
Accurate readings require aircraft levelled without side slip and pitch attitude close to zero
degree.
ON GROUND
Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running
for more than 4 minutes.
This procedure should be applied each time a comparative reading before and after flight
is intended with correlation to fuel used.
COMMENTS
- Fuel quantity indications are affected by excessive longitudinal and lateral attitudes
and accelerations.
- Fuel quantity indications are affected by the level of fuel in the feed tank. With pumps
running, the feed tanks are filled within a few minutes. This is the normal flight case.
Mod 5948
.
P1 001
ADVERSE WEATHER APR 11
This chapter is divided in 4 parts :

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

Atmospheric icing conditions exist when OAT on ground and for take-- off is at or
below 5C or when TAT in flight is at or below 7C and visible moisture in the air
in any form is present (such as clouds, fog with visibility of one mile or less, rain,
snow sleet and ice crystals).
" Ground icing conditions
Ground icing conditions exist when the OAT is at or below 5C when operating on
ramps, taxiways and runways where surface snow, standing water or slush is
present.
" Regulatory requirements
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes
up to 50 microns in diameter. No aircraft is certified for flight in conditions with
droplets larger than this diameter.
However, dedicated flight tests have linked unique ice accretion patterns to
conditions of droplet sizes up to 400 microns. Procedures have been defined in
case of inadvertent encounter of severe icing.
" Organization of this subchapter
It will address the following areas :
D Operations within the certified envelope.
D Information about severe icing beyond the certified envelope.
D Good operating practices.
Mod 5948
APR 11
(duplicated on the FMA).
Accordingly, the minimum maneuver / operating speeds defined for normal (no icing)
conditions (refer to FCOM 2.02.21) will automatically be increased and must be
respected as long as ICING AOA is illuminated.
These new minimum speeds are called MINIMUM ICING SPEEDS. They are defined
further in paragraph B.
Mod: 5948
APR 11
Mod 5948
P4 001
AA
B) MINIMUM ICING SPEEDS
- The minimum maneuver/operating speeds defined for normal conditions

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

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

1.22 VSR
T/O - 2d segment
1.27 VSR
15 1.35 VSR
Final Take-- Off
1.30 VSR
EN ROUTE
1.24 VSR
GO AROUND
30 1.32 VSR
CAUTION : For obstacle clearance, the en-- route configuration with engine failure is
FLAPS 15 at a minimum speed of 1.30 VSR if ice accretion is observed.
- Relevant MINIMUM ICING SPEEDS are displayed on the PFD as soon as the
ICING AOA is illuminated (refer to 1.10.22). The icing speeds can be found for
reference in the Quick Reference Handbook for all weights.
Mod 5948
APR 11
(ICING on FMA + MC + SC + ICING amber on EWD)
Mod 5948
P6 001
AA
E) PROCEDURES IN ATMOSPHERIC ICING CONDITIONS
During operations with AP ON during climb and descent, vertical speed mode should not
be used unless the airspeed is carefully monitored.
The recommended procedure is to use IAS mode with a speed selected which is equal to
or greater than the appropriate minimum speed (VmLB or VmHB). If the selected speed is
below VmHB, the autopilot will automatically limit the bank angle to 15.
CAUTION : Close attention should be paid to the appearance of an AILERON MISTRIM

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

S ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . . . . . . . ON
Note : horns anti icing selection triggers the illumination of the ICING AOA green
light and green display on FMA, and lowers the AOA stall warning threshold.
S MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
S MINIMUM Maneuver/Operating ICING SPEED . . . . . . . . . . . . . OBSERVED
S ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : 1.These procedures are applicable TO ALL FLIGHT PHASES including take off.
Mod : 5948
P7 001
AA
AT FIRST VISUAL INDICATION OF ICE ACCRETION, AND
AS LONG AS ATMOSPHERIC ICING CONDITIONS EXIST
F ANTI ICING (PROP - HORNS - SIDE WINDOWS) . . . . . . . . . . . . Confirm ON
F MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Confirm AUTO
F ENG DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F AIRFRAME DE ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F MINIMUM Maneuver/Operating ICING SPEED . . . . . . . . . . . . . OBSERVED
F BE ALERT TO SEVERE ICING DETECTION.
In case of severe icing, refer to 2.04.05.
Notes:1. When ice accretion is visually observed, DE ICERS MUST BE SELECTED and
maintained ON as long as icing conditions exist.
2. The ice detector may not detect certain ice accretion form (see FCOM
1.13.20).
3. If a noticeable performance decrease and (or) significant vibrations occur

due to propeller residual icing then, in order to improve the deicing of the
blades, it is recommended :
D To check that the MODE SEL is AUTO, or that the MAN mode is selected
in accordance with SAT.
D To set CLs on 100 OVRD for continuous periods of not less than 5 minutes
in order to benefit from an increased centrifugal effect.
4. If ice accretion is seen by the detector with HORNS ANTI ICING and/or
AIRFRAME DE ICING still OFF, the ICING label will flash until corrective
actions are taken.
5. Engines de-- icing must be selected ON prior to airframe de-- icing to take
benefit of an immediate engines de-- icing.
If not, engines de-- icing will be effective 60 or 240 seconds later depending
on MODE SEL selection.
Mod : 5948
P8 001
AA
WHEN LEAVING ICING CONDITIONS

DE ICING and ANTI ICING may be switched OFF.
Note : Leaving DE ICING in operation UNNECESSARILY is detrimental to boots life.
AIRFRAME cyan message is displayed flashing when the airframe deicing

system is still selected on five minutes after last ice accretion detection.
WHEN THE AIRCRAFT IS VISUALLY VERIFIED CLEAR OF ICE

ICING AOA caption may be cancelled and normal speeds used.
Note : Experience has shown that the last part to clear is the ice evidence probe. As
long as this condition is not reached, the icing speeds must be observed and the
ICING AOA caption must not be cancelled.
Mod : 5948
001
APR 11
Mod 5948
P 10 001
AA
G) SUMMARY
DEFINITIONS : . ICING CONDITIONS : See Definition page 1. There is a risk of
ice accretion.
. ICE ACCRETION : Ice is building up on the airframe. ICING amber
light illuminates and flashing yellow ICING message is displayed
on the FMA.
. RESIDUAL ICE : Some ice is remaining on the airframe. May be in
or out of icing conditions.
Mod : 5948
A
APR 11
Mod : 5948
P 12 001
AA
3) Mixed icing condition

Mixed icing condition may be encountered in the range of temperatures
- 10C/0C. It is basically an unstable condition, it is extremely temperature
dependent and it may change quite rapidly. This condition may surpass the ice
protection capabilities because the aggregate of impinging ice crystal/snow
and water droplet can adhere rapidly to the airframe surpassing the system
capabilities to shed ice, causing significant reduction in airplane performance
as in case of system failure.
C) CONSEQUENCES OF SEVERE ICE ACCRETION
The consequences of severe ice accretions are ice location dependent.
If the pollution extension occurs on the lower surface of the wing, it increases the
drag and the airplane speed decreases. It may lead to stall if no action is taken to
recover a correct speed.
If the pollution occurs first on the upper part of the wing, the drag is not affected
noticeably but controllability anomalies may be encountered.
Severe roll anomalies may be encountered with flaps 15 accretions flown with
flaps 0 setting. It should be emphasized that it is not the flaps 15 configuration itself
that is detrimental, but the low angle of attack that may result from such a setting,
especially close to VFE. This low or negative AOA increases the wing upper side
exposure to large droplet impingement. This is why holding with any flaps extended
is prohibited in icing conditions (except for single engine operations).
... / ...
Mod 5948
P 13 001
AA
D) DETECTION
- During flight, severe icing conditions that exceed those for which the airplane is
certificated shall be determined by the following :
Severe icing is characterized by ice covering all or a substantial part of the unheated
portion of either side window,
Note : This cue is visible after a very short exposure (about 30 seconds).
and / or
Unexpected decrease in speed or rate of climb,
and / or
The following secondary indications :
. Water splashing and streaming on the windshield.
. Unusually extensive ice accreted on the airframe in areas not normally observed
to collect ice.
. Accumulation of ice on the lower surface of the wing aft of the protected areas.
. Accumulation of ice on the propeller spinner farther aft than normally observed.
- The following weather conditions may be conducive to severe in-- flight icing :
. Visible rain at temperatures close to 0C ambient air temperature (SAT).
. Droplets that splash or splatter on impact at temperatures close to 0C ambient
air temperature (SAT).
- The occurence of rain when SAT is below freezing temperature should always trigger
the alertness of the crew.
EXIT THE SEVERE ICING ENVIRONMENT
There are no regulatory requirements to certify an aircraft beyond CS/FAR 25

Appendix C. However, in case of inadvertent encounter with such conditions severe
icing procedure must be applied (refer to 2.04.05).
Mod 5948
APR 11
Mod 5948
P 15 001
AA
IV - GOOD OPERATING PRACTICES

Aircraft certification requirements describe the icing conditions likely to be encountered
in commercial aviation. However, as demonstrated by experience, icing remains one of
the major causes of incidents and accidents, and good airmanship prohibit any
complacency in this area.
The following basic rules should therefore be applied :
" Know as much about your operating environment as you can.
Carefully review weather packages for Pilot reports of icing conditions, tops reports,
temperatures aloft forecasts and forecasts of icing, freezing drizzle and freezing rain.
Monitor both Total Air Temperature and Static Air Temperature during climb and
while en route. Use the weather radar. Areas of precipitation which will paint on the
radar will be of sufficient droplet size to produce freezing rain when encountered in
freezing temperatures or on a cold soaked aircraft.
" Marginal freezing temperatures and icing conditions should create a heightened state
of awareness. Remember, severe ice can still be incurred at temperatures down to
approximately - 18 C, at high altitude.
" Be alert to severe icing cues defined pages 12/13.
" When severe icing is encountered, take appropriate steps to leave the conditions.
Since these unique conditions are usually small in area and associated with very
specific temperatures conditions, a change in altitude of just a couple thousand
feet may place you in a totally different environment.
" Make reports to ATC and Company.
There is no better operational tool available today than first hand reports of these
conditions. Remember that because these are localized areas and extremely temperature
dependent, another aircraft passing through the same area at a different airspeed
may experience different conditions. For example, a laboratory test showed for a
specific, yet normal condition, rime ice up to about 150 kt, mixed ice as speed was
increased to about 200 kt, glaze ice between 200 and 360 kt, and no accretion above
360 kt.
Note : Reporting of icing conditions as defined in the FAAs Airmans information
Manual (AIM) :
Trace : Ice becomes perceptible. Rate of accumulation is slightly greater
than the rate of sublimation. It is not hazardous even though
de-- icing/anti - icing equipment is not utilized unless encountered for an
extended period of time (over 1 hour).
Light : The rate of accumulation may create a problem if flight is prolonged
in this environment (over 1 hour). Occasional use of de-- icing/anti - icing
equipment removes/prevents accumulation. It does not present a problem if
the de-- icing/anti - icing equipement is used.
Moderate : The rate of accumulation is such that even short encounters
become potentially hazardous and use of de-- icing/anti - icing equipment or
flight diversion is necessary.
Severe : The rate of accumulation is such that de-- icing/anti - icing equipment
fails to reduce or control the hazard. Immediate flight diversion is necessary.
Mod 5948
FEB 12
Mod 5948
P 17 001
ADVERSE WEATHER FEB 12
AA
CAUTION : Wing, tailplane, vertical and horizontal stabilizers, all control surfaces and
flaps should be clear of snow, frost and ice before take off.
PARTICULAR CASE : limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, no person may take off an aircraft when
frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft.
FROST : frost is a light, powdery, crystalline ice which forms on the exposed
surfaces of a parked aircraft when the temperature of the exposed
surfaces is below freezing (while the free air temperature may beabove
freezing).
Frost degrades the airfoil aerodynamic characteristics. However, should the take
off be conducted with frost adhering to the lower surface of the wing, check the
following :
- The frost is located on the lower surface of the wing only.
- Frost thickness is limited to 2 mm.
- A visual check of the leading edge, upper surface of the wing, control surfaces
and propellers is performed to make certain that those surfaces are totally
cleared of ice.
- Performance decrement and procedures defined for take off in atmospheric
icing conditions are applied.
" DE ICING / ANTI ICING PROCEDURE
- External de-- /anti-- icing will be performed as close as possible from take-- off time in
order not to exceed the hold over time.
Type 1 (low viscosity) or type 2/4 (high viscosity) fluids are used for these operations.
The type 2/4 fluids are used for their anti icing qualities. As airflow increases the fluid is
spread through the elevator gap and over the lower surface of the elevator.
Depending on the brand of the fluid and the OAT, this phenomenon may temporarily
change the trim characteristics of the elevator by partially obstructing the elevator gap.
This may lead to a considerable increase in control forces necessary to rotate. This
effect is most pronounced when center of gravity is forward.
- To ensure the best possible tailplane de-- /anti-- icing, all along the fluid spraying, the
control columns must be firmly maintained on the forward stop together with the aileron
gust lock engaged.
- De-- /anti-- icing may be performed in Hotel mode provided BLEEDS are selected OFF.
If a de icing gantry is used, both engines must be shut down. For manual propeller de
icing, the engines must be shut down and air intake blanked or precaution taken not to
have de icing fluid in the air intake. No propeller blade should be located at 6 oclock
position during this procedure.
Mod 5948
FEB 12
ENG1(2) OIL PRESS
Mod 5948
Mod: 5948
P 19 001
AA
" TAXIING
- The standard single engine TAXI procedure may still be used provided the friction
coefficient remains at or above 0.3 (braking action medium, snowtam code 3) and
nose wheel steering is not used with too large deflections.
Note : If the OAT is very low, it may be necessary any way to start up engine 1 early
enough to get the necessary oil warm up time (refer to Note (3) above).
- For taxiing with the very low friction coefficients (icy taxiways, slush), it is
recommended to use both engines, limit nose wheel travel and use with differential
power as necessary.
SPECIAL CASE
If contaminant layer is significant enough to possibly accumulate in the brake area
during ground operation, brakes disks may join due to icing during the flight, leading to
possible tyres damages at subsequent landing. The following special procedure
should be applied during taxi before and as close as possible to take off.
Set 18% Torque on each engine and keep taxi speed down to a man pace during
30 seconds using normal brakes with minimum use of nose wheel steering to ensure a
symmetrical warming up of the brakes.
Mod 5948
P 20 001
AA
" TAKE OFF

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

canconsider that take off is impossible and consequently initiate an aborted take off .
The consequences of this decision are catered for by a specific performance penalty
(Refer to AFM SUPPLEMEMTS chapter).
AFTER V1, BE TAKE OFF MINDED

" BEFORE LANDING
If take-- off has been performed on a slush contaminated runway, this slush may seize
the brakes during cruise.
To prevent tire damage at touch down : in final approach, after the selection of GEAR
DOWN, select the ANTISKID to OFF, then pump the brakes at least 5 times and
thenreselect the ANTISKID to ON.
" LANDING
Same restrictions on reverse than for accelerate stop.
Apply relevant performance restrictions.
" PARKING
When OAT is below - 5_C / 23_F, particularly in wet conditions, avoid leaving the
aircraft with parking brake engaged and use chocks instead whenever possible.
Mod 5948
P 21 001
AA
OPERATIONS IN WINDY CONDITIONS
Landing
The recommended landing flap configuration is the same as the standard landing flap
setting, even with strong crosswind. Large flaps extension does not impair the
controllability in any manner. Moreover it minimizes the flare duration and allows a quicker
speed decrease down to the taxi speed.
General
Precautions or special instructions may be necessary depending on the force and
direction of the wind. The following FCOM pages deal with this subject :
Tail wind limit and demonstrated cross wind 2 01 03
Final approach speed and wind factor 2 02 01
Cat II maximum demonstrated wind 2 02 04
Parking aircraft orientation 2 02 03 and 2 03 20
Aileron spring tabs (when equipped) 2 02 06
Taxiing with strong wind 2 02 06
Take off run 2 02 12
Rejected take off 2 02 12
Hotel mode limitation 2 03 06 and 2 05 02
Taxiing with tail wind component 2 03 09
Ditching 2 04 05
NAC OVHT 2 05 02
ELEVATOR JAM 2 05 06
PITCH DISCONNECT 2 05 06
AILERON JAM 2 05 06
SPOILER JAM 2 05 06
Mod : 5948
P 22 001
AA
Windshear
This phenomenon may be defined as a notable change in wind direction and/or speed over
a short distance.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on coastal airports (sea breeze
fronts).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negociated safely. However if it is encountered below 500 feet on take off or
approach/landing it is potentially dangerous.
As far as possible this phenomenon must be avoided.
Procedure at take off :

Delay the take off. If a low level windshear is reported calculate VR, V2 at the maximum
take off weight available for the day.
When clear of obstacles accelerate as much as possible and clean up the aircraft.
Climb at the normal climb speed.
Procedure during an approach : If a windshear is encountered,
Initiate a normal go around procedure with 10 pitch .
When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure.
CAUTION : The positive rate of climb must be verified on at least two instruments.
COMMENTS : 1. Leaving the gear down until the climb is established will allow to
absorb some energy on impact, should the microburst exceed the
aircraft capability to climb.
2. Ten degrees pitch attitude is the best compromise to ensure a
climbing path together with an acceptable maximum AOA.
Mod : 5948
P 23 001
VOLCANIC ASH ENCOUNTER
1- VOLCANIC ASH DESCRIPTION

Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock,
the composition of which reflects the composition of the magma inside the volcano.
It is composed predominantly of siliceous materials (> 50%) that are both very hard and
very abrasive. The melting point of glassy silicates is around 1100_C that is close to the
operating temperature of the engine at cruise thrust.
The ash is accompanied by gaseous solutions of sulphur dioxide (sulphuric acid) and
chlorine (hydrochloric acid).
2- AVOIDANCE
Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in
areas of known volcanic activity must be avoided.
When a flight is planned into an area with known potential for volcanic activity:
- All NOTAMS and air traffic advisories have to be checked for current status of volcanic
activity.
- The planned route has to well avoid the area of volcanic activity.
- If possible, stay upwind of volcanic ash.
The first two or three days following an explosive eruption are especially critical because
high concentration of gas with hazardous concentration could be encountered at cruise
levels some considerable distance from the volcano. Beyond three days, it is assume that
if the ash is still visible by eye or from a satellite data, it still presents a hazard to aircraft.
3- DETECTION
Volcanic ash cloud does not produce return or echoes on the airborne weather radar.
Volcanic ash may be difficult to detect visually, especially at night or on instrumental
meteorological conditions. However, the following have been reported by flight crew:
- Acrid odor, similar to electrical smell, burned dust or sulfur.
- Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and
cockpit surfaces.
- Multiple engine malfunctions, such as stall, increase ITT, flameout.
- Airspeed fluctuating erratically.
- At night, static electric discharges (St. Elmos fire) visible around the cockpit
windshields.
- At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as
opposed to the normally fuzzy, indistinct shadows cast on water / ice clouds.
4- EFFECTS ON POWERPLANT
The melting point of volcanic ash is close to the operating temperature of the engine at
cruise power. This can cause serious damage in hot section of the engine that could result
in engine thrust loss and possible flame out. (.../...)
Mod : 5948
P 24 001
4- EFFECTS ON POWERPLANT (CONTD)

Pilots are therefore asked to reduce engine power settings to flight idle when possible to
lower the engine operating temperature below the melting point of volcanic ash.
The volcanic ash, being abrasive, also damage engine components causing loss of
engine thrust. The erosion also results in a decrease in the engine stall margin. Although
this abrasion effect takes longer than the melting fusion of volcanic ash to shut down the
engine, the abrasion damage is permanent and irreversible. Reduction of engine thrust to
idle slows the rate of erosion by the compressor blades but can not eliminate it entirely
while the engine is still ingesting air contaminated by volcanic ash.
Propeller blades may also be degraded by erosion inducing loss of traction efficiency.
Oil cooler efficiency may also be decreased either due to excessive erosion of the cooler
or due to blockage of the air intake by ashes.
5 - EFFECTS ON THE AIRFRAME AND EQUIPMENT
Volcanic ash abrades cockpit windows, airframe and flight surfaces. Any parts protruding
from airframe such as antennas, probes, ice detectors can be damaged and may be
rendered inoperable.
- The abrasion of the cockpit window reduces the pilots forward visibility. This can lead
to serious problems during landing phase.
- The abrasion damage of the wing or horizontal stabilizer leading edges can either
prevent the correct operation of the de-- icing boots or even detached parts of the boots
with subsequent drag increase.
- The abrasion damage of the landing lights can significantly reduce landing light
effectiveness.
- Damage to the antennas can lead to a complete loss of HF communications and a
degradation of VHF communications.
- Damage to the various sensors can seriously degrade the information available to the
pilot through the instrument.
Volcanic ash can obstruct probes and penetrate into air conditioning and equipment
cooling system. It can contaminates electrical and avionic units, fuel and hydraulic
system and smoke detection system.
- Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications
or complete loss of airspeed indication in the cockpit.
Volcanic ash columns are highly charged electrically. The static charge on the aircraft
creates a cocoon effect which may cause a temporary defection, or even complete loss
of VHF or HF communication with ground stations.
(.../...)
Mod : 5948
P 25 001
6 - PROCEDURE
VOLCANIC ASH ENCOUNTER

FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 DEGREES
TURN AND STARTING DESCENT (IF MSA PERMITS)
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PL 1 + 2 (if conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
MAN SPEED BUG TO VmHB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
HDG MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HDG SEL
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
AIRPEED INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become
necessary to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to
BOTH ENGINE FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed
indications.If airspeed is unreliable or lost, adjust airplane attitude and torque.
Mod : 5948
.
P1 001
LANDING GEAR/BRAKES APR 11
AA
This chapter deals with the following points :

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

1 : Dry runway
2 : Wet up to 3 mm depth
3 : Slush or water for depths between 3 and 6 mm
6 : Compact snow
7 : Ice
8 : Runway with high risk of hydroplaning
Mod 5948
P2 001
AA
NORMAL TAXI
CAUTION : If blue hydraulic circuit is pressurized, nose wheel steering has to be
switched off for towing by a ground vehicle.
- The ATR 72 is particularly easy to taxi, and even on one engine, there are no
limitations to go either forward or rearward : this flexibility should be systematically
used and is reflected in the standard operating procedure which assumes HOTEL
MODE operation of engine 2 prior to and during passenger boarding followed by initial
taxi on engine 2 only (including back track if taxi backwards required).
This procedure is highly recommended as GI power is quite sufficient on one engine only
to perform all taxiing (OUT and IN) and very obviously reduces block fuel by an amount
which may become VERY SIGNIFICANT on large airports.
CAUTION : Start up of engine 1 should be performed in a portion of taxi where captain
workload is low enough to allow an efficient monitoring of the start up.
- Use of brakes during taxiing may be very much reduced by systematic use of a small
amount of reverse when deceleration is needed.
- Radius of turn with nose wheel steering is very good and does not require any braking
ON THE INNER WHEELS.
CAUTION : PIVOTING (Sharp turns) UPON A LANDING GEAR WITH FULLY BRAKED
WHEELS IS NOT ALLOWED, except in emergency.
TAXI WITH FAILURES

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

On ground EEC off, engine response is somewhat degraded. Nevertheless, as long as at
least one engine is maintained at or below GI, the corresponding NP should remain high
enough to keep associated ACW GEN available and thus maintain both HYD pumps.
CAUTION : When taxiing with both EEC OFF, AVOID pushing both PL above GI to avoid
transient loss of ACW and MAIN HYD PUMPS.
Note : NOSE WHEEL steering remains available in all cases together with STBY
braking, through DC AUX pump.
Mod 5948
P3 001
AA
EMERGENCY BRAKING
- Emergency braking has been made operationally easier by design of the parking brake
lever which incorporates an EMER BRAKE notch : when the parking brake lever
is set in this notch, the regulator delivers a limited pressure which :
D allows the use of EMER BRAKING for abort take-- off at max V1 or at touch down
for landings after GREEN pressure has been completely lost.
D provides repeatable, smooth deceleration whilst minimizing the risk of blown up
tires.
CAUTION : Use of EMER BRAKE beyond the EMER BRAKE NOTCH ABOVE 60 Kts
MUST BE AVOIDED TOPREVENT WHEELSLOCK UPAND DAMAGESTO
WHEELS AND TIRES.
BELOW 60 Kts, a SMALL further travel ( 1 cm) IS AVAILABLE WITHOUT
RISKS OF DAMAGE WHEN MAXIMUM STOPPING PERFORMANCE IS
REQUIRED.
- A deflated tire is not easily noticeable from the cockpit : NO TAKE OFF should be
started after EMER BRAKE has been used at speeds in excess of a maximum taxiing
speed of 20 Kt without prior visual inspection of the main landing gear tires.
Mod : 5948
.
P1 001
FLIGHT PATTERNS APR 11
AA
CLB procedure:
Mod : 5948
P2 001
AA
Mod : 5948
P3 001
AA
Mod : 5948
P4 001
AA
Mod : 5948
P5 001
AA
Mod : 5948
P6 001
AA
Mod : 5948
P7 001
AA
Mod : 5948
P8 001
AA
Mod : 5948
P9 001
AA
Mod : 5948
.
P1 001
POWER PLANT APR 11
AA
START UP PROCEDURE
Prior to initiating start sequence EEC FAULT light must be extinguished, if EEC
FAULT is lit try to reset ; if unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored.
- Correct NH increase when starting the sequence.
- Starter disconnection at 45 % NH.
- Maximum ITT : during a battery start one or two ITT peaks not exceeding 800C may
usually be observed. ITT peaks are of lower value if a suitable GPU is used.
This example shows the start sequence of engine N 1 on ground (engine 2 running)
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL SO * FTR
IGNITION
EEC EEC ON
MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR
PLA GI
* Passing from FUEL SO to FTR is possible between 10 and 19 % NH if ITT > 200 C.
ENG OIL LO PR FWS alarm is 30 seconds time delayed to avoid untimely ENG OIL LO PR
during engine start. Refer to 2.02.08 p18 for specific cold weather behaviour.
Note : This alert is inhibited when affected CL is in FUEL SO position.
Mod 5948
P2 001
POWER PLANT APR 11
AA
TAKE OFF: USE OF BLEED VALVES
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at
take off.
The closing signal is given by MFCs when uptrim is triggered. BLEED FAULT light also
illuminates on the operative engine. Engine bleed valves may be routinely selected ON
(NORM FLOW) for take off. However, performance decrement has to be considered for
the ground phase. This decrement is given in chapter 3.03 and may be computed by the
FOS.
POWER SETTING AT TAKE OFF
Engine control normally uses temperature, altitude and speed data from the selected
ADC but reverts to its own sensors in case of detected failure or significant offset.
TAT/SAT information are valid only when the engine (propeller unfeathered)
corresponding to the selected ADC is running.
RTO torques must be computed using altitude and temperature information independant
from aircraft sources and compared to values displayed by torque bugs.
Take off power is routinely obtained by setting the power levers and the condition levers
into the notches. If needed, in order to match target torque bugs set according to
dependable data, it may be necessary to adjust the throttles out of the notches.
UNFEATHERING AFTER AN ENGINE RESTART IN FLIGHT
Unfeathering the propeller induces a limited lateral disturbance.
ENGINE PARAMETERS FLUCTUATION
The variation tolerances of engine parameters are shown in Figure. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION
AMPLITUDE +/- 2 % +/- 0.25 % +/- 10_C +/- 2.5 %
In case of engine parameters fluctuation it can be helpful to select the corresponding EEC
OFF then On according to EEC FAULT C/L before shutting the engine down.
If this action cures the problem, the flight can be continued accordingly.
MAN IGNITION
When one or both EEC (s) has (have) been deselected, the use of MAN ignition is
required when the aircraft penetrates heavy precipitation or severe turbulence areas,
when ice accretion develops or when using contaminated runway for take off or landing.
GO AROUND - POWER SET UP PROCEDURE

The throttle movement (PF) is to be applied accross the notch up to the ramp (beginning
of amber sector).
WARNING : Overriding the ramp threshold up to the absolute full travel will allow to
reach 1.15 x RTO TQ (EEC ON).
This should be used only is case of emergency.
CLs should routinely stay into the notches. Np is automatically set at 100 % provided PWR
MGT is on TO position and PLA is sufficient (see 1.16.40).
Mod 5948
P 2A 001
POWER PLANT APR 11
PUSH BACK AND POWER BACK OPERATIONS

Push- back (with towbar)
- Push-- back is done after ATC clearance.
- Specific phraseology is used.
- Ground staff remains connected with the aircraft by using conventional signs and/or
headphones with several persons according to airline policy
- Parking brake released and steering OFF.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during push back
(to avoid tail strike and/or strain on towing system). Wait for disconnection of the tow bar
by the ground staff before switching the steering ON.
- Set nose wheel steering to ON. Caution: never set the hydraulic of the steering before the
disconnection of the tow bar.
Note:NAC OVHT and ENG FIRE can be triggered during push-- back in hotel mode, with a
tail wind greater than 10kts, including aircraft direction changes throughout the
procedure.
If the tail wind is above this limit, the push-- back has to be done, with the propeller(s)
running and unfeathered, and respecting ground safety rules and airport local rules.
Power back
- Before power back, both propellers are running and are unfeathered.
- Power back is done after ATC clearance.
- Ground staff area checked cleared before and during power back, by using conventional
signs and/or headphones with several people, as per prevailing airlines policy.
- Nose wheel steering remains ON.
- To avoid moving forward, apply slight power back just before releasing brake.
- Each crew member keeps his feet on the floor. NEVER USE BRAKES during power back
(to avoid tail strike).
- Power back is performed at low speed.
- Use Ground Idle or positive power to decrease speed or stop.
Note: NAC OVHT and ENG FIRE can be triggered, if a prolonged power-- back is
maintained with a tail wind greater than 10kts, including aircraft direction changes
throughout the procedure
Note: In Ground Idle, after parking brake release, the aircraft moves forward. The power
lever has to be retarded slightly to power back just before releasing the brake.
Note: Safety glasses have to be used by the ground staff, because of the possibility of
projection during power back operation.
Mod 5948
.
P3 001
POWER PLANT APR 11
AA
ADAPTED FLIGHT IDLE

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

- blue hydraulic pressure is below 1500 PSI and,
- gear is down and,
- one engine is running
and stops 15 seconds after the end of prop braking sequence (PROP BRK lights
illuminated).
Mod 5948
P4 001
POWER PLANT APR 11
2 - RELEASING SEQUENCE (ENG2 in hotel mode)
Note : A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for
30 seconds. Selecting. Selecting propeller brake sw to OFF position within this 30 s
temporization allows to keep the DC AUX PUMP running overriding the
30 seconds temporization.
Mod 5948
P5 001
POWER PLANT APR 11
DIFFERENCE BETWEEN AN EEC FAULT CONDITION AND AN
ENGINE FLAME OUT IN FLIGHT
ENGINE FLAME OUT(*) EEC FAULT
POWER EVOLU- Immediate power Moderate variation

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

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

position. Power recovery will necessitate throttle readjustment.
- Maintaining target torque may necessitate positions out of the notch since constant
throttle position feature is lost. Some throttle readjustements will be necessary
during climb.
Engine response may be more sluggish when increasing power and a
temporary throttle overtravel may be necessary to obtain a fast power response.
- If EEC is selected from OFF to ON, an important power variation may result. That is
why the throttle has to be reduced below 52 prior to such an action.
- Landing with both EEC OFF will lead to a big propeller speed decay as the speed
decreases, so that ACW power may be lost at the end of the landing run. Be ready to
use nose wheel steering and emergency braking as required.
Engine response during taxi will be slower.
- Reverse power is reduced. Moreover, in case of acceleration stop, a one second stop
must be observed at Fl before setting PLs below.
Mod 5948
P6 001
POWER PLANT APR 11
AA
ENGINE FAILURE SIMULATION FOR TRAINING PURPOSES

Flight training requires to simulate engine failure in a representative manner for both
controllability and performance aspects but without feathering engine (safety and
cooling of nacelle).
For a given PL position, the propeller THRUST (+) / DRAG (-- ) VARIES VERY
SIGNIFICANTLY WITH IAS, particularly at low speeds, as shown by the following table.
(Zp = 0 (ISA/NP max = 100%)
PL Position 0 kt 50 kt 100 kt 125 kt 150 kt
40 1300 daN 710 daN 200 daN 0 daN ~0 daN
36 1270 daN 670 daN - 240 daN - 600 daN - 530 daN
Fl 1240 daN 640 daN - 460 daN - 850 daN - 750 daN
Gl 140 daN - 610 daN - 2070 daN
Max Rev - 610 daN - 1370 daN - 2900 daN
- The drag of a feathered engine is negligible between 0 and 150 kt.
- The maximum drag of a failed, unfeathered, engine varies with IAS and PL position
as follow :
PL Position 0 kt 50 kt 100 kt 125 kt 150 kt
TO 0 daN 80 daN 310 daN 470 daN 700 daN
Fl (B = 14) 0 daN 80 daN 400 daN 620 daN 750 daN
The procedure for simulating engine failure is based on retarding PL to fixed positions,
optimised to cover correctly the T/O and approach phases i.e. for IAS around 110/
125 kts.
IN FLIGHT - To simulate an UNFEATHERED failed engine retard PL at Fl.
- To simulate a FEATHERED engine set PL to 39 for IAS 110/125 kt.
Note : ISA and altitude effects are negligible.
- For continued take-- off with simulated engine failure, retard PL to 39 for
IAS 110/125 kt in order to simulate auto feather action.
ON GROUND - Aborted T/O: Retard INITIALLY to Fl.
CAUTION : - On ground, in all cases, (single engine landing or aborted T/O), the
trainee must retard BOTH PL at Gl, then use reverse on LIVE
engine only, as necessary.
- Leaving the simulated engine failed PL at 39 or more (for single
engine landings) or Fl (for aborted T/O) would lead to non
representative controllability problems as the failed engine thrust
would change its initial drag into a big increase of forward thrust as IAS
decreases.
- To be exact, these values request a perfect rigging of engine controls.
A slight mismatch may induce a significant drag change. Pilot should
monitor performances and increase PLA as necessary.
Mod 5948
P7 001
POWER PLANT APR 11
REVERSE PHASES
NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases)
OPERATIONS OUT OF THE NOTCH

When PL are retarded, during descent and approach, trim efficiency is reduced (reference
point being notch), and cannot correct built-- in discrepencies between engines and their
associated controls. Tolerances due to PL rigging cannot be compensated in that area.
TQ split up to 8% (8 counts) can be evidenced between engines in stabilised conditions.
This is built-- in and results from requirement of TQ accuracy in notch, which is the power
setting used for about 90% of flight time.
TQ differences are allowable and can be eventually compensated manually by crew with
PL adjustment.
Mod 5948
.
P1 001
FLIGHT CHARACTERISTICS APR 11
AA
TAKE OFF AND LANDING RUNS
- Proper crew coordination is required in order to hold the control column at all times
and prevent excessive elevator or aileron deflections due to wind and/or reversed air
flow from propellers.
The control column is initially held.
D in pitch : fully nose down, then slowly relaxed as speed increases.
D in roll : neutral or deflected TOWARD the wind in case of crosswind component, as
appropriate to maintain wings essentially level.
Note : Excessive aileron deflections should be avoided as they affect directional
control.
- For take-- off, use of nose wheel steering guidance is only recommended for the very
first portion of the take off run as rudder becomes very rapidly efficient when airspeed
increases (~ 40 kts) and ATR 72 exhibits a natural tendency to go straight.
- Action on nose wheel tiller should be smooth and progressive, particularly as ground
speed increases.
- Rudder must not be cycled during take-- off, particularly the first portion where nose
wheel is used: combination of unnecessary rudder cycling (with an increasingly
efficient rudder) and nose wheel control would then lead to
uncomfortable oscillations.
- Rolling take-- off technique
In order not to increase the take-- off distances, power must be set quickly during the
last phase of the line up turn.
- for landing or aborted take off, control column holding must be transferred to the
co-- pilot when the captain takes the nose wheel steering.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind: the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
Narrow Runways :
When the aircraft is operated on a narrow runway (width < 30 m (98 ft)), whoever
is the PF (CM1 or CM2), the CM1 should be ready to use Nose Wheel Steering as soon
as the nose wheel is on the ground.
If reverse is used, at low speeds and with high power, the reversed air flow may
shake violently the flight controls, particularly with no crosswind : the control column
must be held very firmly and/or, below 30 kts, the GUST LOCK may be engaged.
Refer to 3.11.10
Mod 5948
P2 001
AA
ENGINE FAILURE
AT TAKE OFF BELOW V1
Abort is mandatory: both PLs are retarded to Gl and full braking applied if needed.
Reverse is available even on single engine down to full stop: again, control column is
transferred to the co-- pilot when captain takes nose wheel steering and, in case of single
reverse operation roll control must be applied (possibly to full travel) in order to
minimize the tendency to bank on the side of the operating engine.
AT TAKE OFF ABOVE V1
Take off must be continued. Directional control must be maintained with rudder and, as
soon as aircraft becomes airborne, aileron input to stabilize heading with about 2 of
bank toward the operating engine is highly recommended in order to decrease rudder
deflection thence improve climb performance.
Both rudder and aileron forces may be completely trimmed out, even at minimum
scheduled V2. Once both yaw and roll axis are trimmed out, autopilot may be engaged.
IN APPROACH
Directional control must be maintained with rudder, (which disengages
automatically YD and AP if previously engaged) and aileron, in a manner similar to what
was described for the continued take off case.
The ATPCS functioning is different between approach and take-- off.
Even if TO position is selected:
- Uptrim function is never available
- Auto feather function may be available depending on PL position at the time of the
failure.
If autofeather has not operated (windmilling), the drag depends on the engine failed PL
position. For this reason :
- In approach, do not reduce the affected PL below 45 PLA before manually feathering
the engine.
- If a go around is performed, advance both PLs to the ramp. When appropriate,
manually feather the failed engine.
LANDING (PROPELLER FEATHERED)
- Flare technique remains unchanged and rudder input required to
compensate the asymmetric reduction at 20 ft is more smoothly achieved if YAW
DAMPER has been disconnected in short final.
- After main gear touch down, it is recommended to first lower nose wheel to ground
contact before reducing PL from Fl to Gl: this allows to better control the large
asymmetric associated drag increase on the live engine side. PL may be then
retarded to full reverse as required but roll attitude must be controlled which requires
large control wheel deflection by PNF.
Mod 5948
P3 001
AA
STALLS
STALL WITHOUT ICE ACCRETION
In all configurations, when approaching the stall, the aircraft does not exhibit any
noticeable change in flight characteristics: control effectiveness and stability remains
good and there is no significant buffet down to CL max ; this is the reason why both the
stall alert (audio cricket and shaker) and stall identification (stick pusher) are
artificial devices based on angle of attack measurement.
Recovery of stall approaches should normally be started as soon as stall alert is
perceived : a gentle pilot push (together with power increase if applicable) will then allow
instantaneous recovery. If the stall penetration attempt is maintained after stall alert has
been activated, the STICK PUSHER may be activated : this is clearly unmistakable as the
control column is suddenly and abruptly pushed forward, which in itself initiates
recovery.
Note : The pushing action is equivalent to 40daN/88 lbs applied in 0.1 second and
it lasts as long as angle of attack exceeds the critical value.
CAUTION : Stall training excercices without stick pusher are prohibited.
STALL WITH ICE ACCRETION
Even with airframe de-- icers used according to procedure (i.e. as soon as and as long as
ice accretion develops on airframe), the leading edges cannot be completely cleared of
ice accretion because of existence of unprotected elements on the leading edges and
continued accretion between two consecutive boots cycles.
This residual ice on leading edges changes noticeably the characteristics of flight
BELOW the minimum operating speeds defined for ice accretion, as follows :
- Control effectiveness remains good, but forces to manoeuver in roll and to a lesser
degree in pitch, may increase somewhat.
- Above the reduced angle of attack :
. An aerodynamic buffeting may be felt which will increase with the amount of ice
accumulated and angle of attack increase.
. Stability may be slightly affected in roll, but stick pusher should prevent angle of
attack increase before wing rocking tend to develop (Refer to FCOM 1.02.30 for
stall alarm threshold definition).
Recovery of stall in such conditions must be started as soon as stall warning is
activated or buffeting and/or beginning of lateral instability and/or sudden roll off is
perceived.
Recovery will be best accomplished by :
- A pilot push on the wheel as necessary to regain control.
- Selection of flaps 15.
- Increase in power, up to MCT if needed.
Mod 5948
P4 001
AA
APPROACH
- The deceleration capabilities of the ATR 72 provide a good operational
advantage which should be used extensively: decelerated approaches reduce noise,
minimize time and fuel burn and allow better integration in big airports. This is why
they have been described as the standard approaches in section 2.02.10 (flight
patterns).
- Initial approach speed will vary with ATC constrainsts and turbulence, but may be up
to 240 Kts.
- Initial approach speed may be maintained on a typical 3 glide slope down to the
following height above runway:
NP DECELARATION HEIGHT
82 % (IAS x 10) ft
Configuration changes should be made at VLE VFE when decelerating. This procedure
allows to reach VAPP speed at 500 ft above runway.
Note : If deceleration rate on approach appears unsufficient, it is always possible to

increase it by setting NPs on 100 OVRD, but at the expense of an increased
interior noise.
R STEEP SLOPE APPROACH
R Refer to 3.11.17
Mod 5948
P5 001
AA
LANDING
In order to minimize landing distance variations the following procedure is

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

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

- Both PL : GI
- Both LO PITCH labels: check illuminated green.
CAUTION : If a thrust dissymetry occurs or if one NO REV red reverse video label
on EWD is illuminated, the use of any reverser is not allowed.
In this case the propeller pitch change mechanism is probably locked
at a positive blade angle, leading to a positive thrust for any PL
position.
- use feet brakes as required
- as speed reduces, and not later than about 40 kt (estimated) Capt takes NWS
control, co-- pilot hold control column fully forward.
Notes : 1. Max reverse is usable down to full stop if required, but to minimize flight
control shaking due to reverse operation at high powers, it is helpful to
release slowly PL back to GI when reaching low ground speeds (below
40 kt estimated).
2. Max braking is usable without restriction down to full stop, whatever the
runway conditions may be, provided ANTISKID is operative.
3. The tail bumper (with damping capabilities) effectively protect the tail in case
of excessive attitude (resulting from prolonged/floating flares) provided the
rate of sink at touchdown does not exceed 5 ft/sec.
4. In case of a significant bounce, a go around must be initiated.
Mod 5948
.
FLIGHT INSTRUMENTS P1 001
AHRS APR 11
AA
AHRS
AHRS alignment sequence takes place as soon as the battery is switched ON, and it takes
nominally 1 MINUTES DURING WHICH AIRCRAFT MUST NOT BE MOVED (on
ground).
AHRS are normally not affected by electrical transients asociated with engine start.
Note : during AHRS alignment, the alert AHRS NOT ALIGN is dispalyed on FWS, and
AHRS DEGRADED is diplayed on the corresponding PFD.
ON GROUND ONLY, if needed, AHRS reset may be performed by cycling all relevant C/B
OFF-- ON.
CAUTION : resetting AHRS C/B in flight is not recommended as in flight realignment
requires 1 minutes and 30 seconds of very stable flight (which may be
impossible to get in turbulences) and possibility of pulling the wrong C/B
could lead to complete AHRS failure unrecoverable for the rest of the flight.
CAUTION : Pilots must be aware of possible induced attitudes and heading errors in case
of continuous turns, specially in high latitudes countries; therefore racetrack
holding patterns are to be flown rather than circles.
Mod : 5948
FLIGHT INSTRUMENTS P2 001
AA
WEATHER RADAR
THe weather radar radiates power when operating in any mode other than STBY. Use of
weather radar on ground in a mode other than STBY requires special care :
- make certain that no personnel is working in front of aircraft within a sector of 3 meters
radius and 130_ left or right of the aircraft axis.
- direct aircraft nose so that no large size metal object (hangar, aircraft ...) is located
within a 30 meters radius.
- avoid operating radar during refueling operation of radiating aircraft or any other
aircraft within a 30 meters radius.
Mod : 5948
P1 001
TCAS APR 11
AA
TCAS
GENERAL
TCAS is an airborne Traffic alert and Collision Avoidance System that interrogates ATC
transponders in nearby aircraft and generates appropriate aural and visual advisories to
the flight crew to provide adequate separation.
Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is
provided by mode S ATC transponder.
Note 1 : TCAS system can only generate resolution advisories for intruders equipped
with operative mode S or mode C transponders (providing valid intruders
altitude information).
Note 2 : Traffic advisories can only be generated for intruders equipped with operative
mode S, C or A transponders (TCAS system provides no indication of aircraft
without operative transponders).
CAUTION
The TCAS equipment

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

TRAFFIC display on ND:
- On MCP press ND.
- On VCP select ND OVLY tab, then select TRAFFIC NORM
TCAS/ XPDR mode selection:
- On MCP press SURV, select TCAS tab and select STBY mode
- Select XPDR tab and select STBY mode
To launch TCAS/XPDR Test :
- Through MCDU, launch TCAS/XPDR self test and check proper aural message and
visual display.
GROUND OPERATION
TCAS test should be carried out during cockpit preparation.
Unless otherwise instructed by ATC:
- on MCP press SURV, select XPDR tab on VCP, set ALT mode and check
XPDR1 selected; then on MCP press SURV, select TCAS tab and select AUTO
mode. On PFD / TCAS status indication, green message TCAS ABOVE is displayed .
On PFD / TTransponder status indication, green message XPDR1(2) ALT is
displayed
Mod : 5948
P2 001
TCAS APR 11
AA
TCAS (CONTD)
FLIGHT PROCEDURES
Procedure is initiated by a TCAS Traffic Advisory : TA.
TRAFFIC - TRAFFIC
CPT - Decide task sharing and announce : TCAS, I (you) have the controls..
PF - Be minded for maneuver. Follow traffic evolution on the TCAS indicator.
PM - Recall minimum safety altitude. Try to visually acquire the intruding aircraft.
Then may occur a Resolution Advisory : RA. Some RA will only advise to monitor vertical
speed (preventive RA). Others will advise to maneuver the aircraft.
The following procedures should then apply :
Sense of Resolution Advisory asking to maneuver
DESCEND CLIMB
CPT - Confirm We descend.. CPT - Confirm We climb..
PF - Disconnect Auto Pilot PM - Select proper rating on PWR MGT
- Descent at a rate in the green rotary selector (MCT en route or TO in
(fly to) band on PFD vertical. other phases e.g. take off, approach
speed scale and landing)
- Ask for eventual configuration
changes. PF - Disconnect Auto Pilot
PM - Advise ATC - Apply roughly the bugged power
- Monitor IAS compared to VLE, - Climb at a rate in the green (fly to)
VFE, VMO pointer band on PFD vertical speed scale.
- Monitor Aircraft altitude - Ask for eventual configuration
compared to minimum changes.
safety altitude. PM - Adjust power to TQ objectives
- Advise ATC
- Monitor IAS compared VS.
Note : When a climb or increase climb RA occurs with the airplane in the landing
configuration or in the go - around phase, a normal go - around procedure
should be followed including the appropriate power increase and
configuration changes.
After separation has become adequate (range increasing), TCAS will issue following RA.
CLEAR OF CONFLICT
Return promptly to last assigned ATC clearance.
Mod : 5948
P1 001
TAWS APR 11
AA
GPWS WARNING
Note : When flying under daylight VMC conditions, should a warning threshold be
deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as cautionary and the approach may be
continued
A go around shall be initiated in case warning cause cannot be identified
immediately.
J TERRAIN - PULL UP
- POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GO AROUND
- A/P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When flight path is safe and caution/ warning cease :
Decrease pitch attitude and accelerate.
F When speed above minimum required and V/S positive :
Clean up aircraft as necessary.
J SINK RATE
Adjust pitch attitude and power to silence the warning.
J DONT SINK
Adjust pitch attitude and power to maintain level or climbing flight.
J TOO LOW GEAR - TOO LOW FLAPS :
Perform a go around.
J GLIDE SLOPE
- Establish the airplane on the glide slope.
J BANK ANGLE
- Ajust roll attitude to silence the warning,
Mod 5948
P2 001
TAWS APR 11
AA
PREDICTIVE WARNINGS
J OBSTACLE AHEAD
Verify the aeroplane flight path, correct it if required, if in doubt,
perform a climb until the caution alert ceases.
J TERRAIN AHEAD, PULL UP
Verify the aeroplane flight path and correct it if required, if in doubt,
perform a climb until the caution alert ceases.
J AVOID TERRAIN
Immediately initiate a climb and then, based on any available information but
preferably external visual reference. continue to maneuver until warning ceases.
Mod 5948
P1 001
FMS FEB 12
AA
R Refer to FCOM part 4 (FMS user guide).
Mod : 5948
.
P1 001
HIGH LATITUDES OPERATIONS APR 11
AA
CONDITIONS
Anomalous heading errors may occur on aircraft equipped with the SAGEM APIRS
AHRS during high latitude operations, where the earths magnetic lines of force have
inclinations of greater than 75 degrees.
PROCEDURES
- Take special care to keep the slip indicator centered in order to minimize heading
errors.
- Crosscheck AHRS heading information with GPS/GNSS.
- Continous turn of more than 360_ must be avoided; for holding, it is recommended to
fly racetrack patterns with straight flight legs of at least one minute between the U
turns.
Mod 5948
.
P1 001
OPERATIONS BELOW --35_C GROUND TEMPERATURE APR 11
AA
Operating the aircraft at ground temperatures below - 35_C requires modification of

certain instructions or procedures beyond the scope of the cold weather operations
chapter of this manual (2.02.08 page 16) :
GENERAL
S Preheating of engines and flight deck is required.

S Taxying must be achieved with both engines operating.
S Propeller brake (if applicable) must not be engaged after the last flight of the day or for
prolonged stops.
S Aileron gust lock system(If applicable) must not be used in extreme cold temperature
condition.Associated breakers (FLT CTL/ GUST LOCK AIL 10CE) to be pulled and
tagged.
S The first operation of any system using hydraulic fluid may be slower than normal.
S It is recommended to use the HOTEL mode (if applicable) for short turnarounds.
S Passenger, service and cargo doors should not be opened unnecessarily.
HOTEL MODE (If applicable)
2,900 PSI blue hydraulic pressure is required to engage or to release the propeller brake.
Therefore it may be necessary either to connect an AC GPU or to start up and unfeather
the left engine prior to operate the propeller brake.
START UP
S During start of the second engine, the X START FAIL system may fail. Therefore the DC
GPU must be kept connected until both engines have been started.
S CL should be advanced to FTR between 15 and 20% NH instead of the usual 10% value.
S Oil pressure indication raising time is considerably increased : OIL LO PR red warning
may be activated for three minutes. During this period the engine must be maintained at
IDLE condition.
TAKE OFF
Oil temperature must be over 0_C before TO power is applied.
Mod : 5948
.
MPC P1 001
MULTI PURPOSE COMPUTER APR 11
AA
CONTENT
1-- APM FUNCTION LIMITATIONS/PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . 2

1.1 - LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.1 - OPERATIONS AND TECHNIQUES . . . . . . . . . . . . . . . . . . . . . . 2
1.1.1.1 - APM PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1.1.2 - APM INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1.1.3 - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.1.2 - NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.1.2.1 - WEIGHT SELECTION AND COMPUTATION . . . . . . . . . . . . . 5
1.1.2.2 - CRUISE SPEED LOW PROCEDURE . . . . . . . . . . . . . . . . . . 6
1.1.3 - EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.1.4 - ABNORMAL AND FOLLOWING FAILURES PROCEDURES . . . . 6
1.1.4.1 - APM FAULT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 6
1.1.4.2 - DEGRADED PERF PROCEDURE . . . . . . . . . . . . . . . . . . . . . 7
1.1.4.3 - INCREASE SPEED PROCEDURE . . . . . . . . . . . . . . . . . . . . 7
1.2 - FLIGHT TIME MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

2 - DMU PART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Mod 5948
MPC P2 001
AA
1 - APM FUNCTION LIMITATIONS/PROCEDURES

1.1 - LIMITATIONS
APM does not induce any specific limitation.
1.1.1 - OPERATIONS AND TECHNIQUES
1.1.1.1 - APM principle
The APM analysis is performed when the aircraft is in icing conditions: the ICING
AOA is illuminated and/or if the airframe de-- icing is selected ON and/or if ice
accretion has been detected at least once during the flight.
The APM analysis principle is to compare the aircraft theoretical drag with an
in-- flight drag computed with measured parameters available.
Measured parameters used by the APM are acquired each second and are
smoothed over a rolling average of 30 seconds to limit noise and error
measurements. Then, the drag is calculated over a rolling average of 60 seconds.
This means that the drag analysis alert would start after at least 90 seconds of
parameter acquisition.
The drag analysis starts as soon as the aircraft enters in icing conditions with
landing gears and flaps retracted. The APM analysis will only be done with both
engines operating.
A cruise speed monitoring will also be conducted by comparing the measured IAS to
the theoretical maximum cruise IASth.
Different alarm messages will be delivered to the crew depending on the drag
difference between computed drag and theoretical drag, and the speed difference
between measured IAS and theoretical IASth.
The alarm messages will not be delivered if the static air temperature is above 10
degrees Celsius.
Mod 5948
MPC P3 001
AA
1 - APM FUNCTION LIMITATIONS/PROCEDURES (contd)

1.1.1.2. - APM Interfaces
Mod 5948
MPC P4 001
AA

1.1.1.3 - APM test
The APM test is activated by the crew daily, to check if all the APM components
works properly.
When the crew activated APM test and if the discrete APM ON/OFF is ON
The following test sequence shall be broadcasted to CAC1/CAC2:
APM Aircrat Test
Cruise Speed Low (CSL)
Degraded Perf (DP)
Increase Speed (IS)
APM Fault
FDR Fail
FDAU Fail
Cruise Speed Low alarm is activated 1 second after activation of the APM Test
Then Degraded Perf alarm is activated 1 second after activation of Cruise Speed
Low alarm.
The other alarms are activated following the diagram here above.
All discrete outputs shall come back to inactive state when APM Aircraft Test is
deactivated.
Mod 5948
MPC P5 001
AA
1.1.2 - NORMAL PROCEDURES

1.1.2.1 - Weight Selection and Computation
Selection
To determine the aircraft theoretical and in-- flight performances the aircraft weight
must be known.
On ground just before flight and as soon as the crew has computed the gross weight
on the load sheet, the crew must enter the corresponding weight in FMS
corresponding data sheet through the MCDU.
This parameter is available as Gross weight parameter from two different sources
DU2/FMS1 and DU4/FMS2. Until take off, the Gross weight is continuously
acquired.
- if TOW1 (from FMS1) is valid, it shall be selected.
- If TOW1 is invalid, then TOW2 (from FMS2) shall be selected if valid.
Computation
If the crew doesnt select the take off weight before take off, then the APM shall
perform a take off weight computation at the beginning of the flight. This
computation is performed during the first minutes of the flight and before the APM
starts the drag analysis.
The actual weight is then updated in flight by internal computation.
Mod 5948
MPC P6 001
AA

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

No specific Emergency Procedures linked to APM detection.
1.1.4 - ABNORMAL AND FOLLOWING FAILURE PROCEDURES

1.1.4.1 - APM FAULT PROCEDURE
The APM Fault light function is to inform the crew that there is a problem in the APM
computation, either in the MPC or in the aircraft wiring:
The Fault can be triggered by MPC in the following conditions:

- Invalid aircraft configuration,
- Unable to retrieve input APM parameter,
- MPC internal failure,
- TOW estimation failed.
In case of APM Fault light illumination, the crew has to select the APM OFF by
pushing on the Fault light button.
Note: As APM computation is not operative on Ground, the APM Fault is inhibited by
the computer on Ground.
Mod 5948
MPC P7 001
MULTI PURPOSE COMPUTER FEB 12
AA
1.1.4.2 - DEGRADED PERF PROCEDURE
DEGRADED PERF amber message on EWD with CAUTION light and Single Chime
and on FMA.
- Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the
crew that an abnormal drag increase induces a speed decrease or a loss of rate of
climb.
- The most probable reason is an abnormal ice accretion
R AIRFRAME DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
IAS ABOVE ICING BUG + 10 KT . . . . . . . . . . . . . . . . . . MONITOR
AP (if engaged) . . . . . HOLD FIRMLY CONTROL WHEEL and DISENGAGE
R H If SEVERE ICING conditions confirmed
Or
R H If impossibility to maintain IAS above ICING BUG + 10 KT in level flight
Or
H If abnormal aircraft handling feeling
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
H If normal conditions
SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR
R Note: In case of APM messages DEGRADED-- PERF or INCREASE-- SPEED
Vmin OPS automatically increased by 10 kt.
1.1.4.3 - INCREASE SPEED PROCEDURE
INCREASE SPEED light illuminated flashing with CAUTION on EWD and on FMA
and Single Chime.
- Appears after DEGRADED PERF to inform the crew that the drag is abnormally
high and IAS is lower than ICING BUG + 10 KT
H If abnormal conditions confirmed
IMMEDIATELY PUSH THE STICK TO INCREASE SPEED
TO RECOVER MINIMUM IAS = ICING BUG + 10 KT
SEVERE ICING procedure (2.04.05) . . . . . . . . . . . . . . . . . . . . APPLY
R H If normal conditions
SCHEDULED FLIGHT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTINUE
ICING CONDITIONS and SPEED. . . . . . . . . . . . . . . . . . . . MONITOR
Note: In case of APM messages DEGRADED-- PERF or INCREASE-- SPEED
Vmin OPS automatically increased by 10 kt.
Mod 5948
MPC P8 001
AA
1.2 - FLIGHT TIME MANAGEMENT
The FDAU computes the flight time, computation starts with detection of ground/air
condition (confirmation > 1sec) and stops with detection of air/ground condition
(confirmation > 10sec).
The current Flight Number is initialized automatically from AVIONICS system (FMS1 and
FMS2) if available, otherwise manually from MCDU menu (through ACMS /MPC /INIT
TIME and FLIGHT NUMBER).
The following priority order is as follows:

(1) Initialization from FMS1,
(2) Initialization from FMS2,
(3) Initialization from DMU using parameters initialized with MCDU,
(4) Initialization with last Flight Number or null if never defined.
Mod 5948
MPC P9 001
AA
2 - DMU (DATA MANAGEMENT UNIT) PART
The DMU system is dedicated to the aircraft maintenance.
The DMU has been designed to allow the user to customize the system according to his
specific application, requirements, operating environment and logistics. Programming
capabilities are provided, to allow modification of monitoring functions or implementation
of additional monitoring functions.
Mod 5948
.
DU P1 001
General Philosophy of use APR 11
AA
CONTENT
1 - NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2 - DEGRADED OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3 - DISPATCH WITH ONE DU INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3-- 1 - DISPATCH WITH DU 1 INOPERATIVE . . . . . . . . . . . . . . . . . . . . . . . . . . 5
4 - DUAL DC GEN LOSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Mod 5948
DU P2 001
AA
1- GENERAL
ATR 600 instrument panel is fitted with five Display Units (DU), named DU 1 to 5 from
left to right.
Different formats may be displayed on these DU: PFD (Primary Flight Display), MFD
(Multi Function Display) or EWD (Engine and Warning Display); in MFD format, the
choice exists between different pages depending on the flight phase, such as ND
(Navigation Display), SD (System Display), PERF, or other options. In normal
operation, the configuration is the following:
DU 1 (5) is dedicated to CM1 (2) PFD;
DU 3 on central panel is dedicated to EWD;
DU 2 (4) is normally dedicated to CM 1 (2) MFD.
A DISPLAY push button is located on the CAPT (F/O) SWITCHING lateral console in
order to cycle the three formats on DU 2 (4). In case of DU 2 (4) failure, this button is
switching the DU 1 (5) format.
In most of the formats, the lower part of the MFD is dedicated to VCP.
On the VCP, VHF page should be selected by default, as it is the most frequently used
page.
Mod 5948
DU P3 001
AA
2- DEGRADED OPERATION
In case of DU failure, the consequence will depend on the DU position and an automatic
reversion logic is implemented so as to immediately guarantee the safety of the flight;
the highest priority is given to PFD, and then to EWD.
Then the crew remains free to choose the configuration via the DISPLAY pushbuttons,
and the Captain will decide who is PF and PM according to failure assessment and
company policy.
DU2 or 4 failure is inducing the loss of the hosted FMS and RMS functions; there is no
operational impact as the remaining FMS and RMS are taking over.
Hereunder are presented the different failure cases, and the ATR recommended policy.
DU1 failure:
PFD is automatically displayed on DU2.

ATR recommends PF is CM1, and CM2 keeps a normal configuration with two DU (PFD
and MFD).
DU2 failure:
The automatic reversion has no effect; FMS1 and RMS1 are lost.
and MFD).
DU3 failure:
The automatic reversion depends on the coupling side selected on the FGCP (the
system takes the information of PF/PNF side via the FGCP coupling selection): there is
no change on the PF side, but the EWD is displayed in place of PNF MFD.
PF can be CM1 as well as CM2; both pilots may display EWD on DU 2 or 4, thanks to the
DISPLAY pushbuttons; in case EWD is not displayed on any DU and should a Warning
or Caution occure, there will be an automatic reversion of EWD on the PM side.
ATR recommends to keep EWD displayed on PF side most of the time, and PM keeps a
normal configuration with two DU (PFD and MFD). Thanks to the high quality of the DU,
EWD remains easily readable by PM in cross view.
Mod 5948
DU P4 001
AA
DU4 failure:
(Symmetrical to DU2 failure)

The automatic reversion has no effect; FMS2 and RMS2 are lost.
and MFD).
DU5 failure:
(Symmetrical to DU1 failure)

PFD is automatically displayed on DU4.
and MFD).
Mod 5948
DU P5 001
AA
3- DISPATCH WITH ONE DU INOPERATIVE
According to MMEL, one DU among DU1, DU3 and DU5 may be inoperative for
dispatch, but DU2 and 4 must be operative as they are hosting FMS and RMS functions.
However all DU have the same P/N and are interchangeable; if DU2 (4) is inoperative, a
maintenance action is required to swap with DU1 (5), and dispatch is then possible
(refer to MEL).
In case of a second DU failure, several cases have to be considered, and for each case,
several solutions are possible; hereafter are presented ATR recommendations with the
objectives of providing PF with the optimal displays to fly and navigate, and PM with the
displays to communicate and monitor systems.
3.1. Dispatch with DU 1 INOP.
PF is CM1 with PFD on DU2, and CM2 keeps a normal configuration with two DU (PFD
and MFD).
In case DU2 fails, the automatic reversion has no effect; FMS1 and RMS1 are lost.
CM2 becomes PF, and CM1 tunes COM and NAV via MCDU; he/she can still monitor
navigation and systems by cross-- view on DU4 with the recommended following
configuration: DU3: EWD / DU4: MFD / DU5: PFD.
In case DU3 fails, PFD remains on DU2, and EWD is automatically displayed on DU4
(PM side). PF remains CM1.
ATR recommends the following: DU2: PFD / DU4: MFD (cruise)-- EWD (approach)/
DU5: PFD.
The recommended configuration is the following: DU2: PFD / DU3: EWD / DU5: PFD.
PNF tunes COM and NAV via MCDU, and in VMC cruise PNF may occasionally switch
to MFD format.
In case DU5 fails, PFD is automatically displayed on DU4.

PM tunes COM and NAV via MCDU, and in VMC cruise PM may occasionally switch to
MFD format.
CAUTION : a full flexibility is offered for display selection on DU2 and DU4 via
both DISPLAY pushbuttons, and in case of DU1 and DU5 failure, the crew must
avoid any configuration without any PFD.
Mod 5948
DU P6 001
AA
PF can be CM1 as well as CM2; both pilots may display EWD on DU 2 or 4, thanks to the
DISPLAY pushbuttons; in case EWD is not displayed on any DU and should a Warning
or Caution occure, there will be an automatic reversion of EWD on the PM side (the
system takes the information of PF/PM side via the FGCP coupling selection).
ATR recommends to keep EWD displayed on PF side most of the time, and PM keeps a
normal configuration with two DU (PFD and MFD). Thanks to the high quality of the DU,
EWD remains easily readable by PM in cross view.
In case DU1 fails, PFD is automatically displayed on DU2 and EWD on DU4.
ATR recommends PF is CM1 and the following configuration: DU2: PFD / DU4: MFD
(cruise)-- EWD (approach)/ DU5: PFD.
In case DU2 fails, EWD is automatically displayed on DU4; FMS1 and RMS1 are lost.
In case DU4 fails, EWD is automatically displayed on DU2; FMS2 and RMS2 are lost.
In case DU5 fails, PFD is automatically displayed on DU4, and EWD on DU2.
Mod 5948
DU P7 001
AA
PF is CM2 with PFD on DU4, and CM1 keeps a normal configuration with two DU (PFD
and MFD).
In case DU1 fails, PFD is automatically displayed on DU2.

MFD format.
both DISPLAY pushbuttons, and in case of DU1 and DU5 failure, the crew must
avoid any configuration without any PFD.
MFD format.
In case DU3 fails, PFD remains on DU4, and EWD is automatically displayed on DU2
(PM side). PF remains CM2.
ATR recommends the following configuration: DU1: PFD / DU2: MFD (cruise)-- EWD
(approach)/ DU4: PFD.
PF must switch to CM1, and CM2 tunes COM and NAV via MCDU; he/she can still
monitor navigation and systems by cross-- view on DU2 with the recommended
following configuration: DU1: PFD / DU2: MFD / DU3: EWD.
Mod 5948
DU P8 001
AA
4- DUAL DC GEN LOSS
In case of dual DC GEN loss, only DU2 and DU4 are operative.
PFD is automatically displayed on PF side and EWD on PM side; CM2 must switch
AHRS and ADC to SYS 1 to recover a normal PFD format on DU4.
ATR recommends the following configuration:

both-- CM1 is PF and always keeps PFD on DU2; he/she monitors navigation on mini
bothboND;
both-- CM2 mainly uses DU4 in PFD format, and may temporarily switch to EWD and
bothboMFD ; he/she tunes VHF1 via VCP on MFD or MCDU1;
both - IESI is used for attitudes, IAS and altitude monitoring, and may be used to tune
bothbo VHF1 and V/ILS1; VOR, LOC and GLIDE deviations may also be displayed.
In case EWD is not displayed on any DU and should a Warning or Caution occure, there
will be an automatic reversion of EWD on PM side.
both DISPLAY pushbuttons, and the crew must avoid configuration without any
PFD.
Mod 5948
NORMAL PROCEDURES 2.03.00
P1 001
CONTENT APR 11
AA
2.03.00 CONTENT
2.03.01 FOREWORD
2.03.02 PRELIMINARY
2.03.03 PANEL SCAN SEQUENCE
2.03.04 FLIGHT PREPARATION
2.03.05 EXTERIOR INSPECTION
2.03.06 PRELIMINARY COCKPIT PREPARATION WITH THE USE OF GPU
2.03.07 PRELIMINARY COCKPIT PREPARATION WITH HOTEL MODE
2.03.08 FINAL COCKPIT PREPARATION
2.03.09 HOTEL MODE START UP
2.03.10 BEFORE PROPELLER ROTATION
2.03.11 BEFORE TAXI
2.03.12 TAXI
2.03.13 BEFORE TAKE OFF
2.03.14 TAKE OFF
2.03.15 CLIMB - CRUISE
2.03.16 BEFORE DESCENT - DESCENT
2.03.17 APPROACH
2.03.18 BEFORE LANDING
2.03.19 LANDING
2.03.20 GO AROUND
2.03.21 AFTER LANDING
2.03.22 PARKING
2.03.23 LEAVING THE AIRCRAFT
Mod 5948
.
P1 001
FOREWORD APR 11
AA
FOREWORD
Procedures contained in this chapter are recommended by the manufacturer. They are
consistent with the other chapters of this manual, in particular 2.02 PROCEDURES AND
TECHNIQUE.
Normal procedures are not certified by the Authorities, and in the judgment of the
Manufacturer, are presented here in, as the best way to proceed from a technical and
operational stand point.
They are continuously updated, taking into account inputs from all operators and
lessons of the Manufacturers own experience.
In the same manner, they may be amended as needed by the Operator.
However if the FCOM is used as the on board Operational Manual, the Manufacturer
recommends channeling any suggested amendment through him for early publication
so as to maintain the consistency of the Manual.
The Operator should be aware that a complete rewriting of this chapter may be done
under his own responsability but could lead to difficulties in updating and maintaining
the necessary homogeneity with the other chapters of this manual.
Mod 5948
.
P1 001
PRELIMINARY APR 11
AA
PRELIMINARY
The following sections provide expanded information related to normal procedures.
Normal procedures consist of inspections, preparations and normal check lists. All items are
listed in a sequence following a standardized scan of the cockpit panels (see section 2.03.03)
except when required by the logic of actions priority, to ensure that all actions are performed
the most efficient way.
Normal procedures are divided into phases of flight and accomplish by recall.
In the following assignation :
- CM1 refers to the Crew Member in the left hand seat
- CM2 refers to the Crew Member in the right hand seat
- PF refers to the Pilot Flying
- PM refers to the Pilot Monitoring
After completion of a given procedure, the related normal check list is used. The
normal check list developed by the manufacturers includes only the items that may
have a direct impact on safety and efficiency if not correctly accomplished. All normal
check lists are initiated at the Pilots flying command. Some normal procedures which
are non routine will be found in chapter 2.02 PROCEDURES AND TECHNIQUE and in
chapter 3.11 SPECIAL OPERATIONS.
All steps have to be performed before the first flight of the day or following a crew
change or maintenance action. Transit steps are the only ones to be completed after a
transit stop. They are grouped in the FINAL COCKPIT PREPARATION.
If there is any doubt as to whether the application of transit procedures covers
all safety aspects, the complete preparation must be accomplished.
Mod 5948
.
P1 001
PANEL SCAN SEQUENCE APR 11
AA
Mod 5948
.
P1 001
FLIGHT PREPARATION APR 11
AA
FLIGHT PREPARATION
TECHNICAL CONDITION OF THE AIRCRAFT
The crew will verify the technical status of the aircraft in respect to airworthiness acceptability of
malfunction and influence on the flight plan, using all necessary operators documents, in
particular MEL (Minimum Equipment List).
WEATHER BRIEFING
The crew will receive a weather briefing which should include :
- actual and expected weather conditions for take off and climb out including
runway conditions,
- en route significant weather : winds and temperatures,
- terminal forecasts for destination and alternate airports,
- actual weather for destination and alternates for short range flights and recent
past weather if available,
- survey of the meteorological conditions at airports along the planned route.
NAV / COM FACILITIES EN ROUTE
The crew will study the latest relevant NOTAMs (NOtice To AirMen) and will check that all
required facilities at departure, destination and alternate airports are operational and that they
fulfill the appropriate requirements.
FLIGHT PLANS / OPERATIONAL REQUIREMENTS
The crew will check the company flight plan, in respect to routing, altitudes and flight time.
The crew will check the estimated load figures and will calculate maximum allowed take off
and landing weights.
The captain will decide the amount of fuel necessary for a safe conduct of the flight, taking into
consideration possible economic fuel transportation.
The captain will check ATC flight plan and ensure it is filed according to the prescribed
procedures.
Mod 5948
.
P1 001
EXTERIOR INSPECTION FEB 12
AA
INTRODUCTION
The exterior inspection is primarily a visual check to ensure that the overall condition
of the aircraft, the visible components and equipments are safe for the flight.
R It is performed the CM1 before each flight.
During exterior walk around, observe that the FLIGHT CONTROL SURFACES and
FLAPS are clear and memorize surfaces position.
Section content :
EXTERIOR WALK AROUND DRAWING . . . . . . . . . . . . . . . . . . . . . . . . PAGE 2
MAIN LEFT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . . PAGE 3
LEFT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
LEFT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 4
NOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT FORWARD FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 5
RIGHT WING LEADING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT WING TRAILING EDGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 6
MAIN RIGHT LANDING GEAR AND FAIRING . . . . . . . . . . . . . . . . . . . . PAGE 6
RIGHT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
TAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
LEFT AFT FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PAGE 7
... / ...
Mod 5948
P2 001
EXTERIOR INSPECTION APR 11
EXTERIOR INSPECTION DRAWING
... / ...
Mod 5948
P3 001
AA
EXTERIOR INSPECTION ACTIONS
MAIN LEFT LANDING GEAR AND FAIRING

PARKING BRAKE ACCU PRESSURE . . . . . . . . . . . . CHECK 1600 PSI MINIMUM
MAINTENANCE DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Note : On ground, the landing gear uplock box in closed position leads to red local
UNLK alarm in the cockpit.
The uplock box can be open by pulling the landing gear emergency
extension handle. Then, replace it in its initial position.
FREE FALL ASSISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
SAFETY PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
BEACON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNOBSTRUCTED
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
MAGNETIC FUEL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
... / ...
Mod 5948
P4 001
AA
EXTERIOR INSPECTION ACTIONS (CONTD)
LEFT WING TRAILING EDGE

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

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

WING AND EMERGENCY LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EMERGENCY EXIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
AVIONICS VENT OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
CARGO DOOR OPERATING PANEL DOOR . . . . . . . . . . . . . . . . . . . . CLOSED
CARGO DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED AND LATCHED
R O2 BOTTLE OVERBOARD DISCHARGE INDICATION . . . . . . . . . . . . . . . GREEN
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
COCKPIT COMMUNICATION HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ICE EVIDENCE PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
PITOT PROBES AND COVERS . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
... / ...
Mod 5948
P5 001
AA
NOSE
WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RADOME AND LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NOSE GEAR WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
NOSE GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION, 2 CLOSED
RIGHT FORWARD FUSELAGE

PITOT PROBE AND COVER . . . . . . . . . . . . . . . . . . . . . . . CHECK / REMOVED
STATIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ANGLE OF ATTACK PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
EXTERNAL DC AND AC ELECTRICAL POWER ACCESS DOORS . . . . . . CHECK
R EMERGENCY EXIT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
R EMERGENCY EXIT LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
ANTENNAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
RIGHT ENGINE
INNER WING LEADING EDGE AND FAIRING . . . . . . . . . . . . . . . . . CONDITION
R LEFT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES: CLOSED
ENGINE AIR INTAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
ENGINE DE--ICING BOOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
SPINNER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PROPELLER . . . . . . . . . . . . . . . . FEATHERED / CONDITION / FREE ROTATION
Note : If propeller brake not set or not installed.
R RIGHT COWLINGS . . . . . . . . . . . . . . . . . . . . . . . . . ALL 4 LATCHES: CLOSED
OIL COOLING FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...
Mod 5948
P6 001
AA
RIGHT WING LEADING EDGE

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

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

TAT PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
R AIR CONDITIONING GROUND CONNECTION . . . . . . . . . . . . . . . . . . . . CHECK
R PACK RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
R AIR CONDITIONING PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
REFUELING CONTROL PANEL ACCESS DOOR . . . . . . CLOSED AND LATCHED
GEAR DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
LANDING GEAR STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYDRAULIC LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
WHEEL WELL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
UPLOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
WHEELS AND TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
BRAKE WEAR DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BRAKE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
REFUELING POINT ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
... / ...
Mod 5948
P7 001
AA
RIGHT AFT FUSELAGE

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

WATER SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
TOILET SERVICE PANEL ACCESS DOOR . . . . . . . . . . . . . . . . . . . . . CLOSED
CABIN DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENTRY EMER LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONDITION
Mod 5948
.
PRELIMINARY COCKPIT PREPARATION P1 001
WITH THE USE OF GPU APR 11
AA
CM2
- EMERGENCY EQUIPMENT.......................................................................CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flash lights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe tied and pressure within green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuits Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for PROP
BRAKE activation.
- CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without clearance
from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check battery voltage on captain lateral console)
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B flashing.
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
Check battery voltage on captain lateral console.
- UNDV Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
- IESI, DU 2&4, MCDU 1 ELECTRICALLY SUPPLIED . . . . . . . . . . . . . . CHECK
Mod 5948
WITH THE USE OF GPU APR 11
AA
- AVIONIC INITIALIZATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check Oral Warning, Caution, CRC sounds,
- Check DU 2, 4 display a green T
- Check DU Brightness
- Check MCDU 1 ON
- GPU - DC EXT PWR P/B . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Check AVAIL green light is illuminated, then depress the EXT PWR P/B :
- Check on OVERHEAD Panel
- BTC on line,
- EMER and MAIN BAT charging,
- EMER and ESS BUS supply indicator amber arrow extinguished,
- UNDV light extinguished
- DU BRIGHTNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- IESI ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ALERTING WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / CLR
- OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXCEPT PROBES HTG & FUEL PUMPS
- ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Check all Lights are illuminated (led test only)
- DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and OFF
- STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK and OFF
- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS
Select ENG SD page on MFD prior to test start up.
- Initial set up : ENG PUMP 1 & 2 OFF
Check the following on OVERHEAD Panel + associated ENG SD page :
- FEED LO PR LIGHT ENG 1 + 2 . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
- ENG 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- RUN LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- FEED LO PR LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Mod 5948
WITH THE USE OF GPU FEB 12
AA
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED
- FUEL X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
- MEMO PANEL DISPLAY FUEL X FEED LABEL . . . . . . . . DISPLAYED CYAN
R Note: - X FEED LABEL may be flashing CYAN, in case of fuel unbalance & wrong
R pump on selection.
R - Check X FEED cyan label on MEMO PANEL DISPLAY
- FEED LO PR LIGHT ENG 1+2 . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
- FEED LO PRESS LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
Note : Feed Lo Press Light may take few minutes to illuminate again
- ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R - RUN LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- FEED LO PR LIGHT ENG 1+2 . . . . . . . . . . . . . . . . . . EXTINGUISHED
- ENG 1+2 FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
- DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
DOOR TEST :
Depress TEST switch and check on OVERHEAD Panel. Check associated AIR
CABIN SD page :
- CAB OK & SVCE OK green lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
(Provided associated doors are opened)
- SPOILER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- LDG GEAR INDICATOR . . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHT
- TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
- FLT CTL Fault Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- SELCAL (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CODE
- ENG 1 FIRE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ENGINE FIRE PROTECTION TEST :
Check the following items :
- ENG 1 FIRE HANDLE . . . . . . . . . . . . . . . . . . . IN / LATCHED / LOCK WIRED
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Depress SQUIB TEST P/B and check :
- Both agents SQUIB lights . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Select TEST SW on FAULT position and check :
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (FWS ALERTING WINDOW) . . . . . . . . . . . DISPLAYED AMBER
- Select TEST SW on FIRE position and check :
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 1 FIRE (EWD + FWS WINDOW) . . . . . . . . . . . DISPLAYED RED
- Press MW to silence CRC and extinguish the MW :
- Temporarily select CL out of FUEL S O Position and check :
- Associated CL FUEL S O red light . . . . . . . . . . . . .ILLUMINATES
Mod 5948
AA
R - EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / LOCKED
Check PROP BRK Local Cyan light + EWD Cyan label
- ENG START Rotary selector . . . . . . . . . . . . . . . . . . . . . . OFF/START ABORT
- MAIN ELEC PWR Panel + associated ELEC SD page on MFD . . . . . . CHECK
- CVR and SSFDR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
CVR TEST :
CVR and DFDR test, on GPU:
Press on the RCDR PB (on the RCDR panel) and check ON light is illuminated.
CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green
arc.
Press on the RESET PB (on the RCDR panel) and check ON light is extinguished.
- SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Also check the MEMO PANEL
- EMER EXIT LT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
- EMER EXIT LT DISARM light . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DE ICING / ANTI ICING lights . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Except AFR AIR BLEED Amber light illuminated.
- PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .OFF
Switch off PROBES HEATING to avoid any burn injury to ground crew.
(STBY PITOT TUBE is supplied by DC STBY BUS.)
R - WINDSHIELD HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
- AC WILD ELEC PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD Panel and associated ACW - HYD SD page
- HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD panel :
- BLUE and GREEN PUMPS LO PR AMBER lights . . . . . ILLUMINATED
- Other LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Check on ACW-- HYD SD Page on MFD :
- BLUE and GREEN PUMPS LO PR . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- FLAPS, SPOILERS, PROP BRK, N/W STRG . . . . . . . . . . . . . . . . . . AMBER
- EMER BRK ACCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- NORM BRK, LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- EMER LOC XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO / NO LIGHT
Check toggle SW is in AUTO position, guarded and lock wired
R - ANN LT SW Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
Mod 5948
AA
- AIR BLEED / COMPT TEMP Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check on OVERHEAD Panel & associated AIR CABIN SD page
- AVIONICS VENT / OVBD VALVE . . . . . . . . . . . . . . . . . . . . AUTO / GUARDED
- OXYGEN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD Panel & associated AIR CABIN SD page
- OXYGEN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN MAIN SUPPLY ON OVERHEAD Panel . . . . . . . . . . . . . . . . . ON
Check OXY SUPPLY CREW on AIR CABIN SD page . . . . . GREEN ARROW
- PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIGHT
- COMPT SMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
Depress SMK TEST P/B and check :
- On Alerting Window : AFT SMK, FWD SMK, ELEC SMK . . . . . . . . . . . . RED
- On AIR CABIN SD page : LAV SMK, AFT COMPT SMK, FWD SMK, ELEC SMK
RED
- MW + MC + CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATE
- Press MW to silence the alarm
- AVIONICS VENT EXHAUST MODE P/B . . . . . . . . . . . . . . . . . . . . . . . . RESET
When test is over, press the exhaust P/B to restart the extract fan. (MECH call with
sound during reset)
PEDESTAL
- ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
R ATPCS: STATIC TEST
Check the following results on EWD.
- Turn the ATPCS knob to the left to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- Turn the ATPCS knob to ENG 1 position and check :
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPTRIM
- TQ 1 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15 s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO FTR
- Turn the ATPCS knob to the right to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
.../...
Mod 5948
AA

- ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPTRIM
- TQ 2 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO FTR
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
TRIMS TEST
R TRIMS TEST
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM SW . . . . . . . . . . . . . CHECK GUARDED / OFF POSITION
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY : (DAILY) refer to 2.03.24
- IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check the IDLE GATE FAIL amber light is extinguished.
Check the IDLE GATE lever amber band is visible.
- EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GUARDED
- PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON
Check ACCU BRAKE pressure on the dedicated indicator (Captain lateral console)
or on SD ACW-- HYD Page.
Use HYD AUX PUMP P/B if required.
WARNING
Do not pressurize hydraulic systems without cleareance from ground
crew.
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ON

- VCP : COM, NAV, SURV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
- NAV ND OVLY / TRAFFIC set to ABOVE position
- SURV / XPDR 1 or 2 set to STBY
- TCAS set to AUTO
Mod 5948
AA
- MCDU BRIGHTNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Check WAIT or STBY green message on ND/PFD.
- COCKPIT DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R COCKPIT DOOR DAILY CHECK: . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
R CENTRAL PANEL
- ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST/ CHECK
- STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- APM P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
APM TEST: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN/NO LIGHT

- BOOST (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
BOOST TEST: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- PWR MGT rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO

- IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK NO FLAG
- EWD :
- EWD FLIGHT CONTROL window . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check TRIMS and FLAPS, indications
- ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check TQ, RTO TQ, TO TQ, NP, ITT
- TAT / SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
ENG PANEL :
- EEC 1&2 P/B . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Check the rotary selector is facing the green mark
Mod 5948
AA
R - AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
Depress the TEST P/B and check :
- On local panel :
- Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK
- MC + SC + AIR AUTO PRESS on Alerting Window (1 flash) . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . .ILLUMINATED
- CABIN SD page :
CAB ALT / VS / P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- LANDING GEAR INDICATIONS . . . . . . . . . . . . . . . . . . 3 GREEN / NO RED LT
ANTISKID PANEL P/B depressed in, no LIGHT . . . . . . . . . . . . . . . . . . . CHECK
GLARESHIELD :
- GPWS P/B TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .PERFORM
CAPTAIN LATERAL CONSOLE

- COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Cockpit com hatch must be opened until engine 1 start, in order to avoid that the
extract fan suction creates a depressurisation when passenger doors is closed.
(Ref. procedure and techniques 2.02.03).
- MAINTENANCE PANEL
- STICK PUSHER / SHAKER TEST (once a day) . PERMORM (refer to 2.03.24)
- ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM FLT
- N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AS RQD
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN MASK TEST (Hose and mask must be pressurized with oxygen)
- DO NOT REMOVE OXYGEN MASK
Mod 5948
AA
R - AUDIO CONTROL PANEL INT / RAD selector . . . . . . . . . . . . . . . . . . . . . . INT

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

- AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- TAWS PANEL :
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- GPWS TOGGLE SWITCH . . . . . . . . . . . . . GUARDED / NORMAL POSITION
- GPWS Associated light . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
CAPTAIN INSTRUMENT PANEL

- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PFD :
- FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- AIRSPEED, ALTIMETER, VSI. . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- EADI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ATTITUDE
- EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
PRELIMINARY COCKPIT PREPARATION P 10 001
AA
- ND / EHSI : (Select ND on MFD)

- HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK & NO FLAG
- MEMO PANEL DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F/O LATERAL CONSOLE

- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
F/O SWITCHING PANEL :
- AUDIO SEL 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK EXTINGUISHED
- ATT/HDG, ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ELAPSE TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
F/O INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

- PFD :
- FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- AIRSPEED, ALTIMETER, VSI . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- ND / EHSI : (Select NAV Display on MFD)

- MEMO PANEL DISPLAY.......CHECK
- SYS PAGE
- AC/DC ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CABIN Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ACW HYD Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ENGINE Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
WITH HOTEL MODE APR 11
AA
CM2
- EMERGENCY EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check :
- Exit hatch closed, handle locked and safe tied, escape rope stowed
- Life jackets (if applicable) stowed
- Axe, flash lights, smoke goggles and oxygen masks stowed
- Portable fire extinguisher safe tied and pressure within the green area
- Landing gear emergency extension handle stowed, cover closed
- Protective gloves
- GEAR PINS and COVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
- All Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE / ON
Check GUST LOCK is properly engaged to fullfill the required conditions for PROP
BRAKE activation.
- CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL S/O
- FLAPS LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set in accordance with Actual Flap Position.
CAUTION
Do not pressurize hydraulic systems and activate flaps without
clearance from ground crew.
- LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN

- EEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
- BOTH WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- BATTERY (Toggle switch) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check battery voltage on captain lateral console
- MFC AUTO TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORMED
Check :
MFC 1A, 2A flashing (only if cargo door panel is closed), then MFC 1B, 2B
flashing)
- EMER & ESS BUS SUPPLY INDICATOR . . CHECK ARROWS ILLUMINATED
- UNDV light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
Check battery voltage on Captain lateral console.
- IESI, DU 2&4, MCDU 1 ELECTRICALLY SUPPLIED . . . . . . . . . . . . . . CHECK
Mod 5948
WITH HOTEL MODE APR11
AA
- AVIONIC INITIALIZATION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check Oral Warning, Caution, CRC sounds,
- Check DU 2, 4 display a green T
- Check DU Brightness
- Check MCDU 1 ON
- IESI ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ALERTING WINDOWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / CLR
- ENG 2 FIRE HANDLE . . . . . . . . . . . . . . IN / LATCHED / LOCK WIRED
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (EWD + ALERTING WINDOW) . . . . . . . DISPLAYED AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing red . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 2 FIRE (EWD + ALERTING WINDOW) . . . . DISPLAYED RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . ILLUMINATES
Mod 5948
WITH HOTEL MODE APR 11
AA
- ATPCS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
ATPCS TEST :
Check the following results on EWD :
- Turn the ATPCS knob to the left to the arm position and check :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPTRIM
- TQ 1 needle indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO FTR
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ needles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 60 %
- ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPTRIM
- TQ 2 needles indicates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZERO
- After 2.15s :
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO FTR
- SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
- WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRK Local Cyan light + EWD Cyan label
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE
CAUTION
Prior to any engine start, select ENG SD page
Mod 5948
WITH HOTEL MODE FEB 12
AA
START SEQUENCE:
- ENGINE PROP AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
- ENGINE START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . START A + B
A+B for the 1st flight of the day, then A or B for the next start
- START 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Start timing for maximum starter run time
Check : - START P/B ON light illuminates
- START green label on ENG SD page.
- ENGINE ROTATION (NH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S When passing 10 % NH (maximum 19% NH if ITT > 200c) :
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
- TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ITT rises within 10s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R ENGINE START IN HOT ENVIRONMENT

In hot environments to prevent an engine starting from a hot start: High OAT or High
residual ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT
below 100C, open fuel up to 10% NH.
From 100C to 200C delay fuel opening by 1% NH per 10C of residual ITT, up to 200C
(20% NH)
Do not exceed 20% NH for fuel opening.
CAUTION
- If ITT >950c } CL..................FUEL SO
- If 840 < ITT < 950C for more than 5s } CL..................FUEL SO
- If 800 C < ITT < 840C for more than 20s } CL..................FUEL SO
S When passing 45 % NH :
R - Check:
- START green label EXTINGUISHES on FUEL-- ENG SD page
- START P/B ON light extinguished
R - Check maximum start time and max ITT (Refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENGINE START ROTARY SELECTOR . . . . . . . . OFF/START ABORT
- GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACK / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
R - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQD
R GIf Z > 5000ft and SAT > ISA + 25C, advance PL 2 up to the GUST LOCK stop.
Mod 5948
AA
R - OVERHEAD PANEL SCAN . . . . . . . . . . . . . ANY WHITE LIGHT EXTINGUISH

R EXCEPT PROBES HTG & FUEL PUMP
R - ANNUNCIATOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
R Check all Lights are illuminated (led test only)
R - DOME LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R - STBY COMPASS LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
R - STORM LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AND OFF
- CALL & SELCAL (If installed) . . . . . . . . . . . . CHECK LIGHT EXTINGUISHED
- MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- FUEL PUMP & X FEED TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
FUEL PUMP & X FEED TESTS
Select FUEL-- ENG SD page on MFD prior to test start up.
Initial set up : ENG PUMP 1 OFF
Check the following on OVERHEAD panel + associated FUEL-- ENG SD page :
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
- ENG 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- RUN LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATED
- FEED LO PR LIGHT ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED
- FUEL X FEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN LINE
- MEMO PANEL DISPLAY FUEL X FEED LABEL . . . . . . . . ILLUMINATE CYAN
Note: X FEED LABEL may be flashing CYAN, in case of fuel unbalance &
wrong pump on selection. Check X FEED blue cyan on MEMO PANEL.
- FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REALEASED
- FEED LO PR LIGHT ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .ILLUMINATED
Note : Feed Lo Press Light may take few minutes to illuminate again.
- ENG 1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- ENG 1+2 FUEL PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
- DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST
DOOR TEST :
Depress TEST switch and check on OVERHEAD Panel and associated AIR SD
page :
- CAB OK & SVCE OK green lights . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
(provided associated doors are opened)
- SPOILER LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / EXTINGUISED
- LDG GEAR INDICATOR . . . . . . . . . . . . . . CHECK 3 GREEN / NO RED LIGHT
Mod 5948
AA
- TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AUTO
- FLT CTL Fault light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- SELCAL (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CODE
- ENG 1 FIRE HANDLE . . . . . . . . . . . . . . . . . . . . IN / LATCHED / LOCK WIRE
- Any lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- Both agents SQUIB lights. . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATE
- Associated LOOP A and LOOP B lights . . . . . . . . . . . . . . ILLUMINATE
- SC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MC Amber light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- LOOP (ALERTING WINDOW) . . . . . . . . . . . . . . . DISPLAYED AMBER
- Associated FIRE HANDLE red light . . . . . . . . . . . . . . . . ILLUMINATES
- CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- MW light flashing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- ENG 1 FIRE (EWD + ALERTING WINDOW) . . . . . . DISPLAYED RED
- Press MW to silence CRC and extinguish the MW
- Associated CL FUEL S O red light . . . . . . . . . . . . . . . ILLUMINATES
- EXTERNAL LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- ENG START Rotary selector . . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
- MAIN ELEC PWR Panel + associated ELEC SD page on MFD . . . . . . CHECK
DC GEN 2 extinguished. BTC on line, EMER and MAIN BAT charging, EMER and ESS
BUS supply indicator amber arrow extinguished, UNDV light extinguished.
- CVR and SSFDR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
R CVR TEST :CVR and DFDR test (On BATTERY MODE or HOTEL MODE):
R CVR: when pushing on the CVR TEST PB, the CVR pointer has to be in the green
arc.
R DFDR: the status SYST light (on the FDEP or RCDR panel) has to be extinguished.
R Note: it can take over 1 minute to be extinguished after aircraft power up.
Mod 5948
AA
- SIGNS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Also check the MEMO PANEL
- EMER EXIT LT TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARM
- EMER EXIT LT DISARM light . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DE ICING / ANTI ICING Lights . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Except AFR AIR BLEED Amber light illuminated.
- PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Switch off PROBES HEATING to avoid any burn injury to ground crew.
R (STBY PITOT TUBE is supplied by DC STBY BUS).
R - WINDSHIELD HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- AC WILD ELEC PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check on OVERHEAD Panel and associated ACW-- HYD SD page
- HYD PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD panel :
- BLUE and GREEN PUMPS LO PR AMBER lights . . . . . . . . . . ILLUMINATED
- Other LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Check on ACW-- HYD SD Page on MFD
Check on HYD SD Page on MFD :
- BLUE and GREEN PUMPS LO PR . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- FLAPS, SPOILER, PROP BRK, N/W STRG . . . . . . . . . . . . . . . . . . . . AMBER
- EMER BRK ACCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- NORM BRK, LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- EMER LOC XMTR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO / NO LIGHT
Check toggle SW is in AUTO position, guarded and lock wired
- ANN LT SW Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- AIR BLEED / COMPT TEMP Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD Panel & associated CABIN SD page
- AVIONICS VENT / OVBD VALVE . . . . . . . . . . . . . . . . . . . . AUTO / GUARDED
- OXYGEN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check on OVERHEAD Panel & associated CABIN SD page
- OXYGEN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- OXYGEN MAIN SUPPLY ON OVERHEAD Panel . . . . . . . . . . . . . ON
Check OXY SUPPLY CREW on CABIN SD page . . . . . GREEN ARROW
- PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO LIGHT
Mod 5948
AA
- COMPT SMK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST

Depress SMK TEST P/B and check :
- On Alerting Window : AFT SMK, FWD SMK, ELEC SMK . . . . . . . . . . . . RED
- On CABIN SD page: LAV SMK, AFT COMPT SMK, FWD SMK, ELEC SMK....RED
- MW + MC + CRC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATE
- Press MW to silence the alarm
- AVONICS VENT EXHAUST MODE P/B . . . . . . . . . . . . . . . . . . . . . . . . RESET
When test is over, press the exhaust P/B to restart the extract fan. (MECH call will
sound during reset).
PEDESTAL
- TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R TRIMS TEST
TRIMS CHECK BEFORE EACH FLIGHT
PITCH, ROLL AND YAW TRIM OPERATION . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
STBY PITCH TRIM SW . . . . . . . . . . . . . CHECK GUARDED / OFF POSITION
TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET FOR TAKE OFF
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY : (DAILY) refer to 2.03.24
- IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Check the IDLE GATE FAIL amber light is extinguished
Check the IDLE GATE lever amber band is visible
- EMER AUDIO CANCEL . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GUARDED
- PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check ACCU BRAKE pressure on the dedicated indicator (Captain lateral console) or
on SD ACW-- HYD Page.
Use HYD AUX PUMP P/B if required.
WARNING
Do not pressurize hydraulic systems without clearance from ground crew.
Mod 5948
AA
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- VCP : COM, NAV, SURV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
- NAV ND OVLY / TRAFFIC set to ABOVE position
- SURV / XPDR 1 or 2 set to STBY
- TCAS set to AUTO
- MCDU BRIGHTNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Check STBY message on ND/PFD.
R - COCKPIT DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COCKPIT DOOR DAILY CHECK . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
Mod 5948
AA
CENTRAL PANEL
R - ICE DETECT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
- STICK PUSHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
- APM P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT
R - APM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
APM Test (daily) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . refer to 2.03.24
- PEC 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN/NO LIGHT

- BOOTS (If installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PWR MGT rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
- IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO FLAG
- EWD :
- EWD FLIGHT CONTROL window . . . . . . . . . . . . . . . . . . . . . CHECK
Check TRIMS and FLAPS, indications
- ENG 1 & 2 INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check TQ, RTO TQ, TO TQ, NP, ITT
- TAT / SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENG PANEL :
- EEC 1 & 2 P/B . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- ATPCS P/B . . . . . . . . . . . . . . . . . . . . . CHECK DEPRESSED IN / NO LIGHT
- CAB PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check no light
Check the rotary selector is facing the green mark
Mod 5948
AA
- AUTO PRESS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST / CHECK
Depress the TEST P/B and check
- On local panel :
- Cycling display between - 8800 and 18800 . . . . . . . . . . . . . . . CHECK
- MC + SC + AIR AUTO PRESS on Alerting Window (1 flash) . . . CHECK
- MODE SEL P/B FAULT amber light (1 flash) . . . . . . . . . ILLUMINATED
- CABIN SD page :
CAB ALT / VS / P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ANTISKID PANEL P/B depressed in, no LIGHT . . . . . . . . . . . . . . . . . . . CHECK
GLARESHIELD :
- GPWS P/B TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
CAPTAIN LATERAL CONSOLE

- COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
Cockpit com hatch must be opened until engine 1 start, in order to avoid that the
extract fan suction creates a depressurization when passenger doors is closed, (ref
procedure and techniques 2.02.03).
- MAINTENANCE PANEL
R - STICK PUSHER / SHAKER (once a day) . . . . . . . PERFORM (refer to 2.03.24)
- ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NORM FLT
- N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OXYGEN MASK TEST (Hose and mask must be charged with oxygen)
- DO NOT REMOVE OXYGEN MASK
Mod 5948
AA
- AUDIO CONTROL PANEL INT / RAD selector . . . . . . . . . . . . . . . . . . . . . INT
1 - PRESS TO TEST & RESET PB . . . . . . . . . . . . . . . . . . . . . PRESS & HOLD
- Check :
- Blinker momentarily turns yellow and then goes black (if no leak)
2 - PRESS TO TEST AND RESET PB. . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
RED GRIPS ON EACH SIDE OF THE HOSE . . . . . . . . . . . SQUEEZE
Check :
- Oxygen pressure inflates the harness.
- Blinker momentarily turns yellow and must turn dark if there is no leak.
- Oxygen flow sounds through oudspeakers
3 - PRESS TO TEST AND RESET PB . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD
EMERGENCY KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check :
- Blinker momentarily turns yellow and must turn dark if there is no leak
- Oxygen flow sounds through loudspeakers.
CAUTION
WHEN TEST COMPLETED : Insure the oxygen mask control panel remain
in the following position :
- OXY LO PR LIGHT . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- N/100% ROCKER LEVER . . . . . . . . . . . . . SET TO 100 %
R - CAPTAIN SWITCHING PANEL :

R - AUDIO 1 SEL Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ATT/HDG, ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISED
- TAWS PANEL :
- TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GUARDED NO LIGHT
- GPWS TOGGLE SWITCH . . . . . . . . . . . . . GUARDED / NORMAL POSITION
- GPWS Associated light . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
Mod 5948
AA
CAPTAIN INSTRUMENT PANEL
- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PFD
- FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R - EHSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ND / EHSI : (Select ND on MFD)
R - MEMO PANEL DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F/O LATERAL CONSOLE
- EXTRACT AIRFLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN / GUARDED
- OXYGEN MASK (once a day) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- AUDIO SEL 2 Light . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- F/O SWITCHING PANEL :

- ATT/HDG, ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
- ELAPSE TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
F/O INSTRUMENT PANEL

- CLOCK TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- PFD
- FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ND / EHSI : (Select NAV display on MFD)
R - MEMO PANEL DISPLAY.......CHECK
R - SYS PAGE
R - AC/DC ELEC Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R - CABIN Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R - ACW HYD Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R - ENGINE Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
.
P1 001
FINAL COCKPIT PREPARATION APR 11
AA
CM2
- ATIS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

- TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1st PART FILL
1st part : Weather, W lim according to performance computation, ACC ALT, Single
Eng flight path
- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
PF
FMS INITIAL PREPARATION :

PF should run through the 3 following steps to prepare the FMS :
1 - FMS INITIALIZATION
2 - NAVIGATION
3 - PERFORMANCE
1 - FMS INITIALIZATION :
At power up, check FMS starts correctly,by checking the following TESTs results.
Note : If Power up page doesnt come :
- Press MENU key on the MCDU

- Select FMS 1 on left side : FMS 2 on right side
Mod 5948
P2 001
AA
- INITIALIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- CONF DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OK
- NAV DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OK
- STD DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
Check STD DATA base expiry date. It out of date, swap database on NAV DATA page
or ask for new database loading.
.0
- Press INIT Lsk to open the INIT page
FMS initialization should be prepared using the following flow, performed from INIT
page.
Note : INIT page can be displayed at any time by :
- Pressing DATA Key,

- Pressing INIT
.1
UNITS >
- Press UNITS Lsk (see illus point 1 )

- UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
In order to avoid any confusion due to previous crew insertions, check all items of
the UNIT page.
.2
< POS INIT
- Press POS INIT Lsk

- POSITION INIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
On POS INIT page :
- Check that LOCALIZATION MODE is BCP (GPS GREEN) and
- Initialize position : INIT POS = GPS POS, then Press on SENSORS INIT to
activate it
Mod 5948
P3 001
AA
2 - NAVIGATION :
.3
< FPLN INIT
- Press FPLN UNIT Lsk

- Enter the ROUTE :
- Press on F-- PLN INIT then on ROUTE
- Enter the ROUTE, using the route IDENT or
FROM/TO
- Enter the FLT ID
- Press EXEC to activate F-- PLN
- Enter the RWY, SID, TRANS wpt
- Enter route WPT and AIRWAYS
- Enter the ARRIVAL RWY, STAR, TRANS wpt.
(for short legs)
- Check / enter Constraints (ALT CNSTR or SPD
CNSTR.)
- Press TMPY to check entered data before
activation.
- Select PLAN on ND
- F- PLN VERIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
SECONDARY F.PLN
.4
FPLN
- Press FPLN Key twice

- SEC F- PLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
SEC F-- PLN is routinely a copy of the active F-- PLN. However,consideration may be
given to the following :
a)immediate return : Make a copy of the active F-- PLN and modify it as a suitable WPT
for an immediate return to the departure airfield in the event of, for example, an
engine failure.
b)diversion : If weather is below landing minimums at the departure airfield, the SEC
F-- PLN should be that required for a diversion immediately after take off.
c) RWY Departure change : If there is a chance of a change in the RWY or SID during
taxi, prepare for it by copying the active F-- PLN and make the necessary
modifications.
Mod 5948
P4 001
AA
3 - PERFORMANCES
- Press DATA key, then INIT Lsk to open INIT Page.
PERFORMANCE DATA part should be prepared
using the following flow.
.5
WEIGHT >
- Press WEIGHT Lsk

- ZFW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
If the ZFW is unavailable, it is acceptable to enter the expected values in order to
obtain prediction.
- FOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Similary, the flight crew may enter the expected Fuel On Board if refueling has not
been completed at that time.
- GW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- RESERVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
CAUTION
The characteristic speeds displayed on MCDU / MFD PERF page are
computed from Weights entered by crew on the MCDU.
Therefore, these weight data must the be checked. (Captains
responsibility)
.6
PERF INIT >
- Press PERF INIT Lsk

- CRZ ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
Enter the expected CRUISE ALTITUDE. Enter ZFW before entering a CRUISE ALT.
(Mind the FORMAT : i.e enter : 20000 or FL200)
- CRZ MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK MAX CRUISE
- DFLT FPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / SET if RQRD
Check the DEFAULT Flight Path Angle (3).
- ALTN/CRZ ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Enter the Alternate airport and the desired cruise altitude to alternate. (Default
value : FL100).
Mod 5948
P5 001
AA
.7
PERF
- Press PERF key once on MCDU
TAKE OFF page :

- RWY LNG / AXIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / SET if RQRD
Check the RWY length and AXIS stored in the database.
Set the correct value for any change affecting TORA, TODA, ASDA (Displaced
threshold, take off from intersection, work in progress reducing RWY length...)
- TRANS ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK / SET if RQRD
Check the transition altitude. Set a new value if required.
- V1, VR, V2 . . . . . . . . . . . . . . . . . . . . . . . . CHECK / MANUALLY SET IF RQRD
CAUTION
V1, VR, V2 are automatically computed considering that the runway is
NON- LIMITING.
A MANUAL INSERTION is required for any limitation.
(RWY LIMITATION, OBSTACLE, RWY CONTAMINATION...)
- Press PERF key (once more)

CRUISE page :
WINDS INSERTION :
The pilot has to choose between, 2 models : A simplified wind model and an accurate wind
model.
- SIMPLIFIED WIND MODEL : (Used for short flight)
If required, mean winds will be entered in the PERF CRUISE page.
- DEST MEANWIND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET if RQRD
Enter the expected mean wind between DEP and DEST at the cruise altitude.
- ALTN MEANWIND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET if RQRD
Insert the MEANWIND between DEP & ALTN at FL 100 or at the FL defined in the
PERF INIT page.
Mod 5948
P6 001
AA
- ACCURATE WIND MODEL (May be used for long flight)

If the accurate wind model is chosen, winds need to be entered at any wpt directly in the
F-- PLN.
For this, press FPLN key and :
- Perform a vertical revision at the desired WPT.
- Enter the ORIGIN / WIND / FL. (Up to 4 FL may be considered)
- Enter WIND at each WPT until destination.
Note : The last wind will be propagated downstream until destination.
CAUTION
Once a vertical wind profile has been entered at one way point, the
SIMPLIFIED MODEL does not apply any more to the rest of the flight
End of FMS Initial Preparation

---------------------------------------
- NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set : - NAVAIDS using MCP / VCP
- COURSEs using FGCP
- NAV SOURCE on FGCP and
- Check on PFD :
- Cross check NAV SOURCE on PFD (EHSI)
- VOR / ILS 1 & 2 set MANUAL TUNE
Note:
If NOTAMs warn of any unreliable DME or VOR/DME, crew must deselect it from
position computation. Press MCDU DATA key, select NAV FRQ page then
DESELECTED those related NAVAIDs.
- COM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Mod 5948
P7 001
FINAL COCKPIT PREPARATION FEB 12
AA
CM1
- PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON PRESS CHECK

- SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
- MEMO PANEL DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- FUEL QTY on FUEL ENG SD page (MFD) . . . . . . . . . . CHECK & BALANCED
Cross check FUEL Quantity displayed on EWD, with Actual FUEL quantity
displayed on ENG SD page (Measured) with paper F-- PLN Fuel.
CAUTION
FOB displayed on EWD permanent data is the FOB entered by the crew
in the FMS
- ENG FUEL USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET

ALL
- ALTIMETERS (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK

- TAKE OFF TQ BUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK GREEN DOT
T/O Torque (Green dot) should be cross checked using ATIS or TWR temperature
with QRH OPS DATA
- RESERVE TAKE OFF TQ . . . . . . . . . . . . . . . . . . . . . . . CHECK AMBER BUGS
RTO Torque (Amber Bug) should be cross checked using ATIS or TWR temperature
with QRH OPS DATA.
- SEATS, SEATS BELTS, HARNESS, RUDDER PEDALS . . . . . . . . . . ADJUST
R PF: - DEPARTURE BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
- FINAL COCKPIT PREPARATION C/L . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod 5948
.
P1 001
HOTEL MODE START UP FEB 12
AA
R According to operational requirement and limitations captain can decide to start up

Hotel Mode any time before start up clearance.
- SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check RUN LIGHT ON + FEED LO PRESS extinguished
- WING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check PROP BRK Local Cyan light illuminated + EWD Cyan label displayed
- ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START IN HOTEL MODE
CAUTION
Prior to any engine start, check FUEL- ENG SD page displayed
START SEQUENCE
- ENGINE & PROP AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLEAR
- ENGINE START rotary selector . . . . . . . . . . . . . . . . . . . . . . . . . START A + B
A+B for the 1st flight on the day, then A or B for the next start
- START 2 P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED / ON
Start timing for maximum starter run time
Check : - START P/B ON light illuminated
- START green label on ENG SD page
- ENGINE ROTATION (NH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
S When passing 10 % NH (maximum 19% NH if ITT > 200c) :
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
- TIMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
- ITT rises within 10s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ENGINE START in HOT ENVIRONMENT

In hot environments to prevent an engine starting from a hot start : High OAT or High
residual ITT, it is recommended to delay the fuel opening up to 20% NH.For residual ITT
below 100_C, open fuel up to 10% NH.
From 100_C to 200_C delay fuel opening by 1% NH per 10_C of residual ITT, up to
200_C (20% NH)
Do not exceed 20% NH for fuel opening.
Mod 5948
P2 001
HOTEL MODE START UP FEB 12
AA
R
CAUTION
- If ITT < 950C } CL...............FUEL S O
- If 840 C <ITT <950C for more than 5s } CL...............FUEL S O
- If 800 C <ITT <840C for more than 20s } CL...............FUEL S O
S When passing 45 % NH :
Check :
- START green label EXTINGUISHES on ENG SD page
- START P/B ON light extinguished
Check maximum start time and max ITT (Refer to Limitation chap 2.01.04)
S When engines parameters are stabilized :
- ENGINE START ROTARY SELECTOR . . . . . . . OFF / START ABORT
- GPU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- DC GEN 2 FAULT LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- BLEED / PACK / X VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST AS RQRD
If Z > 5000 ft and SAT > ISA + 25C, advance PL 2 up to the GUST LOCK stop.
Mod : 5948
BEFORE PROPELLER ROTATION P1 001
FEB 12
AA
R
Note: If hotel mode wasnt started at this point, start it now
When LOAD & TRIM SHEET is received

CM1 - LOAD AND TRIM SHEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM1 - TAKE OFF WEIGHT / CG / PITCH TRIM . . . . . . . . . . . . . ANNOUNCE
CM2 - TAKE OFF DATA CARD . . . . . . . . . . . . . . . . . . . . . . . 2nd PART FILL
2nd part : TOW, SPEED, TRIM settings
- FMS WEIGHT & SPEEDS UPDATE . . . . . . . . . . . . . . . . . PERFORM
PF Enter in the MCDU TAKE OFF page the last TO WEIGHT & TO CG
CAUTION
V1, VR, V2 are automatically computed considering that the runway is
NON- LIMITING.
A MANUAL INSERTION is required for any limitation.
(RWY LIMITATION, OBSTACLE, RWY CONTAMINATION...)
ALL - TAKE OFF DATA............................................................CONFIRMED
Confirm the last TO WEIGHT & SPEED using MCP/VCP and check :
- TO TRIM magenta.................................DISPLAYED on EWD
- V1.......................................................DISPLAYED on PFD
- V2......................................DISPLAYED on MFD PERF page
WARNING
PERFORMANCE CONFIRMATION
must be done according to ICING or NON ICING CONDITIONS
ALL - ALL TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
--------------------------------------------------------------------
CM2 - START UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - GROUND CREW CLEARANCE . . . . . . . . . . . . . . . . . . . . . . OBTAIN
CM1 - TAIL PROP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON BOARD
CM1 - ALL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
Checked on SD AIR page
CM2 - CDLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM1 - NOSE WHEEL STEERING (if push back) . . . . . . . . . . . . . . . . . OFF
ALL - BEFORE PROPELLER ROTATION C/L . . . . . . . . . . . . . . PERFORM
Mod 5948
.
BEFORE TAXI P1 001
FEB 12
AA
BEFORE TAXI
ALL - LEFT / RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLEAR
CM1 - HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .DEPRESS

Check HYD PRESS on SD HYD Page.
- PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . CHECK READY LIGHT ON
- PROP BRK SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- PROP BRK CYAN . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISED
on overhead panel : - UNLOCK local light flashes then extinguishes
- PROP BRK Local Cyan light extinguished on EWD :
- Cyan label disappear
CM2 - NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZED
CM2 - CL2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
R CM2 - PEC SGL CH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

on EWD : Single Channel label displayed for few seconds then extinguishes
CM2 - LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

on EWD : Low Pitch label is displayed
CM2 When NP stabilized at around 71% :

Check on the overhead panel and on associated SD page
- ACW GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSED
- HYD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R CM2 - PROBES HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R CM2 - ANTI ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R CM2 - HYD TRIPLE INDICATOR . . . . . . . CHECK 3 x 3000 PSI (on SD page)
CM2 - ANTISKID TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM

ANTISKID Test :
Depressed ANTISKID TEST P/B and check :
On alerting window :
R - WHEEL A-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMBER
- FFFF appears for few seconds . . . . . . . . . . . . . . . . . . . . AMBER
- NNNN appears at the end of the test for few seconds . . . . GREEN
Mod 5948
BEFORE TAXI P2 001
FEB 12
AA
CM2 - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
R CM2 - ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START

R START SEQUENCE as per ENG 2
CAUTION
Prior to all engine start, select ENG SD page
CM2 - CL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CM2 - SGL CH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

on EWD : Single Channel label displayed for few seconds then extinguishes
CM2 - LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

on EWD : Low Pitch label is displayed
When NP stabilized at around 71% :

Check on the overhead panel and on associated SD page
CM2 - ACW GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
R CM1 - COCKPIT COM HATCH . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
R CM2 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
CM1 - FWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
R CM1 - Nose Wheel Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R CM2 - OVHD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK NO LIGHT

R Except exhaust mode FAULT light for 2mn.
ALL - BEFORE TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod 5948
P1 001
TAXI APR 11
AA
TAXI
CM2 - TAXI CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED

CM1 - TAXI & TO LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CM2 - ELAPSED TIME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQRD
ALL - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKS
Brakes checks :
- CM1 Set Taxi PWR
- CM1 set PARKING RAKE handle from ON to EMER position
- CM2 checks BRAKES while CM1 releases PARKING BRAKE
- CM1 checks BRAKES after CM2 have released BRAKES
- CM1 start to TAXI
ALL - INTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Cross check Headings, Bearings, ADI, Side slip indicators
CM2 - FGCP
CAUTION
All actions on FGCP needs to be confirmed on FMA
- HDG SEL MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

- NAV MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ARMED
- NAV SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
- IAS BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
According to company policy
- PITCH HOLD (# 7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
(Note : ALT SEL needs to be different from zero)
- COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF SIDE
ALL - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
P2 001
TAXI APR 11
AA
CM2 - TO CONFIG . . . . . . . . . . . . . . . . . . . TEST & CHECK OK BLUE ON EWD

CM2 - ATC CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
ALL - CLEARED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
Check clearead ALT is displayed on PFD
ALL - FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVISE IF NECESSARY
Carefully confirm that the ATC clearance agrees with the FMS (RWY, SID,
Constraints) and Disarm NAV MODE if HDG is to be used at Take off.
PF - TO BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
- Take off briefing should usually be a brief confirmation of the departure briefing
made at the parking bay, and should include any change (RWY, SID...)
- Standard calls
- For significant failure before V1, CAPTAIN will call STOP and will take
any necessary stop actions.
- Above V1 take off will be continued and no action will be taken except on
CAPTAIN command ;
- Single Engine procedure is.............
- Acceleration Altitude is...................
- Departure clearance is...................
CM1 - CABIN REPORT . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT
ALL - TAXI C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
Mod 5948
P1 001
BEFORE TAKE OFF FEB 12
AA
Philosoply of use :
All items up to the line, can be done at any time before entering the runway.
Below the line items must be done when cleared to line up.
CM2 - GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE

ALL - FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check full travel and freedom movement in PITCH, ROLL, YAW
For ROLL, check spoiler lights illuminate
CM2 - TCAS AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R CM2 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT
R CM2 - WEATHER RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM2 - AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
CM1 - OVERHEAD PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAN

Check all light extinguished except ANTI ICING if required.
ALL - DU CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check display : PF : - MFD = ND / VOR1+2 MAN,
- MCDU = PERF - TAKE OFF page,
R PNF : - MFD = ND / COM,
- MCDU = F/PLN page
CM2 - LINE UP CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
R CM2 - BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CM1 - LANDING LIGHT & STROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When lined up
ALL - LATERAL FD BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
Check HDG = RWY HDG. If not, push to synchronize HDG
CM1 - RUDDER CAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
ALL - BEFORE TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod 5948
.
P1 001
TAKE OFF FEB 12
AA
R TAKE OFF
R For Take Off at 100% TQ, refer to page 1A, 2A. (if applicable)
CM1 - TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

R CM1 - BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASED
CM1 - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET IN THE NOTCH
CM1 - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM2 - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CM2 - ATPCS ARM . . . . . . . . . . . . . . . . . . . . . . . CHECK then ANNOUNCE
CM2 - ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note :Parameters should be obtained at around 60 Kt
ACTUAL TQ . . . . . . . . . . . . . . . . . . . . . . . . . MATCH T.O BUG
Note : If necessary, adjust PLs to obtain TO TQ (bugs )
RTO BUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ 100 %
Note : NP =100 % - 0.6%I+0.8%
ITT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - TO INHIB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
CM2 - POWER SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When reaching 70 Kt
CM2 - SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
CM1 - SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . CROSS CHECK on CAPT ASI
And cross check speeds with IESI
ALL - I HAVE CONTROL / YOU HAVE CONTROL . . . . . . . . ANNOUNCE
- If CM1 becomes PF, CM1 announce only I HAVE CONTROL
- If CM2 becomes PF, CM1 announce YOU HAVE CONTROL & CM2 answer I
HAVE CONTROL
R PNF - V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
Mod 5948
P2 001
TAKE OFF FEB 12
AA
R TAKE OFF (CONTD)
When reaching VR :
R PNF - ROTATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - ROTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
R Note : Pitch rotates smoothly and follow FD bar.
After LIFT OFF :

R PNF - POSITIVE RATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
R PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
R PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PNF - IAS MODE (FGCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PNF - SPEED TARGET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB SPEED
R PNF - LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
R At ACCELERATION ALTITUDE :
PF - CLIMB PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - CLIMB PROCEDURE:
R - PL1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK IN THE NOTCH
- PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLIMB
- NP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R - BLEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
R Note : Pack 2 valve FAULT will illuminate during 10 seconds. A 10 seconds delay
R is used for pack 2 valve to avoid pressure shocks.
- SPEED TARGET . . . . . . . . . . . . . . . . . . . . . MAGENTA 170 kt CHECK
- CLIMB PROCEDURE COMPLETED . . . . . . . . . . . . . . . . . . ANNOUNCE
R PNF - FMA MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE

PF - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
P3 001
TAKE OFF FEB 12
AA
When passing WHITE bug (F SPEED: White in Normal conditions)

PF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PM - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PM - FLAPS ZERO . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When passing ICING bug (F SPEED: Amber in Icing conditions)

PF - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PM - FLAPS ZERO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PM - FLAPS ZERO . . . . . . . . . . . . . . . . . . . ANNOUNCE WHEN INDICATED
When cleared to a FL :
ALL - ALTIMETERS 1+2 . . . . . . . . . . . . . . . . . . . . . SET STD & CROSS CHECK
Note : Set Standard pressure by pushing BARO SET P/B
ALL - AFTER TAKE OFF C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
R PNF - AFTER TAKE OFF procedure . . . . . . . . . . . . . . . . . . . . . . . COMPLETED
CHARACTERISTIC SPEEDS :
TAKE OFF SPEEDS Normal condition
Mod 5948
P4 001
TAKE OFF APR 11
AA
FINAL TAKE OFF SPEEDS Normal condition
FINAL TAKE OFF SPEEDS Icing condition
Mod 5948
P1 001
CLIMB - CRUISE FEB 12
AA
CLIMB
Note : During Climb, check all system SD pages

Cab Press to be checked periodically.
Crossing FL 100 climbing (FL 100 or any other FL according to local regulation)
R PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R CM1 - NO DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CRUISE
At Cruise FL :
R PNF - SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - CRUISE PARAMETERS . . . . . . . . . . . . . . . . COMPUTE WITH QRH
Reaching Cruise Speed :

R PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PF - CRUISE TORQUES + SPEEDS . . . . . . . . . . . . . . . . . . . . . CHECK
SYSTEMS :
R PNF - ALL SYSTEMS on SD Page . . . . . . . . . . . . PERIODICALLY CHECK
FUEL :
R PNF - FUEL / FOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ON FMS :
R PNF - CRZ ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - WINDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET / CHECK
ALL - PREDICTIONS : (TOD, EFOB, PRAIM) . . . . . . . . . . . . . . . CHECK
Mod 5948
P2 001
CLIMB - CRUISE FEB 12
CRUISE SPEED LOW

ALERT
CONDITION VISUAL AURAL
Cruise speed - CRUISE SPEED LOW on FMA NIL
decrease
PROCEDURE
CRUISE SPEED LOW

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

The airline, according to its cost policy, can choose to cruise at reduced power, e.g. at
long--range power or given IAS. The associated cruise derated tables need to be available
on board for the flight crew. Those tables can be published with the FOS Module 2,
In--flight performance, as shown in example in figure 1 page 2.
The PLs are set according to the torque given in the tables. This requires a PL adjustment
out of the notch.
Limitations:
The reduced power cruise is not allowed in case of icing conditions, as the IAS may
already be decreased due to ice accretion on the airframe.
In case of an engine failure, the PLs need to be immediately moved back into the notch,
power management to MCT.
From a maintenance point of view, reduced power operations may achieve lower engine
overhaul costs as a result of the reduced power settings.
Mod 5948
P3 001
CRUISE FEB 12
REDUCED POWER SETTING IN CRUISE (CONTD)

Example:
Figure 1: Long Range cruise performance table - ATR 72 (PW127M)
This is an example of a long-- range cruise performance table generated with the
FOS Module 2. In the case the cruise weight is 20t, the cruise FL 190, the torque is
set to 51.6% and the cruise IAS will be 177kts.
Mod: 5948
.
P1 001
BEFORE DESCENT - DESCENT FEB 12
PF - FWS ALERTING WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL

R PNF - WEATHER & LANDING INFORMATION . . . . . . . . . . . . . . . . OBTAIN
R PNF - LANDING DATA CARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILL
CM1 - IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET QNH
R PNF - LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
PF FMS PREPARATION :
PF should run through the following 2 steps to prepare the FMS :
1 - NAVIGATION
2 - PERFORMANCE
1 - NAVIGATION :
.
FPLN
- Press FPLN key

- Check the Route to destination
- Enter the RWY, STAR, TRANS wpt
- Check/enter Constrainst (ALT CNSTR or SPD CNSTR).
- Prtess TMPY to check entered data before activation. (All STAR, APPR
& MISSED APPR Wpt)
- F- PLN VERIFICATION
Cross check F-- PLN and Route on MCDU and NP MAP MODE
. SECONDARY F- PLN
FPLN
- Press FPLN key twice

- SEC F- PLN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS APPROPRIATE
Press twice on F-- PLN key to open SEC F-- PLN
Copy of the active F-- PLN and prepare a diversion to ALTERNATE
Mod 5948
P2 001
2 - PERFORMANCE :
.
PERF
- Press PERF key on the MCDU to display APPROACH page

- TRANS ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
If transition altitude has changed.
- QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
- GND WIND / GUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INSERT
- - - - - - - - - - - - - - - - - - - - - - - End of FMS preparation- - - - - - - - - - - - - - - - - - - - - -
R PF - NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Prepare NAVAIDs using MCP VCP
Set - NAVAIDs using MCP / VCP (MCDU / RMS should only be used as
back up)
- COURSEs using FGCP
- Check on PFD :
- Cross check NAV SOURCE on PFD (EHSI)
- VOR / ILS 1&2 set MANUAL TUNE
Remark :
If ATIS warns of any unreliable DME or VOR/DME, crew must deselected.
Press DATA key, select NAV FRQ page then DESELECTED those related
NAVAIDs.
R PF - GO AROUND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R ALL - DH / MDA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET & CHECK
R ALL - ARRIVAL BRIEFING . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
R ARRIVAL BRIEFING:
Main points are : - Minimum safe altitude
- Weather at destination
- Approach procedures
- Decision Altitude / Height
- Go around Procedures
- Alternate
- Extra fuel
Mod 5948
P3 001
DESCENT
R PNF - DESCENT CLEARANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN

R PF - ASSIGNED ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PF - IAS or VS MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R ALL - DESCENT C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
Crossing FL 100 : (FL 100 or any other FL according to local regulation)

R PNF - LANDING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R CM1 - NO DEVICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R CM1 - SEAT BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R ALL - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - ALL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Mod 5948
P4 001
BEFORE DESCENT - DESCENT APR 11
CHARACTERISTIC SPEEDS
FINAL APPROACH SPEEDS Normal condition
FINAL APPROACH SPEEDS Icing condition
Note : ATR Philosophy is to perform all approaches using Speed Auto mode/
Mod 5948
P1 001
APPROACH FEB 12
AA
- Passing TRANSITION LEVEL or when cleared to an ALTITUDE (According to local

regulation) :
ALL - ALTIMETERS 1+2 + IESI . . . . . . . . . . . . . . . SET QNH & CROSS CHECK

ALL - PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note : Check Cabin ALT, RATE, DIFF pressure on SD pages
R
CAUTION Max P authorized at landing = 0.35 psi
CM1 - CABIN REPORT . . . . . . . . . . . . . . . . OBTAIN FROM CABIN ATTENDANT

ALL - APPROACH C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod 5948
.
P1 001
BEFORE LANDING FEB 12
AA
- DU CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check display :
PF : - MFD= ND ARC / VOR1+2 MAN, PM :-- MFD = ND / COM
- MCDU = PERF APP page - MCDU = FPLN page
- When cleared for approach :

ALL NAV SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
ALL FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . X CHECK
- When passing DECELERATION POINT :

PF - PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD AS RQRD
ALL - SPEED SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK AUTO
- At appropriate speed :
PF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When FLAPS 15 are extended
R PNF - YAW TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CENTER
PF - GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
R PNF - PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
R PNF - TAXI & TAKE OFF LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
When 3 green lights are illuminated :

R PNF - LDG GEAR DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
R PNF - TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LO SPEED
Mod 5948
P2 001
BEFORE LANDING FEB 12
AA
R PF - FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PNF - FLAPS 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When FLAPS 30 are extended
ALL - SPEED versus ICING CONDITIONS (ICING AOA LT) . . . . . . . . . . . CHECK
R PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO MAINTAIN V APP
Note : Vapp must be updated with the actual wind, in perf page
ALL - BEFORE LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod : 5948
P1 001
LANDING FEB 12
AA
R At DH +500 ft (Or MDA + 500ft)
R PNF FIVE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH +100 ft (Or MDA + 100ft)
R PNF ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
At DH (Or MDA) :
R PNF MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PF - LAND or GO AROUND, SET POWER, FLAPS . . . . . . . . . . . . . . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE AS APPROPRIATE
PF - AP DISCONNECT . . . . . . . . . . . . . . . . . . PERFORM & ANNOUNCE
AP Disconnect PB press twice
R PNF - FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R At 20 ft (radio altimeter)
PF - PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
PF - FLARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
After touch down :
R PNF - IDLE GATE AUTOMATIC RETRACTION . . . . . . . . . . . . . . . . CHECK
PF - PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
R PNF - BOTH LOW PITCH GREEN LABEL . . . . . . . . . . . . . . . . . . . . CHECK
R PNF - 2 LOW PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ENGINE LO PITCH LIGHT PM ANNOUNCE PF ACTION on
S REVERSE
2 ENG 2 LO PITCH green 2 LOW PITCH Normal use
1 LO PITCH green & 1 NO NO REVERSE No reverse
REV reverse video red
2 NO REV red reverse video NO REVERSE No reverse
1 1 LO PITCH green & 1 LO ONE LOW PITCH Use with care
ENG PITCH amber or NO REV
reverse video
PF - REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQRD
CM1 - NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . CONTROL
CM2 - CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . HOLD AS RQRD
R PNF - SEVENTY KNOTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
ALL - I HAVE CONTROL / YOU HAVE CONTROL . . . . . . . ANNOUNCE
If PF is CM1, CM1 announce only I HAVE CONTROL
If PF is CM2, CM2 announce YOU HAVE CONTROL & CM1 answer :
I HAVE CONTROL
Mod 5948
.
P1 001
GO AROUND FEB 12
AA
Simultaneously:
PF - GO AROUND, SET POWER, FLAPS ONE NOTCH . . . . . . . . ANNOUNCE
PF - GO AROUND P/B on PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
PF - PL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO RAMP
PF - PITCH ATTITUDE . . . . . . . . . . . . . . . . . . ROTATE to GO AROUND PITCH
R PNF - FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT ONE NOTCH
PNF - POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK & ADJUST

Check TQ & NP = 100%

PF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
R PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF - HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
PNF - HDG, LO BANK, IAS VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
PNF - SPEED TARGET VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Check speed target to VGA / AUTO mode
PNF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF - FLAPS 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
PNF - FMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
When passing ACCELERATION ALTITUDE

PF - PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN THE NOTCH
Then, refer to Take Off procedure
Mod 5948
.
P1 001
AFTER LANDING FEB 12
AA
When runway vacated :
CM1 - AFTER LANDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . ORDER

CM2 - AFTER LANDING PROCEDURE :
R - TRIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
- FLAPS 0 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
- GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
- FLIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
- TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
- LANDING LIGHT AND STROBE . . . . . . . . . . . . . . . . . . . . . OFF
- PROBES HTG / ANTI ICING / DE ICING . . . . . . . . . . . . . . . OFF
CM2 - ATPCS TEST (Last flight of the day) . . . . . . . . . . . . . . . . PERFORM
CAUTION
Do not perform ENG TEST while taxiing as ACW is temporary lost and,
subsequently, both main HYD pumps are temporarily lost as well.
R ATPCS TEST (dynamic test: once a day) . . . . . . . . . . . . . . . . . Refer to 2.03.24
Mod 5948
P2 001
AFTER LANDING FEB 12
AA
R After at least one minute :

CM1 - CL1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
CAUTION
Prior to ENG FTR, select HYD SD page, to check HYD pressure for
Normal brake efficiency
Note : Keep running at least one minute at GI power before shutting down to assist
in reducing residual heat build up in the engine nacelle.
Note : After the last flight of the day, maintain feather position for 20 seconds before
selecting FUEL SO to allow oil level check by maintenance.
CM2 - ACW BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK CLOSED
ALL - AFTER LANDING C/L . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
CM2 - ACW BUSSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK SUPPLIED
Mod 5948
P1 001
PARKING FEB 12
AA
R Note : If possible, park the aircraft with wind relative to the nose at 10 oclock, to
minimize noise and exhaust gas inconvenience when in hotel mode.
Marshaller in sight (last turn):
CM2 - HYD SYST PRESS . . . . . . . . . . . . . . . . . . . . . . . . CHECK 3x 3000 psi
CM1 - TAXI & TO LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
At the stand:
CM1 - PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Check HYD PRESS 3x 3000 psi
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
CM1 - READY LIGHT . . . . . . . . . . . . . . . . . . . . . . . . CHECK ILLUMINATED
CM1 - PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CAUTION
Engage PROP BRK only when NP STABILISED
CM1 - UNLK LIGHT . . . . . . . . . CHECK ILLUMINATED THEN EXTINGUISHED

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

CM1 - BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU is used for disembarking :
CM1 - DC EXT PWR PB . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESSED IN
If GPU available
CM1 - CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
R CM1 - TAIL PROP . . . . . . . INSTALLED (CHECK WITH CABIN ATTENDANT)
CM1 - SEAT BELT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CM1 - XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CM1 - PARKING CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . PERFORM
Mod 5948
.
P1 001
LEAVING THE AIRCRAFT APR 11
AA
LEAVING THE AIRCRAFT
- OXYGEN MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

- ICE & RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EXT LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- EMER EXIT LT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISARM
- RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
- FUEL PUMPS 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- CDLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
If GPU was used for disembarking :

- DC EXT PWR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
- BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod 5948
.
P1 001
DAILY CHECKS FEB 12
AA
STICK PUSHER / SHAKER TEST (once a day)
- Release gust lock
- Push control column in nose down position
- Select WARN rotary selector (LH maintenance panel) to STICK PUSHER YES
- Depress and maintain PTT
- Monitor stall cricket and stick shaker.
- After ten seconds, monitor:
CHAN 1 and CHAN2 illuminate green on LH maintenance panel.
STICK PUSHER lights illuminate green on both pilots FMA.
Stick pusher actuator operates.
- Select WARN rotary selector to NORM FLT
- Reengage the gust lock
ATPCS TEST (dynamic test: once a day) (autofeather and uptrim while engines
running)
Conditions: - PL 1 + 2 in GI - CL 1 + 2 in AUTO.
- ATPCS P/B depressed in, OFF light extinguished
- PWR MGT on TO position
Check the following results on EWD:
- Turn the ATPCS knob to the left to the arm position and check
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
- NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE
- ENG 2 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
- NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY
- TQ 1 needles indication . . . . . . . . . . . DECREASE BELOW 18 %
- After 2.15 s : associated propeller is automatically feathered
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PROP 1 AUTO FTR LABEL . . . . . . . . . . . . . . . . . DISPLAYS
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE
- NP & NH INDICATION . . . . . . . . . . . . . . . . . . . . . . . DECREASE
- ENG 1 UPTRIM LIGHT . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- TQ 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO CHANGE
- NP, NH . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE SLIGHTLY
- TQ 2 needles indication . . . . . . . . . . . DECREASE BELOW 18 %
- After 2.15 s : associated propeller is automatically feathered
- ARM light . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHED
- PROP 2 AUTO FTR LABEL . . . . . . . . . . . . . . . . . DISPLAYS
CAUTION : Do not perform ATPCS TEST while taxiing as ACW is temporarily lost and
consequently, both main hyd pumps are temporarlily lost as well.
Note : If ENG TEST must be repeated, wait 10 minutes before setting ATPCS selector
in ENG position in order not to damage feathering pumps. (Winding heating).
Mod: 5948
P2 001
DAILY CHECKS FEB 12
AA
TRIMS CHECK FOR THE FIRST FLIGHT OF THE DAY

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

- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . . ON
In the cargo compartment, on the DOOR CALL panel :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
In the cockpit, check
- BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SOUNDS
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLASHES
- DENIED ACCESS TEST :
In the cockpit :
- TOGGLE SW on the COCKPIT DOOR CTL panel . . . . . . . . . DENY
- CHECK BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SILENCES
- CHECK OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- OPEN LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISHES
- DENIED LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ILLUMINATES
- AUTHORIZED ACCESS TEST :
- EMER P/B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
In the cockpit :
- TOGGLE SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPEN
- DOOR LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
- COCKPIT DOOR LOCKING SYSTEM SW . . . . . . . . . . . . . . . . . . . . . . . OFF
- COCKPIT DOOR CTL panel FAULT LIGHT . . . . . . . . . . . . . . . . . . . . CHECK
- FUNCTIONAL CHECK OF THE MANUAL LOCK BOLTs.
Mod: 5948
P3 001
DAILY CHECKS FEB 12
AA
APM TEST:
1 - Press and hold the APM PTT TEST P/B for all test duration and check:
2 - Check FMA :
- CRZ SPEED LOW
- DGD PERF
- INCREASE SPEED (flashing)
3 - Check : APM FAULT light (Local alarm)
4 - Check on FWS ALERTING Window (flashing)
- INCREASE SPEED
- DEGRADED PERF
- APM FAULT
Release APM PTT TEST P/B and check :
- ALL ALARMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTINGUISH
ENG BOOST TEST (IF INSTALLED):

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

- ON illuminated
- FAULT extinguished
- ENG BOOST pushbutton released-- out
- ON extinguished
- FAULT extinguished
Note:Test can be performed disregarding engine running condition (both engines running,
one engine running or both engines shut-- off)
Mod: 5948
.
EMERGENCY PROCEDURES 2.04.00
P1 001
CONTENTS FEB 12
AA
2.04.00 CONTENTS
2.04.02 POWER PLANT
Alert Procedure
ENG 1(2) FIRE ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE IN
FLIGHT
ENG 1(2) FIRE ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE ON
GROUND
R ENG 1(2) FIRE ENG 1(2) FIRE AT TAKE OFF
ENG 1+2 OUT BOTH ENGINES FLAME OUT
ENG 1(2) OUT ENG 1(2) FLAME OUT AT TAKE OFF
2.04.03 SMOKE
Alert Procedure
SMOKE
ELEC SMK ELECTRICAL SMOKE
AIR COND SMOKE
FWD SMK FWD SMOKE
AFT SMK AFT SMOKE
AUX AFT SMK AUX AFT COMPT SMOKE

Alert Procedure
ELEC DC GEN 1+2 DUAL DC GEN LOSS
2.04.05 MISCELLANEOUS
Alert Procedure
EMERGENCY DESCENT
DITCHING
FORCED LANDING
ON GROUND EMERGENCY EVACUATION
BOMB ON BOARD
SEVERE ICING
RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL
UNRELIABLE AIRSPEED INDICATION
Mod : 5948
.
APR 11
PM -- Pilot monitoring
Mod : 5948
P2 001
INTRODUCTION FEB 12
AA
PROCEDURES INITIATION
- No action will be taken (apart from depressing MW pb):
. Until flight path is stabilized.
. Under 400 ft above runway (except for propeller feathering after engine failure
during approach at reduced power if go around is considered).
- Before performing a procedure, the crew must assess the situation as a whole, taking
into consideration the failures, when fully identified, and the constraints
imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
R FWS ALERTING
( see page 3 )
Mod : 5948
P3 001
INTRODUCTION FEB 12
AA
R FWS ALERTING
When the TO inhibition signal computed by FMA is actived, all alerts are inhibed exept
(this inhibition is cancelled automatically at landing gear retraction or manually by action
on the RCL push-- button) :
WARNING CAUTION
- ENG 1 (2) OUT - APCH CAPABILITY
- LDG GEAR NOT DN - FD MODE REVERSION
- CONFIG - ALTITUDE ALERT
- NAC OVHT - PITCH TRIM ASYM
- PROP BREAK - FLT CTL TLU
- ENG 1 (2) OIL PRESS - AP PITCH TRIM
- FLAPS UNLK - PICH MISTRIM
- PITCH DISC - AILERON MISTRIM
- EXCESS CAB P - RUDDER MISTRIM
- EXCESS CAB ALT - AP YAW TRIM
- TRIM RUNAWAY - ADC 1+2
- AP DISCONNECTION - AHRS 1+2
- IRS 1+2
- ATT DISAGREE
- IAS DISAGREE
- ALT DISAGREE
- MFC 1B + 2B
- FLT CTL TLU
- ADC
- AHRS
- AHRS NOT ALIGN
- IRS
- IRS NOT ALIGN
- IRS IN ALIGN
- HDG DISAGREE
- IRS ATT ONLY
- DATA RECORDER
- CALLS
- VLE, VFE EXCEED
Mod : 5948
.
P1 001
POWER PLANT FEB 12
AA
ENG 1 (2) FIRE OR SEVERE MECHANICAL DAMAGE IN FLIGHT

ALERT
Fire signal -- MW light flashing red CRC
-- Associated ENG 1(2) FIRE
red message on EWD + Red
reverse video FIRE 1 (2) on
EWD engine indications
-- red light in associated FIRE
handle
-- FUEL SO red light in
associated CL
PROCEDURE
ENG 1 (2) FIRE OR SEVERE
MECHANICAL DAMAGE IN FLIGHT
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If condition persists after 10 seconds
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
AGENT 2 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02) . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Fire handle remains illuminated as long as a fire is detected.

- The 10 seconds delay allows to reduce nacelle ventilation in order to increase the agent
effect.
- CRC stops when depressing MW. May also be cancelled by use of EMER AUDIO
CANCEL SW.
- Do not attempt to restart engine.
- Refer to SINGLE ENG OPERATION procedure.
Mod : 5948
P2 001
POWER PLANT FEB 12
AA
ENG 1 (2) FIRE OR SEVERE MECHANICAL DAMAGE ON GROUND

ALERT
OR -- Associated ENG 1(2)
FIRE red message on EWD
ATPCS + Red reverse video FIRE 1
sequence (2) on EWD engine
or engine flame indications
out -- red light in associated
FIRE handle
-- Fuel SO red light in
associated CL
PROCEDURE
ENG 1 (2) FIRE OR SEVERE
MECHANICAL DAMAGE ON GROUND
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI / REVERSE AS RQD
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If condition persists
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
J If evacuation required
EMER EVACUATION ON GROUND procedure (2.04.05)) . . . . . . . APPLY
COMMENTS
- Same comments as in flight

- The aircraft may be stopped using full reverse
- Notify ATC the nature of the emergency and state intentions.
- Only VHF 1 is available on battery
- Battery is left ON until leaving the aircraft to ensure cabin communication. Only PA is
available on battery.
Mod : 5948
P3 001
POWER PLANT FEB 12
AA
R ENG 1 (2) FIRE AT TAKE OFF
ALERT
-- Associated ENG 1(2) FIRE
red message on EWD + Red
reverse video FIRE 1 (2) on
EWD engine indications
-- red light in associated FIRE
handle
-- Fuel SO red light in
associated CL
PROCEDURE
R
ENG 1 (2) FIRE AT TAKE OFF
Note: Captain may decide to shut down affected engine before reaching
acceleration altitude, but not before 400ft AGL.
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
F At acceleration altitude
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
F At VFTO
J If normal condition
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
J If icing condition
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLE illuminated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If fire persists after 10 seconds
AGENT 1 affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
J If fire persists after 30 seconds
BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary

LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02) . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Same comments as ENG FIRE IN FLIGHT procedure.
Mod : 5948
P4 001
POWER PLANT FEB 12
AA
BOTH ENGINES FLAME OUT
ALERT
Both engines -- MW light flashing red CRC
flame--out -- Associated ENG 1+2 OUT red message on EWD
PROCEDURE
BOTH ENGINES FLAME OUT
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30 % (no automatic relight)
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
OPTIMUM SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vm HB
COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF 1
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . START A & B
ENG 2 RELIGHT
ENG 2 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F When NH above 10%
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 2 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 2 then PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
ENG 1 RELIGHT
ENG 1 START pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F When NH above 10%
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
ENG 1 RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL 1 then PL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If neither engine starts
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . OFF/START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FORCED LANDING or DITCHING procedure(2.04.05) . . . . . . . . . . . . APPLY
CAUTION : Do not select AVIONICS VENT EXHAUST MODE to OVBD.
R J If at least one engine recovered
CL / PL engine(s) recovered . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
J If one engine not recovered
CL engine NON recovered . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R LAND ASAP
SINGLE ENG OPERATION procedure(2.05.02) . . . . . . . . . . . . . . APPLY
R SYSTEMS affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod : 5948
P5 001
POWER PLANT APR 11
AA
COMMENTS
- Fuel supply check consists in checking correct fuel quantity and correct pressure (use
Engine secondary SD page to have access to fuel data).
- The optimum airspeed to achieve best lift to drag ratio is Vm HB.
IF BOTH ENG ARE LOST
- If landing gear extension is scheduled, emergency extension has to be performed.
- In short final, reduce speed as required by landing field in order to touch down with
minimum vertical speed;
Mod : 5948
P6 001
POWER PLANT FEB 12
AA
ENG 1 (2) FLAME OUT AT TAKE OFF
ALERT
An engine flame out may be recognized by :
- Sudden dissymetry
- TQ decrease
- Rapid ITT decrease
engine flame out -- MW light flashing red CRC
or ATPCS -- Associated ENG 1 (2) OUT red
sequence message on EWD + AUTO FTR and
UPTRIM labels on EWD
PROCEDURE
ENG 1(2) FLAME OUT AT TAKE OFF
R
UPTRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTOFEATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If no uptrim
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVANCE TO THE RAMP
F When airborne
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
BLEED 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF, IF NOT FAULT
F At acceleration altitude
ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
F At VFTO
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN THE NOTCH
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
J If normal conditions
SPD DGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK VFTO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
J If icing conditions
SPD DGT . . . . . . . . . . . . . . . . . . . . . . CHECK VFTO ICING FLAPS 15_
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN 15
BLEED engine alive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF if necessary
J If damage suspected
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
LAND ASAP
SINGLE ENG OPERATION procedure(2.05.02) . . . . . . . . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLIGHT procedure(2.05.02) . . . . . . . . . . . . . . . . . APPLY
J If unsuccessful :
LAND ASAP
SINGLE ENG OPERATION procedure(2.05.02) . . . . . . . . . . . . . . . . . APPLY
Mod : 5948
P1 001
SMOKE FEB 12
AA
SMOKE
PROCEDURE
SMOKE
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%

GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
RECIRC FANS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
SMOKE SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
J If source not identified or electrical smoke suspected
Note : ELEC SMK may be activated by an air conditioning smoke source
R ELECTRICAL SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . APPLY
J If air conditioning smoke identified
R AIR COND SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If FWD SMK illuminated or smoke in FWD zone of aircraft
R FWD SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AFT SMK illuminated or smoke in AFT zone of aircraft
R AFT SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If AUX AFT COMPT SMK illuminated (depending on models)
R AUX AFT COMPT SMK procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . APPLY
Mod : 5948
P2 001
SMOKE FEB 12
AA
ELECTRICAL SMOKE
ALERT
-- MW light flashing red
-- ELEC SMK red message on
Smoke detected in the EWD CRC
avionics ventilation circuit
-- associated ELEC SMK red
indication on SD cabin page.
PROCEDURE
ELECTRICAL SMOKE
SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
DC SVCE AND UTLY BUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
SUSPECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If smoke origin not identified
LAND ASAP
ACW TOTAL LOSS procedure(2.05.04) . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If smoke origin identified
NOT AFFECTED EQUIPMENTS . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
R F During descent when nP below 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . NORM
COMMENTS
- Avionics compartment ventilation without cabin contamination is ensured by :
- selecting AVIONICS VENT EXHAUST mode OVBD
- shuting off the recirculation fans
- selecting the PACKS AIR FLOW HIGH.
- Auto isolation is prepared on the main electrical system by opening the BTC.
- Suspected equipment may be shut off contingently by pulling out associated circuit
breaker.
- When nP < 1 PSI, OVBD VALVE is selected FULL OPEN and AVIONICS VENT
EXHAUST mode NORM in order to recover air evacuation capability through the
EXTRACT FAN without any pressurization problem.
Mod : 5948
P3 001
SMOKE FEB 12
AA
AIR COND SMOKE
PROCEDURE
AIR COND SMOKE

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

- ENG OVER LIM amber message on EWD
- Total loss of NL indication
- Engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
CAUTION : Confirm which engine is showing signs of abnormal operation in

order to avoid shutting down the safe engine.
R LAND ASAP
SINGLE ENG OPERATION procedure . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100%.
- Recirculation fans are switched off to limit cabin contamination.
Mod : 5948
P4 001
SMOKE FEB 12
AA
FWD SMOKE
ALERT

Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red message on
EWD
- Associated FWD SMK red indi-
cation on SD Cabin page.
Smoke detected in the - MW lt flashing red CRC
forward cargo compartment - FWD SMK red message on
(CARGO VERSION ONLY) EWD
- Associated FWD SMK red indi-
cation on SD Cabin page.
PROCEDURE
FWD SMK
SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
1) PASSENGERS VERSION
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADVISE
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
EXTRACT AIR FLOW LEVER (RH MAINT PANEL) . . . . . . . . . . . . . . . . . CLOSED
CABIN CREW WITH PORTABLE EXTINGUISHER LOCATE and KILL SOURCE OF
SMOKE
LAND ASAP
R D During descent when P below 1 PSI
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
2) CARGO VERSION
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
CAB ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
ENG 2 BLEED (Except when in single bleed operation) . . . . . . . . . . . . . . . . . . OFF
PACK VALVE 2 (Except when in single pack operation) . . . . . . . . . . . . . . . . . . . OFF
CAB VENT AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FLIGHT COMPT TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOT
R CAUTION : LAND ASAP. If a quick landing is not possible : climb and maintain minimum
FL160, FL 200 is recommended. When Excess CAB ALT warning,
maintain FL 160, maintain CAB ALT Max increase.
Note : Smoke alert may be generated during smoke evacuation process.
Mod : 5948
P5 001
SMOKE APR 11
AA
COMMENTS
- Ensure crew communication is established. Avoid the use of interphone position to
minimize interference from oxygen mask breathing noise. Check oxygen mask at
100%.
- Cargo ventilation without cabin or cockpit contamination is ensured by:
- selecting AVIONICS VENT EXHAUST mode OVBD
- shuting off the recirculation fans
- selecting HIGH the PACKS AIR FLOW
- isolating the cockpit panels ventilation by selecting EXTRACT AIR FLOW to
CLOSED.
- Cabin crew is in charge to locate and kill source of smoke with the extinguisher.
- Cabin crew uses the portable oxygen bottle with the full face mask on 100 % position
with full pressure. A fire extinguisher (3 kg - 7 Lbs) is available at the left front
Locker).
- When nP < 1 PSI, OVBD VALVE is selected full open and avionics VENT NORM in
order to recover air evacuation capability through the extract fan without any
pressurization problem.
Mod 5948
P6 001
SMOKE FEB 12
AA
AFT SMOKE
ALERT

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

- The cabin crew is in charge to locate and kill the source of smoke, if possible, using
the portable fire extinguisher located in the cabin. Before entering the aft cargo area,
the cabin attendant must wear an oxygen mask. To leave the aft cargo door open may
induce some cabin contamination therefore it must be avoided.
Mod 5948
P7 001
SMOKE FEB 12
AA
AUX AFT COMPT SMOKE
ALERT

Smoke detected in the - MW light flashing red
auxiliary aft cargo - AUX AFT SMK red mes-
compartment sage on EWD
- Associated AUX AFT
CRC
COMPT SMK red indication
on SD cabin page.
- SQUIB white light on
COMPT SMK panel
PROCEDURE
AUX AFT COMPT SMOKE

(depending on models)
R SMOKE procedure(2.04.03) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
AUX AFT COMPT AGENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
COMMENTS
Aux aft cargo ventilation valve closes as soon as the aux aft cargo smoke signal is
generated and remains closed when the extinguishing agent has been discharged to
improve the agent efficiency.
Mod : 5948
.
P1 001
ELECTRICAL SYSTEM FEB 12
DUAL DC GEN LOSS
ALERT
DC generation -- MW light flashing red CRC
channel is -- ELEC DC GEN 1+ 2 red message on EWD and 2
inoperative DC GEN amber message on EWD.
-- DC GEN 1(2) fault + DC BUS 1(2) OFF +
INV 2 FAULT + AC BUS 1(2) OFF + SHED
on overhead panel and in AC/DC SD page.
PROCEDURE
DUAL DC GEN LOSS
R PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT
DC GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If no generator recovered
HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R Make sure that TRU arrow illuminates, BAT arrows extinguish.

Note : If TRU FAULT LAND ASAP
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
BAT SW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
F/O ATT HDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH TO SYS 1
F/O ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH TO SYS 1
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
CAUTION: AP may be used in single source with limitations, especially the use of
AP is prohibited below 1000ft AGL.
COM / SURV / NAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE MCDU 1
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET XPDR 1
ATC (VHF 1 or HF or HF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : NAV lights switch set to ON is necessary to provide IEP illumination
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN MODE LO SPD
F When TLU LO SPD illuminates
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
CAUTION: Avoid large rudder input if IAS above 180 kt.
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER / SHAKER FAULT procedure(2.05.06) . . . . . . . . . . . APPLY
SIDE WINDOWS / WINDSHIELD HTG . . . . . . . . . . . . . . . . . . . . . . . . . OFF
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to be continued next page .../...
Mod : 5948
P2 001
DUAL DC GEN LOSS
.../...
R DE-- \ ANTI-- ICING MODE SEL AUTO FAULT procedure(2.05.09) . . . . APPLY
AUTO PRESS FAULT procedure(2.05.08) . . . . . . . . . . . . . . . . . . . . . APPLY
BUS EQUIPMENT LISTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

Note: Periodically compare PFD with IESI, crosscheck HDG / TK / STBY-- HDG
F Before descent
PAX INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note: Selecting HYD X FEED ON allows to recover green hydraulic system.
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
COMMENTS
- Safety analysis leads us to consider the case when the DUAL DC GEN LOSS is due
to :
. Single engine operation,
. DC GEN inoperative on the operating engine.
In such a case, HYD GREEN PUMP has to be set to OFF position in order not to
overload the ACW GEN of the remaining engine.
- Selecting TRU ON allows to recover EMER, ESS and STBY (AC and DC) buses supply
from ACW generators.
- HYD X FEED is opened in order to pressurize the whole hydraulic system from blue
pump.
- Minimum cabin light must be switched OFF to limit the electrical load of the TRU.
- As DC BUS 1 is lost, automatic pressurization is lost.
- Both stick pusher and stick shaker are lost without FAULT alarm.
- DC STBY BUS undervoltage may occur due to a failure of the STBY BUS system
circuit. In this event, the OVRD function may be used to transfer the STBY BUS supply
from the MAIN BAT BUS to the EMER BAT BUS.
- TLU AUTO mode is lost and MAN MODE must be used.

MAN MODE acts on TLU standby actuator which remains powered even if TLU is in LO SPD
established position.
When TLU SW is set to AUTO position, TLU standby actuator electrical power is off.
- PA must be used for pax instructions because cabin signs are not supplied in emergency.
Mod : 5948
P1 001
MISCELLANEOUS FEB 12
AA
EMERGENCY DESCENT
PROCEDURE
EMERGENCY DESCENT
OXYGEN MASKS / CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . AS RQD
R GOGGLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD

SPEED . . . . . . . . . . . . . . MMO / VMO (or less if structural damage is suspected)
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R ATC (VHF 1 / HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
MEA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- Oxygen may be used with N/100 % rocker in N position if air in the cabin is not
contaminated.
- Maximum airspeed is MMO/VMO. But if structural damage is suspected, use the flight
controls with care and reduce speed as appropriate. Landing gear may be extended in
order to increase rate of descent.
- Notify ATC of the nature of the emergency encountered and state intentions. In the
event ATC cannot be contacted, select code A7700 or transmit the distress message
on one of the following frequencies (VHF) 121,5 MHz or (HF) 8364 KHz. Only VHF 1 is
available on battery.
- CL are selected 100% OVRD to increase drag and consequently to increase the rate of
descent.
Mod : 5948
P2 001
DITCHING
PROCEDURE
DITCHING
S Preparation (time permitting)

ATC (VHF1 or HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harnesses locked.
AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
R S Approach
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
PACKS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
R HYD AUX PUMP pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30_
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
S 30 secondes before impact or 1250 ft above sea level
DITCH pb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before ditching (200 ft)
MINIMIZE IMPACT SLOPE
OPTIMUM PITCH ATTITUDE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . 9_
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Note : In case of night ditching, shutting down both engines may be performed, at
captain discretion, immediately after the impact ( avoiding loss of landing
lights during flare out).
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S After ditching
Note : After ditching, one aft door will be under the water line.
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
S Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MM
Mod : 5948
APR 11
A7700
Mod : 5948
P4 001
MISCELLANEOUS APR 11
AA
AIRCRAFT ATTITUDE IN CASE OF DITCHING
Note : This illustration is given as an example. It is not necessary the LH wing which
is down.
Mod : 5948
P5 001
FORCED LANDING
PROCEDURE
FORCED LANDING
S Preparation (time permitting)

ATC (VHF1 or HF) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY
CABIN CREW (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TERR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN and COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
. Loose equipment secured
. Survival equipment prepared
. Belts and shoulder harnesses locked.
AUTO PRESS - LDG ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
R S Approach
HYD AUX PUMP pushbutton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEPRESS
FLAPS (if available) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30_
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAINED
S Before impact (200 ft)
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
Note : In case of night forced landing, shutting down both engines may be
performed, at captain discretion, immediately after the impact (avoiding loss of
landing lights during flare out).
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
S After impact, when aircraft stopped
AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
S Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod : 5948
APR 11
Mod : 5948
P7 001
R EMERGENCY EVACUATION ON GROUND

PROCEDURE
R EMER EVACUATION ON GROUND
AIRCRAFT / PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . STOP / ENGAGE

AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
ATC (VHF1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
MIN CAB LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R AGENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH AS RQD
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF / START ABORT
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
EVACUATION (PA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
Careful analysis is required to decide passenger evacuation, however useful time
should not be wasted.
Notify ATC on the nature of the emergency and state intentions. Only VHF 1 is available on
battery.
On battery, only PA is available to communicate with cabin crew.
Mod : 5948
P8 001
BOMB ON BOARD
PROCEDURE
BOMB ON BOARD
AUTO PRESS-- LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . CABIN ALTITUDE
R ALT SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCENT TO CABIN ALTITUDE
AVOID LOAD FACTORS
HANDLE BOMB CAREFULLY - AVOID SHOCKS
R
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG
ATTACHED TO THE DOOR HANDLE.
SURROUND IT WITH DAMPING MATERIAL
CABIN ATTENDANT OXYGEN AND FIRE EXTINGUISHER . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD
PAX . . . . . . . . . . . . . . . . . . . . . . . . . . . MOVE FORWARD/CRASH POSITION
D When Z aircraft = Z cabin
R APPROACH CONFIG FLAPS 15 GEAR DOWN . . . . . . . . . . . . . . . SELECTED
AUTO PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DUMP
SERVICE DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
LAND ASAP
Mod : 5948
P9 001
SEVERE ICING
MINIMUM ICING SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . INCREASE by 10 kt
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
AP (if engaged) . . . . . . . . . . FIRMLY HOLD CONTROL WHEEL and DISENGAGE
SEVERE ICING CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
R Note: In case of APM messages DEGRADED-- PERF or INCREASE-- SPEED

R Vmin OPS automatically increased by 10kt.
H If an unusual roll response or uncommanded roll control movement is
observed :
Push firmly on the control wheel
R FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXTEND 15_
H If the flaps are extended, do not retract them until the airframe is clear of
ice.
H For approach, if the aircraft is not clear of ice :
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP/GPWS OVRD
R STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . PROHIBITED
APP/LDG CONF . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN FLAPS 15_
APP SPEED . . REDUCED FLAPS 15 LDG icing speeds 5 kt Multiply
landing distance FLAPS 30 by 2.12
DETECTION
Visual cue identifying severe icing is characterized by ice covering all or a substantial
part of the unheated portion of either side window
and / or
Unexpected decrease in speed or rate of climb
and / or
The following secondary indications :
. Water splashing and streaming on the windshield
. Unusually extensive ice accreted on the airframe in areas not normally observed to
collect ice
. Accumulation of ice on the lower surface of the wing aft of the protected areas
. Accumulation of ice on propeller spinner farther aft than normally observed
The following weather conditions may be conducive to severe in-- flight icing :
. Visible rain at temperatures close to 0_C ambient air temperature (SAT)
. Droplets that splash or splatter on impact at temperatures close to 0_C ambient air
temperature (SAT)
Mod : 5948
P 10 001
MISCELLANEOUS APR 11
AA
COMMENTS
- Since the autopilot may mask tactile cues that indicate adverse changes in handling
characteristics, use of the autopilot is prohibited when the severe icing defined above
exists, or when unusual lateral trim requirements or autopilot trim warnings are
encountered while the airplane is in icing conditions.
- Due to the limited volume of atmosphere where icing conditions usually exists, it is
possible to exit those conditions either :
. by climbing 2000 or 3000 ft, or
. if terrain clearance allows, by descending into a layer of air temperature above
freezing, or
. by changing course based on information provided by ATC.
Mod : 5948
P 11 001
RECOVERY AFTER STALL OR ABNORMAL ROLL CONTROL

PROCEDURE
RECOVERY AFTER STALL OR

ABNORMAL ROLL CONTROL
CONTROL WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH FIRMLY

H If flaps 0_ configuration
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15_
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
H If flaps are extended
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
R Note: This procedure is applicable regardless the LDG GEAR position is
(DOWN or UP).
Mod : 5948
P 12 001
UNRELIEABLE AIRSPEED INDICATION

ALERT
In case of disagreement between both ADC, AP (if engaged) disconnects being unable to
identify the valid ADC.
To make the difference with an isolated drifting, here the three airspeed indicators are
drifting, and indicate erroneous airspeed.
PROCEDURE
UNRELIABLE AIRSPEED INDICATION

AP/YD/FD BARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF/OFF/STBY
PITCH AND TQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
H If at take off or GA below 1500 ft
PITCH IMMEDIATELY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
ICING / VOLCANIC ASHES CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . ESCAPE
PROBE HEATING, DE-- /ANTI-- ICING . . . . . . . . . . . . . . . . . . . . . . . . CHECK ON
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
WARNING: respect STALL alarm.
Note: Use any GPS Speed information if available.
F Take off phase, at or above acceleration altitude
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT LEAST 30 SECONDS
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0_
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8_
Note: Use climb table here after to adjust pitch if required.
AFTER TAKE OFF normal procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
LAND AT THE NEAREST SUITABLE AIRPORT
F Climb
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLB
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
Altitude (ft) 5000 10000 15000 20000
Normal conditions pitch 7 5 4 3
Icing conditions
6 4 3 2
pitch
.to be continued next page../...
Mod : 5948
P 13 001
UNRELIEABLE AIRSPEED INDICATION (contd)

.../...
F Cruise
ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
Note: Average pitch in cruise is around 0
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRZ
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTCH
F Descent
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
PITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN AT --2.5
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 30% TQ
DESCENT normal procedure(2.03.16) . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F Initial approach
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
APPROACH normal procedure(2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
CAUTION : Transition from clean configuration to LDG configuration is to be
performed in level flight -- REFER TO ALTIMETER -- (if possible 30 seconds be-
tween each step).
NOTE: Refer to following tables to adjust TQ:
Aircraft configuration TQ (Altitude of 3000ft)

-- Average speed 14 T 18 T 22 T
Flaps 0 -- 180 kt 35% 45% 50%
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Flaps 15 -- 150 kt 45% 45% 50%
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Flaps 30 -- 130 kt 45% 45% 50%
F Final Approach
. PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST 35% TQ .
BEFORE LANDING normal procedure (2.03.18) . . . . . . . . . . . . . . . . . . APPLY
NOTE: Set an average pitch of --5 for a 3 slope approach.
COMMENTS
- Drift of all the airspeed indications occurs if pitots are partially or fully obstructed.
- This obstruction may be due to the severe icing or volcanic ashes.
- NEVER REENGAGE the autopilot and/or the yaw damper. The autopilot computer uses
the airspeed data to compute the deflection of the rudder. With an erroneous airspeed, the
autopilot orders inappropriate deflections of the rudder, which can lead to severe
structural damages and lost of control of the aircraft.
- The stall alert is triggered with the angle of attack, and has to be respected
Mod : 5948
.
PROCEDURES FOLLOWING FAILURE 2.05.00
P1 001
CONTENTS FEB 12
2.05.00 CONTENTS
2.05.02 POWER PLANT
Alert Procedure
R SINGLE ENG SINGLE ENG OPERATION
R ENG START START FAULT
ELEC X START X START FAIL
ABNORMAL PARAMETERS DURING START
R ENG START ITT EXCESSIVE ITT DURING START
R ENG START NO ITT NO ITT DURING START
ENG START NO NH NO NH DURING START
R NAC OVHT NAC OVHT
ABNORMAL ENG PARAMETERS IN FLIGHT
FIRE LOOP 1A FIRE LOOP 1A (1B)(2A)(2B) FAULT
(1B)(2A)(2B)
PROP BRK ABNORMAL PROP BRK (IF APPLICABLE)
ENG RESTART IN FLIGHT
ENG STALL
ENG EEC ONE EEC FAULT
ENG EEC 1+2 BOTH EEC FAULT
ENG 1(2) OUT ENG 1(2) FLAME OUT IN FLIGHT
R ENG 1(2) FLAME OUT ON GROUND
R IDLE GATE IDLE GATE FAIL
R ENG PROP NP1(2) UNEXPECTED 100% NP ON ONE OR BOTH ENGINES
ENG 1(2) PEC SG CH PEC 1(2) SGL CH
ENG 1(2) PEC PEC 1(2) FAULT
ENG LO PITCH LO PITCH IN FLIGHT
R ENG 1(2) OVER LIMIT ENG 1(2) OVER LIMIT
ENG 1(2) PROP LIM PROP 1(2) OVER LIMIT
ENG1(2) OIL TEMP L ENG 1(2) OIL TEMP BELOW 45_C
ENG1(2) OIL TEMP H ENG 1(2) OIL TEMP HIGH
ENG 1(2) OIL OVHT00
ENG 1(2) OIL PRESS ENG 1(2) OIL LO PR
ENG BOOST ENG BOOST FAULT (IF APPLICABLE)
Mod : 5948
P2 001
CONTENTS FEB 12
2.05.03 FUEL
Alert Procedure
FUEL 1(2) TEMP LO FUEL 1(2) ABNORMAL TEMP
FUEL 1(2) TEMP HI
ENG FUEL CLOG FUEL CLOG
FUEL FEED LO PR FEED LO PR
FUEL LO LVL FUEL LO LVL
ENG EXCESS ITT FUEL LEAK
FUEL MISMATCH FUEL MISMATCH
FUEL UNBALANCED FUEL UNBALANCED

Alert Procedure
ELEC DC 1 DC BUS 1 OFF
R ELEC AC 1 AC BUS 1 OFF
ELEC DC 2 DC BUS 2 OFF
R ELEC AC 2 AC BUS 2 OFF
ELEC ACW 1(2) ACW BUS 1(2) OFF
ELEC ACW 1+2 ACW TOTAL LOSS
ELEC DC ESS DC ESS BUS OFF
ELEC DC EMER DC EMER BUS OFF
ELEC DC GEN DC GEN FAULT
ELEC INV 1(2) INV 1(2) FAULT
ELEC ACW GEN 1(2) ACW GEN FAULT
ELEC DC SHED DC SVCE/UTLY BUS SHED
R ELEC BAT CHG MAIN (or EMER) BAT CHG FAULT
R ELEC CHG LOSS EMER + MAIN BAT CHG LOSS
ELEC BAT DISCH BAT DISCHARGE IN FLIGHT
ELEC AC SBY BUS AC STBY BUS FAULT
ELEC DC SBY BUS DC STBY BUS FAULT
ELEC STBY BUS UND/V DC STBY BUS UND/V
STBY BUS / STBY BUSSES AND BAT ONLY LOST
EQUIPMENT LISTS
Mod : 5948
P3 001
CONTENTS FEB 12
2.05.05 HYDRAULIC
Alert Procedure
R HYD BLUE LO LVL (HYD HYD BLUE (GREEN) LO LVL
GREEN LO LVL)
HYD PUMPS LOSS BOTH MAIN HYD PUMPS LOSS
HYD SYS LOSS BOTH HYD SYS LOSS
R HYD BLUE(GREEN) (AUX) LO HYD BLUE (GREEN) LO PR
PR HYD BLUE (GREEN) OVHT
HYD BLUE(GREEN) (AUX)
OVHT
HYD AUX LO PR HYD AUX LO PR
HYD AUX OVHT HYD AUX OVHT
2.05.06 FLIGHT CONTROLS

Alert Procedure
FLAPS UNLK FLAPS UNLK
FLAPS JAM FLAPS JAM / UNCOUPLED / ASYM
FLAPS ASYM
REDUCED FLAPS LANDING
FLT CTL PUSHER STICK PUSHER / SHAKER FAULT
PITCH TRIM ASYM PITCH TRIM ASYM
PITCH TRIM INOPERATIVE
PITCH DISC PITCH DISCONNECT
FLT CTL RUD RCU DUTCH ROLL TENDENCY / RUDDER RELEASABLE
CENTERING UNIT FAIL
R PITCH DISC PITCH DISCONNECT
PITCH RECONNECTION ON GROUND
R PITCH RECONNECT PITCH RECONNECT
FLT CTL TLU TLU FAULT
AIL LOCK LIT AIL LOCK LIT
ELEVATOR JAM
AILERON JAM / SPOILER JAM
RUDDER JAM
Mod : 5948
P4 001
CONTENTS FEB 12
2.05.07 LANDING GEAR
Alert Procedure
LDG GEAR GRAVITY EXTENSION
LANDING WITH ABNORMAL LDG GEAR
LDG GEAR LDG GEAR UNSAFE INDICATION
LDG GEAR RETRACTION IMPOSSIBLE
WHEELS A-- SKID ANTI-- SKID FAULT
WHEELS BRK HOT BRK TEMP HOT
2.05.08 AIR
Alert Procedure
AIR BLEED 1(2) BLEED VALVE 1(2) FAULT
AIR BLEED1(2) OVHT BLEED 1(2) OVHT
AIR LEAK 1(2) BLEED 1(2) LEAK
R AIR X VALVE X BLEED VALVE OPEN
AIR PACK PACK VALVE FAULT
AIR PACK 1+2 BOTH PACK VALVES FAULT
AIR RECIR FAN 1(2) RECIRC FAN 1(2) FAULT
AIR DUCT OVHT DUCT OVHT
R CAB ALT CABIN ALTITUDE
EXCESS CAB ALT EXCESS CAB ALT
AIR AUTO PRESS AUTO PRESS FAULT
EXCESS CAB nP EXCESS CAB nP
AIR VENT EXH AVIONICS VENT EXHAUST MODE FAULT
AIR OVBD OVBD VALVE FAULT
Mod : 5948
P5 001
CONTENTS FEB 12
2.05.09 DE/ANTI ICE
Alert Procedure
R A-- ICING BLEED AIRFRAME AIR BLEED FAULT
A-- ICING FRAME DE-- ICING AIRFRAME FAULT
A-- ICING SEL DE-- ICING MODE SEL FAULT
A-- ICING AUTO MODE SEL AUTO FAULT
A-- ICING DETECT ICE DETECT FAULT
A-- ICING ENG 1(2) DE-- / ANTI-- ICING ENG 1(2) FAULT
A-- ICING PROP 1(2) ANTI-- ICING PROP 1(2) FAULT
A-- ICING HORNS 1(2) ANTI-- ICING HORNS 1(2) FAULT
A-- ICING L WSHLD SIDE WINDOW / WINDSHIELD HTG FAULT
A-- ICING R WSHLD
A-- ICING WINDOWS
A-- ICING PROBE PROBES HTG FAULT
A-- ICING PIT CPT(F/O)( SBY)
A-- ICING TAT CPT(F/O)
2.05.10 AUTOPILOT
Alert Procedure
AILERON MISTRIM AILERON MISTRIM
or EXCESSIVE LATERAL TRIM REQUIRED
or ABNORMAL FLIGHT CHARACTERISTICS
R PITCH MISTRIM PITCH MISTRIM
R RUDDER MISTRIM RUDDER MISTRIM
AP PITCH TRIM AP PITCH TRIM FAIL
2.05.11 AIRCRAFT PERFORMANCE MONITORING

Refer to 2.02.21
Mod : 5948
P6 001
CONTENTS FEB 12
2.05.12 AVIONICS
Alert Procedure
AUDIO SEL CAPT (F/O) AUDIO SEL FAULT
R RMS 1 + 2 RMS 1 + 2 FAULT
AHRS ONE AHRS FAIL
R AHRS 1+2 AHRS 1 + 2 LOSS
AHRS NOT ALIGN AHRS NOT ALIGN
ADC ADC FAIL
ADC 1+2
ATT DISAGREE ATTITUDE DISAGREE
HDG DISAGREE HEADING DISAGREE
ALT DISAGREE ALTITUDE DISAGREE
IAS DISAGREE IAS DISAGREE
R VHF 1+2 VHF 1 + 2 LOSS
R DU(n) DISCREPANCY DU DISCREPANCY
DUs DISCREPANCY
R DU TEMP HI ONE DU TEMP HI
R MULTI DUs T HI SEVERAL DUs TEMP HI
FWS SGL CH AVNX FWS SGL CH
SWITCH SGL CH AVNX SGL SWITCH
FWS 1 + 2 LOSS
AVNX SWITCH 1+2 LOS
CPM 1 AVNX CPM 1 LOSS
CPM 2 AVNX CPM 2 LOSS
CPM 1+2 AVNX CPM 1+2 LOSS
Mod : 5948
P7 001
CONTENTS FEB 12
2.05.12 AVIONICS
Alert Procedure
IOM 12 AVNX IOM 12 LOSS
IOM 12 + 13 AVNX IOM 12 + IOM 13 LOSS
CPM 1 + IOM 22 AVNX CPM 1 + IOM 22 LOSS
2.05.13 MISCELLANEOUS
Alert Procedure
IOM 12 COCKPIT DOOR CONTROL PANEL FAULT (If installed)
R RAD-- ALT LOSS LOSS OF RADIO ALTIMETER INFORMATION
AIR AFT DET FAN SMK DET FANS FAULT
DOOR EMER DOORS UNLK IN FLIGHT
DOOR LH(RH) FWD
DOOR LH(RH) AFT
DOOR FWD COMPT
COCKPIT WINDOW CRACKED
OXY OXYGEN LO PR
R VOLCANISH ASH ENCOUNTER
Mod : 5948
P8 001
CONTENTS FEB 12
2.05.14 MFC
Alert Procedure
MFC 1A MFC 1A FAUL
MFC 1B MFC 1B FAULT
MFC 2A MFC 2A FAULT
MFC 2B MFC 2B FAULT
MFC 1A + 1B MFC 1A+1B FAULT
MFC 1A + 2A MFC 1A+2A FAULT
MFC 1B + 2A MFC 1B+2A FAULT
MFC 1B + 2B MFC 1B+2B FAULT
Mod : 5948
P1 001
INTRODUCTION APR 11
GENERAL
The procedures following failures represent the actions applicable after a failure to ensure
adequate dafety and to ease the further conduct of the flight. They are applied according
to the Read and Do principle except for the memory items.
PRESENTATION
The procedures are presented in the basic check list format with an adjacent expanded
section which provides:
- indication of the particular failure, alert condition
- explanation for actions where the reason is not self evident
- additional background information
The abbreviations used are identical with the nomenclature on the cockpit panels. All
actions are printed in CAPITAL letters.
Q : a preceding black square is used to identify a pre-- condition (in bold) for given
action(s).
O : a preceding black dot is used to indicate the moment (in bold) when given action(s)
have to be applied.
TASK SHARING
For all procedures, the general task sharing stated below is applicable.
The pilot flying remains pilot flying throughout the procedure.
PF, Pilot Flying, responsible for:
- PL
- flight path and airspeed control
- aircraft configuration
- navigation
PM, Pilot Monitoring, responsible for:
- check list reading
- execution of required actions
- actions on overhead panel
- CL
- communications
The AFCS is always coupled to the PF side (CPL selection).
Mod : 5948
P2 001
INTRODUCTION FEB 12
AA
PROCEDURES INITIATION
- No action will be taken (apart from depressing MW pb):
. Until flight path is stabilized.
. Under 400 ft above runway (except for propeller feathering after engine failure
during approach at reduced power if go around is considered).
- Before performing a procedure, the crew must assess the situation as a whole, taking
into consideration the failures, when fully identified, and the constraints
imposed.
ANALYSIS OF CONSEQUENCES OF A FAILURE ON THE FLIGHT

Basic airmanship calls for a management review of the remaining aircraft capabilities
under the responsability of CM1.
R FWS ALERTING
( see page 3 )
Mod : 5948
P3 001
INTRODUCTION FEB 12
AA
R FWS ALERTING
When the TO inhibition signal computed by FMA is actived, all alerts are inhibed exept
(this inhibition is cancelled automatically at landing gear retraction or manually by action
on the RCL push-- button) :
WARNING CAUTION
- ENG 1 (2) OUT - APCH CAPABILITY
- LDG GEAR NOT DN - FD MODE REVERSION
- CONFIG - ALTITUDE ALERT
- NAC OVHT - PITCH TRIM ASYM
- PROP BREAK - FLT CTL TLU
- ENG 1 (2) OIL PRESS - AP PITCH TRIM
- FLAPS UNLK - PICH MISTRIM
- PITCH DISC - AILERON MISTRIM
- EXCESS CAB P - RUDDER MISTRIM
- EXCESS CAB ALT - AP YAW TRIM
- TRIM RUNAWAY - ADC 1+2
- AP DISCONNECTION - AHRS 1+2
- IRS 1+2
- ATT DISAGREE
- IAS DISAGREE
- ALT DISAGREE
- MFC 1B + 2B
- FLT CTL TLU
- ADC
- AHRS
- AHRS NOT ALIGN
- IRS
- IRS NOT ALIGN
- IRS IN ALIGN
- HDG DISAGREE
- IRS ATT ONLY
- DATA RECORDER
- CALLS
- VLE, VFE EXCEED
Mod : 5948
.
P1 001
POWER PLANT FEB 12
AA
SINGLE ENG OPERATION
ALERT
Engine flame out - MC light flashing amber SC
- SINGLE ENG amber message
on EWD
PROCEDURE

R PWR MGT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MCT
ENG BOOST (if installed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R LAND ASAP
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ACW GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
R OIL PRESSURE AND NP ON FAILED ENGINE . . . . . . . . . . . . . . . . . . . MONITOR
Note: In icing conditions, FLAPS 15 will be selected to improve drift down performances
and single engine ceiling.
Note: Refer to QRH pages (4.61) and (4.62) to determine single engine gross ceiling.
Note: If during the flight, a positive oil pressure has been noted on the failed engine for
a noticeable period of time, maintenance must be informed.
Note: monitor fuel balance. Recommended operational maximum fuel unbalance is
200 kg (440 lb).
When FUEL CROSS FEED is required
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP on operating engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
To be continued next page(...\...)
Mod : 5948
P2 001
POWER PLANT FEB 12
AA
PROCEDURE
SINGLE ENG OPERATION (contd)

For approach
MAX APPROACH SLOPE for Steep Slope Approach . . . . . . . . . . . . . . . . 5.5_
BLEED NOT AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CL live engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
R V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN 1.1 VMCA
H IF AFFECTED ENGINE NP ABOVE 10%
V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10kt
D When V APP is increased
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note: Refer to 4.64 to determine 1.1VMCA, and to 4.65 to determine landing
distance.
Note: ILS CAT 2 prohibited.
At touch down
CAUTION: Do not reduce below FI before nose wheel is on the ground.

COMMENTS
- Refer to section Procedures and Techniques for fuel unbalance.
- For approach and landing, comply with Procedures and Techniques, Flight Patterns
sub-- section 2.02.10.
Mod : 5948
P3 001
POWER PLANT FEB 12
AA
START FAULT
ALERT
Start sequence incident - MC light flashing amber SC
- ENG START amber message
on EWD + amber reverse video
START indication
- associed START FAULT amber
light on overhead panel
START FAULT
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . OFF / START ABORT
If above 45 % NH
START ON LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TO BE CONTINUED
X START FAIL
ALERT
On ground, during second - MC light flashing amber SC
engine start, operative DC - ELEC X START amber
GEN does not come on line to message on EWD
supply the START BUS - X START FAIL amber light on
between 10 % and 45 % NH overhead panel
PROCEDURE
X START FAIL
CONTINUE NORMAL ENGINE START
R MAINTENANCE ACTION IS REQUIRED
Mod : 5948
P4 001
POWER PLANT FEB 12
AA
PROCEDURE

If ITT tends to exceed 900_
_C, or no ITT, or no NH
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
Then refer to the relevant procedure:
R EXCESSIVE ITT DURING START procedure (2.05.02 page 4)
NO ITT DURING START procedure (2.05.02 page 5)
NO NH DURING START procedure (2.05.02 page 5)
EXCESSIVE ITT DURING START

ALERT
ITT incident during start - MC light flashing amber SC
- ENG START ITT amber
message on EWD
PROCEDURE
EXCESSIVE ITT DURING START

When NH below 30 %
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
R CAUTION: If ITT exceeds 950_C, maintenance action is required
Mod : 5948
P5 001
POWER PLANT FEB 12
AA
NO ITT DURING START
ALERT
NO ITT during start - MC light flashing amber SC
- ENG START NO ITT amber
message on EWD
PROCEDURE
NO ITT DURING START

After 30 seconds, to allow fuel draining
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANK
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
After 15 seconds
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . OFF / START ABORT
NO NH DURING START
ALERT
NO NH during start - MC light flashing amber SC
- ENG START NO NH amber
message on EWD
PROCEDURE
NO NH DURING START
Note : On BAT only, OIL PRESS IND is not available.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . START A or START B
START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
R If after 10 seconds OIL pressure increases
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
Continue START procedure, being informed NH indicator is inoperative.
R If after 10 seconds no OIL pressure
R Suspect starter motor failure. Maintenance action is required.
Mod : 5948
P6 001
POWER PLANT FEB 12
AA
NAC OVHT
ALERT
Nacelle temperature exceeds - MW flashing red CRC
170C (338F) when aircraft is - NAC OVHT red message on
on ground EWD
PROCEDURE
NAC OVHT
If during hotel mode operation
PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
If during taxi
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STOP
PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLIGHTLY INCREASE POWER
R If NAC OVHT persist within 30 seconds
PARKING BREAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
PL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R FUEL PUMP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RETURN TO PARKING
COMMENTS
- In case of tailwind component greater than 10 kt and just after engine start, propeller
must be unfeathered rapidly to take advantage of the wind created by propeller
rotation and consequently to avoid exhaust gas return flow in the nacelle.
- When taxiing with tail wind component, use of reverse requires special care as air flow
created by propeller reversing combined with tail wind will induce an exhaust gas
return flow which may damage the nacelle. It is consequently recommended not leave
PL in reverse position for any period of time exceeding 10 seconds.
- NAC OVHT alert is inhibited when both wow systems detect aircraft airborne.
Mod : 5948
P7 001
POWER PLANT FEB 12
AA

PROCEDURE

J If Intermittent fluctuations or unrealistic steady indication
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When adequate flight situation
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R J If normal engine operations recovered
ONE EEC FAULT procedure (2.05.02 page12) . . . . . . . . . . . . . . . APPLY
J If abnormal fluctuations or indications persist
- or - J If TQ = 0% and NP < 77%
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
R LAND ASAP
SINGLE ENG OPERATIONS procedure (2.05.02 page1) . . . . . . . APPLY
R J If HBV indication on display
AVOID SUDDEN PL MOVEMENTS
COMMENTS
- AFU provides TQ indication to the cockpit intruments. (needle).
- Untimely TQ indication drop lasting more than 2.15 seconds will induce an ATPCS
sequence if ATPCS was already armed.
- With engine at high power, a spurious ATPCS sequence would provoke an automatic
feathering and a very significant overtorque deselecting ATPCS will avoid such a
possibility.
- With no reliable TQ indication, engine power monitoring is assured on the affected
engine through NH / NP indications.
- Refer to 2.02.11 page 2.
Mod : 5948
P8 001
POWER PLANT FEB 12
AA
FIRE LOOP 1A (1B) (2A) (2B) FAULT

ALERT
Fire loop fault detected - MC flashing amber CRC
R
- FIRE LOOP 1A (1B) (2A)
(2B) amber message on EWD
PROCEDURE
FIRE LOOP 1A (1B) (2A) (2B) FAULT
LOOP AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod : 5948
P9 001
POWER PLANT FEB 12
AA
ABNORMAL PROP BRK (If applicable)
ALERT
Propeller brake not locked in - UNLK red light on overhead panel CRC
full locked or in full released - MW+PROP BRK red message on EWD
position - or-- - or-- with action on PROP BRK SW :
Propeller brake engaged and - UNLK red light on overhead panel then
GUST LOCK released - or-- after 30 seconds
Propeller brake engaged and - MW+PROP BRK red message on EWD
propeller rotating
PROCEDURE
ABNORMAL PROP BRK (If applicable)

J If on ground
R J If propeller rotation and FWS PROP BRK alert
- or -
R J If UNLK light and FWS PROP BRK alert
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
MAINTENANCE ACTION IS REQUIRED
J If FWS PROP BRK alert only
J If GUST LOCK ON
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
J If DC and AC GPU are not available
ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
CL 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
F When READY light illuminates
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
UNLK LIGHT . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
PROP BRK PWR SPLY C/B . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If GUST LOCK OFF
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F According to operational situation
PROP BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ALL PROP BRK LIGHTS . . . . . . . . . . . . . CHECK EXTINGUISHED
J If in flight
CONTINUE NORMAL OPERATION
ENG 2 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F After landing
CL 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
Mod : 5948
P 10 001
POWER PLANT FEB 12
AA
PROCEDURE
FUEL SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK

CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL SO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CAUTION: After ATPCS sequence PWR MGT rotary selector must be set to MCT-
position before engine restart in order to cancel propeller feathering.
ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . START A & B
R START PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Note : AP-- YD may disconnect during start
R F When NH above 10 %
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR
RELIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
CL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
PL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST TO OTHER ENGINE
R ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . OFF/START ABORT
SYSTEMS AFFECTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE
R APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Engine relighting in flight is only guaranteed within the envelope and always
necessitate starter assistance.
- The power may be restored immediately after relighting provided OIL TEMP > 0C.
- Should the engine fail to light up within 10 seconds, select fuel to shut off, the ignition
OFF and allow engine to be ventilated for 30 seconds minimum prior to making
another attempt.
Mod : 5948
P 11 001
POWER PLANT FEB 12
AA
ENG STALL
ALERT
An engine stall may be recognized by :
- varying degrees of abnormal engine noise (rumbling bangs)
- fluctuating engine parameters
- abnormal PL response
- rapid ITT increase
PROCEDURE
ENG STALL
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
ENG PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If abnormal engine parameters
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . . APPLY
J If normal engine parameters
DE-- /ANTI-- ICING ENG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SLOWLY ADVANCE
J If stall recurs
Reduce thrust and operate below the stall threshold
R J If normal operations recovered
R Continue normal operation
Mod : 5948
P 12 001
POWER PLANT FEB 12
ONE EEC FAULT
ALERT
EEC failure - MC light flashing amber SC
- ENG EEC amber MESSAGE on EWD
- associated EEC FAULT amber light on central
panel
PROCEDURE
ONE EEC FAULT

ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT DESELECT EEC FLASHING.
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
R J If EEC recovered
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
R J If EEC fault persists
EEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLE THROTTLE WITH CARE
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
R
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
V APP . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 kt
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note: Refer to Part 4 to determine landing distance
Note: If engine failure during go around, do not reduce PL below
45before feathering
F After landing
TAXI WITH THE AFFECTED ENGINE FEATHERED
Note: ACW BTC must be checked closed in order to avoid the loss of
ACW bus on ground
COMMENTS
Refer to 2.05.02 page 14.
mod : 5948
P 13 001
POWER PLANT FEB 12
BOTH EEC FAULT
ALERT
Both EEC failure - MC light flashing amber SC
- ENG EEC 1+2 amber message on EWD
- EEC FAULT amber light(s) on central panel
PROCEDURE
R EEC 1 + 2 FAULT
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION: DO NOT DESELECT EEC FLASHING.
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN GREEN SECTOR
R EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If EEC 1 + 2 recovered
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER
J If only one EEC recovered
R ONE EEC FAULT procedure (2.05.02 page 12) . . . . . . . . . . . . . . . . . APPLY
R J If EEC 1+2fault persists
EEC 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE POWER,
R . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLE THROTTLES WITH CARE
TQ IND ENG 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
F In the following cases : icing conditions, engine(s) flame out,
emergency descent, severe turbulence, heavy rain
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
F In final approach
R CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 kt
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note: Refer to Part 4 to determine landing distance
Note: If engine failure during go around, do not reduce PL below 45before
feathering
F After landing
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
CAUTION : Both main HYD pumps will be lost at low speed.
Note: Revers power is reduced
TAXI ON BOTH ENGINES, HANDLE THROTTLES WITH CARE
COMMENTS : Refer to 2.05.02 page 14.

Mod : 5948
P 14 001
POWER PLANT APR 11
ONE EEC FAULT (CONTD)

COMMENTS specific for ONE EEC FAULT
- When EEC fails, two cases must be considered :
High Power Low Power
PL set forward 52_ PL set aft of 52_ in green sector
EEC FAULT light flashes, NH is EEC FAULT comes on steady, EEC is
automatically frozen to its prior value (FAIL automatically deselected (Automatic
FIX) reversion)
- Feathering the engine with EEC failed for taxi and static operation will avoid prolonged
time in NP restricted band (propeller limitation).
BOTH EEC FAULT (CONTD)
COMMENTS specific for BOTH EEC FAULT
- During reduction at touch down, both ACW GEN may be lost and therefore both main
HYD pumps.
- Both digital torque indications are lost when TQ are below 20%.
Mod 5948
P 15 001
POWER PLANT FEB 12
AA
ENG 1(2) FLAME OUT IN FLIGHT
ALERT
Engine 1(2) flame - MW light flashing amber SC
out - ENG 1(2) OUT amber message on EWD
PROCEDURE
ENG 1(2) FLAME OUT IN FLIGHT
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If NH drops below 30% (no immediate relight)
J If damage suspected
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . APPLY
J If no damage suspected
ENG RESTART IN FLIGHT procedure (2.05.02 page 10) . . . . . . . . . . APPLY
J If engine out confirmed
R LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . APPLY
COMMENTS
- Shut down the engine if no immediate relight.
- The causes of engine flame out can generally be divided into two categories :
. External causes such as icing, very heavy turbulence, fuel mismanagement. These
causes, which may affect both engines can generally be easily determined and an
immediate relight can be attempted.
. Internal causes which as engine stalls or failures usually affect a single engine and are
not so easily determined. In these cases, the engine is shut down then the cause of the
flame out investigated. If it cannot be positively determined what caused the flame
out, the need for engine restart should be evaluated against the risk or further engine
damage or fire that may result from a restart attempt.
- If damage is suspected, as precautionary measure, the FIRE handle is pulled.
Mod 5948
P 16 001
POWER PLANT FEB 12
AA
ENG 1(2) FLAME OUT ON GROUND
PROCEDURE
ENG 1(2) FLAME OUT ON GROUND

R PL 1+ 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
STOP THE AIRCRAFT
D When aircraft stopped
PARKING BRK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
ENG FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
RETURN TO PARKING
IDLE GATE FAIL

ALERT
Automatic idle gate system - MC light flashing amber SC
failure - IDLE GATE amber message
on EWD
- IDLE GATE FAIL amber light
on pedestal
PROCEDURE
IDLE GATE FAIL

F In flight
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PUSH
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
COMMENTS
- In flight, pushing idle gate lever sets the stop at FI.
- On ground, pulling the lever removes the stop and allows reduction below FI (GI and
reverse).
- One reason for IDLE GATE FAIL alert may be a problem in the WOW (Weight On Wheel)
system. Other systems may be affected. Report to maintenance.
Mod 5948
P 17 001
POWER PLANT FEB 12
AA
R UNEXPECTED 100% NP ON ONE OR BOTH ENGINES
ALERT
Unexpected 100% NP on one or - MC light flashing amber SC
two engines - ENG PROP NP 1(2) amber
message on EWD
PROCEDURE
R UNEXPECTED 100% NP ON ONE OR BOTH ENGINES

CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PEC 1(2) SGL CH

ALERT
Anomaly detection on either - MC light flashing amber SC
PEC channel - ENG 1(2) PEC SGL CH
amber message on EWD
- SGL amber message on SD
page
PROCEDURE
PEC 1(2) SGL CH

R DO NOT RESET PEC IN FLIGHT - NO CREW ACTION REQUIRED
ANTICIPATE A PEC FAULT AT LANDING
COMMENTS
- In case of PEC FAULT at landing :
. do not set PLs below FI before nose wheel is on the ground
. do not use reverse on affected engine
Mod 5948
P 18 001
POWER PLANT FEB 12
AA
PEC 1(2) FAULT
ALERT
Anomaly detection on both PEC - MC light flashing amber SC
channels - ENG 1(2) PEC amber
message on EWD
- Associated FAULT light on
central panel
PROCEDURE
PEC 1(2) FAULT
R J If below 400 ft
GO AROUND procedure (2.03.17) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R F Above 400 ft or at acceleration altitude
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
R J If PEC recovered
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
R J If PEC fault persists
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AVOID sudden PL movements
R F Before landing
CL 1+2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100% OVRD
Reverse is not available on affected side.
R F After landing
TAXI ON BOTH ENGINES
Note: ACW BTC must be checked closed in order to avoid the loss of ACW
bus on ground.
COMMENTS
- Expect NP blocked at 102.5% (overspeed stop)
- Do not set PLs below FI before nose wheel is on ground.
- Reverse is not available because the secondary low pitch stop retraction solenod is
disabled which forbids the blades to go below the low pitch protection.
- When the PEC is deenergized a NP cancel signal is sent to the EEC to cancel the EEC
NP governing mode (that controls the NP speed at 850 rpm) on ground.
- ACW may be lost if NP drops below 65.5% on the affected engine.
- CL is set to OVRD to minimize NP transient when PEC is switched OFF/RESET.
Mod 5948
P 19 001
POWER PLANT FEB 12
AA
LO PITCH IN FLIGHT
ALERT
Low pitch detection in flight - MC light flashing amber SC
- ENG LO PITCH amber
message on EWD
- associed amber LO PITCH
flag on EWD
PROCEDURE
LO PITCH IN FLIGHT
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R LAND ASAP
SINGLE ENG OPERATION procedure (2.05.02 page 1) . . . . . . . . . . . . APPLY
COMMENTS
- If a low pitch is detected, pitch increases and returns to values which do not generate
alert. If failure still persists, pitch will decrease again which causes a cycling situation.
Mod 5948
P 20 001
POWER PLANT FEB 12
ENG 1(2) OVER LIMIT

ALERT
ITT above limit in flight or on - MC light flashing amber SC
ground except at start - ENG 1(2) OVER LIMIT
or TQ in red range or NH in red amber message on EWD
range or NL in red range - associated ITT flag on EWD
OR any parameter in red range
(TQ, NH, NL)
PROCEDURE
ENG 1(2) OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . RETARD TO RESTORE NORMAL VALUES
J If TQ, NH, and/or ITT still over limit and if conditions permit
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
R LAND ASAP
R J If All (TQ, NH, and/or ITT) below limit or if conditions do not permit
Note: BLEED VALVE may be selected OFF in order to reduce ITT on the affected
engine.
COMMENTS
- Red limits must not be deliberately exceeded.
- Check indication to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight.
Mod 5948
P 21 001
POWER PLANT FEB 12
AA
PROP 1(2) OVER LIMIT
ALERT
Propoller speed in red range - MC light flashing amber SC
- ENG 1(2) PROP LIM amber
message on EWD
PROCEDURE
PROP 1(2) OVER LIMIT

PL affected side . . . . . . . . . . . . . . . . . . . . . . . RETARD TO SET NP BELOW 106%
PEC affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R Note: 106% allowed to complete a flight without overshooting 73% TQ in CRZ and
75 % in CLB.
J If NP decreases below 106%
CONTINUE NORMAL FLIGHT
J If NP remains above 106% and conditions permit
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
R LAND ASAP
COMMENTS
- Red limits must not be deliberately exceeded.
- Transients in amber sector are normal during engine acceleration.
- Check indication to determine limit exceedance and proceed accordingly.
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
- If conditions do not permit engine shut down, land as soon as possible using the
minimum power required to sustain safe flight. Nevertheless NP 106% is allowed to
complete a flight
Mod 5948
P 22 001
POWER PLANT FEB 12
AA
ENG 1(2) OIL TEMP BELOW 45_
_C
ALERT
Engine oil temp below 45_C - MC light flashing amber SC
- ENG 1(2) OIL TEMP L
PROCEDURE
ENG 1(2) OIL TEMP BELOW 45_

_C
J If icing conditions are expected or present
ENG POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . If possible, INCREASE
R J If no icing conditions
R NO CREW ACTION REQUIRED
Mod 5948
P 23 001
POWER PLANT FEB 12
AA
ENG 1(2) OIL TEMP OVHT
ENG 1(2) OIL TEMP HIGH
ALERT
Engine oil temp between - MC light flashing amber SC
125_C and 140_C - ENG 1(2) OIL TEMP H amber
message on EWD
Engine oil temp above - MW light flashing red SC
140_C - ENG 1(2) OIL OVHT amber
message on EWD
PROCEDURE
ENG 1(2) OIL TEMP HIGH

R J If OIL TEMP between 125_ _C and 140_ _C
OIL TEMP AND PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note : If OIL temperature rise follows PL reduction, advancing PL may reduce OIL
temperature .
Note : If OIL temperature rise occurs in steady state conditions, a power reduction
should permit a reduction in OIL temperature.
J If OIL TEMP between 125_ _C and 140_ _C for more than 20 minutes
PL affected side . . . . . . . . . . RETARD TO SET MINIMUM POSSIBLE POWER
CAUTION : Flight time must be minimized to reduce engine operating time in these
abnormal conditions.
J If OIL TEMP above 140_ _C
PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
LAND ASAP
COMMENTS
- Normal steady oil temperature is in the range 71/99_C.
- Increased power setting may reduce the OIL TEMP due to the increase of fuel flow
across the fuel/oil heat exchanger.
- If an OIL TEMP rise occurs in steady state condition a failure of the oil cooler flap may be
suspected, if no other engine malfunction is noted. In this case reducing power may
limit temperature excursion.
Mod 5948
P 24 001
POWER PLANT FEB 12
AA
ENG 1(2) OIL LO PR
ALERT
Oil pressure drops below 40 - MW light flashing red CRC
PSI - ENG 1(2) OIL PRESS red
message on EWD
- LO PR flag in MFD system page
PROCEDURE
ENG 1(2) OIL LO PR

R PL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FI
J If ENG OIL PRESS in red range and LO PR flag
LAND ASAP
J If ENG OIL PRESS in red range and no LO PR flag
J If LO PR flag
ENG RESTART IN FLIGHT procedure (2.05.02 page 10) . . . . . . . . . . APPLY
J If LO PR flag still missing.
LAND ASAP
J If ENG OIL PRESS in normal range and LO PR flag
DISREGARD
COMMENTS
Refer to 2.05.02 page 26.
Mod 5948
P 25 001
POWER PLANT FEB 12
AA
ENG OIL LO PR (CONTD)
COMMENTS
- Engine oil low pressure is identified thanks to two low pressure detectors:
R - the first one driving LO PR red flag on engine secondary page MFD.
- the second one is the source of oil pressure indication on engine secondary page MFD.
Low pressure condition from any of these two detectors will trigger FWS alert
(MW+CRC+ENG 1(2) OIL on EWD)
- If LO PR flag only is activated, alert must be disregarded, oil press local alert indication
press indication (in red range) must be constantly monitored during flight.
- If Local alert only is activated (press indication in red range) provided LO PR flag on
MFD is checked operative, twin engine operation should be resumed.
- NP > 10% after a shut off procedure may indicate an incomplete feathering. In this case,
the approach speed is increased to compensate the extra drag of the incompletely
feathered propeller.
Mod 5948
.
P1 001
FUEL FEB 12
AA
FUEL 1(2) ABNORMAL TEMP
ALERT
Fuel temp is greater than - MC light flashing amber SC
50_C with engine running - FUEL 1(2) TEMP HI amber
message on EWD
Fuel temp is lower than 0_C - MC light flashing amber SC
with engine running - FUEL 1(2) TEMP LO amber
message on EWD
PROCEDURE
FUEL 1(2) ABNORMAL TEMP

R J If too high (>50_ _C)
Note : AVOID rapid throttle movement.
OIL TEMP AND ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . MONITOR
J If too low (<0__C)
Note : If repair cant be done, use anti-- icing additive for next refueling
COMMENTS
- Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow may reduce fuel
temperature.
- Rapide throttle movement with high temperature fuel may cause surge or flame out.
- In case of too low temperature, anti icing additive is needed to prevent ice formation in
the fuel supply system. Record it in the maintenance book.
Mod 5948
P2 001
FUEL FEB 12
AA
FUEL CLOG
ALERT
Pressure of the switch fuel - MC light flashing amber SC
pump outlet filter is greater - ENG FUEL CLOG amber message
than 25 PSI. on EWD
- CLOG flag on MFD system page
PROCEDURE
FUEL CLOG
R J If FUEL CLOG engines 1 + 2
ENGINES PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
J If abnormal engines parameters
LAND ASAP
J If FUEL CLOG one engine only
R ENGINE PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Mod 5948
P3 001
FUEL FEB 12
AA
R FUEL FEED LO PR
ALERT
Engine feed low pressure - MC light flashing amber SC
- FUEL FEED LO PR amber
message on EWD
- FEED LO PR amber light on
overhead panel.
PROCEDURE
R FUEL FEED LO PR
PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM ON
R ENGINE affected side . . . . . . . . . . . . . . MONITOR FOR POSSIBLE RUN DOWN
J If engine runs down or if fuel quantity decreases significantly
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R LAND ASAP
CAUTION : Do not open X FEED valve.
COMMENTS
- The illumination of FEED LO PR light associated with PUMP RUN light identifies a
LEAK in the fuel line which may lead to engine rundown.
- If engine runs down or if fuel quantity decreases significantly, affected line must be
isolated by selecting the pump OFF and by closing the fuel shut-- off valve.
- If PUMP RUN does not illuminate, pump system may be defective and a X FEED
attempt may be performed in order to restore engine supply. Max fuel unbalance has to
be considered.
Mod : 5948
P4 001
FUEL FEB 12
AA
FUEL LO LVL
ALERT
Fuel quantity indication - MC light flashing amber SC
below 160 kg / 352 lb - FUEL LO LVL amber message on
- or - EWD
Feeder tank not full - Feeder tank in amber with fuel
quantity in amber on MFD (level
between 160kg and 50kg) or in
red reverse video (level below
50kg)
PROCEDURE
FUEL LO LVL
AVOID EXCESSIVE AIRCRAFT ATTITUDES
J If Fuel low level both tanks
LAND ASAP
J If Fuel low level one tank only
J If leak suspected
FUEL LEAK procedure (2.05.03 page 5) . . . . . . . . . . . . . . . . . . . . . . APPLY
J If no leak suspected
J If fuel tank quantity < 160 kg / 352 lb
R FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If fuel tank quantityI 160 kg / 352 lb,
FUEL COMSUMPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R FUEL X FEED is not necessary
Note: Feeder jet pump malfunction is suspected
COMMENTS
- After fuel pump is selected ON, feeder tank is full within 10 minutes.
- The LO LVL alert for each side will be triggered by :
. the fuel remaining indicated on FQI, when it is less than 160 kg / 352 lb.
. the secondary low level detection system, when feeder tank is not completely full.
- In case of feeder jet pump malfunction, fuel quantity unusable in each fuel tank is raised
from 20 kg / 44 lb to 130 kg / 287 lb.
Mod 5948
P5 001
FUEL FEB 12
AA
FUEL LEAK
ALERT

A fuel leak may be detected by either : NIL NIL
- sum of fuel on board (FOB), read in steady flight at cruise level,
and fuel used (FU), FOB+FU significantly less than fuel at depar-
ture, or
- passenger observation (fuel spray from engine or wing tip), or
- total fuel quantity decreasing at an abnormal rate, or
- fuel imbalance, or
- a tank emptying too fast (leak from engine or a hole in a tank), or
- excessive fuel flow (leak from engine), or
- fuel smell in the cabin
PROCEDURE
FUEL LEAK
F When a leak is confirmed
LAND ASAP
J If leak from engine (excessive fuel flow or feed spray from engine)
CL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
FUEL PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FIRE HANDLE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
J If excessive fuel flow was identified before engine shutdown
R FUEL X FEED valve can be opened
J In all other cases, FUEL X FEED valve must remain closed
R J If leak not located
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN CLOSED
Note : The FUEL X feed must remain closed to prevent the leak affecting both
sides.
F Before landing
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Mod 5948
P6 001
FUEL FEB 12
AA
FUEL MISMATCH
ALERT
the difference between fuel - MC light flashing amber SC
quantity computed by FMS - FUEL MISMATCH amber message
and the fuel quantities on EWD
processed by the FCU is
greater than 200kg during
more than 10s (on ground)
or 60s (in flight).
PROCEDURE
FUEL MISMATCH
J If leak suspected
FUEL LEAK procedure (2.05.03 page 5) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R J If normal fuel condition
R FOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UPDATE IN CRZ PITCH RANGE
R Note : CRZ PITCH RANGE : 3_DN ; 5 _UP
Mod 5848
P7 001
FUEL FEB 12
AA
FUEL UNBALANCED
ALERT
discrepancy greater than - MC light flashing amber SC
100 Kg between the left - FUEL UNBALANCED amber
and right tanks fuel message on EWD
quantities.
PROCEDURE
FUEL UNBALANCED
R J If FUEL LEAK suspected

FUEL LEAK procedure (2.05.03 page 5) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R
J If normal fuel condition
R
JIf LEFT TANK QTY > RIGHT TANK QTY
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R
JIf LEFT TANK QTY < RIGHT TANK QTY
FUEL X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP RIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
FUEL PUMP LEFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F When fuel balanced
R RESUME NORMAL FUEL OPERATIONS
Mod : 5848
.
P1 001
DC BUS 1 OFF
ALERT
DC BUS 1 not - MC light flashing amber SC
supplied (short - ELEC DC 1 amber message and ELEC DC GEN
circuit amber message on EWD
R protection) - DC GEN 1 FAULT, DC BUS 1 OFF, AC BUS 1 OFF, INV
1 FAULT and DC SVCE/UTLY BUS SHED amber
lights on overhead panel
- DC GEN 1 FAULT, DC BUS (1) OFF, DC BUS 1 OFF,
INV 1 FAULT and DC SVCE/UTLY BUS SHED amber
message on AC/DC SD page
PROCEDURE
DC BUS 1 OFF
DC GEN 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AUTO PRESS FAULT procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
DC SVCE AND UTLY BUS SHED . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
R ADC CAPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IAS / BARO ALT
Affected equipment fault Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
DC BUS 1 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F At touch down
IDLE GATE LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
DC BUS 1 LOST EQUIPMENT LIST
Flight controls Ice & rain protection
- CAPT STICK SHAKER & PUSHER - CAPT STATIC PROBES
Indicating/recording - STBY STATIC PROBES
R - DU1 & DU3 - CAPT SIDE WINDOW
Engines Air
- IDLE GATE (AUTO mode) - ENG1 & 2 - BLEED LEAK CAUTION
R - ENG 1 oil press / temp - DUCT/COMPT Cockpit and cabin temperature
R Navigation and Communications indication
R - Weather Radar - Automatic Pressure CTL
R - TAWS advisory - RECIRC FAN 1
R - DME Lights
Note : If two DME are installed, DME remains - CABIN - LAT LT (LEFT)
R operational - CAPT NORM LT (DOME, MIP, CHARTHOLDER,
* - HF 1 STORM)
*-- SELCAL - ANN LT TEST
*-- OBSVR AUDIO SYS - LMU - PED & LT
Information systems
*-- EFB1 PWR
(*) if installed
.../...
Mod 5948
.
P 1A 001
DC BUS 1 OFF (CONTD)
For more information on BUS EQUIPMENT LISTS see 1.06.60
COMMENTS
- DC SVCE/UTLY BUS pushbutton may be maintained ON with SHED illuminated in order to
keep DC UTLY BUS 2 on line.
- Stick pusher is lost.
AC BUS 1 OFF
ALERT
AC BUS not - MC light flashing amber SC
supplied (short - ELEC AC 1 amber message on EWD
circuit protection) - associated INV FAULT and BUS OFF
amber lights on overhead panel
- associated INV FAULT and BUS OFF
amber message on AC/DC SD page
R PROCEDURE
AC BUS 1 OFF
Note : Wait for 10 seconds in order to confirm the failure.
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL THEN ON
J IF AC BUS 1 OFF persists
AC BUS 1 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . CHECK
AC BUS 1 LOST EQUIPMENT LIST
115 AC BUS 1 26 AC BUS 1
- RAD ALT / GPWS / TCAS
- ENG 1 & 2-- BLEED LEAK
DETECTION
Mod 5948
.
P2 001
AA
DC BUS 2 OFF
ALERT
DC BUS 2 not - MC light flashing amber SC
supplied (short - ELEC DC 2 amber message and ELEC DC
circuit protection) GEN amber message on EWD
- DC GEN 2 FAULT, DC BUS 2 OFF, AC
BUS 2 OFF, INV 2 FAULT and DC
SVCE/UTLY BUS SHED amber lights on
overhead panel
- DC GEN 2 FAULT, DC BUS 2 OFF, AC
BUS 2 OFF, INV 2 FAULT and DC
SVCE/UTLY BUS SHED amber message
on AC/DC SD page
PROCEDURE
DC BUS 2 OFF
DC GEN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT
F/O SWITCHING ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH TO SYS 1
ICP F/O LOST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE ICP CAPT
VHF 1 / XPDR 1 / VOR-- ILS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI or LO SPD ACCORDING TO IAS
PAX INSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE PA
DC SVCE / UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
DC BUS 2 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note: ILS CAT 2 IS PROHIBITED
FAfter touch down
FAt Parking
Connect GPU before CL1 set to FUEL SO
R DC BUS 2 LOST EQUIPMENT LIST

Flight controls Ice & rain protection
- F/O STICK SHAKER - F/O STATIC PROBES
- TLU auto mode - F/O WIPER
Indicating/recording - F/O SIDE WINDOW
- F/O MCDU Hydraulic
- DU5 - AUX HYD PUMP auto mode
To be continued next page ...\...

Mod 5948
.
P 2A 001
DC BUS 2 OFF (CONTD)
R DC BUS 2 LOST EQUIPMENT LIST(CONTD)
Engines Air
- IDLE GATE CAUTION - RECIRC FAN 2
Landing gear
- Secondary indication
Navigation and Communications Lights

- ICP F/O - TAXI and TO
- VOR-- ILS 2 ( CAT II capability lost) - WING
*-- ACARS - FLT COMPT - OVHD
- VHF 2 - LMU
- ( TAWS & TCAS) - F/O NORM LT (UTILITY SPOT &
- XPDR 2 FLOOD, CHARTHOLDER)
- ADC 2 - (NO DVCE) & SEAT BELTS
* - GPS 2 Doors
*-- DOOR VIDEO - DOORS AFT LH & RH Monitoring
- CDLS SPLY
Information systems
*-- EFB2 PWR
(*) if installed
COMMENTS
- CM1 is pilot flying due to complete loss of CM2 panel.
Mod 5948
.
P3 001
AA
R AC BUS 2 OFF
ALERT
AC BUS not - MC light flashing amber SC
supplied (short - ELEC AC 2 amber message on EWD
circuit protection) - associated INV FAULT and BUS OFF
- associated INV FAULT and BUS OFF
amber message on AC/DC SD page
PROCEDURE
R AC BUS 2 OFF
Note : Wait for 10 seconds in order to confirm the failure.
DC BTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ISOL THEN ON
R J If AC BUS 2 OFF persists
CABIN TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
AC BUS 2 EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AC BUS 2 LOST EQUIPMENT LIST

R 115 AC BUS 2 26 AC BUS 2
R - CABIN TEMPERATURE SENSOR FAN
- * RAD ALT 2
- PRINTER
(*) If installed
For more information on BUS EQUIPMENT LISTS see FCOM 1.06.60
COMMENTS
- The DC BTC pushbutton controls also the AC BTR. The reset of this pushbutton may
help to recover the affected AC BUS.
- In case of inverter failure, the AC BUS OFF light illuminates during 10 seconds through
the BTR temporizing, then extinguishes. The AC BUS is then available. An AC BUS
failure is effective as soon as the light stays on after 10 seconds.
Mod 5948
P4 001
ACW BUS 1 (2) OFF
ALERT
ACW BUS not - MC light flashing amber SC
supplied (short - ELEC ACW 1 (2) amber message on EWD
circuit protection) - associated ACW GEN FAULT and ACW
BUS OFF amber lights on overhead panel
- associated ACW GEN FAULT and ACW
BUS OFF amber message on HYD/ACW
SD page.
PROCEDURE
R ACW BUS 1 (2) OFF
LEAVE AND AVOID ICING CONDITIONS
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IEP
J If ACW BUS 1 OFF
CAPT SWITCHING ADC . . . . . . . . . . . . . . . . . . . . . . . . SWITCH TO SYS 2
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If Icing condition
ANTI ICING PROP 1(2) FAULT procedure(2.05.09) . . . . . . . . . . . APPLY
ANTI ICING HORNS 1(2) FAULT procedure(2.05.09) . . . . . . . . . . APPLY
ACW BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . CHECK
PERIODICALLY COMPARE IAS & ALT TO IESI
Affected equipment fault Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ACW BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If ACW BUS 2 OFF
F/O SWITCHING ADC . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH TO SYS 1
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If Icing condition
ANTI ICING PROP 1(2) FAULT procedure(2.05.09) . . . . . . . . . . . APPLY
ANTI ICING HORNS 1(2) FAULT procedure(2.05.09) . . . . . . . . . . APPLY
ACW BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . CHECK
Affected equipment fault Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
ACW BUS 1 LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . CHECK
J If IAS discrepancy occurs

UNRELIABLE AIRSPEED INDICATION procedure (2.05.12) . . . . . . . APPLY
F After touch down
Mod 5948
P5 001
+
ACW BUS 1 OFF / ACW BUS 2 OFF
ACW BUS 1 LOST EQUIPMENT LIST

Ice & rain protection Lights
- PROBES HTG - CAPT PITOT - L LANDING LIGHT
- PROBES HTG - CAPT ALPHA - L AND REAR STROBES
R - PROBES HTG - CAPT TAT - FLT COMP - OVHD ( integrated inst &
R - ANTI-- ICING PROP 1 panel)
- L WINDSHIELD HTG
- ANTI-- ICING RUD & L ELEV HORNS
Hydraulic
R - MAIN BLUE PUMP
ACW BUS 2 LOST EQUIPMENT LIST

Ice & rain protection Electrical power
- ICE DETECTOR - TRU (not available)
R - PROBES HTG - F/O PITOT Lights
- PROBES HTG - F/O ALPHA - TAXI AND TO LIGHTS
- PROBES HTG - F/O TAT - R LANDING LIGHT
- ANTI-- ICING PROP 2 - RIGHT STROBE
- R WINDSHIELD HTG
- ANTI-- ICING AIL & R ELEV HORNS
Hydraulic
- GREEN PUMP
COMMENTS
- Monitor airspeed on non affected side due to loss of affected side pitot heating.
Mod 5948
P6 001
AA
ACW TOTAL LOSS
ALERT
ACW total loss - MC light flashing amber SC
- ELEC ACW 1+2 amber message on EWD
- both ACW GEN FAULT and ACW BUS
OFF amber message on HYD/ACW SD
page
PROCEDURE
R ACW TOTAL LOSS
AS LONG AS ICING CONDITIONS EXIST
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IEP
ACW GEN 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
PERIODICALLY COMPARE IAS & ALT on PFDs WITH IESI
Note : IESI probes are de-- iced by AC STBY BUS. IESI becomes the
reference instrument.
ACW TOTAL LOSS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
HYD MAIN PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG GEAR NORMAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOST
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
Note : Refer to Part 4 to determine LDG DIST
F Before landing
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
HYD BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS 15_ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . . . . APPLY
FLAPS 30_ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
Mod 5948
P7 001
AA
ACW TOTAL LOSS
R ACW TOTAL LOST EQUIPMENT LIST

Ice & rain protection Electrical power
- ICE DETECTOR - TRU (not available)
- PROBES HTG - CAPT and F/O PITOT Lights
- PROBES HTG - CAPT and F/O - TAXI AND TO LIGHTS
R ALPHA - LANDING (all)
- PROBES HTG - CAPT and F/O TAT - STROBES(all)
- L and R WINDSHIELD HTG - FLT COMP - OVHD(integrated inst &
- ANTI-- ICING (all) HORNS panel)
- ANTI-- ICING PROP 1 + 2
Hydraulic
R - MAIN BLUE & GREEN PUMP
COMMENTS
- IESI speed tape will be used as a reference as both sides pitot heating is lost.
- The HYD DC AUX PUMP allows flaps extension, maintains the nosewheel steering
and powers the emergency brake accumulator.
- If a go around has to be performed :
. landing gear will not retract
. flaps will retract with a lower speed than normal normal due to DC AUX PUMP size.
- Landing distance is multiplied by 1.5 due to loss of normal braking.
Mod 5948
P8 001
AA
DC ESS BUS OFF
ALERT
DC ESS BUT not - MC light flashing amber SC
supplied - ELEC DC ESS amber message on EWD
- DC ESS OFF message on AC/DC SD
page
PROCEDURE
R DC ESS BUS OFF

HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If DC ESS BUS recovered
CAUTION: DO NOT RESTORE HYD GREEN PUMP
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
J If DC ESS BUS FAULT persists
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F/O
DESCENT TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL100 / MEA
ANTI/DE-- ICING MODE SEL AUTO FAULT procedure (2.05.09) . . . . . . . . APPLY
PERF PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT TAT 2
ADC CAPT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IAS / BARO-- ALT
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . SET PRESSURE ALTITUDE
DC ESS BUS EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Affected equipment fault Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If Cockpit Door Locking System installed
COCKPIT DOOR MANUAL LOCK BOLT(S) . . . . . . MOVE TO CLOSE POSITION
CAUTION: At least two crewmembers must remain in the cockpit during that time
Note: Cockpit Door Control Panel FAULT LIGHT is inoperative.
Note: When the door is locked with the manual bolt(s), the emergency access to
the cockpit is unavailable.
F Before landing
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07) . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
F After touch down
COMMENTS
- For DC ESS BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 9 and 10.
Mod 5948
P9 001
AA
DC EMER BUS OFF
ALERT
DC EMER BUS no - MC light flashing amber SC
longer supplied - ELEC DC EMER amber message on EWD
- EMER BUSS OFF message on AC/DC SD page
PROCEDURE
R DC EMER BUS OFF
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If DC EMER BUS recovered
CAUTION: DO NOT RESTORE HYD MAIN BLUE PUMP
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
J If DC EMER BUS FAULT persists
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
VHF 2 / XPDR 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
DESCENT TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL 100 / MEA
STBY PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE AS RQD
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . SET PRESSURE ALTITUDE
CAUTION: Minimize flight time to reduce time without engine fire detection
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI or LO SPD ACCORDING TO IAS
ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IEP
DC EMER BUS OFF EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . CHECK
Affected equipment fault Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
J If ice accretion
DE-- ICING AIRFRAME FAULT procedure (2.05.09) . . . . . . . . . . . . . . . . APPLY
DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
DE-- ICING MODE SEL FAULT procedure(2.05.09) . . . . . . . . . . . . . . . . APPLY
ANTI-- ICING PROP FAULT procedure(2.05.09) . . . . . . . . . . . . . . . . . . . APPLY
ANTI-- ICING HORNS FAULT procedure(2.05.09) . . . . . . . . . . . . . . . . . . APPLY
F Before landing
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
N/W STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07) . . . . . . . . . . . . . . . . . . . . . APPLY
F After touch down
COMMENTS
- For DC EMER BUS OFF LOST EQUIPMENT LIST refer to 1.06.60 pages 7 and 8.
- ACW powered blue hydraulic pump is lost. HYD X FEED must be selected to open
position to pressurize blue hydraulic circuit.
Mod 5948
P 10 001
AA
DC GEN FAULT
ALERT
One DC generation - MC light flashing amber SC
channel inoperative - ELEC DC GEN amber message on EWD
- associated DC GEN FAULT amber light
on overhead panel
- associated DC GEN FAULT message on
AC/DC SD page.
PROCEDURE
DC GEN FAULT
DC GEN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If OAT exceeds ISA + 25
FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 MAX
R F After touch down
F At parking
J If DC GEN 2 FAULT
Connect GPU before CL1 set to FUEL SO
COMMENTS
- If OAT exceeds ISA+25, the maximum allowed flight level is FL 200 due to ventilation
problem of the remaining DC generator.
INV 1(2) FAULT
ALERT
Under/Over voltage - MC light flashing amber SC
at INV output - ELEC INV 1(2) amber message on EWD
- associated INV FAULT amber light on
overhead panel
- INV 1(2) FAULT message on AC/DC SD
page
PROCEDURE
INV 1(2) FAULT

COMMENTS
- After 10 seconds following INV FAULT, the AC BTC is automatically closed causing
affected AC BUS and AC STBY BUS to be supplied from the remaining inverter.
Mod 5948
P 11 001
AA
ACW GEN FAULT
ALERT
One ACW - MC light flashing amber SC
generation channel - ELEC ACW GEN 1 (2) amber message
inoperative on EWD
- associated ACW GEN FAULT amber
- ACW GEN 1 (2) FAULT message on
HYD/ACW SD page
PROCEDURE
R ACW GEN FAULT

R J If ACW GEN 2 FAULT
F After touch down
DC SVCE/UTLY BUS SHED

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

R DC SVCE/UTLY BUS PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
COMMENTS
- For DC SVCE/UTLY BUS SHED LOST EQUIPMENT LIST refer to 1.06.60 pages 12
to 14.
- It is crew decision to select DC SVCE/UTLY BUS pushbutton OFF or not. In case this
pushbutton is selected OFF, it will :
. confirm automatic shedding of affected DC UTLY BUS
. shut off the non affected DC UTLY BUS and the DC SVCE BUS
Mod 5948
P 12 001
AA
R MAIN ( OR EMER) BAT CHG FAULT
ALERT
Incipient battery - MC light flashing amber SC
thermal runaway or - ELEC BAT CHG amber message on
charge contactor EWD
failure - associated CHG FAULT amber light on
overhead panel
- associated CHG FAULT message on
AC/DC SD page
PROCEDURE
R MAIN (or EMER) BAT CHG FAULT

CHG associated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod 5948
P 13 001
AA
R EMER + MAIN BAT CHG LOSS

ALERT
MFC failure leading - MC light flashing amber NIL
to dual battery - ELEC CHG LOSS amber message on
charge contactors EWD
loss - both amber arrows illuminated on
overhead panel
- CHG FAULT message on AC/DC SD page
PROCEDURE
R EMER + MAIN BAT CHG LOSS

MFC MODULES, one at a time . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
J If EMER + MAIN BAT recovered
J If EMER + MAIN BAT CHG LOSS persists
J If no BAT arrow
J If BOTH BAT arrows illuminated
CAUTION : if one ACW GEN is lost, HYD MAIN BLUE PUMP to be set to OFF
and HYD X FEED to be set to ON
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
JIf TRU online
MINIMIZE FLIGHT TIME( without battery charge)
JIf TRU FAULT
LAND ASAP
COMMENTS
- This case should only occur following a MFC software failure.
Mod 5948
P 14 001
AA
BAT DISCHARGE IN FLIGHT
ALERT
Battery(ies) - MC light flashing amber SC
discharge in flight - ELEC BAT DISCH amber message on
(but DC main EWD
sources available) - Left and/or Right amber arrow(s)
illuminated on overhead panel
- MAIN (EMER) BAT amber message on
AC/DC SD page
PROCEDURE
R BAT DISCHARGE IN FLIGHT

ENG START ROTARY SELECTOR . . . . . . . . . . . . . . . . . . . OFF / START ABORT
CAUTION : if one ACW GEN is LOST, HYD MAIN BLUE PUMP to be set to OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If BAT discharge disappears
CONTINUE NORMAL FLIGHT - MAINTENANCE ACTION IS REQUIRED
J If battery(ies) still discharging
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AS RQD
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AS RQD
LAND ASAP
Mod : 5948
P 15 001
AA
AC STBY BUS FAULT
ALERT
TBD - MC light flashing amber SC
- ELEC AC SBY BUS amber message on
EWD
PROCEDURE
AC STBY BUS FAULT

APM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI or LO SPD ACCORDING TO IAS
SPEED TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
DC STBY BUS FAULT
ALERT
ELEC DC STBY - MC light flashing amber SC
BUS 19.5 V - ELEC DC SBY BUS amber message on
EWD
PROCEDURE
DC STBY BUS FAULT

R EMER BAT CHG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF then ON
J If DC STBY BUS FAULT persists
CAUTION : if one ACW GEN is LOST, HYD MAIN BLUE PUMP to be set to OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If DC STBY BUS recovered
CAUTION : DO NOT RESTORE HYD MAIN BLUE PUMP
J If DC STBY BUS FAULT still persists

TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AS RQD
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AS RQD
R
AVNX IOM 12 + IOM 13 LOSS procedure(2.05.12) . . . . . . . . . . . . . . . . APPLY
LOST EQUIPMENT LIST(1.06.60) . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
F Before landing
LDG GEAR GRAVITY EXTENSION procedure(2.05.07) . . . . . . . . . . . APPLY
REDUCED FLAPS LANDING procedure(2.05.06) . . . . . . . . . . . . . . . APPLY
Mod : 5948
P 16 001
AA
DC STBY BUS UND/V
ALERT
DC STBY BUS - MC light flashing amber SC
UND/V <18 V - ELEC STBY UND/V amber message on
EWD
PROCEDURE
DC STBY BUS UND/V

J If no DUAL DC GEN LOSS
CAUTION : If one ACW GEN is LOST, HYD MAIN BLUE PUMP to be set to OFF
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
J If STBY BUS UND/V disappears
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTAIN ON
J If STBY BUS UND/V persists
TRU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF AS RQD
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON AS RQD
DC STBY BUS FAULT procedure(2.05.04) . . . . . . . . . . . . . . . . . . . . . APPLY
J If DUAL DC GEN LOSS and TRU not available
FFor approach only
STBY BUS OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Mod : 5948
P 17 001
AA
STBY BUS AND BAT ONLY LOST EQUIPMENT LISTS
Mod 5948
P 18 001
AA
STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS (CONTD)
Mod 5948
P1 001
HYDRAULIC FEB 12
AA
HYD BLUE (GREEN) LO LVL
ALERT
Tank compartment - MC light flashing amber SC
fluid quantity - HYD BLUE LO LVL (HYD GREEN LOLV)
below 2,5 l (0,67 US amber message on EWD + on ACW HYD
gal) SD page amber LO LVL display
- associated LO LVL amber light and LO PR
amber Iight on MAIN PUMP pushbutton,
on overhead panel
PROCEDURE
R HYD BLUE (GREEN) LO LVL
J If blue system affected
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FFor approach
REDUCED PLAPS LANDING procedure(2.05.06) . . . . . . . . . . . . . . . . APPLY
FAfter touch down
USE NORMAL BRAKE FOR STEERING
J If green system affected
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
HYD GREEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.5
Note : Refer to Part 4 to determine landing distance
F Before landing
LDG GRAVITY EXTENSION procedure(2.05.07) . . . . . . . . . . . . . . . APPLY
F After touch down

REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRK HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
HYD SYS LOST EQUIPMENT LIST

BLUE GREEN
FLAPS / SPOILERS / N/W STEERING LDG GEAR EXT / RET
PROP BRK (If installed) NORMAL BRK
EMER AND PARKING BRK(on
R accumulator only)
Mod 5948
.
P 1A 001
HYDRAULIC FEB 12
AA
HYD BLUE LO LVL/HYD GREEN LO LVL
COMMENTS
- In case of LO LVL, X FEED remains closed and X FEED valve operation is automatically
inhibited.
- For emergency/parking brake, the brake accumulator allows at least six applications of
braking force at full braking pressure.
- If green system affected, landing distance is increased due to loss of normal braking. If
a go around has to be performed, landing gear will not retract.
Mod 5948
.
P2 001
HYDRAULIC FEB 12
AA
BOTH MAIN HYD PUMPS LOSS
ALERT
Loss of hydraulic - MC light flashing amber SC
pump information - HYD PUMPS LOSS amber message on
EWD
PROCEDURE
BOTH MAIN HYD PUMPS LOSS

MAIN BLUE AND GREEN PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK OFF
F Before landing
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
HYD BLUE PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
FLAPS 15_ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
R LDG GEAR GRAVITY EXTENSION procedure (2.05.07) . . . . . . . . . . . . . APPLY
FLAPS 30_ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
F After touch down
R REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRK HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
BOTH MAIN HYD PUMPS LOST EQUIPMENT LIST

BLUE GREEN
Recovered when LDG GEAR lever is DOWN

PROP BRK (if applicable) NORM BRK
EMER AND PARKING BRK (on
R accumulator only)
COMMENTS
- Landing distance is increased due to loss of normal braking. If a go around has to be
performed, landing gear will not retract.
Mod 5948
.
P3 001
HYDRAULIC FEB 12
AA
BOTH HYD SYS LOSS
ALERT
Loss of hydraulic - MC light flashing amber SC
system information - HYD SYS LOSS amber message on EWD
PROCEDURE
BOTH HYD SYS LOSS

MAIN AND AUX PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F For approach
R GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
R LDG GEAR GRAVITY EXTENSION procedure (2.05.07) . . . . . . . . . . . . . APPLY
V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VmHB 0 + 5 KT + WIND EFFECT
LDG DIST . . . . . . . . . . . . . . . . . . . . . MULTIPLY LDG DIST FLAPS 30 BY 2.9
R Note: Refer to Part 4 to determine VmHB and LDG DIST
Note : LDG Gear cannot be retracted
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare
depending upon vertical speed at touch down.
F After touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
BRK HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
BOTH HYD SYS LOST EQUIPMENT LIST

BLUE GREEN
PROP BRK (if applicable) NORM BRK
EMER AND PARKING BRK (on
R accumulator only)
COMMENTS
- The landing distance is increased due to loss of flaps and normal braking.
- If a go around has to be performed, landing gear will not retract.
Mod 5948
P4 001
HYDRAULIC FEB 12
AA
HYD BLUE (GREEN) LO PR / HYD BLUE (GREEN) OVHT
ALERT
Pump delivery - MC light flashing amber SC
pressure below 1500 - HYD BLUE (GREEN) (AUX) LO PR amber
PSI (103.5 bar) message on EWD
- associated pump LO PR amber light on
overhead panel and amber indication on
ACW/HYD SD page
Pump case drain - MC light flashing amber SC
line temperature - HYD BLUE (GREEN) (AUX) OVHT amber
above 121_C message on EWD
- associated OVHT amber light on overhead
panel and amber indication on ACW/HYD
SD page
PROCEDURE
HYD BLUE (GREEN) LO PR / HYD BLUE (GREEN) OVHT

R HYD PUMP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
HYD AUX LO PR / HYD AUX OVHT
R HYD AUX PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Failed system users are supplied by the non affected pump when opening the cross
feed.
- In case of overheat, an attempt to restore the system may be performed after OVHT
alert has extinguished.
Mod 5948
P1 001
FLIGHT CONTROL FEB 12
AA
FLAPS UNLK
ALERT
Flaps untimely - MW light flashing red CRC
retraction of more - FLAPS UNLK red message on EWD
than 3_ when flaps
extended
PROCEDURE
FLAPS UNLK
J If before V1
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ABORT
J If after V1
R VR, V2 . . . . . . . . . . . . . . . . . . SPEED BUGS AUTOMATICALLY INCREASED
R J If FLAPS UNLK during approach
GO AROUND procedure (2.03.20) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R VGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS
F When possible
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0_
REDUCED FLAPS LANDING procedure (2.05.06) . . . . . . . . . . . . . . . . . APPLY
Mod 5948
P2 001
AA
FLAPS JAM / UNCOUPLED / ASYM
ALERT
FLAPS UNCOUPLED : No specific alert.
FLAPS ASYM / JAM :
Flaps asymmetry of - MC light flashing amber SC
more than 6.7_ - FLAPS ASYM amber message on EWD
during flaps
actuation
Flaps have not - MC light flashing amber SC
reached the selected - FLT CTL amber messsage on EWD
position after 30s. - FLAPS JAM amber message on EWD
PROCEDURE
FLAPS JAM / UNCOUPLED / ASYM

FLAPS CTL LEVER . . . . . . . . . . . . . . . . . . . NEAR FLAPS PRESENT POSITION
R F For approach
REDUCED FLAPS LANDING procedure (2.05.06) . . . . . . . . . . . . . . . . . APPLY
Mod 5948
P3 001
AA
PROCEDURE

R GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAP OVRD
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
R Note : Refer to Part 4 to determine VmHB and LDG DIST

R Note: ILS CAT 2 IS PROHIBITED
CAUTION : Tail strike may occur if pitch attitude exceeds 8 during the flare
depending upon vertical speed at touch down.
COMMENTS
- GPWS must be selected GPWS OVRD / FLAP OVRD to prevent nuisance alerts on
final approach.
Mod 5948
P4 001
AA
STICK PUSHER / SHAKER FAULT
ALERT
Stick pusher / - MC light flashing amber SC
shaker fault - FLT CTL PUSHER amber message on
EWD
- FAULT amber light in STICK PUSHER
pushbutton
PROCEDURE
STICK PUSHER / SHAKER FAULT

STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS+10KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note : Refer to Part 4 to determine VmHB/VmLB and LDG DIST
CAUTION : AP single source prohibited below 1000 ft AGL is prohibited.
COMMENTS
- The minimum maneuvering speeds are increased by 10 kt in order to increase stall
margin.
- If ALPHA probes are not heated, ice accretion may modify alpha probes indication. If
angle of attack information offsets 4_, STICK PUSHER / SHAKER FAULT light
illuminates. When living icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER may be recovered by selecting it ON.
Mod 5948
P5 001
AA
PITCH TRIM ASYM
ALERT
Pitch tabs - MC light flashing amber SC
desynchronisation - PITCH TRIM ASYM amber message on
EWD
PROCEDURE
PITCH TRIM ASYM

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

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

EXISTING CONFIGURATION AND SPEED . . . . . . MAINTAIN AS LONG AS POSSIBLE
F For approach
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
FLAPS . . . . . . . . . . . . . . . . . . EXTEND AT VFE FOR EACH CONFIGURATION
R IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note : Refer to Part 4 to determine VmHB / VmLB and LDG DIST
COMMENTS
- Maintain existing configuration and speed as long as possible to avoid high forces on
the columns.
- The landing distance is increased due to landing speed increase.
Mod 5948
P6 001
FLIGHT CONTROL APR 11
AA
DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING UNIT FAIL
ALERT
DUTCH ROLL TENDANCY: no specific alert
RUDDER RELEASABLE CENTERING UNIT FAIL
releasable - MW light flashing amber SC
centering unit - FLT CTL RUD RCU amber message on
clutch energized EWD
more than 60s with
Y/D off
PROCEDURE
DUTCH ROLL TENDENCY / RUDDER RELEASABLE CENTERING

UNIT FAIL
J If YD is available
YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
J If YD is not available
LOCK THE RUDDER PEDALS WITH THE FEET TO PREVENT UNEXPECTED
RUDDER PEDAL MOVEMENT
Mod 5948
P7 001
AA
PITCH DISCONNECT
ALERT
Pitch coupling - MW light flashing red CRC
mechanism - PITCH DISC red message on EWD
disconnected
PROCEDURE
PITCH DISCONNECT
R
FREE COLUMN(S) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FREE CONTROL COLUMN SIDE
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
BANK ANGLE . . . . . . . . . . . . . . . . . . . . . . . . 30_ MAX UNTL FLAPS EXTENSION
R LEAVE AND AVOID ICING CONDITIONS
IAS MINI . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS + 10 KT
JIf one elevator is stuck to full down position
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT
EXTEND FLAPS IF NECESSARY
JIf elevator jamming occurs at take off
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT
MAINTAIN FLAPS IF NECESSARY
JIf other cases
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT
F For approach
LAND AT AIRPORT WITH MINIMUM CROSSWIND
R IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
F For landing
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . REDUCE SMOOTHLY TO FLARE
Note : Refer to Part 4 to determine LDG DATA
F When on ground
PITCH RECONNECTION ON GROUND procedure (2.05.06) . . . . . . . . . APPLY
COMMENTS
- As both elevator channels are disconnected, pitch control efficiency is reduced.
Mod 5948
P8 001
AA
This procedure may be applied on ground after a PITCH DISCONNECT.
PROCEDURE

GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK LOCKED
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . DEPRESS AND HOLD
F When PITCH DISC extinguishes on EWD
ELEV CLUTCH GUARDED PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
PITCH RECONNECT ON EWD . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED
GUST LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BOTH COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK COUPLED
PITCH RECONNECT
ALERT
Pitch recoupling - MW light flashing red CRC
system actived - PITCH RECONNCT red message on EWD
PROCEDURE
PITCH RECONNECT
NO CREW ACTION
Mod 5948
P9 001
AA
TLU FAULT
ALERT
Both ADC are lost, or - MC light flashing amber SC
disagree between actual and - FLT CTL TLU amber message on
theoretical TLU position, or EWD
TLU synchro position failure - TLU FAULT amber light on
overhead panel
PROCEDURE
TLU FAULT
J If ADC 1 + 2 are lost
J If IAS above 185 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If IAS below 185 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
J If at least one ADC operates
J If IAS above 185 kt
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI SPD
J If TLU FAULT alarm persists
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
J If IAS below 185 kt
SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT MAX
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LO SPD
DISREGARD TLU FAULT ALERT
R J If TLU LO SPEED message missing
R IAS . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note : Maximum demonstrated crosswind (dry runway) with TLU HI SPD mode : 15 kt.
COMMENTS
- If both ADC are lost, TLU automatic functioning is lost. TLU must be set manually
according to IAS read on the STBY ASI.
Mod 5948
P 10 001
AA
AIL LOCK LIT
ALERT
Disagree between aileron - MC light flashing amber SC
locking actuators and gust - AIL LOCK LIT amber message on
lock control (temporized EWD
alert 8 seconds)
Aileron locking actuators not - MW light flashing red CRC
fully retracted and PL on TO - CONFIG red message on EWD
position, or - AIL LOCK LIT amber message on
Disagree between aileron EWD
locking actuators and gust
lock control during the TO
CONFIG test
PROCEDURE
AIL LOCK LIT

J If before take off
RETURN TO PARKING
REFER TO MMEL ATA 27 ITEM 70--1 GUST LOCK SYSTEM
J If after landing
TAKE SPECIAL CARE FOR TAXI (WIND EFFECTS)
R F At parking
USE STANDBY SYSTEM FOR AILERON LOCK AT PARKING
COMMENTS
- A malfunction of an aileron locking actuators is pointed out according two levels of
protection:
. an amber alarm, before take off, with a 8 seconds temporization
. a red alarm if either TO CONFIG test is performed or both PL are on TO position
Mod 5948
P 11 001
AA
ELEV JAM
ALERT
There is no indication of an elevator jam other than an inability to operate the control
column.
PROCEDURE
ELEVATOR JAM
R
CONTROL COLUMNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNCOUPLE
FREE COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT
IAS MINI . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmini OPS + 10 KT
J If one elevator is stuck to full down position
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 KT
EXTEND FLAPS IF NECESSARY
J If elevator jamming occurs at take off
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 KT
MAINTAIN FLAPS IF NECESSARY
J If other cases
IAS MAX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 KT
PITCH DISCONNECT procedure (2.05.06) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
COMMENTS
- Both pilots accomplish a firm action on their own column IN THE WAY REQUIRED BY
THE JAMMING CONDITION.
One of the two channels must yield; force required 52 daN (115 lb).
- If uncoupling is unsuccessful, when trajectory under control and above safety altitude,
apply opposite efforts on both control columns.
- Stick pusher acts on left hand elevator. If left hand control column is jammed, stick
pusher must be considered inoperative.
- The maximum speed authorized if elevator jamming occurs at take off is linked to the
elevator take off position.
- If right hand control column is jammed, AutoPilot is no more available.
- After uncoupling, only one pilot has control and actuates one elevator only.
Mod 5948
P 12 001
AA
ALERT
There is no indication of an aileron jam other than an inability to operate the control wheel
laterally.
Spoiler jam may be detected when a SPLR light is illuminated on the overhead panel with
control wheel at neutral position.
PROCEDURE

BANK ANGLE LIMIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25_ MAX
R HYD MAIN BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F For approach
R HYD MAIN BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . ON
V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF NECESSARY
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
CAUTION : Do not extend FLAPS in turn.
F When in landing configuration
R HYD MAIN BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . OFF
F Immediately after touch down
R HYD MAIN BLUE AND AUX HYD PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . ON
COMMENTS
- Bank angle is limited to 25_ due to reduced roll control efficiency.
- Blue pump and AUX pump are selected OFF in order to decrease drag from associated
extended spoiler. These pumps are selected ON again when necessary then selected
OFF. They must be reselected ON immediately after touch down in order to recover
nose wheel steering.
Mod 5948
P 13 001
AA
RUDDER JAM
ALERT
There is no indication of a rudder jam other than an inability to operate the rudder pedals.
PROCEDURE
RUDDER JAM
STEEP SLOPE APPROACH (4.5_) . . . . . . . . . . . . . . . . . . . . . . . PROHIBITED
R
R LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLAPS 30_
USE DIFFERENTIAL POWER TO MINIMIZE SIDESLIP
F At touch down
NOSE DOWN BEFORE REDUCTION BELOW FI
Mod 5948
.
P1 001
LANDING GEAR FEB 12
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
EMER EXTENSION HANDLE . . . . . . . . . . . . . PULL ABOVE PEDESTAL LEVEL
. . . . . . . . . . . . . . . . . . . . AND MAINTAIN UP TO GREEN LIGHTS ILLUMINATED
CAUTION : Do not twist handle when operating.
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
R J If ABNORMAL LDG GEAR indication
LANDING WITH ABNORMAL LDG GEAR procedure (2.05.07) . . . . . . . . APPLY
R Note : LDG Gear cannot be retracted
COMMENTS
- Although gravity extension is possible up to VLO, it is recommended to perform it at a
lower speed compatible with flight conditions.
- Pulling the handle mechanically releases the up locks. Pushing the handle back resets
the uplocking system.
TRAINING
- After gravity extension for training purposes, reset the emergency extension handle
before normal retraction. If handle is maintained pulled, hydraulic configuration will
inhibit gear retraction.
Mod 5948
P2 001
LANDING GEAR FEB 12
AA
PROCEDURE

F Preparation
ATC / XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY / AS RQD
R SEAT BELTS / NO DVCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN AND COCKPIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PREPARE
R LOOSE AND SURVIVAL EQUIPMENT SECURED AND PREPARED
BELTS AND SHOULDER HARNESS . . . . . . . . . . . . . . . . . . . . . . . . LOCKED
FUEL QTY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, REDUCE
J If abnormal nose LDG GEAR
CG LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, AFT
J If abnormal main LDG GEAR
FUEL UNBALANCE . . . . . . . . . . . . . . . . . . . . . IF POSSIBLE, ESTABLISH
Note: Reduced fuel on side with failed LDG GEAR, and do not exceed fuel
R unbalance limit ( 730 kg ).
F Approach
LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM DOWN
LDG GEAR EMER EXT HANDLE . . . . . . . . . . . . . . . . . . . CONFIRM PULLED
MAN IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CABIN REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONFIRM OBTAINED
F Before landing
BLEEDS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BRACE FOR IMPACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
F At touch down
PL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GI
CL 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FTR THEN FUEL SO
F After touch down
FIRE HANDLES 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
F When aircraft stopped
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FUEL PUMPS 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AGENT 1 ENG 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
AGENT 1 ENG 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCH
EVACUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIATE
F Before leaving aircraft
BAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
To be continued next page...\...
Mod 5948
P3 001
LANDING GEAR APR 11
AA
LANDING WITH ABNORMAL LDG GEAR (CONTD)
COMMENTS
- The procedure is intended for use when one or more landing gear fail to extend and/or
lockdown following the application of either normal or gravity extension procedure.
It is considered preferable to use all available gear locked down rather than carry out a
belly landing. Under these circumstances, a hard surface runway landing is to be
recommended.
Full advantage should be taken from foam spread on the runway.
- Notify ATC of the nature of emergency encountered and state intentions.
- Notify the cabin crew of the nature of emergency encountered and state intentions.
Specify the available time.
- GPWS is selected OFF to avoid nuisance warnings.
- Burn fuel off down to the minimum possible impact weight. This reduces VAPP and as a
consequence the load factor for impact and the energy which must be dissipated.
Mod 5948
P4 001
LANDING GEAR APR 11
AA
LDG GEAR UNSAFE INDICATION
ALERT
Any gear not seen - MW light flashing red CRC
down locked, and - LDG GEAR NOT DN red message on which may not be
Flaps 30, and EWD silenced by
ZRA < 500 ft - Red light in landing gear lever depressing MW PB
- Any green light not illuminated on
either panel
Any gear not seen CRC
down locked, and which may be
At least one PL at silenced by
FI, and depressing MW PB
ZRA < 500 ft
Note : The second condition is inhibited during 150 seconds after the retraction of at least
one landing gear leg, to cover the case of the one engine go around.
Note : In both cases, ZRA condition is inhibited in case of radio altimeter failure.
PROCEDURE
LDG GEAR UNSAFE INDICATION

J If LDG GEAR selected DOWN
J If GREEN light OFF on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If GREEN light OFF on both panels
LDG GEAR GRAVITY EXTENSION procedure (2.05.07 page 1) . . . . APPLY
J If LDG GEAR selected UP
J If RED light ON on one panel only
UNSAFE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISREGARD
J If RED or GREEN light ON on both panels
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 KT MAX
LDG GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
Mod 5948
P5 001
LANDING GEAR APR 11
AA
LDG GEAR UNSAFE INDICATION (CONTD)
COMMENTS
Landing gear selected DOWN
- If all green lights are illuminted on one panel, the unsafe indication is false.
- If overhead panel (detection system 2) gives false indication, use of emergency audio
cancel will be requested to cancel aural warning CRC as soon as flaps will be selected
30.
- If one gear remains unlocked, perform turns to increase load factor and perform
alternating side slips in an attempt to lock the gear.
Landing gear selected UP
- If light illuminated on one indicator but indications are normal on the other panel, the
unsafe indication is false.
- Flight with landing gear extended has a significant effect on fuel consumption and
climb gradient : see 3.11 - SPECIAL OPERATIONS.
- Landing gear down selection may be delayed if peformance requires.
Mod 5948
P6 001
LANDING GEAR FEB 12
AA
PROCEDURE

LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DOWN
R IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VLE MAX
FWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RCL
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TA ONLY
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ANTI- SKID FAULT

PROCEDURE
ANTI- SKID FAULT

ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.4
Note : Refer to Part 4 to determine LDG DIST
F AT touch down
REVERSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
NORMAL BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE WITH CARE
BRAKE HANDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMER AS RQD
BRK TEMP HOT

PROCEDURE
BRK TEMP HOT

J If BRK TEMP HOT occurs before take off
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY
J If BRK TEMP HOT occurs in flight
LEAVE LDG GEAR DOWN FOR 1 MINUTE AFTER TAKE OFF
FOR COOLING EXCEPT IN CASE OF EMERGENCY
Mod 5948
P7 001
LANDING GEAR APR 11
AA
ANTI- SKID FAULT
ALERT
Anti-- skid channel - MC light flashing amber SC
loss (power loss or - WHEELS A--SKID amber message on
loss of transducer or EWD
valve continuity)
PROCEDURE
ANTI- SKID FAULT

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

ALERT
Brake temperature - MC light flashing amber SC
over 150_C - WHEELS BRK HOT amber message
on EWD
PROCEDURE
BRK TEMP HOT

J If BRK TEMP HOT occurs before take off
TAKE OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DELAY
J If BRK TEMP HOT occurs in flight
LEAVE LDG GEAR DOWN FOR 1 MINUTE AFTER TAKE OFF FOR COOLING
EXCEPT IN CASE OF EMERGENCY
M
Mod 5948
.
P1 001
AIR APR 11
AA
BLEED VALVE 1 (2) FAULT
ALERT
Bleed valve position - MC light flashing amber SC
in disagree with - AIR BLEED 1(2) amber message on
command EWD + air bleed amber indication on
Air Cabin SD page
- Associated BLEED and PACK FAULT
PROCEDURE
BLEED VALVE 1(2) FAULT

PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
AVOID LARGE QUICK POWER CHANGES AT HIGH ALTITUDES
COMMENTS
- Following the detection of a FAULT, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- Pack should be confirmed closed first due to PACK FAULT inhibition (as soon as
BLEED is selected OFF, PACK FAULT light extinguishes).
- A failure of Handling Bleed Valve combined with BLEED OFF operation may lead to
engine stall. Engine stall may be prevented through slow power levers movements,
especially when advancing the power levers.
- An engine stall is indicated by one or a series of mild surges. These will normally stop
without crew action, however a slight power reduction, if appropriate, will restore
normal operation.
Mod 5948
P2 001
AIR APR 11
AA
BLEED 1(2) OVHT
ALERT
Overheat in bleed - MC light flashing amber SC
duct : - AIR BLEED1(2) OVHT amber
T duct > 274_C / message on EWD + amber Bleed
525_F indication on Air Cabin SD page
- Associated OVHT, BLEED and PACK
FAULT amber lights on overhead
panel
PROCEDURE
BLEED 1(2) OVHT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- Following the detection of an overheat, the affected BLEED VALVE will close
automatically and the associated PACK VALVE will close due to lack of air supply. The
associated actions confirm automatic operation and extinguish related alerts,
allowing flight to be continued with one pack supplied.
- System may be restored in flight after OVHT alert has extinguished.
Mod 5948
P3 001
AIR FEB 12
AA
BLEED 1(2) LEAK
ALERT
Bleed leak detected as long as - MC light flashing amber SC
bleed air distribution duct work - AIR LEAK 1(2) amber message on
1(2) side EWD
- Associated LEAK, BLEED and
PACK FAULT amber lights on
overhead panel
- Amber bleed and pack valve
associated with the amber label
LEAK, on the Cabin SD page
PROCEDURE
BLEED 1(2) LEAK

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
R CAUTION : Bleed (Affected side) must not be restored in flight.
Note : If a bleed leak occurs on ground during taxi, go back to parking.
COMMENTS
- Following the detection of a leak, the affected BLEED VALVE will close automatically
and the associated PACK VALVE will close due to lack of air supply. The associated
actions confirm automatic operation and extinguish related alerts, allowing flight to be
continued with one pack supplied.
- System must not be restored in flight because it may create hazards.
Mod 5948
P4 001
AIR FEB 12
AA
X VALVE OPEN
ALERT
X valve open while it - MC light flashing amber SC
should be closed - AIR X VALVE amber message on
EWD
- X VALVE OPEN amber light on
overhead panel
- Amber X valve, on the Cabin SD page
PROCEDURE
R X BLEED VALVE OPEN
CAUTION : Do not supply both packs from one single bleed.
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
PACK VALVE FAULT

ALERT
Pack valve position disagrees - MC light flashing amber SC
with command or overheat - AIR PACK amber message on
downstream of the compressor EWD
(T > 204_C / 393_F) - Associated PACK FAULT amber
- Amber Pack valve, on the Cabin SD
page
PROCEDURE
PACK VALVE FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- If both bleeds are available, no special procedure has to be applied. In case of bleed
failure, associated pack must be selected OFF.
Mod 5948
P5 001
AIR FEB 12
AA
BOTH PACK VALVES FAULT
ALERT
Pack valve position disagrees - MC light flashing amber SC
with command or overheat - AIR PACK 1+2 amber message on
downstream of the compressor EWD
(T > 204_C / 393_F) - Associated PACK FAULT amber
- Both amber Pack valves, on the
Cabin SD page.
PROCEDURE
BOTH PACK VALVES FAULT

MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
R F When P below 1PSI
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
COMMENTS
- No air is entering in the cabin. Leaks will increase cabin altitude.
RECIRC FAN FAULT

ALERT
Recirculation fan underspeed or - MC light flashing amber SC
fan electrical motor overheat - AIR RECIRC FAN 1(2) amber
message on EWD
- associated RECIRC FAN FAULT
amber light on overhead panel
- Amber recirculation fan, on the
Cabin SD page
PROCEDURE
RECIRC FAN 1(2) FAULT

RECIRC FAN affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Mod 5948
P6 001
AIR FEB 12
AA
DUCT OVHT
ALERT
Overheat in the duct (T duct > - MC light flashing amber SC
92_C / 200_F) - AIR DUCT OVHT amber message
on EWD + amber DUCT OVHT
on Air Cabin SD page.
- associated TEMP SEL OVHT
PROCEDURE
DUCT 1(2) OVHT

TEMP SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
COMPT TEMP SELECTOR affected side . . . . . . . . . . . . . . . . . . . . . . . . . . COLD
R CAUTION : Monitor DUCT TEMP and make sure it remains positive.
R J If DUCT OVHT alert persists
PACK VALVE affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 / MEA
COMMENTS
- The OVHT alert light will remain as long as overtemperature is detected in the duct. It is
not inhibited when in MAN mode.
- When alert disappears, controlling COMPT TEMP manually is required.
- If alert does not disappear, the temperature control valve is jammed open. Pack valve
has to be closed.
Mod 5948
P7 001
AIR FEB 12
AA
EXCESS CAB ALT
ALERT
Cabin altitude above 10000 ft. - MW light flashing red CRC
- EXCESS CAB ALT red message
on EWD + red reverse video ALT
flashing on air cabin SD page.
PROCEDURE
EXCESS CAB ALT

CABIN PRESS IND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
J If rapid decompression
EMERGENCY DESCENT procedure (2.04.05 ) . . . . . . . . . . . . . . . . . . . APPLY
R J If cabin altitude above 10 000 ft
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DECREASE
R J If EXCESS CAB ALT persists
CREW OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH
OXYGEN PAX SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
OXYGEN PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD / MEA
COMMENTS
- Check first for pressurization system fault. If system fault, apply appropriate procedure
(manual regulation). If no abnormal indication, start descent.
Mod 5948
P8 001
AIR FEB 12
AA
AUTO PRESS FAULT
ALERT
Air auto press amber light on - MC light flashing amber SC
EWD - FAULT amber light on MAN
pushbutton
- AUTO PRESS displayed amber on
the cabin SD page
PROCEDURE
AUTO PRESS FAULT

MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
CAB PRESS MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . AS RQD TO SET CABIN RATE
R F Before descent
R J If CAB ALT above landing elevation
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . DECREASE 400 FT/MN DN
R J If CAB ALT below landing elevation
MAN RATE KNOB . . . . . . . . . . . . . . . . . . INCREASE 1000 FT/MN UP MAX
R F When CAB ALT = landing elevation
COMMENTS
No comment.
Mod 5948
P9 001
AIR FEB 12
AA
LEFT INTENTIONALLY BLANK
Mod 5948
P 10 001
AIR FEB 12
AA
Mod 5948
P 11 001
AIR FEB 12
AA
EXCESS CAB P
ALERT
Differential pressure exceeds - MW light flashing red CRC
6.35 PSI - EXCESS CAB P red message on
EWD
- The P value is displayed white on
red bacckground on the Cabin SD
page.
- DIFF PRESS local IND exceeds
6.6 PSI
PROCEDURE
EXCESS CAB P
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OCLOCK
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX INCREASE
R J If Excess cab P persists
R DESCENT TO A COMPATIBLE FL / MEA . . . . . . . . . . . . . . . . . . . . . INITIATE
Mod 5948
P 12 001
AIR FEB 12
AA
AVIONICS VENT EXHAUST MODE FAULT
ALERT
Underspeed or overheat of - MC light flashing amber SC
extract fan (T > 90_C / 194_F) - AIR VENT EXH amber message
on EWD
- Exhaust vent is displayed amber on
the Cabin SD page.
- EXHAUST MODE FAULT amber
PROCEDURE
AVIONICS VENT EXHAUST MODE FAULT

EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open and
stops the extract fan; ventilation air is then discharged overboard instead of being
directed to the underfloor valve. Ventilation is ensured by P between cabin and
outside air.
Mod 5948
P 13 001
AIR FEB 12
AA
OVBD VALVE FAULT

ALERT
OVBD valve position not - MC light flashing amber. SC
corresponding with aircraft - AIR OVBD amber message on
condition EWD.
- FAULT amber light on overhead
panel.
- Associated OVBD indications in
amber on ACW/HYD SD page.
PROCEDURE
OVBD VALVE FAULT

R CAUTION : Do not select OVBD valve FULL OPEN if CAB P above 1 PSI.
J If engine 1 running, in flight or on ground
R J If engine 1 out , on ground
COMMENTS
- The OVBD VALVE should automatically close 2 minutes after engine 1 start (OIL LO
PRESS signal). If it remains open after FULL CLOSE selection, maintenance action is
required.
- FULL CLOSE / FULL OPEN selection overrides OVBD selection.
Mod 5948
.
P1 001
DE/ANTI ICE FEB 12
AA
R AIRFRAME AIR BLEED FAULT
ALERT
Low pressure in the - MC light flashing amber SC
de-- icing common air - A--ICING BLEED amber message on
manifold (P < 14 PSI ) EWD
- AFR AIR BLEED FAULT amber light
- or - on overhead panel
Overtemperature (T >
230_C) upstream the
pressure regulating
valve
PROCEDURE
R AIRFRAME AIR BLEED FAULT
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R J If DE- ICING ENG FAULT light illuminate after 6 s
DE-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
AFR AIR BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
AFR AIR BLEED light . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISH
J If DE- ICING ENG FAULT light does not illuminate on any side
DE-- ICING AIR FRAME FAULT procedure (2.05.09) . . . . . . . . . . . . . . . . APPLY
Mod 5948
P2 001
DE/ANTI ICE FEB 12
AA
R DE- ICING AIRFRAME FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - A--ICING FRAME amber message
downstream pressure detected on EWD
- or - - AIRFRAME is displayed amber on
Distribution valve output Memo Panel
controlled closed but - Associated FAULT amber light on
downstream pressure detected overhead panel
PROCEDURE
R DE- ICING AIRFRAME FAULT
R
IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN Vmin OPS + 10 KT
V APP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
DE-- ICING AIR FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If in icing conditions
LDG DISTANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
Note : Refer to Part 4 to determine SPEEDS and LDG DIST
Mod 5948
P3 001
DE/ANTI ICE FEB 12
AA
DE- ICING MODE SEL FAULT
ALERT
Improper De-- Icing cycles - MC light flashing amber SC
schedule - A--ICING SEL amber message on
EWD
- DE--ICING MODE SEL FAULT
- AIRFRAME and ENG 1 and 2 are
displayed amber on Memo Panel
PROCEDURE
DE- ICING MODE SEL FAULT

R DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
R MONITOR DE-- ICING
J In case of engine flame out
OVRD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
COMMENTS
- The OVRD mode allows to operate engines and airframe dual distribution valves in
case of engine boots primary control failure.
- DE-- ICING MODE SEL OVRD must be used if there is evidence of boots cycling
malfunctionning even if DE-- ICING MODE SEL FAULT is not illuminated.
- When DE-- ICING MODE SEL is selected to OVRD, ENG and AIR FRAME FAULT lights
are inhibited and boots cycling operated only according to FAST mode.
- In case of DE-- /ANTI-- ICING ENG FAULT and after a prolonged flight with considerable
accretion, it is possible that when setting the DE-- ICING MODE SEL to OVRD, the
engine may ingest the build up ice and a flame out could occur. As the functionning of
this device is sequential (i.e. the two engines are not concerned at the same time), it is
suggested to release the DE-- ICING MODE SEL pushbutton before the same
phenomenon occurs on the second engine.
Mod 5948
P4 001
DE/ANTI ICE FEB 12
AA
R DE- \ ANTI- ICING MODE SEL AUTO FAULT
ALERT
MFC 1B or 2B and/or ADC - MC light flashing amber SC
failure - A--ICING AUTO amber message
- or - on EWD
Discrepancy between outputs - FAULT amber light on overhead
panel
PROCEDURE
R DE- \ ANTI- ICING MODE SEL AUTO FAULT
R DE-- \ ANTI-- ICING MODE SEL AUTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAN
DE-- ICING and ANTI-- ICING MANUAL MODE PBs
R ACCORDING TO CURRENT SAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
COMMENTS
- In case of FAULT or discrepancy between ADCs information and until pitlots action:
. High speed boots activation is selected (airframe + engines)
. High power cycle (20/60) is selected (propellers)
- OVRD gaurded pushbutton has to be used in case of cycle anomaly, indicated by its
own FAULT light.
ICE DETECT FAULT

ALERT
Ice detector failure - MC light flashing amber SC
- A--ICING DETECT amber
message on EWD
PROCEDURE
ICE DETECT FAULT

ICE ACCRETION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IEP
Mod 5948
P5 001
DE/ANTI ICE FEB 12
AA
DE- /ANTI- ICING ENG 1(2) FAULT
ALERT
Distribution valve output - MC light flashing amber SC
controlled open but no - ANTI ICING ENG 1(2) amber
downstream pressure detected message on EWD
- or - - Associated FAULT amber light on
Distribution valve output overhead panel
controlled closed but
downstream pressure detected
PROCEDURE
DE- /ANTI- ICING ENG 1(2) FAULT

ENG PARAMETERS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R DE-- /ANTI-- ICING ENG affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Very large ice accretion on the engine air intake may generate an engine flame out
when the ice breaks free.
- Several cases of MFC failure may generate an engine DE-- ICING FAULT alert prior
DE-- ICING MODE SEL FAULT. Engine DE-- ICING may be recovered when selecting
DE-- ICING MODE SEL OVRD.
Mod 5948
P6 001
DE/ANTI ICE FEB 12
AA
ANTI- ICING PROP 1(2) FAULT
ALERT
One or more blade heating units - MC light flashing amber SC
inoperative - A--ICING PROP 1(2) amber
message on EWD + amber
indication PROP 1 (2) on Memo
display.
- Associated FAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING PROP 1(2) FAULT

ANTI-- ICING PROP affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If propeller unbalance due to ice becomes excessive
R CL 1 + 2 . . . . . . . . . . . . . MOVE TO 100% OVRD FOR AT LEAST 5 MINUTES
COMMENTS
- If propeller unbalance due to ice becomes significant periodically moving both CL to
100% OVRD will modify centrifugal forces allowing ice elimination.
Mod 5948
P7 001
DE/ANTI ICE FEB 12
AA
ANTI- ICING HORNS 1(2) FAULT

ALERT
Power loss on a horn anti-- icing - MC light flashing amber SC
unit - A--ICING HORNS 1(2) amber
message on EWD
- HORN 1(2) are displayed amber on
Memo Panel
- AssociatedFAULT amber light on
overhead panel
PROCEDURE
ANTI- ICING HORNS 1(2) FAULT

R ANTI ICING HORNS affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If in icing conditions, every 5 minutes
FLIGHT CONTROLS . . . . . . . . . . . . . . . CHECK FREEDOM OF MOVEMENT
COMMENTS
- One unit controls rudder and left elevator horns when the other controls ailerons and
right elevator horns.
- Checking of flight controls will prevent ice accretion between flight controls and related
fixed parts of aircraft structure which could generate flight control jamming.
Mod 5948
P8 001
DE/ANTI ICE APR 11
AA
SIDE WINDOW / WINDSHIELD HTG FAULT
ALERT
Loss of side window heating - MC light flashing amber SC
- A--ICING WINDOWS amber
message on EWD
- SIDE WINDOWS is displayed
amber on Memo Panel
overhead panel
Loss of windshield heating - MC light flashing amber SC
- A--ICING L(R) WSHLD amber
message on EWD
overhead panel
PROCEDURE
SIDE WINDOW / WINDSHIELD HTG FAULT

SIDE WINDOW / WINDSHIELD HTG affected side . . . . . . . . . . . . . . . . . . . . OFF
Mod 5948
P9 001
DE/ANTI ICE FEB 12
AA
PROBES HTG FAULT

ALERT
Power loss on a probe - MC light flashing amber SC
anti-- icing unit - A--ICING PROBE (PIT CPT) (PIT
F/O) (PIT SBY) (TAT CPT) (TAT
F/O) amber message on EWD
overhead panel
PROCEDURE
PROBES HTG FAULT

R J If one ALPHA PROBE HTG fault
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R J If ALPHA PROBE HTG 1 + 2 loss
STICK PUSHER / SHAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STICK PUSHER / SHAKER FAULT procedure (2.05.06) . . . . . . . . . . . . . APPLY
R J If (Pitot / Static / TAT) affected side PROBE HTG fault
ADC affected side switching . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYSTEM
FD MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESTORE IF LOST
PERIODICALLY COMPARE IAS & BARO ALT WITH IESI
J If PROBE HTG STBY fault
IESI IAS and BARO ALT indications . . . . . . . . . . . . . . . . . . . . . . DISREGARD
COMMENTS
- Erroneous indications may be displayed on associated equipment (CM1, CM2 or IESI,
TAT/SAT) due to loss of probe heating.
Mod 5948
.
P1 001
AUTOPILOT FEB 12
AA
AILERON MISTRIM
ALERT
When the aileron servo motor - MC light flashing amber SC
reaches a second torque value - AILERON MISTRIM amber
threshold message on EWD + AILERON
MISTRIM amber message on
FMA
PROCEDURE
AILERON MISTRIM
R FLIGHT CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HOLDING FIRMLY
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
R Note : FLY MANUALLY UNTIL ADJUSTING THE AILERON TRIMS.
R Note : The autopilot may be reengaged after adjustment of the aileron trims.
COMMENTS
- Ailerons forces may be affected by external conditions such as
. prolonged exposure to severe icing
. de-- /anti-- icing hold over time exceeded
Mod 5948
P2 001
AUTOPILOT FEB 12
AA
PITCH MISTRIM
ALERT
When the pitch servo motor - MC light flashing amber SC
reaches a second torque value - PITCH MISTRIM amber message
threshold on EWD + PITCH MISTRIM
amber message on FMA
PROCEDURE
PITCH MISTRIM
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
R Note : FLY MANUALLY UNTIL ADJUSTING THE PITCH TRIM.
R Note : AP may be reengaged after adjustment of the pitch trims.
COMMENTS
- Elevator hinge moment may be affected by external conditions.
- From experience, the most likeky cause appears to be take off with ice remaining on the
tail plane (de-- /anti-- icing hold overtime exceeded).
Severe icing may also be a factor.
RUDDER MISTRIM
ALERT
When the rudder servo motor - MC light flashing amber SC
reaches a second torque value - RUDDER MISTRIM amber
threshold message on EWD + RUDDER
MISTRIM amber message on
FMA
PROCEDURE
RUDDER MISTRIM
YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
R Note : FLY MANUALLY UNTIL ADJUSTING THE RUDDER TRIM
R Note : AP & YD may be reengaged after adjustment of the rudder trims.
Mod 5948
P3 001
AUTOPILOT FEB 12
AA
PITCH TRIM FAIL
ALERT
Displayed when the AFCS is not - MC light flashing amber SC
able to command the pitch trim - AP PITCH TRIM amber message
and the AP is engaged on EWD + AP PITCH TRIM FAIL
amber message on FMA
PROCEDURE
R AP PITCH TRIM FAIL
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DISCONNECT
R PITCH TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ADJUST
R FLY MANUALLY
Mod 5948
.
P1 001
AA
For APM PROCEDURES, refer to FCOM 2.02.21.
Mod 5948
.
P1 001
AVIONICS FEB 12
AA
AUDIO SEL FAULT
ALERT
RCAU processing - MC light flashing amber SC
board failure or - AUDIO SEL CAPT (F/0) amber
power loss message on EWD
- AUDIO SEL FAULT amber light on
associated side panel
PROCEDURE
AUDIO SEL FAULT

AUDIO SEL affected side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
COMMENTS
- In ALTN mode, affected crew station is connected directly and only to :
. VHF 1 if CM1 station is affected
. VHF 2 if CM2 station is affected
R RMS 1 + 2 FAULT
ALERT
Both RMS fail - MC light flashing amber SC
PROCEDURE
R RMS 1 + 2 FAULT
VHF1-- VOR / ILS1 TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IESI
R Note : Loss of XPDR/TCAS TUNING.
R Note : Last tuned freq saved : VHF 2, VOR 2, DME 1 + 2, ADF 1+ 2
COMMENTS
- Only VHF1 and V/ILS can be tuned via IESI (frequencies and CRS for VOR).
Mod 5948
P2 001
AVIONICS FEB 12
AA
ONE AHRS FAIL
ALERT
Loss of one AHRS - MC light flashing amber SC
- AHRS amber message on EWD
PROCEDURE
ONE AHRS FAIL

R AFFECTED ATT/ HDG switching . . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYS
Note : AP/FD can be re-- engaged
WINGS LEVELED
Periodically compare PFD with IESI
CROSSCHECK HDG / TK / STBY-- COMPASS
CAUTION : Use of AP is prohibited below 1000 ft AGL..
COMMENTS
- AP (if engaged) idisconects, can be reengaged once the good AHRS selected.
R AHRS1 + 2 FAIL
ALERT
Loss of both AHRS - MC light flashing amber SC
- AHRS 1+2 amber message on EWD
PROCEDURE
R AHRS 1+ 2 LOSS
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT
IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
STBY COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL
FMS PROG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
VISUAL FLYING CONDITIONS . . . . . . . . . . . . . . . . . . . MAINTAIN IF POSSIBLE
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
Note : PFD ATT and HDG are lost. ILSdeviations and ADF BRG are valid
Mod 5948
P3 001
AVIONICS FEB 12
AA
AHRS NOT ALIGN
ALERT
AHRS not aligned - MC light flashing amber SC
- AHRS NOT ALIGN amber message on
EWD
PROCEDURE
AHRS NOT ALIGN

R J If AHRS not aligned on ground
AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . STOP UNTIL ALERT DISAPPEARS
R J If AHRS not aligned in flight
AHRS FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFIED
AIRCRAFT . . . . . . . . . . . . . . . . STABILIZE SPEED AND LEVEL DURING 90s
R J If alert disappears
R AP may be re-- engaged
J If AHRS NOT ALIGN persists after 3 minutes
ONE AHRS FAIL procedure(2.05.12) . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Mod 5948
P4 001
AVIONICS FEB 12
AA
ADC FAIL
ALERT
One ADC fail - MC light flashing amber SC
- ADC amber message on EWD
ADC 1+2 fail - MC light flashing amber SC
- ADC 1+2 amber message on EWD
PROCEDURE
ADC FAIL
J If one ADC fail
R AFFECTED ADC switching . . . . . . . . . . . . . . . . . . . . . . . . ALTERANATE SYS
Note : AP / FD can be re-- engaged.
PERIODICALLY COMPARE IAS / ALT ON PFDs WITH IESI
CAUTION : Use of AP is prohibited below 1000 ft AGL
CAUTION : Baro setting is available only on non affected side
J If ADC 1 lost
LANDING ELEVATION . . . . . . . . . . . . . . . . . . SET PRESSURE ALTITUDE
J If ADC 1 + 2 are lost
PF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CAPT
IESI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
AUTO PRESS FAULT procedure(2.05.08) . . . . . . . . . . . . . . . . . . . . . . . APPY
ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI or LO SPD ACCORDING TO IAS
TLU FAULT procedure(2.05.06) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Note : DE-- /ANTI-- ICING auto mode selection is lost
COMMENTS
- AP (if engaged) disconnects, can be reengaged once the valid AHRS is selected.
Mod 5948
P5 001
AVIONICS APR 11
AA
Mod 5948
P6 001
AVIONICS FEB 12
AA
ATTITUDE DISAGREE
ALERT
Attitude disagree - MC light flashing amber SC
- ATT DISAGREE amber message on
EWD + amber CHECK ATT on the
PFDs
PROCEDURE
ATTITUDE DISAGREE
R BOTH PFD - IESI ATT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
AFFECTED AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
AFFECTED ATT HDG switching . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYS
Note : AP / FD can be re-- engaged
PERIODICALLY COMPARE ATT ON FPDs WITH IESI
PERIODICALLY COMPARE HDG / TK / STBY-- COMPASS
Mod 5948
P7 001
AVIONICS FEB 12
AA
HEADING DISAGREE
ALERT
Heading disagree - MC light flashing amber SC
- HDG DISAGREE amber message on
EWD + amber CHECK HDG on PFDs
PROCEDURE
HEADING DISAGREE
R WINGS LEVELED:
HDG / TK / STBY-- COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
AFFECTED AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
AFFECTED ATT HDG switching . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYS
PERIODICALLY COMPARE ATT ON PFDs WITH IESI
PERIODICALLY COMPARE HDG / TK / STBY-- COMPASS
ALTITUDE DISAGREE
ALERT
Altitude disagree - MC light flashing amber SC
- ALT DISAGREE amber message on
EWD + amber CHECK ALT on PFDs
PROCEDURE
ALTITUDE DISAGREE
R BOTH PFD IESI ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
AFFECTED ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
AFFECTED ADC switching . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYS
Mod 5948
P8 001
AVIONICS FEB 12
AA
IAS DISAGREE
ALERT
IAS disagree - MC light flashing amber SC
- IAS DISAGREE amber message on
EWD + amber CHECK IAS on PFDs
PROCEDURE
IAS DISAGREE
R BOTH PFD IESI IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CROSSCHECK
AFFECTED ADC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDENTIFY
AFFECTED ADC switching . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTERNATE SYS
CAUTION : use of AP is prohibited below 1000 ft AGL
J If IAS discrepancy between PFD and IESI
Refer to UNRELIABLE AIRSPEED INDICATION procedure(2.04.05)
R VHF 1+2 LOSS

ALERT
VHF 1+2 fail - MC light flashing amber SC
- VHF 1+2 amber message on EWD
PROCEDURE
R VHF 1 + 2 LOSS
XPDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSMIT CODE 7600
Mod 5948
P9 001
AVIONICS FEB 12
AA
DU DISCREPANCY
ALERT
DU with corrupted - MC light flashing amber SC
parameters - DU (n) DISCREPANCY amber
message on EWD
PROCEDURE
R DU DISCREPANCY
DU FORMAT SHOWS CORRUPTED PARAMETERS
EACH DU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
F After DU RESET
J If DU DISCREPANCY between PFD and IESI
AFFECTED DU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If DU DISCREPANCY disappears
RESUME NORMAL OPERATIONS
Mod 5948
P 10 001
AVIONICS FEB 12
AA
ONE DU TEMP HI
ALERT
One DU temp high - MC light flashing amber SC
- DU TEMP HI amber message on EWD
PROCEDURE
R ONE DU TEMP HI
R MFC 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
SEVERAL DUs TEMP HI

ALERT
2 DUs temp high - MC light flashing amber SC
- MULTI DUs T HI amber message on
EWD
PROCEDURE
R SEVERAL DUs TEMP HI
MFC 2 A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RESET
J If alert persists after 15 mn
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
AVIONICS VENT EXHAUST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . OVBD
J In case of one DU loss
LAND ASAP
Note : Several DU may be lost
Mod 5948
P 11 001
AVIONICS FEB 12
AA
AVNX FWS SGL CH
ALERT
One of FWA is - MC light flashing amber SC
detected faulty - FWS SGL CH amber message on EWD
PROCEDURE
AVNX FWS SGL CH

AVNX SGL SWITCH

ALERT
only one switch is - MC light flashing amber SC
available - SWITCH SGL CH amber message on
EWD
PROCEDURE
AVNX SGL SWITCH

Mod 5948
P 12 001
AVIONICS FEB 12
AA
R FWS 1 + 2 LOSS
ALERT
Both CPM are - The message is displayed on a blank
reported faulty black page on the Procedure Window SC
PROCEDURE
R FWS 1 + 2 LOSS
R J If FPLN NOT AVAILABLE on ND
AVNX SWITCH 1+ 2 LOSS procedure(2.05.12) . . . . . . . . . . . . . . . . . . . APPLY
J If FPLN available on ND
J If TRIM indication not available on EWD
AVNX CPM 1+ 2 LOSS procedure(2.05.12) . . . . . . . . . . . . . . . . . . . APPLY
J If TRIM indication available on EWD
CABIN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Note: In case of caution or warning monitor local alerts.
R FWS 1 + 2 LOSS LOST EQUIPMENT LIST

FWS CAUTION alerts on EWD FWS Electronic Checklists on EWD
FWS WARNING alerts on EWD
MASTER WARNINGS Lost

ENG 1(2) OUT
ENG 1+ 2 OUT
ELEC DC GEN 1+ 2
PROP BRK
ENG 1(2) OIL
EXCESS CAB ALT
EXCESS CAB delta P
NEGATIVE CAB delta P
Mod 5948
P 13 001
AVIONICS FEB 12
AA
AVNX SWITCH 1+2 LOSS
ALERT
AVNX switch are lost - The message is displayed on a blank SC
black page on the Procedure Window
PROCEDURE
AVNX SWITCH 1 + 2 LOSS

LAND ASAP
ENGINE PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
ICE DETECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR IEP
SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
RMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AVAILABLE ON MCDU and IESI ONLY
VOR/ILS 1 TUNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IESI
R LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R AVNX SWITCH 1 + 2 LOSS LOST EQUIPMENT LIST

AP/YD
FD WARNING alerts:
FWS PITCH DISCONNECT
FMS NAC OVHT
APM Messages SMOKES
RA Display FLAPS UNLOCK
TCAS Display OIL LO PR
TAWS EXCESS CAB DP
WEATHER RADAR EXCESS CAB ALT
DH/MDA
R - SPD TGT : AUTO / MAN FWS CAUTION alerts on EWD
- All speeds computed by the FMS lost (on FWS WARNING alerts on EWD
ground : V1, VR, V2 in flight: VmLB0,
VmHB, NORMAL, VMHB ICING SPEED FWS Electronic Checklists on EWD
BUGS, Vmin OPS, VPROT, VMIN SPEED
BANDS)
ALL NAV MEANS EXCEPT VOR/ILS1

Prop1 Anti Icing
Prop2 Anti Icing
Mod 5948
P 14 001
AVIONICS FEB 12
AA
AVNX CPM 1 LOSS
ALERT
CPM 1 fail - MC light flashing amber SC
- CPM 1 amber message on EWD
PROCEDURE
AVNX CPM 1 LOSS

R ANTI/DE-- ICING MODE SEL AUTO FAULT procedure(2.05.09) . . . . . . . . . . APPLY
ANTI-- ICING PROP 1(2) FAULT procedure(2.05.09) . . . . . . . . . . . . . . . . . . APPLY
R LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . SET PRESSURE ALTITUDE
LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CHECK
LOST FUNCTION/EQPT LIST see FCOM par 1.01.40
Mod 5948
P 15 001
AVIONICS FEB 12
AA
AVNX CPM 2 LOSS
ALERT
CPM 2 fail - MC light flashing amber SC
- CPM 2 amber message on EWD
PROCEDURE
AVNX CPM 2 LOSS

R ANTI/DE-- ICING MODE SEL AUTO FAULT procedure (2.05.09) . . . . . . . . . APPLY
ANTI-- ICING PROP 1(2) FAULT procedure (2.05.09) . . . . . . . . . . . . . . . . . APPLY
Mod 5948
P 16 001
AVIONICS FEB 12
AA
AVNX CPM 1+2 LOSS
ALERT
CPM 1+2 fail - MC light flashing amber SC
- CPM 1+2 amber message on EWD
PROCEDURE
AVNX CPM 1 + 2 LOSS

R
OPERATIONAL SPEEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE QRH
Note : Refer to QRH part 4 to determine SPEEDS
LAND ASAP
ANTI/DE-- ICING MODE SEL AUTO FAULT procedure (2.05.09) . . . . . . . . . APPLY
JIf icing conditions
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OVERHEAD PANEL
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OClock
DESCENT TOWARD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FL100 / MEA
MAN RATE KNOB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 OClock
R
R VOR/ILS 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IESI
COMMENTS
HI and LO SPEED protection indication is lost.
Ice detector is lost.
Mod 5948
P 17 001
AVIONICS FEB 12
AA
AVNX IOM 12 LOSS
ALERT
IOM 12 fail - MC light flashing amber
- IOM 12 amber message on EWD SC
PROCEDURE
AVNX IOM 12 LOSS

R
LOST FUNCTION/EQPT LIST see FCOM 1.01.40

AVNX IOM 22 LOSS
ALERT
IOM 22 fail - MC light flashing amber SC
- IOM 22 amber message on EWD
PROCEDURE
AVNX IOM 22 LOSS

ANTI-- ICING PROP 1(2) FAULT procedure (2.05.09) . . . . . . . . . . . . . . . . APPLY
Mod 5948
P 18 001
AVIONICS FEB 12
AA
AVNX IOM 13 LOSS
ALERT
PROCEDURE
AVNX IOM 13 LOSS


AVNX IOM 23 LOSS
ALERT
PROCEDURE
AVNX IOM 23 LOSS

Mod 5948
P 19 001
AVIONICS FEB 12
AA
AVNX IOM 12 + IOM 13 LOSS
ALERT
IOM 12 + IOM 13 - MC light flashing amber SC
fail - IOM 12+13 amber message on EWD
PROCEDURE

LAND ASAP
Mod 5948
P 20 001
AVIONICS FEB 12
AA
ALERT
PROCEDURE

R LAND ASAP
Note : LO PITCH engine 1 INDICATION LOST
AUTO PRESS FAULT procedure (2.05.08) . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
R J At touch down
CAUTION : DO NOT USE REVERSE ON ENGINE 1
R
Mod 5948
P 21 001
AVIONICS FEB 12
AA
ALERT
PROCEDURE

R LAND ASAP
ANTI-- ICING PROP1(2) FAULT procedure (2.05.09) . . . . . . . . . . . . . . . . . APPLY
COMMENTS
If AUTO PRESS MODE is lost, CAB ALT + CABP + CAB VS indicating are lost, descend
to FL 100 / MEA. Select MAN MODE. MAN PRESS KNOB select 11 OCLOCK
Mod 5948
P 22 001
AVIONICS FEB 12
AA
ALERT
PROCEDURE

R SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
Note : Refer to QRH part 4 to determine SPEEDS
LAND ASAP
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OVERHEAD PANEL
LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
R LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . SET PRESSURE ALTITUDE
COMMENTS
Ice detection is lost.
Mod 5948
P 23 001
AVIONICS FEB 12
AA
ALERT
PROCEDURE

R LAND ASAP
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HI or LO SPD ACCORDING TO IAS
JAt touch down
Mod 5948
P 24 001
AVIONICS FEB 12
AA
ALERT
PROCEDURE

R LAND ASAP
ANTi/DE-- ICING MODE SEL AUTO FAULT procedure (2.05.09) . . . . . . . . . APPLY
Mod 5948
P 25 001
AVIONICS FEB 12
AA
AVNX CPM 1 + IOM 22 LOSS
ALERT
CPM 1 + IOM 22 fail - MC light flashing amber
- CPM 1+ IOM 22 amber message on SC
EWD
PROCEDURE

R LAND ASAP
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
Note : Refer to QRH part 4 to determine SPEEDS.
DE-- ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OVERHEAD PANEL
DE-- ICING AIRFRAME FAULT LOST . . . . . . . . . . . . . . . . . . . MONITOR WINGS
R LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
AUTO PRESS FAULT procedure (2.05.08) . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
JAt touch down
Mod 5948
P 26 001
AVIONICS FEB 12
AA
ALERT
EWD
PROCEDURE

R LAND ASAP
Note : MMO & VMO AURAL WARNINGS LOST
JAt touch down
CAUTION : DO NOT YSE REVERSE ON ENGINE 2
Mod 5948
P 27 001
AVIONICS FEB 12
AA
ALERT
EWD
PROCEDURE

R LAND ASAP
ANTI/DE-- ICING MODE SEL AUTO MODE FAULT procedure (2.05.09) . . . . APPLY
R HYD GREEN PRESS . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OVHD PANEL
FLAPS SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR VISUALY
AUTO PRESS FAULT procedure(2.05.08) . . . . . . . . . . . . . . . . . . . . . . . . .APPLY
JAt touch down
Mod 5948
P 28 001
AVIONICS FEB 12
AA
ALERT
EWD
PROCEDURE

R SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
Note : Refer to QRH part 4 to determine SPEEDS.
LAND ASAP
Note : MMO & VMO AURAL WARNINGS LOST
JAt touch down
COMMENTS
If AUTO PRESS MODE is lost, CAB ALT + CABP + CAB VS indicating are lost, descend
to FL 100 / MEA. Select MAN MODE. MAN PRESS KNOB select 11 OCLOCK
Mod 5948
P1 001
AA
COCKPIT DOOR CONTROL PANEL FAULT
PROCEDURE
COCKPIT DOOR CONTROL PANEL FAULT (if installed)

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

ALERT
Loss of - MC light flashing amber NIL
radioaltimeters - RAD--ALT LOSS amber message on
EWD
PROCEDURE
LOSS OF RADIO ALTIMETER INFORMATION

GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
TCAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
CAUTION : LDG GEAR NOT DOWN undue warning may be generated when
reducing PL; this alarm may be cancelled by using EMER AUDIO.
CANCEL.
R FFor approach
R SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
Note : ILS CAT 2 is invalid
Mod 5948
P2 001
AA
SMK DET FANS FAULT

ALERT
Smoke detectors - MC light flashing amber SC
R fans failure - AIR AFT DET FAN amber message on
EWD
- FANS FAULT amber light on overhead
panel
- Associated DET FANS amber indication
on SD Cabin page.
PROCEDURE
SMK DET FANS FAULT

FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALTN
Mod 5948
P3 001
AA
DOORS UNLK IN FLIGHT
ALERT
Door UNLK in flight - MC light flashing amber SC
- DOOR EMER (LH FWD) (RH FWD)
(LH AFT) (RH AFT) (FWD COMPT)
- associated door amber light on
overhead panel
- Associated door amber indication on
SD Cabin page.
PROCEDURE
DOORS UNLK IN FLIGHT

J If any door except FWD COMPT
SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Associated DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VISUALLY CHECK
J If unlocked or check not feasible
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
J If FWD COMPT
COMMENTS
- As the doors (except FWD COMPT) open outwards, when one is not locked, the P
must be reduced by aircraft descent and landing elevation selection.

PROCEDURE

WINDOW HEAT affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LANDING ELEVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9000 ft
MAX FL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 / MEA
Mod 5948
P4 001
AA
OXYGEN LO PR
ALERT
Low pressure (below - MC light flashing amber SC
50 PSI) in the LP - OXY amber message on EWD
distribution circuit - MAIN SUPPLY LO PR amber light on
overhead panel
- Associated LO PR amber indication on
SD cabin page.
PROCEDURE
OXYGEN LO PR
OXY MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF THEN ON
R J If OXYGEN LO PR light remains illuminated
MAIN SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OXYGEN PORTABLE UNIT . . . . . . . . . . . . . . INSTALL IN COCKPIT AS RQD
COMMENTS
- The 120 l portable oxygen bottle permits a continuous diluted flow to one crew member
at 13 000 ft for a duration of 30 mn.
Oxygen low pressure supply valve position may disagree with actual oxygen MAIN
SUPPLY pushbutton position if this pushbutton is activated by very close consecutive
actions.
Interval between OFF and ON actions on oxygen MAIN SUPPLY must be greater than
one second to be sure that low pressure supply valve position is in accordance with
actual pushbutton position.
- This bottle can be placed in the cockpit.
Mod 5948
P5 001
AA
VOLCANISH ASH ENCOUNTER
PROCEDURE
VOLCANISH ASH ENCOUNTER

FOLLOWING ITEMS HAVE TO BE APPLIED WHILE MAKING A 180 TURN AND
STARTING DESCENT (IF MSA PERMITS)
ATC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
R PL 1 + 2 (If conditions permit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETARD
CREW OXY MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON / 100%
CABIN CREW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NOTIFY
PASSENGER OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS RQD
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH
R AIRSPEED INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
Note: Reducing TQ reduces ash ingestion, maximizes engine surge margin and
lowers engine turbine temperature. Monitor particularly ITT; it may become necessary
to set PL to Flight Idle, if conditions permit.
Note: In extreme case, it may be necessary to consider precautionary engine shut
down and engine restart in flight. If both engines flame out, refer to BOTH ENGINE
FLAME OUT procedure (2.04.02)
Note: Volcanic ash may clog the pitot probes resulting in unreliable speed indications.
If airspeed is unreliable or lost, adjust airplane attitude and torque, and refer to
R UNRELIABLE AIRSPEED INDICATION EMERGENCY procedure (2.04.05)
Mod 5948
.
P1 001
MFC FEB 12
AA
MFC 1A FAULT
ALERT
MFC 1A FAULT - MC light flashing amber SC
- MFC 1A amber message on EWD
- Associated MFC FAULT amber light on
overhead panel
PROCEDURE
MFC 1A FAULT
MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1A FAULT persists
MODULE 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
JIf in flight
MFC 1A MODULE LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . CHECK
COMMENTS
- As HP valve 1 is lost, air is bled only from the LP stage. Applicable pack performance is
affected at low engine power.
- Landing gear primary RED UNLK indications are lost.
Mod 5948
P2 001
MFC FEB 12
AA
MFC 1B FAULT
ALERT
MFC 1B FAULT - MC light flashing amber SC
- MFC 1B amber message on EWD
overhead panel
PROCEDURE
MFC 1B FAULT
MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1B Fault persists
MODULE 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
J If before take off
RETURN TO PARKING
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
JIf in flight
F Immediately after take off
LDG GEAR . . . . . . . . . . . . . . . . . DOWN FOR COOLING FOR 1 MINUTE
F During flight
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
MFC 1B MODULE LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . CHECK
F After runway vacated
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : Before opening any door, PACKS 1 and 2 must be selected OFF and
cockpit communication hatch must be open.
COMMENTS
- As WOW signal is lost, OVBD valve must be selected FULL OPEN manually on ground
to improve racks cooling.
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 1 being lost, PACK 1 must be switched OFF on ground to avoid any
overheat problem.
- ENG 1 OIL LO PRESS light remains ON when engine 1 is shut down.
- After landing, as outflow valves do not fully open, selecting OVBD valve FULL OPEN
relieves the P between cabin and outside.
- On ground, pressurization digital controller test capability is lost.
Mod 5948
P3 001
MFC FEB 12
AA
MFC 2A FAULT
ALERT
MFC 2A FAULT - MC light flashing amber SC
- MFC 2A amber message on EWD
overhead panel
PROCEDURE
MFC 2A FAULT
MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 2A Fault persists
MODULE 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
JIf in flight
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
MFC 2A MODULE LOST EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . CHECK
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
R F After runway vacated
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
COMMENTS
- EXHAUST MODE to OVBD position controls the OVBD valve to partially open:
ventilation air is then discharged overboard instead of being directed to the underfloor
valve. Ventilation is ensured by P between cabin and outside.
- IDLE GATE FAIL amber alert is lost.
- As HP valve 2 is lost, air is bled only from the LP stage. Pack 2 performance is affected
at low engine power.
- Right hand side window anti-- icing is lost.
- As extract fan is lost, avoid leaving avionics selected ON on ground for a long period of
time with high OAT.
- Landing gear secondary green arrows and RED UNLK indications are lost.
Mod 5948
P4 001
MFC FEB 12
AA
MFC 2B FAULT
ALERT
MFC 2B FAULT - MC light flashing amber SC
- MFC 2B amber message on EWD
overhead panel
PROCEDURE
MFC 2B FAULT
MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R J If MFC 2B Fault persists
MODULE 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIIf before take off
RETURN TO PARKING
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIIf in flight
MONITOR IEP
F Immediately after take off
LDG GEAR . . . . . . . . . . . . . . DOWN FOR COOLING FOR 1 MINUTE
R F During flight
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
MFC 2B MODULE LOST EQUIPMENT LIST . . . . . . . . . . . . . . CHECK
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL OPEN
COMMENTS
- Hot brakes indication is lost; LDG GEAR must remain down during 1 minute after take
off for cooling.
- Ground turbofan 2 being lost, PACK 2 must be switched OFF on ground to avoid any
overheat problem.
- ENG 2 OIL LO PRESS light remains ON when engine 2 is shut down.
- Landing gear secondary green arrows and RED UNLK indications are lost.
- After landing, selecting the OVBD valve fully open relieves the P between cabin and
outside.
- Right hand side window anti-- icing is lost without FAULT indication.
Mod 5948
P5 001
MFC FEB 12
AA
MFC 1A + 1B FAULT
ALERT
MFC 1A + 1B - MC light flashing amber SC
FAULT - MFC 1A + 1B amber message on EWD
- Associated MFC FAULT amber light on overhead panel
PROCEDURE
MFC 1A + 1B FAULT
MODULES 1A + 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1A+1B Fault persists
MODULES 1A + 1B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf in flight
ANTI-- ICING PROP 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R ANTI-- ICING PROP 1(2) FAULT procedure (2.05.09) . . . . . . . . . . . . . . . APPLY
DE-- ICING MODE SEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD AS RQD
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R BLEED VALVE 1(2) FAULT procedure (2.05.08) . . . . . . . . . . . . . . . . . . APPLY
R GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MFC 1A + 1B MODULES LOST EQUIPMENT LIST . . . . . . . . . . . . . . CHECK
F Before landing
ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R V APP . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF NECESSARY
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
COMMENTS
- Landing gear primary green arrows and RED UNLK indications are lost.
- PACK 1, BLEED 1, left hand side window anti-- icing and stick pusher are lost without
FAULT indications.
- AC BUS 1 is lost leading to loss of trim indication, GPWS and weather radar.
- ATPCS must be selected OFF before landing due to loss of autofeather on engine 1.
Check go around performances ATPCS OFF.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 1B FAULT
(2.05.14 page 2).
Mod 5948
P6 001
MFC FEB 12
AA
MFC 1A + 2A FAULT
ALERT
MFC 1A + 2A - MC light flashing amber SC
FAULT - MFC 1A + 2A amber message on
EWD
overhead panel
PROCEDURE
MFC 1A + 2A FAULT
MODULES 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1A+2A Fault persists
MODULE 1A + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
JIf in flight
TLU . . . . . . . . . . . . . . . . . . . . . . . . . . . . HI or LO SPD ACCORDING TO IAS
GPWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
MFC 1A + 2A MODULES EQUIPMENT LIST . . . . . . . . . . . . . . . . . . CHECK
Note : Airframe FAULT amber alert is lost.
Note : When airframe de-- icing is used, monitor boots inflation.
Note : As AP OFF alert is lost, use of AP below 1000 ft AGL is prohibited.
F Before landing
R LDG GEAR GRAVITY EXTENSION procedure(2.05.07) . . . . . . . . . . APPLY
F At touch down
COMMENTS
- AC BUS 1 + 2 are lost leading to loss of trim indication, GPWS and weather radar.
- DC BUS 1 + 2 OFF warnings on overhead panel are lost.
- Mechanical, crew and hostess call are lost.
- Stick pusher FAULT indication is lost but stick pusher is still available.
See also COMMENTS for MFC 1A FAULT (2.05.14 page 1) and for MFC 2A FAULT
(2.05.14 page 3).
Mod 5948
P7 001
MFC FEB 12
AA
MFC 1A + 2B FAULT
ALERT
FAULT - MFC 1A + 2B amber message on
EWD
overhead panel
PROCEDURE
MFC 1A + 2B FAULT
R JIf MFC 1A + 2B Fault persists
MODULES 1A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf in flight
HYD MAIN BLUE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
HYD X FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
MFC 1A + 2B MODULE EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . CHECK
Note : AP does not disconnect after STBY PITCH TRIM activation.
F Before landing
Note : Flaps control is lost.
R REDUCED FLAPS LANDING procedure (2.05.06) . . . . . . . . . . . . . . APPLY
LDG GEAR GRAVITY EXTENSION procedure(2.05.07) . . . . . . . . . . APPLY
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- Main blue HYD pump control is lost as well as flaps control. Selecting HYD X FEED
open allows to recover blue HYD pressure but flaps control remains lost
(2.05.14 page 4).
Mod 5948
P8 001
MFC FEB 12
AA
MFC 1B + 2A FAULT
ALERT
MFC 1B + 2A FAULT - MC light flashing amber SC
- MFC 1B + 2A amber message on
EWD
overhead panel
PROCEDURE
MFC 1B + 2A FAULT
MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1B + 2A Fault persists
MODULES 1B + 2A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf in flight
MFC 1B + 2A MODULE EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . CHECK
R F Before landing
Note : Flaps control is lost.
R REDUCED FLAPS LANDING procedure (2.05.06) . . . . . . . . . . . . . . APPLY
LDG GEAR GRAVITY EXTENSION procedure (2.05.07) . . . . . . . . . DOWN
F At touch down
PACK 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
COMMENTS
- Selecting de-- icing mode to OVRD position allows to recover all pneumatic de-- icers
operations.
- DC BUS 2 OFF warning on overhead panel is lost.
- Hostess and crew indications calls are lost.
- Hot brakes indicating system test is lost.
- Landing gear controls, secondary RED UNLK and green arrows indications are lost.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2A FAULT
(2.05.14 page 3).
Mod 5948
P9 001
MFC FEB 12
AA
MFC 2A + 2B FAULT
ALERT
FAULT - MFC 2A + 2B amber message on
EWD
overhead panel
PROCEDURE
(refer to page 10)
.../...
Mod 5948
P 10 001
MFC FEB 12
AA
MFC 2A + 2B FAULT
PROCEDURE
MFC 2A + 2B FAULT
R JIf MFC 2A + 2B fault persists
MODULES 2A + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf before take off
RETURN TO PARKING
BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf in flight
MONITOR IEP
R ANTI-- ICING PROP 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING PROP 1(2) FAULT procedure (2.05.09) . . . . . . . . . . . . . . . APPLY
PACK 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R BLEED 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
BLEED VALVE 1(2) FAULT procedure (2.05.08) . . . . . . . . . . . . . . . . . . APPLY
MFC 2A + 2B MODULES EQUIPMENT LIST . . . . . . . . . . . . . . . . . . CHECK
F Before landing
R ATPCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
V APP . . . . . . . . . . . . . . . . . . . . . . . . . NOT LESS THAN V REF + 10 KT
SPD TGT MAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE IF NECESSARY
LDG DIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MULTIPLY BY 1.15
F At touch down
R IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
COMMENTS
- STICK PUSHER, PACK 2, BLEED 2 are lost without FAULT indications.
- ATPCS must be selected OFF before landing due to loss of autofeather on engine 1.
Check go around performances ATPCS OFF.
- Hostess and crew indications calls are lost.
(2.05.14 page 4).
Mod 5948
P 11 001
MFC FEB 12
AA
MFC 1B + 2B FAULT
ALERT
MFC 1B + 2B - MC light flashing amber SC
FAULT - MFC 1B+ 2B amber message on EWD
overhead panel
PROCEDURE
(refer to page 12)
.../...
Mod : 5948
P 12 001
MFC FEB 12
AA
MFC 1B + 2B FAULT
PROCEDURE
MFC 1B + 2B FAULT
MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF / RESET
R JIf MFC 1B + 2B Fault persists
MODULES 1B + 2B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
CAUTION : FWS DEGRADED, MONITOR OVERHEAD PANEL
JIf before take off
RETURN TO PARKING
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
JIf in flight
MONITOR IEP
OVBD VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FULL CLOSE
MFC 1B + 2B MODULES EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . CHECK
F Before landing
R NOSE WHEEL STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
LDG GEAR GRAVITY EXTENSION procedure (2.05.07) . . . . . . . . . APPLY
ANTI-- SKID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- SKID FAULT procedure (2.05.07) . . . . . . . . . . . . . . . . . . . . . APPLY
F At touch down
IDLE GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
R DIFFERENTIAL BRAKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USE
PACK 1 + 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
ANTI-- ICING HORNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
PROBES HTG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Note : ATPCS ARM light is not available. Autofeather label is lost.

Note : External power cannot be used.
COMMENTS
- MC, MW and most of centralized alerts are lost : monitor overhead panel.
- Braking is lost below 35 kt if anti-- skid is ON.
- IDLE GATE automatic function is not available.
- TAT heating FAULT light is lost.
- No whooler is heard during trim activation.
- Stall Warning and Stick Shaker are lost without FAULT indication. Stick Pusher is
available.
See also COMMENTS for MFC 1B FAULT (2.05.14 page 2) and for MFC 2B FAULT
(2.05.14 page 4).
Mod : 5948
m
APR 11
Mod 5948
.
APR 11
Mod 5948
.
LOADING - FUEL - BALANCE CHART 2.06.02
P1 001
CARGO LANDING APR 11
AA
R FORWARD AND REAR CARGO COMPARTMENTS

R Refer to Weight and Balance Manual
R WBM : 1.60.04.
Mod 5948 Eng . All Model : All

.
APR 11
Mod 5948
P2 001
FUEL LOADING APR 11
AA
REFUELING PROCEDURE
- Observe the safety precautions and make certain that the tanker and the aircraft are
properly grounded.
. Note : Refueling when right engine is running in Hotel mode is prohibited.
- Press FQI TEST pb and check :
S High Level + Valve Open lights ON.
S Fuel QTY + selected QTY displays ON.
AUTOMATIC REFUELING
- Check REFUEL VALVES switches are at NORM position and guarded.
- Set the preselected total fuel quantity on the SELECTED QTY ind.
- Place Mode selector switch in REFUEL position.
- Start refueling.
MANUAL REFUELING
- Raise REFUEL VALVES switch gards and place all switches in SHUT position.
- Place Mode selector switch in REFUEL position.
- Place appropriate REFUEL VALVES switch in OPEN position.
- Start refueling.
- Monitor individual tank content on FUEL Qty indicator and select appropriate tank
REFUEL VALVE switch to SHUT as tank content reaches required fuel quantity.
Note : 1. Total time fo fill wing tanks is approximately 18 minutes.
2. As tanks become full, fuel flow will be stopped by high level sensors and
appropriate tank HIGH LEVEL light will illuminate.
Mod : 5948
P3 001
FUEL LOADING FEB 12
AA
GRAVITY FILLING
- Position access platform to access the overwing refueling caps and attach refueling
R hose grounding cable to the grounding connection near overwing refueling cap.
R Remove overwing refueling cap.
- Start filling, monitor quantity of fuel delivered on FQI and observe the HIGH LEVEL
indicator lights on refueling panel ; stop filling when required fuel level is reached or
when HIGH LEVEL indicator lights(s) comes on.
USE OF MANUAL (MAGNETIC) INDICATORS

Each tank is equipped with 2 indicators :
- one in the inner part of the wing (between the engine and the fuselage).
- one in the outer part of the wing.
S Read and note aircraft roll attitude on clinometer in the hydraulic bay (LH landing
gear fairing).
Aircraft bank angle is positive for wing up, negative for wing down.
Note : Pitch attitude must be between - 3 degrees and + 1 degree. In this range
pitch has no influence.
S Position access platform.
S Unlock indicator rod with screwdriver and slowly withdraw rod until magnetic attraction
between rod and float magnets is felt.
S Check rod freedom by pushing up both rod and float magnet.
S Slowly withdraw rod down to floating level.
S Note the graduation on rod which aligns with wing bottom surface.
S Replace indicator and lock with screwdriver.
- If both gauges indications dont indicate extremum values (0 or 30 for inner gauge,
0 or 19 for outer gauge, disregard clinometer indication. Fuel quantity is determined
thanks to internal and external indicator reading.
Note : Clinometer indication is disregraded for accuracy purposes.
- If one gauge indicates an extremum value (0 or 30 for inner gauge, 0 or 19 for outer
gauge, disregard this extremum value, use clinometer indication and the other gauge
value.
Mod 5948
APR 11
Mod 5948
APR 11
Mod 5948
APR 11
Mod : 5948
APR 11
Mod : 5948
APR 11
Mod 5948
APR 11
Mod 5948
APR 11
Mod 5948
APR 11
Mod 5948
APR 11
Mod 5948
APR 11
Mod 5948
P4 001
WEIGHT AND BALANCE APR 11
EXAMPLE BASED ON FICTITIOUS DATA

CAUTION : Fictitious data
Refer to WBM for operational use
MOD 5948
APR 11
Mod 5948
.
OPERATING DATA 3.01.01
P1 001
CONVERSIONS APR 11
Mod 5948
P2 001
CONVERSIONS APR 11
Mod 5948
P3 001
CONVERSIONS APR 11
Mod 5948
.
P1 001
ISA APR 11
AA
Mod 5948
.
P1 001
MACH - Z - IAS - TAS - SAT - TAT APR 11
AA
DATA RESULTS
PRESSURE ALTITUDE . . . . . . 25 000 ft MATCH . . . . . . . . . . . . . . . . . . . . . . . . . 0,5
IAS . . . . . . . . . . . . . . . . . . . . . . 205 Kt STATIC AIR TEMPERATURE (SAT) . . . - 42C
TOTAL TEMPERATURE . . . . . . . - 30C TRUE AIRSPEED (TAS) . . . . . . . . . . . 295 Kt
Mod 5948
.
APR 11
Mod 5948
APR 11
Mod 5948
P1 001
AA
Mod 5948
.
POWER SETTING 3.02.00
P1 001
CONTENTS APR 11
AA
3.02.00 CONTENTS
3.02.01 GENERAL
3.02.02 TORQUE TABLES

TO
RTO
GA
MCT
CLB
CRZ
Mod 5948
.
P1 001
GENERAL APR 11
AA
INTRODUCTION
The engine power control is achieved by power lever (PL) and condition lever
(CL).
These controls act on three main components:

- Propeller Electronic Control or PEC
- Hydromechanical Unit or HMU
- Electronic Control or EEC
The main engine power setting parameter is torque.

The maximum torque value for a given flight phase is defined by the FDAU and
displayed by a bug (FDAU target) on torque indicator. The crew has to set the
PWR MGT selector to the position corresponding to the flight phase and to set
the power lever in the notch or on the ramp in case of GO AROUND or for TO in
uptrim inoperative case : in these conditions, the controlled torque matches the
maximum target torque displayed by the FDAU (except for TO position : TO
power is delivered but RTO power is displayed by the automatic bug).
ENGINE RATINGS
Take-- off
This rating corresponds to the normal, derated take-- off thrust. It is normally
time limited to 5 minutes.
Reserve take-- off

This rating corresponds to the maximum thrust certified for take-- off. It is
automatically selected by the ATPCS system in case of engine failure. Time
limit is 10 minutes.
Maximum continuous
The maximum continuous rating corresponds to the maximum thrust
certified for continuous use.
IT MUST ONLY BE USED TO ENSURE SAFE FLIGHT IN CASE OF
EMERGENCY, PARTICULARLY ENGINE FAILURE.
Maximum climb
The maximum climb rating corresponds to the maximum thrust approved
for normal climb operation.
Maximum cruise
The maximum cruise rating corresponds to the maximum thrust approved
for normal cruise operation.
Go around
It is the maximum rating authorized for go-- around.
Mod : 5948
P2 001
GENERAL APR 11
AA
POWER SETTING TABLES
Maximum power setting tables that are provided :
D MUST be used to determine TO torque to be set on the Manual Bugs prior to

take-off.
D MUST be used to determine GA torque to be set on the Manual Bugs prior to final.
D Allows crosschecking of MCT / CLB / CRZ maximum torque values normally
computed in FDAU as a function of propeller RPM, altitude pressure, Air
conditioning status and displayed by the amber FDAU bug.
Mod. : 5948
P1 100
TORQUE TABLES APR 11
72-- 212A TAKE OFF TORQUE APPLICABLE FOR 0 Vc 60 kt

SAT (c) PROPELLER SPEED 100.0 %
AIR NORMAL HIGH PRESSURE ALTITUDE (FT)
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0
- 10. --27. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7
- 8. --24. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7
- 6. --22. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.7 87.8
- 4. --19. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.7 86.8
- 2. --17. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 85.8
0. --14. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.7 84.9
2. --12. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.3 85.7 83.9
4. --10. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.3 84.7 82.9
6. --7. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.2 83.6 81.9
8. --5. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 89.9 86.2 82.6 80.9
10. --2. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 88.8 85.2 81.7 79.9
12. 0. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 87.7 84.1 80.7 79.0
4. 3. 90.0 90.0 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.5 77.9
16. 5. 90.0 90.0 90.0 90.0 90.0 90.0 88.9 85.2 81.7 78.4 76.7
18. 8. 90.0 90.0 90.0 90.0 90.0 90.0 87.5 83.9 80.5 77.1 75.5
20. 10. 90.0 90.0 90.0 90.0 90.0 89.6 86.0 82.5 79.1 75.8 74.2
22. 13. 90.0 90.0 90.0 90.0 90.0 88.1 84.5 81.0 77.7 74.5 72.9
24. 15. 90.0 90.0 90.0 90.0 90.0 86.5 83.0 79.6 76.3 73.2 71.7
26. 18. 90.0 90.0 90.0 90.0 88.5 85.0 81.5 78.2 75.0 71.9 70.4
28. 20. 90.0 90.0 90.0 90.0 86.9 83.4 80.0 76.7 73.6 70.5 69.1
30. 23. 90.0 90.0 90.0 88.8 85.2 81.8 78.5 75.3 72.2 69.2 67.7
32. 25. 90.0 90.0 90.0 87.1 83.6 80.2 77.0 73.8 70.8 67.9 65.4
34. 28. 90.0 90.0 88.9 85.4 81.9 78.6 75.4 72.4 69.4 66.5 65.1
36. 30. 90.0 90.0 87.1 83.7 80.3 77.0 73.9 70.9 68.0 65.2 63.8
38. 33. 90.0 88.9 85.4 82.0 78.7 75.5 72.4 69.5 66.6 63.8 62.5
40. 36. 90.0 87.1 83.6 80.3 77.1 73.9 70.9 68.0 65.2
42. 38. 88.8 85.3 81.9 78.6 75.4 72.4 69.4 66.6
44. 41. 86.9 83.5 80.1 76.9 73.8 70.8 68.0
46. 43. 85.0 81.6 78.4 75.3 72.2 69.3
48. 46. 83.1 79.8 76.6 73.6 70.6
50. 48. 81.2 78.0 74.9 71.9
52. 51. 79.3 76.2 73.2
54. 53. 77.5 74.4
55. 54. 76.5 73.5
The part above the reinforced line is the flat rated area; engine mechanical limit.
The part below the reinforced line is the area where the thermodynamical limit is
reached first.
Mod 5948 Eng. : PW127F / PW127M

P2 100
AA
72-- 212A RESERVE TAKE OFF TORQUE VC = 50. KT

SAT (c) PROPELLER SPEED 100.0 %
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. --71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 10. --27. --35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.7
- 8. --24. --32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.6
- 6. --22. --30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.6 97.5
- 4. --19. --27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.5 96.5
- 2. --17. --25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.4 95.4
0. --14. --22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.3 94.3
2. --12. --19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.3 95.2 93.2
4. --10. --17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.1 94.1 92.1
6. --7. --14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.9 92.9 91.0
8. --5. --12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9 95.8 91.8 89.9
10. --2. --9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.6 90.7 88.8
12. 0. --7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.5 89.6 87.8
14. 3. --4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.4 86.5
16. 5. --1. 100.0 100.0 100.0 100.0 100.0 100.0 98.7 94.7 90.8 87.1 85.3
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 89.4 85.7 83.9
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.6 95.5 91.6 87.9 84.3 82.5
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 97.9 93.9 90.0 86.4 82.8 81.1
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.1 92.2 88.5 84.8 81.3 79.6
26. 18. 13. 100.0 100.0 100.0 100.0 98.4 94.4 90.6 86.9 83.3 79.9 78.2
28. 20. 16. 100.0 100.0 100.0 100.0 96.6 92.7 88.9 85.3 81.8 78.4 76.7
30. 23. 18. 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 76.9 75.3
32. 25. 21. 100.0 100.0 100.0 96.8 92.9 89.1 85.5 82.0 78.6 75.4 73.8
34. 28. 24. 100.0 100.0 98.8 94.9 91.1 87.4 83.8 80.4 77.1 73.9 72.4
36. 30. 27. 100.0 100.0 96.8 93.0 89.2 85.6 82.1 78.8 75.5 72.4 70.9
38. 33. 30. 100.0 98.8 94.9 91.1 87.4 83.9 80.5 77.2 74.0 70.9 69.5
40. 36. 32. 100.0 96.8 92.9 89.2 85.6 82.2 78.8 75.6 72.5
42. 38. 35. 98.7 94.8 91.0 87.3 83.8 80.4 77.2 74.0
44. 41. 38. 96.6 92.7 89.0 85.5 82.0 78.7 75.5
46. 43. 41. 94.4 90.7 87.1 83.6 80.2 77.0
48. 46. 43. 92.3 88.7 85.2 81.8 78.5
50. 48. 46. 90.3 86.7 83.2 79.9
52. 51. 49. 88.2 84.7 81.3
54. 53. 52. 86.1 82.7
55. 54. 53. 85.0 81.7
reached first.
Mod 5948 Eng. : PW127F / PW127M

P3 100
72-- 212A GO AROUND TORQUE APPLICABLE FOR Vc 125 kt

TAT (c) PROPELLER SPEED 100.0 %
COND. AIR AIR
OFF COND. COND.
ON ON --1000. 0. 1000. 2000. 3000. 4000. 5000. 6000. 7000. 8000. 8500.
- 40. --63. --71. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0
- 10. --27. --35. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.9
- 8. --24. --32. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.8
- 6. --22. --30. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.8 97.8
- 4. --19. --27. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.7 96.7
- 2. --17. --25. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.6 95.6
0. --14. --22. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.5 94.5
2. --12. --19. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 99.5 95.4 93.4
4. --10. --17. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.3 94.3 92.3
6. --7. --14. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.2 93.2 91.2
8. --5. --12. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.0 92.1 90.1
10. --2. --9. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 98.9 94.9 91.0 89.1
12. 0. --7. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 97.7 93.7 89.9 88.0
14. 3. --4. 100.0 100.0 100.0 100.0 100.0 100.0 100.0 96.4 92.5 88.7 86.8
16. 5. --1. 100.0 100.0 100.0 100.0 100.0 100.0 99.0 95.0 91.1 87.4 85.5
18. 8. 2. 100.0 100.0 100.0 100.0 100.0 100.0 97.5 93.6 89.7 86.0 84.3
20. 10. 4. 100.0 100.0 100.0 100.0 100.0 99.9 95.9 92.0 88.2 84.6 82.8
22. 13. 7. 100.0 100.0 100.0 100.0 100.0 98.2 94.2 90.4 86.7 83.1 81.4
24. 15. 10. 100.0 100.0 100.0 100.0 100.0 96.5 92.6 88.8 85.2 81.7 79.9
26. 18. 13. 100.0 100.0 100.0 100.0 98.7 94.7 90.9 87.2 83.6 80.2 78.5
28. 20. 16. 100.0 100.0 100.0 100.0 96.9 93.0 89.2 85.6 82.1 78.7 77.1
30. 23. 18. 100.0 100.0 100.0 99.0 95.1 91.2 87.5 84.0 80.5 77.2 75.6
32. 25. 21. 100.0 100.0 100.0 97.1 93.2 89.5 85.9 82.4 79.0 75.7 74.2
34. 28. 24. 100.0 100.0 99.2 95.2 91.4 87.7 84.2 80.7 77.4 74.3 72.7
36. 30. 27. 100.0 100.0 97.2 93.3 89.6 86.0 82.5 79.1 75.9 72.8 71.2
38. 33. 30. 100.0 99.2 95.2 91.4 87.8 84.2 80.8 77.5 74.3 71.3 69.8
40. 36. 32. 100.0 97.1 93.3 89.6 86.0 82.5 79.2 75.9 72.8 69.8 68.4
42. 38. 35. 99.0 95.1 91.3 87.7 84.2 80.8 77.5 74.4 71.3
44. 41. 38. 96.9 93.1 89.4 85.8 82.4 79.1 75.9 72.8
46. 43. 41. 94.8 91.1 87.5 84.0 80.6 77.4 74.2
48. 46. 43. 92.7 89.1 85.5 82.1 78.8 75.7
50. 48. 46. 90.6 87.1 83.6 80.3 77.0
52. 51. 49. 88.5 85.0 81.7 78.4
54. 53. 52. 86.4 83.0 79.7
56. 55. 54. 84.4 81.0
reached first.
Note : Add 0,8 % for each 10 kt above 125 kt without exceeding 100 % torque.
Mod 5948 Eng. : PW127F / PW127M

P4 500
AA
72-- 212A MAXIMUM CONTINUOUS TORQUE VC = 120. KT

AIR NORMAL HIGH
COND. AIR AIR PRESSURE ALTITUDE (FT)
OFF COND. COND.
ON ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
- 43. --56. --67. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.8 79.9 73.8 67.9 62.3 59.7
- 40. --52. --63. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 85.4 78.6 72.6 66.8 61.3 58.7
- 37. --48. --59. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.0 77.3 71.4 65.6 60.3 57.7
- 33. --44. --55. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.6 76.0 70.2 64.5 59.2 56.7
- 29. --40. --50. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 88.0 81.0 74.6 68.8 63.3 58.1 55.6
- 25. --36. --46. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 86.1 79.2 72.9 67.3 61.9 56.8 54.4
- 21. --32. --42. 90.9 90.9 90.9 90.9 90.9 90.9 90.9 84.2 77.5 71.3 65.8 60.6 55.6 53.2
- 17. --28. --38. 90.9 90.9 90.9 90.9 90.9 90.9 89.7 82.7 76.1 70.0 64.7 59.5 54.6 52.3
- 13. --24. --33. 90.9 90.9 90.9 90.9 90.9 90.9 88.1 81.2 74.7 68.8 63.5 58.4 53.6 51.3
- 10. --20. --29. 90.9 90.9 90.9 90.9 90.9 90.9 86.5 79.7 73.3 67.5 62.3 57.3 52.6 50.4
- 6. --16. --24. 90.9 90.9 90.9 90.9 90.9 90.9 84.9 78.2 71.9 66.2 61.1 56.2 51.6 49.4
- 2. --12. --20. 90.9 90.9 90.9 90.9 90.9 90.3 83.2 76.7 70.6 65.0 60.0 55.2 50.6 48.5
1. --8. --16. 90.9 90.9 90.9 90.9 90.9 88.7 81.8 75.3 69.3 63.8 58.9 54.2 49.7 47.6
4. --4. --11. 90.9 90.9 90.9 90.9 90.9 86.9 80.1 73.8 67.9 62.5 57.7 53.1 48.7 46.7
8. 0. --7. 90.9 90.9 90.9 90.9 90.9 84.5 77.9 71.8 66.1 60.8 56.1 51.6 47.4 45.4
11. 4. --2. 90.9 90.9 90.9 90.9 89.6 82.8 76.3 70.3 64.7 59.6 55.0 50.6 46.4 44.5
15. 8. 2. 90.9 90.9 90.9 90.9 87.9 81.2 74.8 68.9 63.4 58.4 53.9 49.6 45.5 43.6
18. 12. 7. 90.9 90.9 90.9 90.9 86.2 79.5 73.3 67.6 62.2 57.2 52.8 48.6 44.6
22. 16. 12. 90.9 90.9 90.9 90.9 84.4 77.9 71.9 66.2 60.9 56.1 51.8
25. 20. 16. 90.9 90.9 90.9 88.2 81.6 75.3 69.5 64.0 58.9 54.2
29. 24. 21. 90.9 90.9 90.9 84.9 78.6 72.5 66.9 61.6 56.7
33. 28. 25. 90.9 90.9 88.0 81.6 75.5 69.7 64.3 59.2
37. 32. 29. 90.9 90.9 84.7 78.6 72.7 67.1 61.9
41. 36. 33. 90.9 88.5 82.2 76.3 70.6 65.1
44. 40. 38. 90.9 85.8 79.7 74.0 68.4
48. 44. 42. 89.5 83.2 77.3 71.7
52. 48. 46. 86.6 80.5 74.8
56. 52. 50. 83.7 77.8
60. 56. 54. 82.1
64. 60. 58.
reached first.
Mod 5948 Eng. : PW127F / PW127M

P5 500
AA
72-- 212A MAXIMUM CLIMB TORQUE VC = 170. KT

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
25000.
- 41. --56. --64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.0 87.0 80.3 74.2 68.5 65.8
- 38. --52. --60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.6 79.0 73.0 67.4 64.7
- 34. --48. --56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.9 84.1 77.7 71.8 66.2 63.6
- 30. --44. --51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.9 89.4 82.7 76.4 70.5 65.1 62.5
- 26. --40. --47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.2 87.8 81.2 75.0 69.3 63.9 61.4
- 23. --36. --43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.4 86.2 79.7 73.7 68.0 62.8 60.3
- 19. --32. --39. 97.2 97.2 97.2 97.2 97.2 97.2 96.8 90.8 84.7 78.3 72.3 66.8 61.7 59.2
- 15. --28. --35. 97.2 97.2 97.2 97.2 97.2 97.2 95.3 89.3 83.3 77.0 71.2 65.7 60.7 58.3
- 11. --24. --31. 97.2 97.2 97.2 97.2 97.2 97.2 93.7 87.9 81.9 75.8 70.0 64.6 59.7 57.3
- 7. --20. --26. 97.2 97.2 97.2 97.2 97.2 97.2 92.0 86.2 80.4 74.4 68.7 63.4 58.6 56.3
- 4. --16. --22. 97.2 97.2 97.2 97.2 97.2 96.0 90.2 84.6 78.9 73.0 67.4 62.2 57.4 55.2
- 1. --12. --18. 97.2 97.2 97.2 97.2 97.2 94.2 88.5 83.0 77.3 71.5 66.1 61.0 56.3 54.1
3. --8. --14. 97.2 97.2 97.2 97.2 97.2 92.0 86.4 81.0 75.5 69.9 64.6 59.6 55.0 52.9
6. --4. --10. 97.2 97.2 97.2 97.2 96.6 89.7 84.3 79.1 73.7 68.2 63.0 58.1 53.7 51.6
9. 0. --5. 97.2 97.2 97.2 97.2 93.9 87.2 81.9 76.8 71.6 66.3 61.2 56.5 52.2 50.1
12. 4. --1. 97.2 97.2 97.2 97.2 91.0 84.5 79.4 74.5 69.4 64.2 59.3 54.8 50.6 48.6
16. 8. 3. 97.2 97.2 97.2 94.9 88.1 81.9 76.9 72.1 67.2 62.2 57.5 53.1 49.0 47.1
19. 12. 8. 97.2 97.2 97.2 91.9 85.3 79.2 74.4 69.8 65.0 60.2 55.6 51.3 47.4 45.5
22. 16. 12. 97.2 97.2 95.6 88.8 82.4 76.5 71.9 67.4 62.9 58.2 53.7 49.6 45.8
26. 20. 17. 97.2 97.2 92.1 85.6 79.4 73.8 69.3 65.0 60.6 56.1 51.8 47.8
29. 24. 21. 97.2 95.5 88.6 82.3 76.4 71.0 66.7 62.5 58.3 53.9
33. 28. 25. 97.2 91.8 85.2 79.1 73.4 68.2 64.1 60.1 56.0
36. 32. 29. 95.3 88.4 82.1 76.2 70.8 65.7 61.8 57.9
40. 36. 33. 91.7 85.0 79.0 73.3 68.1 63.2 59.4
43. 40. 38. 88.2 81.8 75.9 70.5 65.5 60.8
47. 44. 42. 84.7 78.6 73.0 67.8 62.9
50. 48. 46. 81.3 75.4 70.0 65.0
54. 52. 50. 77.8 72.2 67.0
58. 56. 54. 75.6
62. 60. 58.
reached first.
Mod 5948
P6 500
AA
72-- 212A
MAXIMUM CLIMB TORQUE VC = 190. KT
AIR NOR- HIGH
COND. MAL AIR PRESSURE ALTITUDE (FT)
OFF AIR COND.
COND. ON 0. 2000. 4000. 6000. 8000. 10000. 12000. 14000. 16000. 18000. 20000. 22000. 24000.
ON 25000.
- 41. --56. --64. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 90.2 83.6 77.4 71.7 69.0
- 38. --52. --60. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.7 88.8 82.3 76.2 70.6 67.9
- 34. --48. --56. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 94.1 87.3 80.9 74.9 69.4 66.8
- 30. --44. --51. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 97.2 92.5 85.8 79.5 73.6 68.2 65.6
- 26. --40. --47. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 96.9 90.8 84.2 78.1 72.3 67.0 64.5
- 23. --36. --43. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 95.1 89.2 82.7 76.7 71.0 65.8 63.3
- 19. --32. --39. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 93.4 87.6 81.2 75.3 69.7 64.6 62.2
- 15. --28. --35. 97.2 97.2 97.2 97.2 97.2 97.2 97.2 91.9 86.2 79.9 74.1 68.6 63.5 61.2
- 11. --24. --31. 97.2 97.2 97.2 97.2 97.2 97.2 96.2 90.4 84.7 78.6 72.8 67.5 62.5 60.2
- 7. --20. --26. 97.2 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.2 77.2 71.5 66.2 61.4 59.0
- 4. --16. --22. 97.2 97.2 97.2 97.2 97.2 97.2 92.6 87.0 81.6 75.7 70.1 65.0 60.2 57.9
- 1. --12. --18. 97.2 97.2 97.2 97.2 97.2 96.6 90.8 85.4 80.0 74.2 68.8 63.7 59.0 56.8
3. --8. --14. 97.2 97.2 97.2 97.2 97.2 94.4 88.7 83.4 78.2 72.5 67.2 62.2 57.6 55.5
6. --4. --10. 97.2 97.2 97.2 97.2 97.2 92.1 86.5 81.3 76.2 70.7 65.5 60.7 56.2 54.1
9. 0. --5. 97.2 97.2 97.2 97.2 96.3 89.5 84.1 79.0 74.1 68.7 63.7 59.0 54.6 52.6
12. 4. --1. 97.2 97.2 97.2 97.2 93.3 86.7 81.5 76.6 71.8 66.6 61.8 57.2 53.0 51.0
16. 8. 3. 97.2 97.2 97.2 97.2 90.4 84.0 78.9 74.2 69.6 64.5 59.8 55.4 51.3 49.4
19. 12. 8. 97.2 97.2 97.2 94.0 87.4 81.3 76.4 71.8 67.3 62.4 57.9 53.6 49.6 47.8
22. 16. 12. 97.2 97.2 97.2 90.9 84.5 78.5 73.8 69.4 65.0 60.3 55.9 51.8 48.0 46.2
26. 20. 17. 97.2 97.2 94.2 87.6 81.5 75.7 71.2 66.9 62.7 58.2 53.9 49.9
29. 24. 21. 97.2 97.2 90.6 84.3 78.4 72.8 68.5 64.4 60.3 56.0 51.9
33. 28. 25. 97.2 93.7 87.1 81.0 75.3 70.0 65.8 61.8 58.0 53.8
36. 32. 29. 97.2 90.3 83.9 78.0 72.6 67.4 63.4 59.6 55.9
40. 36. 33. 93.5 86.8 80.7 75.1 69.8 64.9 61.0
43. 40. 38. 89.9 83.5 77.6 72.2 67.1 62.4
47. 44. 42. 86.4 80.3 74.6 69.4 64.5
50. 48. 46. 82.9 77.0 71.6 66.6
54. 52. 50. 79.3 73.7 68.5
58. 56. 54. 77.1 71.7
62. 60. 58. 77.1
reached first.
Mod 5948 Eng. : PW127F / PW127M

P7 500
AA
72-- 212A MAXIMUM CRUISE TORQUE VC = 170. KT

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.1 85.6 77.7 70.4 63.8
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 92.6 84.2 76.4 69.3 62.8
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 91.1 82.8 75.1 68.1 61.8
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 89.5 81.4 73.8 67.0 60.7
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 93.9 87.9 80.0 72.5 65.8 59.6
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 92.2 86.3 78.5 71.2 64.6 58.5
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 90.6 84.8 77.1 69.9 63.4 57.5
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 89.1 83.4 75.8 68.8 62.4 56.6
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 87.6 82.0 74.6 67.7 61.3 55.6
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 86.0 80.5 73.2 66.4 60.2 54.6
- 6. - 16. - 23. 94.5 94.5 94.5 92.7 84.4 79.0 71.8 65.2 59.1 53.6
- 3. - 12. - 19. 94.5 94.5 94.5 90.9 82.7 77.4 70.4 63.9 57.9 52.5
0. - 8. - 14. 94.5 94.5 94.5 88.8 80.8 75.6 68.8 62.4 56.6 51.3
4. - 4. - 10. 94.5 94.5 94.5 86.6 78.8 73.8 67.1 60.9 55.2 50.0
7. 0. - 5. 94.5 94.5 92.6 84.2 76.6 71.7 65.2 59.1 53.6 48.6
10. 4. - 1. 94.5 94.5 89.7 81.6 74.3 69.5 63.2 57.3 52.0 47.1
13. 8. 4. 94.5 94.5 86.8 79.0 71.9 67.3 61.2 55.5 50.3 45.6
17. 12. 8. 94.5 91.8 83.6 76.0 69.1 64.7 58.9 53.4 48.4 43.9
20. 16. 12. 94.5 88.2 80.3 73.0 66.4 62.2 56.5 51.3 46.5
23. 20. 17. 94.5 84.8 77.2 70.2 63.9 59.8 54.4 49.3
27. 24. 21. 94.5 81.5 74.2 67.5 61.4 57.5 52.3
31. 28. 26. 94.3 78.3 71.2 64.8 59.0 55.2
35. 32. 30. 90.6 75.2 68.5 62.2 56.6 53.0
38. 36. 34. 86.9 72.2 65.7 59.7 54.3
42. 40. 38. 83.2 69.1 62.9 57.2
46. 44. 42. 79.5 66.0 60.1
50. 48. 47. 75.9 63.0
54. 52. 51. 72.1
58. 56. 55. 69.8
62. 60. 59.
reached first.
Mod 5948 Eng. : PW127F / PW127M

P8 500
AA

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 88.9 81.0 73.7 67.2
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 87.5 79.7 72.5 66.1
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 93.7 86.0 78.3 71.3 65.0
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 92.1 84.6 77.0 70.1 63.9
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 90.5 83.1 75.6 68.9 62.7
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 88.8 81.6 74.2 67.6 61.6
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 93.3 87.2 80.1 72.9 66.4 60.5
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 91.8 85.8 78.8 71.7 65.3 59.5
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 90.3 84.4 77.5 70.6 64.2 58.5
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 88.6 82.9 76.1 69.3 63.1 57.4
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 87.0 81.3 74.6 67.9 61.9 56.4
- 3. - 12. - 19. 94.5 94.5 94.5 93.6 85.3 79.7 73.2 66.6 60.7 55.3
0. - 8. - 14. 94.5 94.5 94.5 91.4 83.3 77.9 71.5 65.1 59.3 54.0
4. - 4. - 10. 94.5 94.5 94.5 89.2 81.2 75.9 69.7 63.5 57.8 52.6
7. 0. - 5. 94.5 94.5 94.5 86.6 78.9 73.8 67.7 61.7 56.2 51.2
10. 4. - 1. 94.5 94.5 92.2 84.0 76.5 71.5 65.7 59.8 54.4 49.6
13. 8. 4. 94.5 94.5 89.2 81.3 74.1 69.2 63.6 57.9 52.7 48.0
17. 12. 8. 94.5 94.1 85.8 78.2 71.3 66.6 61.2 55.7 50.7 46.2
20. 16. 12. 94.5 90.4 82.4 75.1 68.4 64.0 58.7 53.5 48.7 44.4
23. 20. 17. 94.5 86.9 79.2 72.2 65.8 61.5 56.5 51.4 46.8
27. 24. 21. 94.5 83.5 76.2 69.4 63.3 59.1 54.3 49.4
31. 28. 26. 94.5 80.2 73.2 66.7 60.8 56.8 52.1
35. 32. 30. 92.5 77.1 70.3 64.1 58.4 54.6
38. 36. 34. 88.7 73.9 67.4 61.5 56.0
42. 40. 38. 84.9 70.8 64.6 58.8
46. 44. 42. 81.2 67.7 61.7
50. 48. 47. 77.4 64.5
54. 52. 51. 73.6
58. 56. 55. 71.2
62. 60. 59. 71.2
reached first.
Mod 5948 Eng. : PW127F / PW127M

P9 500
AA

AIR- NORMAL HIGH PRESSURE ALTITUDE (FT)
COND. AIR AIR
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 92.8 84.8 77.5 71.0
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 91.3 83.4 76.3 69.8
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 89.7 82.0 75.0 68.7
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 88.2 80.6 73.7 67.5
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 93.4 86.6 79.2 72.4 66.3
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 91.7 85.0 77.7 71.1 65.1
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 90.0 83.5 76.4 69.8 63.9
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 88.6 82.2 75.1 68.7 62.9
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 93.5 87.1 80.8 73.9 67.6 61.8
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 91.8 85.5 79.3 72.5 66.3 60.7
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 90.0 83.9 77.8 71.1 65.1 59.5
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 88.3 82.2 76.3 69.8 63.8 58.4
0. - 8. - 14. 94.5 94.5 94.5 94.4 86.3 80.3 74.5 68.1 62.3 57.0
4. - 4. - 10. 94.5 94.5 94.5 92.1 84.1 78.3 72.7 66.4 60.8 55.6
7. 0. - 5. 94.5 94.5 94.5 89.5 81.7 76.1 70.6 64.6 59.1 54.1
10. 4. - 1. 94.5 94.5 94.5 86.7 79.2 73.8 68.5 62.6 57.3 52.4
13. 8. 4. 94.5 94.5 91.8 83.9 76.7 71.4 66.3 60.6 55.4 50.7
17. 12. 8. 94.5 94.5 88.4 80.7 73.8 68.7 63.8 58.3 53.3 48.8
20. 16. 12. 94.5 92.8 84.9 77.6 70.9 66.0 61.3 56.0 51.2 46.9
23. 20. 17. 94.5 89.3 81.6 74.6 68.1 63.5 58.9 53.8 49.2 45.1
27. 24. 21. 94.5 85.8 78.5 71.7 65.5 61.0 56.6 51.8
31. 28. 26. 94.5 82.4 75.3 68.9 62.9 58.6 54.4
35. 32. 30. 94.5 79.2 72.4 66.2 60.4 56.3
38. 36. 34. 90.7 75.9 69.4 63.5 58.0
42. 40. 38. 86.9 72.7 66.5 60.8
46. 44. 42. 83.0 69.5 63.5 58.1
50. 48. 47. 79.2 66.3 60.6
54. 52. 51. 75.3 63.0
58. 56. 55. 72.9
62. 60. 59. 72.9
reached first.
Mod 5948 Eng. : PW127F / PW127M

P 10 500
AA

AIR NORMAL HIGH
OFF COND
COND. COND
COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.1 81.9 75.3
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 80.5 74.1
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 93.9 86.2 79.2 72.9
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 92.3 84.7 77.8 71.6
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 94.5 90.6 83.2 76.4 70.3
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 94.5 89.0 81.7 75.1 69.0
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 93.1 87.4 80.2 73.7 67.8
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 91.6 86.0 78.9 72.5 66.7
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 94.5 90.1 84.6 77.6 71.3 65.6
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 94.5 88.4 83.0 76.2 70.0 64.4
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 93.5 86.8 81.4 74.7 68.7 63.2
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 91.7 85.1 79.8 73.3 67.3 62.0
0. - 8. - 14. 94.5 94.5 94.5 94.5 89.6 83.1 78.0 71.6 65.8 60.5
4. - 4. - 10. 94.5 94.5 94.5 94.5 87.4 81.1 76.1 69.8 64.2 59.0
7. 0. - 5. 94.5 94.5 94.5 92.6 84.9 78.8 73.9 67.9 62.3 57.4
10. 4. - 1. 94.5 94.5 94.5 89.8 82.3 76.4 71.7 65.8 60.4 55.6
13. 8. 4. 94.5 94.5 94.5 86.9 79.7 73.9 69.3 63.7 58.5 53.8
17. 12. 8. 94.5 94.5 91.2 83.6 76.6 71.1 66.7 61.3 56.3 51.8
20. 16. 12. 94.5 94.5 87.6 80.3 73.6 68.3 64.1 58.8 54.1 49.7
23. 20. 17. 94.5 91.9 84.2 77.2 70.8 65.7 61.6 56.6 52.0 47.8
27. 24. 21. 94.5 88.4 81.0 74.2 68.1 63.1 59.3 54.4 50.0
31. 28. 26. 94.5 84.9 77.8 71.3 65.4 60.6 56.9 52.2
35. 32. 30. 94.5 81.5 74.7 68.5 62.8 58.2 54.7
38. 36. 34. 93.0 78.2 71.7 65.7 60.2 55.9
42. 40. 38. 89.1 74.9 68.6 62.9 57.7
46. 44. 42. 85.1 71.6 65.6 60.1
50. 48. 47. 81.2 68.2 62.6
54. 52. 51. 77.2 64.9
58. 56. 55. 74.7
62. 60. 59. 74.7
reached first.
Mod 5948 Eng. : PW127F / PW127M

P 11 500
AA

AIR NORMAL HIGH
OFF COND. COND.
ON ON 0. 5000. 7500. 10000. 12500. 15000. 17500. 20000. 22500. 25000.
- 38. - 56. - 66. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 94.0 86.7 80.2
- 35. - 52. - 62. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 92.4 85.3 78.9
- 32. - 48. - 58. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 90.9 83.9 77.6
- 29. - 44. - 54. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 89.3 82.5 76.3
- 25. - 40. - 49. 94.5 94.5 94.5 94.5 94.5 94.5 94.5 87.7 81.0 74.9
- 22. - 36. - 45. 94.5 94.5 94.5 94.5 94.5 94.5 93.1 86.1 79.5 73.6
- 19. - 32. - 41. 94.5 94.5 94.5 94.5 94.5 94.5 91.5 84.6 78.1 72.2
- 16. - 28. - 37. 94.5 94.5 94.5 94.5 94.5 94.5 90.0 83.2 76.8 71.1
- 13. - 24. - 32. 94.5 94.5 94.5 94.5 94.5 93.4 88.5 81.9 75.6 69.9
- 9. - 20. - 28. 94.5 94.5 94.5 94.5 94.5 91.7 86.9 80.4 74.2 68.6
- 6. - 16. - 23. 94.5 94.5 94.5 94.5 94.5 90.0 85.2 78.8 72.8 67.3
- 3. - 12. - 19. 94.5 94.5 94.5 94.5 94.5 88.2 83.6 77.3 71.4 66.0
0. - 8. - 14. 94.5 94.5 94.5 94.5 93.3 86.2 81.6 75.5 69.7 64.5
4. - 4. - 10. 94.5 94.5 94.5 94.5 91.0 84.0 79.6 73.6 68.0 62.9
7. 0. - 5. 94.5 94.5 94.5 94.5 88.5 81.7 77.3 71.6 66.1 61.1
10. 4. - 1. 94.5 94.5 94.5 93.2 85.8 79.2 75.0 69.4 64.1 59.2
13. 8. 4. 94.5 94.5 94.5 90.2 83.0 76.6 72.6 67.1 62.0 57.3
17. 12. 8. 94.5 94.5 94.4 86.8 79.9 73.7 69.8 64.6 59.6 55.2
20. 16. 12. 94.5 94.5 90.7 83.4 76.7 70.8 67.1 62.1 57.3 53.0
23. 20. 17. 94.5 94.5 87.2 80.2 73.7 68.1 64.5 59.7 55.1 50.9
27. 24. 21. 94.5 91.2 83.9 77.1 70.9 65.5 62.0 57.4 53.0 49.0
31. 28. 26. 94.5 87.6 80.5 74.0 68.1 62.9 59.5 55.1 50.8
35. 32. 30. 94.5 84.2 77.4 71.1 65.4 60.4 57.2 52.9
38. 36. 34. 94.5 80.7 74.2 68.2 62.7 57.9 54.9
42. 40. 38. 91.5 77.3 71.1 65.3 60.1 55.5
46. 44. 42. 87.4 73.9 67.9 62.4
50. 48. 47. 83.4 70.5 64.8
54. 52. 51. 79.3 67.0
58. 56. 55. 76.7
62. 60. 59. 76.7
reached first.
Mod 5948 Eng. : PW127F / PW127M

.
TAKE- OFF 3.03.00
P1 001
CONTENTS APR 11
AA
3.03.00 CONTENTS
3.03.01 GENERAL
TAKE-- OFF CONDITIONS
TAKE-- OFF SPEEDS
3.03.02 METHODOLOGY
GENERAL
DETERMINATION OF THE TOW
NL RUNWAYS
3.03.03 CORRECTIONS
AIR CONDITIONING
RUNWAY CONTAMINATION
RUNWAY SLOPE
WIND
QNH
WAT (WEIGHT - ALTITUDE - TEMPERATURE)
OBSTACLES
BRAKES ENERGY
3.03.04 QUICK REFERENCE TABLES (QRT)
3.03.05 TAKE- OFF SPEEDS VALUES
R 3.03.06 EXAMPLE OF TAKE OFF CHART COMPUTED WITH THE FOS
Mod 5948
.
TAKE- OFF 3.03.01
P1 001
GENERAL APR 11
AA
The methodology for the determination of the maximum take off weight is described in
the chapter 6-- 03 of the Airplane Flight Manual.
As this way is long and complex, ATR pilots and dispatchers may have two other
possibilities to improve efficiency :
- the methodology described in 3-- 03-- 02 that gives non optimized results but can be
used on board
- the Regulatory Take-- Off Weight (RTOW) charts, generated with the Flight Operations
Software (FOS), that give very accurate results before the flight.
TAKE- OFF CONDITIONS

Different weather conditions may be encountered at the take-- off :
D NORMAL CONDITIONS
D ATMOSPHERIC ICING CONDITIONS
Atmospheric icing conditions exist when OAT on the ground and for take off is at or below
5 C or when TAT in flight is at or below 7 C and visible moisture in any form is present
(clouds, fog with visibility of less than one mile, rain, snow, sleet and ice crystals).
D GROUND ICING CONDITIONS
Ground icing conditions exist when OAT on the ground is at or below 5 C and when
surface snow, standing water, or slush is present on the ramps, taxiways and runways.
Note : TAKE-- OFF IS PROHIBITED when frost, snow or ice is adhering to the wings,
control surfaces or propellers.
Different runway conditions may be encountered:
D dry
D wet (less than 1/8 inch or 3 mm of water)
D contaminated by:
- water or slush between 1/8 and 1/2 inch (3 and 12,7 mm)
- loose snow : must be considered as slush. To determine the equivalent slush
depth, multiply the loose snow depth by : 1,25 x (actual loose snow density)
- compact snow
- ice
D damp : a runway is damp when it is not perfectly dry, but when the water does not
give it a shiny appearance.
For a damp runway, we do not consider any performance limitation.
Mod 5948
TAKE- OFF 3.03.01
P2 001
GENERAL APR 11
AA
TAKE- OFF SPEEDS
The take-- off speeds meet the requirements of the applicable regulations :
V1 V1 limited by VMCG V2 1.13 VSR
VR 1.05 VMCA V2 1.1 VMCA
V2 upper limit is 1.25 VSR to avoid excessive take-- off runs or distances.
D NORMAL CONDITIONS
The V2/VSR speed ratio may be optimized between 1.13 and 1.25.
D ICING CONDITIONS
Minimum manoeuvre/operating speeds must be increased to keep a sufficient margin

with regart to VS1g. The V2/VSR speed ratio must at least be equal to 1,22.
Moid 5948
APR 11
Mod 5948
TAKE- OFF 3.03.02
P2 001
METHODOLOGY APR 11
AA
The QRT (3.03.04) are to be used in relation with the method described in
3.03.02 page 3 by the airlines that do not have the FOS.
The QRT are RTOW charts computed with the FOS, but not optimized.
D In case of non limiting (NL) runway, the maximum take-- off weight is the maximum
structural take-- off weight and the take-- off speeds must be read in the 3-- 03-- 05
chapter or in the quick reference handbook, associated with the actuel take-- off
weight.
D In case of limiting runway, a maximum take-- off weight and the associated speeds
are provided in the chart.
The limitation is indicated under a specific code form :
1 = structure 5 = tyre speed
2 = 2nd segment 6 = brakes energy
3 = runway 7 = runway 2 engines
4 = obstacle 8 = final take-- off
The limitation code appears always twice in order to cover optimization taking into
account two simultaneous limitations (2-- 2 means 2nd segment only; 2-- 4 means both
2nd segment and obstacle limitation).
The actual take-- off weight must be less or equal to the computed maximum take-- off
weight.
The take-- off speeds to be used must be the speeds indicated in the chart, even if the
actual weight is lower than the computed weight.
Note : Due to the conservative definition of NL area a gap can be encountered between
NL speeds and FOS optimized speeds when the computation case is at the NL
border.
Mod 5948
TAKE- OFF 3.03.02
P3 001
METHODOLOGY APR 11
AA
DETERMINATION OF THE TOW
FOR SPEED CALCULATION : REFER TO 3.03.05 PAGE 1
Mod 5948
TAKE- OFF 3.03.02
P4 550
METHODOLOGY APR 11
AA
NL DETERMINATION
In order to determine if the runway is limiting or not, use the charts in :
3.03.02 page 5 for normal atmospheric conditions
3.03.02 page 6 for icing atmospheric conditions
according to the examples given hereafter and the method given in page 3.
NORMAL ATMOSPHERIC CONDITIONS 3.03.02 PAGE 5
Wind = + 10 kt (headwind) Dry runway No obstacle

TORA = 1 800 m Pressure altitude = 3 000 ft
TODA = 1 870m (computed from airport elevation and actual QNH)
ASDA = 1 950 m Slope = + 0,6 % (uphill)
METHOD
D take the shorter length of ASDA and TODA, i.e 1 870 m
D Iocate this length on the length axis (point A)
D reaching first the reference fine, correct this length according to the runway slope
(0,6) and wind value (10) following the arrows
D in the altitudes/temperatures field select the iso-- altitude i.e. 3 000 ft
RESULT
D for MTOW 22.5 t, after corrections, the point A is transferred to A on the iso-- altitude
line 3 000 ft and determines the upper temperature limit, i.e.+ 20.5C.
The lower temperature limit is defined by the point C i.e. - 20C.
The runway is NOT LIMITING for temperatures between - 20C and + 20.5C.
D for MTOW 22.8 t, substract 6C from the upper limit, tranferring A to A, leading to an
upper temperature limit of +14.5C.
The runway is NOT LIMITING for temperatures between - 20C and +14.5C.
ICING ATMOSPHERIC CONDITIONS 3.03.02 PAGE 6

Same assumptions than in the preceding example but wet runway, and pressure
altitude = 0 ft and ASDA = TODA = 1890 m.
METHOD
D take the shorter length of ASDA and TODA, i.e. 1 890 m
D apply the length decrement due to contamination condition, i.e. 140 m, you obtain
an equivalent length of 1 750 m (point B)
RESULT
D proceeding as preceding example, the runway is NOT LIMITING for temperatures
between - 15C and + 3.8C, for MTOW 22.5 t.
D for MTOW 22.8 t, proceeding as preceding example, the runway is NOT LIMITING for
temperatures between - 15C and - 2.2C.
Mod : (4671 or 5555) + 5948 Eng. : PW127F / PW127M
TAKE- OFF 3.03.02
P5 560
METHODOLOGY APR 11
AA
NORMAL CONDITIONS
NL CHART
NORMAL ATMOSPHERIC CONDITIONS
MTOW = 22800 KG
Mod : 5555 + 5948 Eng. : PW127F / PW127M BOOST OFF

TAKE- OFF 3.03.02
P6 560
METHODOLOGY APR 11
AA
ICING CONDITIONS
NL CHART
ICING ATMOSPHERIC CONDITIONS
MTOW = 22800 KG

TAKE- OFF 3.03.03
P1 500
CORRECTIONS APR 11
AA
AIR CONDITIONING
Take-- off performances are computed with AIR CONDITIONING ON.
To take into account the effect of AIR CONDITIONING OFF, increase the runway lengths by
3 % and take the actual OAT.
Note : The FOS, in accordance with AFM, takes into account a conservative
performance decrement linked to the thermodynamical limitation of the engine.
If the day conditions authorize a mechanical limit operation of the engine (i.e.
torque bleed ON = 90 % for TO and 100 % for RTO), the take-- off may be performed
air conditioning ON without performance penalty.
Mod : 5948 Eng. PW127F / PW127M

TAKE- OFF 3.03.03
P2 500
CORRECTIONS APR 11
AA
RUNWAY SLOPE
Decrease the runway length by 400 m (1320 ft) for 1 % uphill slope.
For a better accuracy, use the chart given in 3.03.02 page 5 or 6.
WIND
Decrease the runway length by 400 m (1320 ft) for 10 kt tailwind.
QNH
To use a chart computed at the standard pressure when the actual QNH is not standard,
follow the hereafter procedure :
1) With the actual wind and temperature, if necessary corrected by air conditioning
influence, enter the chart and read the take-- off weight and the associated limitation.
2) Apply the QNH correction :

QNH > 1013.25 HPa or 29.92 in Hg
No credit in case of brakes energy limitation, keep the values of the chart.
For all other limitations, add 80 kg (175 lb) to the TOW for each 10 HPa (0.29 in Hg)
above the standard pressure.
For QNH 1050 Hpa, keep the values of 1050 HPa.
QNH < 1013.25 HPa or 29.92 in Hg
Substract 240 kg (530 lb) to the TOW for each 10 HPa (0.29 in Hg) below the
standard pressure.
3) With the new TOW, enter again the chart to interpolate the take-- off speeds.
Mod : 5948 Eng. PW127F / PW127M

TAKE- OFF 3.03.03
P 2A 500
CORRECTIONS APR 11
AA
NON DRY RUNWAYS

A non dry runway may be :
- wet,
- contaminated by water or slush, loose snow*, compacted snow, ice.
*Loose snow : must be considered as slush. To determine the equivalent slush depth,
multiply the loose snow depth by : 1.25 x (actual loose snow density)
1 - Contaminated runway
At take off, the aircraft lateral controllability depends on :
- the exact contaminant characteristics,
- the cross wind component,
- the runway width and visual references.
Since these factors do not allow sufficient accuracy for predicting the effect of
asymmetrical reverse thrust, it is therefore not recommended to use single engine reverse
thrust for take-- off on contaminated runway.
Performances without reverser only are to be used for flight preparation.
2 - Wet runways
In this particular condition, the single reverser use is perfectly controllable and leads to the
minimum stop distance in case of rejected take-- off.
3 - Non dry runways corrections for FCOM computation

According to the previous assumptions, decrease the runway length by the following
values to take into account the runway contamination :
RUNWAY CONTAMINATION CORRECTION
Wet 140 m (460 ft)
Water or slush between 3 mm (1/8 in) and

550 m (1800 ft)
6.3 mm (1/4 in)
Water or slush between 6.3 mm (1/4 in)

620 m (2030 ft)
and 12.7 mm (1/2 in)
Compact snow 400 m (1310 ft)
Ice 1060 m (3480 ft)
Mod : 5948 Eng. PW127F / PW127M

.
TAKE- OFF 3.03.03
P3 300
CORRECTIONS APR 11
AA
WAT (WEIGHT ALTITUDE TEMPERATURE)

Maximum weight to face 2nd segment or final take-- off climb requirement.
Apply if necessary the weight decrements due to obstacles or abnormal configurations.
NORMAL CONDITIONS
Temperature AIRPORT PRESSURE ALTITUDE (ft)
(C) 0 1000 2000
0 24255 kg (53470 lb) 23935 kg (52760 lb) 23615 kg (52055 lb)
10 23920 kg (52730 lb) 23605 kg (52040 lb) 23295 kg (51360 lb)
20 23600 kg (52030lb) 23300 kg (51360 lb) 22995 kg (50690 lb)
25 23450 kg (51695 lb) 23150 kg (51030 lb) 22845 kg (50360 lb)
30 23305 kg (51380 lb) 22990 kg (50685 lb) 22300 kg (49155 lb)
34 23190 kg (51125 lb) 22500 kg (49600 lb) 21635 kg (47695 lb)
38 22680 kg (50000 lb) 21815 kg (48095 lb) 20975 kg (46240 lb)
40 22330 kg (49225 lb) 21475 kg (47345 lb) 20645 kg (45510 lb)
45 21450 kg (47290 lb) 20625 kg (45465 lb) 19825 kg (43705 lb)
50 20565 kg (45335 lb) 19770 kg (43585 lb) 19010 kg (41910 lb)
Temperature AIRPORT PRESSURE ALTITUDE (ft)

(C) 4000 6000 8000
0 22995 kg (50695 lb) 22105 kg (48735 lb) 21090 kg (46490 lb)
10 22680 kg (49995 lb) 21665 kg (47760 lb) 20015 kg (44120 lb)
20 22115 kg (48750lb) 20405 kg (44985 lb) 18830 kg (41505 lb)
25 21350 kg (47070 lb) 19715 kg (43460 lb) 18190 kg (40100 lb)
30 20590 kg (45395 lb) 19010 kg (41900 lb) 17540 kg (38670 lb)
35 19835 kg (43720 lb) 18305 kg (40350 lb) 16890 kg (37235 lb)
40 19075 kg (42050 lb) 17610 kg (38820 lb) 16245 kg (35815 lb)
ICING CONDITIONS
FLAPS 15
PRESSURE
0 1000 2000 4000 6000 8000
ALTITUDE (ft)
at or below 0C 24030 kg 23710 kg 23125 kg 21915 kg 20900 kg 20125 kg
(52975 lb) (52275 lb) (50980 lb) (48310 lb) (46070 lb) (44365 lb)
at or below 5C 23860 kg 23425 kg 22820 kg 21635 kg 20685 kg 19955 kg
(52560 lb) (51645 lb) (50310 lb) (47695 lb) (45600 lb) (43995 lb)
Mod : 5948 Eng. : PW127F / PW127M

TAKE- OFF 3.03.03
P4 500
CORRECTIONS APR 11
AA
CLOSE OBSTACLES IN NORMAL CONDITIONS
Locate the close obstacles on the following graph and determine the decrement to apply
to the WAT limiting weight previously computed to define the obstacles limiting weight.
EXAMPLES
5300 11685
OBSTACLE LOCATION : 20 Ft AT 300 m
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 4700 10360

THE WIND REFERENCE LINE, GO TO THE NEEDED
WIND VALUE THEN GO VERTICALLY TO THE INTER- 4300 9480
SECTION WITH THE OBSTACLE HEIGHT LINE.
-- NO WIND 3600 7935

THE WAT DECREMENT IS 1400 Kg (3085 Lb)
-- WIND = --8 Kt (TAIL) 2900 6395
2300 5070
1400 3085
800 1765
0 0
Kg Lb
WEIGHT
DECRE-
MENT
OBSTACLE DISTANCE FROM END OF RUNWAY (M)
Mod : 5948 Eng. : PW127F / PW127M

TAKE- OFF 3.03.03
P 4A 500
CORRECTIONS APR 11
AA
REMOTE OBSTACLES IN NORMAL CONDITIONS
Locate the remote obstacles on the following graph and determine the decrement to apply
EXAMPLES
5300 11685
OBSTACLE LOCATION : 600 Ft AT 7.5 Km
4700 10360
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO
THE WIND REFERENCE LINE, GO TO THE NEEDED
WIND VALUE THEN GO VERTICALLY TO THE INTER- 4300 9480
SECTION WITH THE OBSTACLE HEIGHT LINE.
3600 7935
-- NO WIND
-- WIND = --6 Kt (TAIL) 2900 6395
2300 5070
1400 3085
800 1765
0 0
Kg Lb
WEIGHT
DECRE-
MENT
OBSTACLE DISTANCE FROM END OF RUNWAY
Mod : 5948 Eng. : PW127F / PW127M

.
TAKE- OFF 3.03.03
P5 500
CORRECTIONS APR 11
AA
CLOSE OBSTACLES IN ICING CONDITIONS
Locate the close obstacles on the following graph and determine the decrement to apply
160
OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)
150 5120 11290

EXAMPLES
140
OBSTACLE LOCATION : 40 Ft AT 400 m 4610 10160
130
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO 4070 8960
THE WIND REFERENCE LINE, GO TO THE NEEDED WIND
120
VALUE THEN GO VERTICALLY TO THE INTERSECTION
WITH THE OBSTACLE HEIGHT LINE. 3500 7700
110
-- NO WIND
100 2890 6360
-- WIND = --10 Kt (TAIL)
90 2240
THE WAT DECREMENT IS 4190 Kg (9240 Lb) 4930
80
1540 3400
70
800 1760
60
0 0
50
40 Kg Lb
30
WEIGHT
20 DECREMENT
10
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (M)

0
0 100 200 300 400 500 600 700 800 900 1000
20
TAIL WIND (KT) NOISE
10
REF
0
--10
--20
Mod : 5948 Eng. : PW127F / PW127M

.
TAKE- OFF 3.03.03
P 5A 500
CORRECTIONS APR 11
AA
REMOTE OBSTACLES IN ICING CONDITIONS
Locate the remote obstacles on the following graph and determine the decrement to apply
1600
OBSTACLE HEIGHT ABOVE REFERENCE ZERO (FT)
5120 11290
1500
EXAMPLES 4610 10160
1400
OBSTACLE LOCATION : 450 Ft AT 5 Km
1300 4070 8960
FROM THE OBSTACLE DISTANCE, GO FIRST DOWN TO
1200 THE WIND REFERENCE LINE, GO TO THE NEEDED
3500 7700
WIND VALUE THEN GO VERTICALLY TO THE INTER-
1100 SECTION WITH THE OBSTACLE HEIGHT LINE.
2890 6360
1000 -- NO WIND
900 -- WIND = --10 Kt (TAIL) 2240 4930
800 1540 3400
700
800 1760
600
0 0
500
400 Kg Lb
300
WEIGHT
200 DECRE-
MENT
100
OBSTACLE DISTANCE FROM THE REFERENCE ZERO (KM)

0
0 1 2 3 4 5 6 7 8 9 10
20
TAIL WIND (KT) NOISE
10
REF
0
--10
--20
Mod : 5948 Eng. : PW127F / PW127M

.
TAKE- OFF 3.03.03
P6 550
CORRECTIONS APR 11
AA
BRAKES ENERGY LIMITATION

NORMAL CONDITIONS : USE FOR ANY TAILWIND UP TO 15 KT

.
TAKE- OFF 3.03.03
P7 550
CORRECTIONS APR 11
AA
BRAKES ENERGY LIMITATION

ICING CONDITIONS
USE FOR ANY TAILWIND UP TO 15 KT
(LB)

.
TAKE- OFF 3.03.04
P1 500
QUICK REFERENCE TABLES APR 11
The QRT are computed on a dry runway at standard pressure, with air conditioning ON, no
wind, no obstacle, and no slope.
Entry parameters must be determined as indicated in 3.03.02 P 3.
NORMAL CONDITIONS
The QRT are computed with V2/VSR = 1,143 and V1/VR = 1.
ICING CONDITIONS
The QRT are computed with V2/VSR = 1,231 and V1/VR = 1.
In case of ground icing conditions, if atmospheric icing conditions does not exist, the
V2/VSR speed ratio may be the same as in normal conditions.
Note : All regulatory limitations are taken into account in the QRT, except the structural
limitation.
When the QRT indicates a weight value above the certified structural value, that
means that the runway is NL in the conditions of computation of the QRT.
In any cases, the actual TOW must always be less than the certified MTOW
associated to the operated ATR version.
Mod : 5948 Eng. : PW127F / PW127M

TAKE- OFF 3.03.04
P2 500
AA
PRESSURE ALTITUDE ZP=0 FT-- FLAPS 15

NORMAL CONDITIONS
T--- CORRECTED MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
E --- RUNWAY V1(IAS-- KT) -- VR(IAS-- KT) -- V2(IAS-- KT)
M --- LENGTH
P(C) --- (M) 1000 m 1100 m 1200 m 1300 m
20304 3-
3 -3 21382 3-
3 -3 22356 3-
3 -3 23260 3-
3 -3
---10.0
10 0 104 104 109 107 107 112 110 110 115 113 113 117
- - - - - - - 20896 3-
3 -3 21878 3-
3 -3 22779 3-
3 -3
00
0.0 106 106 111 109 109 114 112 112 116
- - - - - - - 20613 3-
3 -3 21598 3-
3 -3 22503 3-
3 -3
50
5.0 105 105 110 108 108 113 111 111 115
- - - - - -- 20333 3-
3 -3 21318 3-
3 -3 22227 3-
3 -3
10 0
10.0 104 104 109 107 107 112 110 110 114
- - - - - - - 20062 3-
3 -3 21044 3-
3 -3 21954 3-
3 -3
15 0
15.0 104 104 109 107 107 111 109 109 114
- - - - - - - 19791 3-
3 -3 20771 3-
3 -3 21680 3-
3 -3
20 0
20.0 103 103 108 106 106 111 109 109 113
- - - - - - - 19529 3-
3 -3 20504 3-
3 -3 21412 3-
3 -3
25 0
25.0 102 102 107 105 105 110 108 108 112
- - - - - - - 19271 3-
3 -3 20241 3-
3 -3 21145 3-
3 -3
30 0
30.0 101 101 106 104 104 109 107 107 112
- - - - - - - 19021 3-
3 -3 19984 3-
3 -3 20883 3-
3 -3
35 0
35.0 101 101 105 104 104 108 106 106 111
- - - - - - - 18595 3-
3 -3 19543 3-
3 -3 20434 3-
3 -3
40 0
40.0 99 99 104 103 103 107 105 105 110
- - - - - - - 18156 3-
3 -3 19084 3-
3 -3 19961 3-
3 -3
45 0
45.0 98 98 103 101 101 106 104 104 108
- - - - - - - 17707 3-
3 -3 18616 3-
3 -3 19474 3-
3 -3
50 0
50.0 97 97 102 100 100 104 103 103 107
ICING CONDITIONS
18494 3-
3 -3 19570 3-
3 -3 20539 3-
3 -3 21421 3-
3 -3
---20.0
20 0 107 107 113 110 110 116 114 114 119 117 117 122
18093 3-
3 -3 19160 3-
3 -3 20130 3-
3 -3 21016 3-
3 -3
---10.0
10 0 105 105 111 109 109 115 113 113 118 116 116 121
17901 3-
3 -3 18963 3-
3 -3 19932 3-
3 -3 20818 3-
3 -3
---5.0
50 105 105 111 109 109 114 112 112 117 115 115 120
17624 3-
3 -3 18678 3-
3 -3 19642 3-
3 -3 20528 3-
3 -3
00
0.0 104 104 110 108 108 113 111 111 116 114 114 119
17360 3-
3 -3 18403 3-
3 -3 19362 3-
3 -3 20246 3-
3 -3
50
5.0 103 103 109 107 107 112 110 110 115 113 113 118
Mod : 5948 Eng. : PW127F / PW127M BOOST OFF

TAKE- OFF 3.03.04
P3 500
AA

NORMAL CONDITIONS
MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
T--- CORRECTED
T
M --- LENGTH 1700 m
P(C) --- (M) 1400 m 1500 m 1600 m
and+
24123 3-
3 -3 24790 3-
3 -3 24873 2-
2 -2 24873 2-
2 -2
---10.0
10 0 116 116 119 118 118 121 118 118 121 118 118 121
23596 3-
3 -3 24231 3-
3 -3 24510 2-
2 -2 24510 2-
2 -2
00
0.0 114 114 118 117 117 120 117 117 120 117 117 120
23347 3-
3 -3 23968 3-
3 -3 24333 2-
2 -2 24333 2-
2 -2
50
5.0 114 114 117 116 116 119 117 117 120 117 117 120
23074 3-
3 -3 23704 3-
3 -3 24165 2-
2 -2 24165 2-
2 -2
10 0
10.0 113 113 117 115 115 118 116 116 120 116 116 120
22801 3-
3 -3 23452 3-
3 -3 23998 2-
2 -2 23998 2-
2 -2
15 0
15.0 112 112 116 114 114 118 116 116 119 116 116 119
22529 3-
3 -3 23204 3-
3 -3 23780 3-
3 -3 23842 2-
2 -2
20 0
20.0 111 111 115 114 114 117 115 115 119 116 116 119
22261 3-
3 -3 22969 3-
3 -3 23530 3-
3 -3 23685 2-
2 -2
25 0
25.0 111 111 115 113 113 116 115 115 118 115 115 118
21993 3-
3 -3 22750 3-
3 -3 23286 3-
3 -3 23531 2-
2 -2
30 0
30.0 110 110 114 112 112 116 114 114 117 115 115 118
21730 3-
3 -3 22530 3-
3 -3 23054 3-
3 -3 23376 2-
2 -2
35 0
35.0 109 109 113 112 112 115 113 113 117 114 114 117
21272 3-
3 -3 22014 3-
3 -3 22485 2-
2 -2 22485 2-
2 -2
40 0
40.0 108 108 112 110 110 114 112 112 115 112 112 115
20790 3-
3 -3 21456 3-
3 -3 21547 2-
2 -2 21547 2-
2 -2
45 0
45.0 107 107 111 109 109 112 109 109 113 109 109 113
20182 3-
3 -3 20633 2-
2 -2 20633 2-
2 -2 20633 2-
2 -2
50 0
50.0 105 105 109 107 107 110 107 107 110 107 107 110
ICING CONDITIONS
22228 3-
3 -3 22972 3-
3 -3 23724 3-
3 -3 24477 3-
3 -3
---20.0
20 0 119 119 124 122 122 126 124 124 128 127 127 130
21831 3-
3 -3 2258453-- 3
2258453 23306 3-
3 -3 24001 7-
7 -7
---10.0
10 0 118 118 123 121 121 125 123 123 127 125 125 129
21635 3-
3 -3 22356 7-
7 -7 23022 7-
7 -7 23696 7-
7 -7
---5.0
50 118 118 122 120 120 124 122 122 126 124 124 128
21348 3-
3 -3 22083 7-
7 -7 22746 7-
7 -7 23398 7-
7 -7
00
0.0 117 117 122 119 119 124 121 121 125 123 123 127
21066 3-
3 -3 21818 7-
7 -7 22477 7-
7 -7 23113 7-
7 -7
50
5.0 116 116 121 119 119 123 121 121 125 123 123 126

TAKE- OFF 3.03.04
P4 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(C) --- (M) 1100 m 1200 m 1300 m 1400 m
20914 3-
3 -3 21896 3-
3 -3 22796 3-
3 -3 23614 3-
3 -3
---10.0
10 0 106 106 111 109 109 114 112 112 116 115 115 118
20333 3-
3 -3 21318 3-
3 -3 22226 3-
3 -3 23073 3-
3 -3
00
0.0 104 104 109 107 107 112 110 110 114 113 113 117
20052 3-
3 -3 21034 3-
3 -3 21944 3-
3 -3 22791 3-
3 -3
50
5.0 104 104 108 107 107 111 109 109 114 112 112 116
19774 3-
3 -3 20753 3-
3 -3 21662 3-
3 -3 22511 3-
3 -3
10 0
10.0 103 103 108 106 106 110 109 109 113 111 111 115
19503 3-
3 -3 20477 3-
3 -3 21385 3-
3 -3 22233 3-
3 -3
15 0
15.0 102 102 107 105 105 110 108 108 112 111 111 115
19238 3-
3 -3 20207 3-
3 -3 21110 3-
3 -3 21959 3-
3 -3
20 0
20.0 101 101 106 104 104 109 107 107 111 110 110 114
18982 3-
3 -3 19944 3-
3 -3 20843 3-
3 -3 21689 3-
3 -3
25 0
25.0 100 100 105 104 104 108 106 106 111 109 109 113
- - - - - - - 19689 3-
3 -3 20582 3-
3 -3 21425 3-
3 -3
30 0
30.0 103 103 107 106 106 110 108 108 112
- - - - - - - 19343 3-
3 -3 20228 3-
3 -3 21063 3-
3 -3
35 0
35.0 102 102 106 105 105 109 107 107 111
- - - - - - - 18933 3-
3 -3 19803 3-
3 -3 20628 3-
3 -3
40 0
40.0 101 101 105 104 104 108 106 106 110
- - - - - - - 18474 3-
3 -3 19326 3-
3 -3 20088 3-
3 -3
45 0
45.0 100 100 104 103 103 106 105 105 109
- - - - - - - 17974 3-
3 -3 18804 3-
3 -3 19424 3-
3 -3
50 0
50.0 99 99 102 101 101 105 103 103 107
ICING CONDITIONS
19295 3-
3 -3 20265 3-
3 -3 21150 3-
3 -3 21963 3-
3 -3
---20.0
20 0 110 110 115 113 113 118 116 116 121 119 119 123
18695 3-
3 -3 19660 3-
3 -3 20546 3-
3 -3 21366 3-
3 -3
---10.0
10 0 108 108 113 111 111 116 114 114 119 117 117 122
18411 3-
3 -3 19369 3-
3 -3 20253 3-
3 -3 21074 3-
3 -3
---5.0
50 107 107 112 110 110 116 113 113 118 116 116 121
18135 3-
3 -3 19085 3-
3 -3 19967 3-
3 -3 20785 3-
3 -3
00
0.0 106 106 111 109 109 115 112 112 117 115 115 120
17869 3-
3 -3 18810 3-
3 -3 19686 3-
3 -3 20502 3-
3 -3
50
5.0 105 105 111 108 108 114 112 112 117 114 114 119

TAKE- OFF 3.03.04
P5 500
AA

NORMAL CONDITIONS
T--- CORRECTED
T
M --- LENGTH 1800 m
P(C) --- (M) 1500 m 1600 m 1700 m
and+
24251 3-
3 -3 24540 2-
2 -2 24450 2-
2 -2 24540 2-
2 -2
---10.0
10 0 117 117 120 117 117 121 117 117 121 117 117 121
23706 3-
3 -3 24184 2-
2 -2 24184 2-
2 -2 24184 2-
2 -2
00
0.0 115 115 118 117 117 120 117 117 120 117 117 120
23445 3-
3 -3 24011 2-
2 -2 24011 2-
2 -2 24011 2-
2 -2
50
5.0 114 114 118 116 116 119 116 116 119 116 116 119
23191 3-
3 -3 23765 3-
3 -3 23843 2-
2 -2 23843 2-
2 -2
10 0
10.0 113 113 117 115 115 119 116 116 118 116 116 118
22949 3-
3 -3 23507 3-
3 -3 23679 2-
2 -2 23679 2-
2 -2
15 0
15.0 113 113 116 115 115 118 115 115 118 115 115 118
22724 3-
3 -3 23257 3-
3 -3 23518 2-
2 -2 23518 2-
2 -2
20 0
20.0 112 112 116 114 114 117 115 115 118 115 115 118
22489 3-
3 -3 23020 3-
3 -3 23359 2-
2 -2 23359 2-
2 -2
25 0
25.0 111 111 115 113 113 117 114 114 117 114 114 117
22223 3-
3 -3 22803 3-
3 -3 23189 2-
2 -2 23189 2-
2 -2
30 0
30.0 111 111 114 113 113 116 114 114 117 114 114 117
21857 3-
3 -3 22382 2-
2 -2 22477 2-
2 -2 22477 2-
2 -2
35 0
35.0 110 110 114 111 111 115 112 112 115 112 112 115
21277 3-
3 -3 21587 2-
2 -2 21587 2-
2 -2 21587 2-
2 -2
40 0
40.0 108 108 112 109 109 113 109 109 113 109 109 113
20637 3-
3 -3 20700 2-
2 -2 20700 2-
2 -2 20700 2-
2 -2
45 0
45.0 107 107 110 107 107 110 107 107 110 107 107 110
197818 2-
2 -2 19818 2-
2 -2 19818 2-
2 -2 19818 2-
2 -2
50 0
50.0 105 105 108 105 105 108 105 105 108 105 105 108
ICING CONDITIONS
22671 7-
7 -7 23355 7-
7 -7 24047 7-
7 -7 24716 3-
3 -3
---20.0
20 0 121 121 125 123 123 127 125 125 129 126 126 130
22101 7-
7 -7 22764 7-
7 -7 23418 7-
7 -7 24077 2-
2 -2
---10.0
10 0 119 119 124 121 121 125 123 123 127 125 125 129
21826 7-
7 -7 22486 7-
7 -7 23122 7-
7 -7 23766 7-
7 -7
---5.0
50 119 119 123 121 121 125 123 123 126 125 125 128
21551 3-
3 -3 22211 7-
7 -7 22840 7-
7 -7 23465 7-
7 -7
00
0.0 118 118 122 120 120 124 122 122 126 124 124 127
21267 3-
3 -3 21941 7-
7 -7 22567 7-
7 -7 23174 7-
7 -7
50
5.0 117 117 121 119 119 123 121 121 125 123 123 127

TAKE- OFF 3.03.04
P6 500
AA
PRESSURE ALTITUDE ZP= 2000 FT-- FLAPS 15

NORMAL CONDITIONS
M --- LENGTH
P(C) --- (M) 1100 m 1200 m 1300 m 1400 m
20349 3-
3 -3 21334 3-
3 -3 22242 3-
3 -3 23089 3-
3 -3
---10.0
10 0 104 104 109 107 107 112 110 110 115 113 113 117
19771 3-
3 -3 20750 3-
3 -3 21660 3-
3 -3 22509 3-
3 -3
00
0.0 103 103 108 106 106 110 109 109 113 111 111 115
19490 3-
3 -3 20465 3-
3 -3 21372 3-
3 -3 22222 3-
3 -3
50
5.0 102 102 107 105 105 110 108 108 112 110 110 114
19218 3-
3 -3 20188 3-
3 -3 21090 3-
3 -3 21939 3-
3 -3
10 0
10.0 101 101 106 104 104 109 107 107 111 110 110 114
- - - - - - - 19913 3-
3 -3 20811 3-
3 -3 21657 3-
3 -3
15 0
15.0 103 103 108 106 106 111 109 109 113
- - - - - - - 19647 3-
3 -3 20539 3-
3 -3 21381 3-
3 -3
20 0
20.0 103 103 107 106 106 110 108 108 112
- - - - - - - 19390 3-
3 -3 20277 3-
3 -3 21112 3-
3 -3
25 0
25.0 102 102 107 105 105 109 107 107 111
- - - - - - - 19052 3-
3 -3 19927 3-
3 -3 20756 3-
3 -3
30 0
30.0 101 101 106 104 104 108 106 106 110
- - - - - - - 18656 3-
3 -3 19516 3-
3 -3 20333 3-
3 -3
35 0
35.0 100 100 104 103 103 107 105 105 109
- - - - - - - 18243 3-
3 -3 19085 3-
3 -3 19887 3-
3 -3
40 0
40.0 99 99 103 102 102 106 104 104 108
- - - - - - - 17771 3-
3 -3 18591 3-
3 -3 19297 3-
3 -3
45 0
45.0 98 98 102 101 101 104 103 103 106
- - - - - - - 17278 3-
3 -3 18074 3-
3 -3 18660 3-
3 -3
50 0
50.0 96 96 100 99 99 103 101 101 104
ICING CONDITIONS
18732 3-
3 -3 19698 3-
3 -3 20584 3-
3 -3 21403 3-
3 -3
---20.0
20 0 108 108 113 111 111 117 114 114 119 117 117 122
18151 3-
3 -3 19101 3-
3 -3 19983 3-
3 -3 20802 3-
3 -3
---10.0
10 0 106 106 112 109 109 115 113 113 117 115 115 120
17873 3-
3 -3 18815 3-
3 -3 19691 3-
3 -3 20507 3-
3 -3
---5.0
50 105 105 111 108 108 114 112 112 117 114 114 119
17607 3-
3 -3 18539 3-
3 -3 19407 3-
3 -3 20220 3-
3 -3
00
0.0 104 104 110 108 108 113 111 111 116 114 114 118
17348 3-
3 -3 18269 3-
3 -3 19130 3-
3 -3 19938 3-
3 -3
50
5.0 103 103 109 107 107 112 110 110 115 113 113 117

TAKE- OFF 3.03.04
P7 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1800 m
P(C) --- (M) 1500 m 1600 m 1700 m
and+
23726 3-
3 -3 24206 2-
2 -2 24206 2-
2 -2 24206 2-
2 -2
---10.0
10 0 115 115 118 117 117 120 117 117 120 117 117 120
23194 3-
3 -3 23769 3-
3 -3 23858 2-
2 -2 23858 2-
2 -2
00
0.0 114 114 117 115 115 119 116 116 119 116 116 118
22944 3-
3 -3 23501 3-
3 -3 23689 2-
2 -2 23689 2-
2 -2
50
5.0 113 113 116 115 115 118 115 115 118 115 115 118
22712 3-
3 -3 23244 3-
3 -3 23521 2-
2 -2 23521 2-
2 -2
10 0
10.0 112 112 116 114 114 117 115 115 118 115 115 118
22457 3-
3 -3 22997 3-
3 -3 23355 2-
2 -2 23355 2-
2 -2
15 0
15.0 111 111 115 113 113 117 114 114 117 114 114 117
22179 3-
3 -3 22771 3-
3 -3 23191 2-
2 -2 23191 2-
2 -2
20 0
20.0 111 111 114 112 112 116 114 114 117 114 114 117
21907 3-
3 -3 22549 3-
3 -3 23027 2-
2 -2 23027 2-
2 -2
25 0
25.0 110 110 114 112 112 115 113 113 117 113 113 117
21544 3-
3 -3 22184 3-
3 -3 22427 2-
2 -2 22427 2-
2 -2
30 0
30.0 109 109 113 111 111 114 112 112 115 112 112 115
21090 3-
3 -3 21569 2-
2 -2 21569 2-
2 -2 21569 2-
2 -2
35 0
35.0 108 108 111 109 109 113 109 109 113 109 109 113
20486 3-
3 -3 20724 2-
2 -2 20724 2-
2 -2 20724 2-
2 -2
40 0
40.0 106 106 110 107 107 110 107 107 110 107 107 110
19828 3-
3 -3 19878 2-
2 -2 19878 2-
2 -2 19878 2-
2 -2
45 0
45.0 105 105 108 105 105 108 105 105 108 105 105 108
19031 2-
2 -2 19031 2-
2 -2 19031 2-
2 -2 19031 2-
2 -2
50 0
50.0 102 102 105 102 102 105 102 102 105 102 102 105
ICING CONDITIONS
22140 7-
7 -7 22803 7-
7 -7 23460 7-
7 -7 24122 2-
2 -2
---20.0
20 0 119 119 124 122 122 126 124 124 127 126 126 129
21567 3-
3 -3 22230 7-
7 -7 22859 7-
7 -7 23486 7-
7 -7
---10.0
10 0 118 118 122 120 120 124 122 122 126 124 124 127
21272 3-
3 -3 21950 7-
7 -7 22575 7-
7 -7 23184 7-
7 -7
---5.0
50 117 117 121 119 119 123 121 121 125 123 123 127
20983 3-
3 -3 21677 7-
7 -7 22299 7-
7 -7 22897 7-
7 -7
00
0.0 116 116 120 118 118 122 120 120 124 122 122 126
20697 3-
3 -3 21407 7-
7 -7 22024 7-
7 -7 22618 7-
7 -7
50
5.0 115 115 120 118 118 122 120 120 123 121 121 125
Mod :5948 Eng. : PW127F / PW127M BOOST OFF

TAKE- OFF 3.03.04
P8 500
AA

NORMAL CONDITIONS
T --- CORRECTED MAX TAKE-- OFF WEIGHT (KG) -- LIMITATIONS
M --- LENGTH
P(C) --- (M) 1200 m 1300 m 1400 m 1500 m
20187 3-
3 -3 21090 3-
3 -3 21938 3-
3 -3 22721 3-
3 -3
---10.0
10 0 104 104 109 107 107 111 110 110 114 112 112 116
19607 3-
3 -3 20498 3-
3 -3 21339 3-
3 -3 22137 3-
3 -3
00
0.0 103 103 107 105 105 110 108 108 112 110 110 114
19329 3-
3 -3 20214 3-
3 -3 21048 3-
3 -3 21842 3-
3 -3
50
5.0 102 102 106 105 105 109 107 107 111 110 110 113
19058 3-
3 -3 19934 3-
3 -3 20762 3-
3 -3 21551 3-
3 -3
10 0
10.0 101 101 106 104 104 108 106 106 111 109 109 113
18796 3-
3 -3 19661 3-
3 -3 20483 3-
3 -3 21265 3-
3 -3
15 0
15.0 100 100 105 103 103 107 106 106 110 108 108 112
18516 3-
3 -3 19370 3-
3 -3 20182 3-
3 -3 20957 3-
3 -3
20 0
20.0 100 100 104 102 102 106 105 105 109 107 107 111
18163 3-
3 -3 19001 3-
3 -3 19799 3-
3 -3 20564 3-
3 -3
25 0
25.0 99 99 103 101 101 105 104 104 108 106 106 110
17755 3-
3 -3 18575 3-
3 -3 19356 3-
3 -3 20103 3-
3 -3
30 0
30.0 98 98 102 100 100 104 103 103 106 105 105 109
17309 3-
3 -3 18107 3-
3 -3 18868 3-
3 -3 19517 3-
3 -3
35 0
35.0 96 96 100 99 99 103 102 102 105 104 104 107
16857 3-
3 -3 17631 3-
3 -3 18370 3-
3 -3 18893 3-
3 -3
40 0
40.0 95 95 99 98 98 101 100 100 104 102 102 105
16406 3-
3 -3 17158 3-
3 -3 17787 3-
3 -3 18270 3-
3 -3
45 0
45.0 94 94 98 96 96 100 99 99 102 100 100 103
15982 3-
3 -3 16714 3-
3 -3 17247 3-
3 -3 17562 2-
2 -2
50 0
50.0 93 93 97 95 95 99 97 97 100 98 98 101
ICING CONDITIONS
18580 3-
3 -3 19450 3-
3 -3 20263 3-
3 -3 21027 3-
3 -3
---20.0
20 0 108 108 113 111 111 116 114 114 118 116 116 121
18009 3-
3 -3 18860 3-
3 -3 196623-- 3
196623 20417 3-
3 -3
---10.0
10 0 106 106 111 109 109 114 112 112 116 114 114 119
17738 3-
3 -3 18579 3-
3 -3 19372 3-
3 -3 20123 3-
3 -3
---5.0
50 105 105 110 108 108 113 111 111 116 114 114 118
17476 3-
3 -3 18307 3-
3 -3 19091 3-
3 -3 19835 3-
3 -3
00
0.0 104 104 109 107 107 112 110 110 115 113 113 117
17225 3-
3 -3 18044 3-
3 -3 18819 3-
3 -3 19555 3-
3 -3
50
5.0 103 103 108 106 106 111 109 109 114 112 112 116

TAKE- OFF 3.03.04
P9 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(C) --- (M) 1600 m 1700 m 1800 m
and+
23254 3-
3 -3 23550 2-
2 -2 23550 2-
2 -2 23550 2-
2 -2
---10.0
10 0 114 114 117 115 115 118 115 115 118 115 115 118
22743 3-
3 -3 23192 2-
2 -2 23192 2-
2 -2 23192 2-
2 -2
00
0.0 112 112 116 114 114 117 114 114 117 114 114 117
22499 3-
3 -3 22989 3-
3 -3 23017 2-
2 -2 23017 2-
2 -2
50
5.0 112 112 115 113 113 116 113 113 117 113 113 117
22257 3-
3 -3 22677 6-
6 -6 22677 6-
6 -6 22677 6-
6 -6
10 0
10.0 111 111 115 112 112 116 112 112 116 112 112 116
22015 3-
3 -3 22342 6-
6 -6 22342 6-
6 -6 22342 6-
6 -6
15 0
15.0 110 110 114 111 111 115 111 111 115 111 111 115
21701 3-
3 -3 22181 6-
6 -6 22181 6-
6 -6 22181 6-
6 -6
20 0
20.0 110 110 113 111 111 114 111 111 114 111 111 114
21172 3-
3 -3 21463 2-
2 -2 214632-- 2
214632 214632-- 2
214632
25 0
25.0 108 108 112 109 109 112 109 109 112 109 109 112
20612 3-
3 -3 20671 2-
2 -2 20671 2-
2 -2 20671 2-
2 -2
30 0
30.0 107 107 110 107 107 110 107 107 110 107 107 110
19882 2-
2 -2 19882 2-
2 -2 19882 2-
2 -2 19882 2-
2 -2
35 0
35.0 105 105 108 105 105 108 105 105 108 105 105 108
19100 2-
2 -2 19100 2-
2 -2 19100 2-
2 -2 19100 2-
2 -2
40 0
40.0 103 103 106 103 103 106 103 103 106 103 103 106
18323 2-
2 -2 18323 2-
2 -2 18323 2-
2 -2 18323 2-
2 -2
45 0
45.0 100 100 103 100 100 103 100 100 103 100 100 103
17549 2-
2 -2 17549 2-
2 -2 17549 2-
2 -2 17549 2-
2 -2
50 0
50.0 98 98 101 98 98 101 98 98 101 98 98 101
ICING CONDITIONS
21727 7-
7 -7 22350 7-
7 -7 22948 7-
7 -7 23167 6-
6 -6
---20.0
20 0 119 119 123 120 120 124 122 122 126 123 123 127
211343-- 3
211343 21763 7-
7 -7 22354 7-
7 -7 22498 6-
6 -6
---10.0
10 0 117 117 121 119 119 123 121 121 124 121 121 125
20834 3-
3 -3 21479 7-
7 -7 22065 7-
7 -7 22198 6-
6 -6
---5.0
50 116 116 120 118 118 122 120 120 124 120 120 124
20541 3-
3 -3 21201 7-
7 -7 21781 7-
7 -7 21912 6-
6 -6
00
0.0 115 115 119 117 117 121 119 119 123 119 119 123
20257 3-
3 -3 20926 3-
3 -3 21503 7-
7 -7 21633 6-
6 -6
50
5.0 114 114 118 117 117 120 118 118 122 119 119 122

TAKE- OFF 3.03.04
P 10 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(C) --- (M) 1200 m 1300 m 1400 m 1500 m
19040 3-
3 -3 19915 3-
3 -3 20743 3-
3 -3 21531 3-
3 -3
---10.0
10 0 101 101 106 104 104 108 106 106 110 109 109 113
18489 3-
3 -3 19342 3-
3 -3 20153 3-
3 -3 20927 3-
3 -3
00
0.0 99 99 104 102 102 106 105 105 109 107 107 111
18231 3-
3 -3 19071 3-
3 -3 19872 3-
3 -3 20640 3-
3 -3
50
5.0 99 99 103 101 101 106 104 104 108 106 106 110
17960 3-
3 -3 18789 3-
3 -3 19579 3-
3 -3 20337 3-
3 -3
10 0
10.0 98 98 102 101 101 105 103 103 107 106 106 109
17636 3-
3 -3 18449 3-
3 -3 19225 3-
3 -3 19969 3-
3 -3
15 0
15.0 97 97 101 100 100 104 102 102 106 105 105 108
17239 3-
3 -3 18033 3-
3 -3 18790 3-
3 -3 19517 3-
3 -3
20 0
20.0 96 96 100 99 99 103 101 101 105 104 104 107
16836 3-
3 -3 17609 3-
3 -3 18347 3-
3 -3 19055 3-
3 -3
25 0
25.0 95 95 99 98 98 101 100 100 103 102 102 106
16416 3-
3 -3 17169 3-
3 -3 17887 3-
3 -3 18574 3-
3 -3
30 0
30.0 94 94 98 96 96 100 99 99 102 101 101 104
15988 3-
3 -3 16720 3-
3 -3 17416 3-
3 -3 17984 3-
3 -3
35 0
35.0 92 92 97 95 95 99 97 97 101 99 99 102
15564 3-
3 -3 16278 3-
3 -3 16928 3-
3 -3 17378 3-
3 -3
40 0
40.0 91 91 95 94 94 97 96 96 99 98 98 101
15162 3-
3 -3 15860 3-
3 -3 16397 3-
3 -3 16827 3-
3 -3
45 0
45.0 90 90 94 93 93 96 94 94 98 96 96 99
14788 3-
3 -3 15474 3-
3 -3 15938 3-
3 -3 16212 2-
2 -2
50 0
50.0 89 89 93 91 91 95 93 93 96 94 94 97
ICING CONDITIONS
17495 3-
3 -3 18326 3-
3 -3 19111 3-
3 -3 19855 3-
3 -3
---20.0
20 0 104 104 109 107 107 112 110 110 115 113 113 117
16965 3-
3 -3 17772 3-
3 -3 18536 3-
3 -3 19263 3-
3 -3
---10.0
10 0 103 103 108 106 106 110 108 108 113 111 111 115
16715 3-
3 -3 17510 3-
3 -3 18264 3-
3 -3 18981 3-
3 -3
---5.0
50 102 102 107 105 105 109 107 107 112 110 110 114
16473 3-
3 -3 17256 3-
3 -3 18000 3-
3 -3 18706 3-
3 -3
00
0.0 101 101 106 104 104 109 107 107 111 109 109 113
16242 3-
3 -3 17014 3-
3 -3 17746 3-
3 -3 18444 3-
3 -3
50
5.0 100 100 105 103 103 108 106 106 110 108 108 113

TAKE- OFF 3.03.04
P 11 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(C) --- (M) 1600 m 1700 m 1800 m
and+
22246 3-
3 -3 22737 6-
6 -6 22737 6-
6 -6 22737 6-
6 -6
---10.0
10 0 111 111 115 113 113 116 113 113 116 113 113 116
21671 3-
3 -3 22104 6-
6 -6 22104 6-
6 -6 22104 6-
6 -6
00
0.0 109 109 113 111 111 114 111 111 114 111 111 114
21375 3-
3 -3 21853 6-
6 -6 21853 6-
6 -6 21853 6-
6 -6
50
5.0 109 109 112 110 110 114 110 110 114 110 110 114
21064 3-
3 -3 21621 3-
3 -3 21664 6-
6 -6 21664 6-
6 -6
10 0
10.0 108 108 111 110 110 113 110 110 113 110 110 113
20653 3-
3 -3 21137 3-
3 -3 21175 2-
2 -2 211752-- 2
211752
15 0
15.0 107 107 110 108 108 112 108 108 112 108 108 112
20138 3-
3 -3 20475 2-
2 -2 20475 2-
2 -2 20475 2-
2 -2
20 0
20.0 105 105 109 106 106 110 106 106 110 106 106 110
19614 3-
3 -3 19757 2-
2 -2 19757 2-
2 -2 19757 2-
2 -2
25 0
25.0 104 104 107 104 104 108 104 104 108 104 104 108
19025 2-
2 -2 19025 2-
2 -2 19025 2-
2 -2 19025 2-
2 -2
30 0
30.0 102 102 105 102 102 105 102 102 105 102 102 105
18301 2-
2 -2 18301 2-
2 -2 18301 2-
2 -2 18301 2-
2 -2
35 0
35.0 100 100 103 100 100 103 100 100 103 100 100 103
17598 2-
2 -2 17598 2-
2 -2 17598 2-
2 -2 17598 2-
2 -2
40 0
40.0 98 98 101 98 98 101 98 98 101 98 98 101
16905 2-
2 -2 16905 2-
2 -2 16905 2-
2 -2 16905 2-
2 -2
45 0
45.0 96 96 99 96 96 99 96 96 99 96 96 99
16212 2-
2 -2 16212 2-
2 -2 16212 2-
2 -2 16212 2-
2 -2
50 0
50.0 94 94 97 94 94 97 94 94 97 94 94 97
ICING CONDITIONS
20562 3-
3 -3 21223 7-
7 -7 21804 7-
7 -7 21944 6-
6 -6
---20.0
20 0 115 115 119 117 117 121 119 119 123 120 120 123
19957 3-
3 -3 20622 3-
3 -3 21216 7-
7 -7 21405 6-
6 -6
---10.0
10 0 113 113 117 116 116 119 118 118 121 118 118 122
19667 3-
3 -3 20326 3-
3 -3 20933 7-
7 -7 21149 6-
6 -6
---5.0
50 112 112 116 115 115 118 117 117 120 117 117 121
19384 3-
3 -3 20035 3-
3 -3 20657 7-
7 -7 20896 6-
6 -6
00
0.0 112 112 116 114 114 118 116 116 119 117 117 120
19112 3-
3 -3 19755 3-
3 -3 20376 3-
3 -3 20682 6-
6 -6
50
5.0 111 111 115 113 113 117 115 115 119 116 116 120

TAKE- OFF 3.03.04
P 12 500
AA

NORMAL CONDITIONS
M --- LENGTH
P(C) --- (M) 1200 m 1300 m 1400 m 1500 m
- - - - - - - 18777 3-
3 -3 19567 3-
3 -3 20324 3-
3 -3
---10.0
10 0 101 101 105 103 103 107 105 105 109
- - - - - - - 18189 3-
3 -3 18952 3-
3 -3 19686 3-
3 -3
00
0.0 99 99 103 102 102 105 104 104 107
- - - - - - - 17812 3-
3 -3 18558 3-
3 -3 19275 3-
3 -3
50
5.0 98 98 102 100 100 104 103 103 106
- - - - - - - 17441 3-
3 -3 18172 3-
3 -3 18871 3-
3 -3
10 0
10.0 97 97 101 99 99 103 102 102 105
- - - - - - - 17059 3-
3 -3 17771 3-
3 -3 18454 3-
3 -3
15 0
15.0 96 96 100 98 98 102 101 101 104
- - - - - - - 16667 3-
3 -3 17361 3-
3 -3 18025 3-
3 -3
20 0
20.0 95 95 98 97 97 101 99 99 103
- - - - - - - 16263 3-
3 -3 16938 3-
3 -3 17584 3-
3 -3
25 0
25.0 93 93 97 96 96 99 98 98 101
- - - - - - - 15849 3-
3 -3 16506 3-
3 -3 17092 3-
3 -3
30 0
30.0 92 92 96 95 95 98 97 97 100
- - - - - - - 15429 3-
3 -3 16057 3-
3 -3 16473 3-
3 -3
35 0
35.0 91 91 95 93 93 97 95 95 98
- - - - - - - 15025 3-
3 -3 15497 3-
3 -3 15895 3-
3 -3
40 0
40.0 90 90 94 92 92 95 93 93 96
- - - - - - - 14605 3-
3 -3 15018 3-
3 -3 15403 3-
3 -3
45 0
45.0 89 89 93 90 90 94 91 91 95
- - - - - - - 14190 3-
3 -3 14597 3-
3 -3 14952 2-
2 -2
50 0
50.0 87 87 91 89 89 92 90 90 94
ICING CONDITIONS
16486 3-
3 -3 17270 3-
3 -3 18013 3-
3 -3 18721 3-
3 -3
---20.0
20 0 101 101 106 104 104 109 107 107 111 109 109 113
15993 3-
3 -3 16753 3-
3 -3 17473 3-
3 -3 18160 3-
3 -3
---10.0
10 0 99 99 104 102 102 107 105 105 109 107 107 112
15752 3-
3 -3 16500 3-
3 -3 17209 3-
3 -3 17885 3-
3 -3
---5.0
50 98 98 103 101 101 106 104 104 108 107 107 111
15492 3-
3 -3 16230 3-
3 -3 16926 3-
3 -3 17590 3-
3 -3
00
0.0 98 98 102 101 101 105 103 103 107 106 106 110
15172 3-
3 -3 15896 3-
3 -3 16577 3-
3 -3 17227 3-
3 -3
50
5.0 97 97 101 100 100 104 102 102 106 105 105 108

TAKE- OFF 3.03.04
P 13 500
AA

NORMAL CONDITIONS
T --- CORRECTED
M --- LENGTH 1900 m
P(C) --- (M) 1600 m 1700 m 1800 m
and+
21051 3-
3 -3 21616 6-
6 -6 21616 6-
6 -6 21616 6-
6 -6
---10.0
10 0 108 108 111 109 109 113 109 109 113 109 109 113
20393 3-
3 -3 20933 3-
3 -3 211792-- 2
211792 21179 2-
2 -2
00
0.0 106 106 109 108 108 111 108 108 112 108 108 112
19967 3-
3 -3 20485 3-
3 -3 20663 2-
2 -2 20663 2-
2 -2
50
5.0 105 105 108 107 107 110 107 107 110 107 107 110
19548 3-
3 -3 20038 2-
2 -2 20071 2-
2 -2 20071 2-
2 -2
10 0
10.0 104 104 107 105 105 108 105 105 109 105 105 109
19111 3-
3 -3 19472 2-
2 -2 19472 2-
2 -2 19472 2-
2 -2
15 0
15.0 103 103 106 104 104 107 104 104 107 104 104 107
18625 3-
3 -3 18843 2-
2 -2 18843 2-
2 -2 18843 2-
2 -2
20 0
20.0 101 101 104 102 102 105 102 102 105 102 102 105
18104 3-
3 -3 18189 2-
2 -2 18189 2-
2 -2 18189 2-
2 -2
25 0
25.0 100 100 103 100 100 103 100 100 103 100 100 103
17510 3-
3 -3 17530 2-
2 -2 17530 2-
2 -2 17530 2-
2 -2
30 0
30.0 98 98 101 98 98 101 98 98 101 98 98 101
16870 3-
3 -3 16874 2-
2 -2 16874 2-
2 -2 16874 2-
2 -2
35 0
35.0 96 96 99 96 96 99 96 96 99 96 96 99
16223 2-
2 -2 16223 2-
2 -2 16223 2-
2 -2 16223 2-
2 -2
40 0
40.0 94 94 97 94 94 97 94 94 97 94 94 97
15571 2-
2 -2 15571 2-
2 -2 15571 2-
2 -2 15571 2-
2 -2
45 0
45.0 92 92 95 92 92 95 92 92 95 92 92 95
14919 2-
2 -2 14919 2-
2 -2 14919 2-
2 -2 14919 2-
2 -2
50 0
50.0 90 90 94 90 90 94 90 90 94 90 90 94
ICING CONDITIONS
19399 3-
3 -3 20050 3-
3 -3 20676 7-
7 -7 20927 6-
6 -6
---20.0
20 0 112 112 116 114 114 118 116 116 120 117 117 120
18818 3-
3 -3 19451 3-
3 -3 20063 3-
3 -3 20477 6-
6 -6
---10.0
10 0 110 110 114 112 112 116 114 114 118 116 116 119
18533 3-
3 -3 19156 3-
3 -3 19755 7-
7 -7 20269 7-
7 -7
---5.0
50 109 109 113 111 111 115 113 113 117 115 115 118
18227 3-
3 -3 18815 7-
7 -7 19330 7-
7 -7 19832 7-
7 -7
00
0.0 108 108 112 110 110 114 112 112 115 114 114 117
17850 3-
3 -3 18408 7-
7 -7 18910 7-
7 -7 19399 7-
7 -7
50
5.0 107 107 111 109 109 112 111 111 114 112 112 116

.
TAKE- OFF 3.03.05
P1 001
TAKE-- OFF SPEEDS VALUES APR 11
The determination of the take-- off speeds is done in relation with the TOW determined
in 3.03.02 page 3.
R D If RTOW maxi = structural MTOW (NL), speeds are read in the table 3.03.05 p 2 or in
QRH. Read the speeds corresponding to the actual TOW.
D If Wa limitation: speeds are read in the QRT 3.03.04, with the day conditions (Zp, OAT,
corrected runway length). Take the speeds corresponding to the take-- off weight
indicated in the tables, even if the actual TOW is lower.
D f Wb limitation: speeds are read in the brakes energy tables 3.03.03 p 6/7, with the day
conditions (Zp, OAT).Take the speeds corresponding to the take-- off weight indicated
in the tables, even if the actual TOW is lower.
D If Wc limitation:
- Without tailwind, speeds are read in the table 3.03.05 p 2 or in QRH. Read the
speeds corresponding to the actual TOW.
- In case of tailwind, compare the previous speeds with the brake energy limitation
speeds 3.03.03 p 6/7 and take the lowest ones.
Mod : 5948
TAKE- OFF 3.03.05
P2 001
TAKE-- OFF SPEEDS VALUES APR 11
NON LIMITING RUNWAYS TAKE- OFF SPEEDS
When a runway has been determined NL, the following speeds may be used associated
to the actual TOW.
NEVER EXCEED THE CERTIFIED STRUCTURAL MTOW.
NORMAL CONDITIONS
WEIGHT SPEEDS (KT IAS)
k (LB)
kg
V1 = VR* V2
R 23000 (50700) 114 117
22500 (49600) 112 115
22000 (48500) 111 114
21500 (47400) 109 113
21000 (46300) 108 111
20000 (44100) 105 110
19000 (41900) 104 110
and below
ICING CONDITIONS
WEIGHT SPEEDS (KT IAS)
k (LB)
kg
V1 = VR* V2
R 23000 (50700) 123 126
R 22500 (49600) 122 125
22000 (48500) 120 123
R 21500 (47400) 119 122
21000 (46300) 117 121
R 20000 (44100) 114 118
19000 (41900) 110 114
R 18000 (39690) 107 111
17000 (37480) 104 110
and below
* Because of a longer time between VR and VLof due to water or slush runway
contamination, increase VR by :
1 kt between 6.3 mm (1/4 inch) and 12.7 mm (1/2 inch),
no correction below 6.3 mm (1/4 inch).
Mod : 5948 Model : 212A
TAKE- OFF 3.03.06
USE OF FOS P1 001

FOS TAKE OFF CHART FOR EXAMPLE APR 11
AA
Note : The following take off chart is an example and cannot be used in operations.
F15 06/09/2001
ELEVATION = 200.0 (FT) LIMITATION CODES ATR72-- 500 JAR DGAC

T.O.R.A. = 1400.0 (M) 0-- DRY CHECK 5 - TYRE SPEED V2/VS OPTIMIZED V1/VR OPTIMIZED
A.S.D.A. = 1500.0 (M) 1 - STRUCTURE 6 - BRAKE ENERGY AIR COND. OFF
T.O.D.A = 1500.0 (M) 2 - 2ND SEGMENT 7 - RWY 2 ENGINE NORMAL CONDITIONS
SLOPE = 1.00 (%) 3 - RUNWAY 8 - FINAL T.O WITHOUT REVERSE
LARGE WIDTH ASSUMED 4 - OBSTACLE 9 - VMC--
- WIND TOW (KG) DTOW1 / DTOW2 QNH = 1013.25 (HPA) DRY RUNWAY
0-- KT V1 VR V2 (IAS KT) CODES DQNH = +10.000 / - 10.000 SCREEN HEIGHT 35 FT
A - DV1 DVR DV2/DV1 DVR DV2
T -
(DC) - - 10 -5 0 10 20
- 10.0 22000 + 0/ +0 NL NL NL NL
107 109 113 1-- 1
+0 +0 +0/ +0 +0 +0
0.0 21985 + 14/ - 129 22000 + 0/ +0 NL NL NL
109 109 113 3-- 3 107 109 113 - 1-- 1
+0 +0 +0/ - 1-- 1-- 1 +0 +0 +0/ +0 +0 +0
5.0 21740 + 40/ - 143 22000 + 0/ +0 NL NL NL
108 108 112 3-- 3 108 109 113 1-- 1
+1 +1 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
10.0 21480 + 142/ - 144 22000 + 0/ +0 22000 + 0/ +0 NL NL
107 10 111 3-- 3 108 109 113 1-- 1 107 109 113 1-- 1
+1 +1 +1/ - 0 - 0 - 0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
15.0 21225 + 143/ - 145 21916 + 83/ - 132 22000 + 0/ +0 22000 + 0/ +0 NL
107 107 111 3-- 3 109 109 112 3-- 3 107 109 113 1-- 1 106 109 113 1-- 1
+0 +0 +0/ - 1 - 1 - 1 +0 +0 +1/ - 1 - 1 +0 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
20.0 20970 + 144/ - 145 21683 + 131/ - 132 22000 + 0/ +0 22000 + 0/ +0 NL
106 106 110 3-- 3 108 108 112 3-- 3 108 109 113 1-- 1 107 109 113 1-- 1
+0 +0 +0/ - 1 +0 - 1 +1 +1 +1/ +0 +0 - 1 +0 +0 +0/ +0 +0 +0 +0 +0 +0/ +0 +0 +0
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operators responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example 1 : Example 2 : Example 3 :
. Tail wind : 5 kt Same conditions as in example 1 . No wind
. ATOW : 20,5 t but with . ATOW : 20.5 t
. Temperature : 15_C QNH=1023.25 hpa . Temperature: 0_C
. QNH : 1013.25 hpa The RTOW is equal to . QNH : 1003.25 hpa
Check ATOW below 21916 kg, which 21916+83=21 999 kg The runway is NL
is the maximum weight possible The take off speeds associated to (Non Limiting)
(Regulatory Take Off Weight the ATOW are : Therefore, the RTOW
because of the runway limitation) is equal to the
The take off speeds associated to maximum structural
the ATOW are : take off weight of 22 000.
Check ATOW below 22000 kg.
V1 = 109 kt V1 = 109 kt
Vr = 109 kt Vr = 109 kt
V2 = 112 kt V2 = 112 + 1 = 113 kt Read the speed associated
in FCOM 3.03.05 p2
Mod : 5948
.
CLIMB 3.04.00
P1 001
CONTENTS APR 11
AA
3.04.00 CONTENTS
3.04.02 170 kt
- Ceiling
- Tables
3.04.03 190 kt
- Ceiling
- Tables
3.04.04 ICING CONDITIONS

- Tables at 170 kt
- Maximum Twin-- engine operational ceiling at VMLBO
R 3.04.05 CLIMB GRADIENT
Mod : 5948
.
CLIMB 3.04.01
P1 500
INTRODUCTION APR 11
AA
Climb charts are established for two indicated speeds (170 kt, 190 kt) and for
standard temperature (ISA) at Climb Power with Air conditioning in normal mode.
Corrections are given to take into account the temperature effect.
All charts are established with a center of gravity location corresponding to 25%.
When using air conditioning in high mode, increase fuel consumption by 10%.
SERVICE CEILING
The operational ceiling is the maximum altitude which can be reached with a minimum
rate of climb of 300 ft/mn (see 3.04.03 p 1). This is the recommended cruise altitude to
minimize the fuel consumption.
CLIMB IN ICING CONDITIONS

Atmospheric icing conditions exist when TAT in flight is at or below 7C and visible
moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Climb charts in icing conditions are established for 170 kt at climb Power with Air
conditioning in normal mode.
Performance are computed taking into account a degradation of aircraft
aerodynamic at altitudes where icing conditions may be encountered.
That is why tables are given for different temperatures (ISA-- 20, ISA-- 10, ISA,
ISA + 10, ISA + 20).
The icing operational ceiling is computed for a minimum rate of climb of 100 ft/mn and
can be read directly on the tables (3.04.04 pages 1 to 10) just below a blank division.
The maximum operational ceiling (twin engine) which is accessible when flying at
VMLBO = 1.40VS1G is given in 3.04.04 p.11.
Since computed with a lower residual rate of climb in icing conditions than in normal
conditions, the operational ceiling may sometimes be greater in icing conditions.
IN THIS CASE DO NOT EXCEED THE CEILING COMPUTED FOR NORMAL
CONDITIONS.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, climb performance published for icing
conditions MUST BE regarded as operational information only.
Mod : 5948 Eng. : PW127F / PW127M

.
CLIMB 3.04.02
P1 300
170 kt FEB 12
AA
R TWIN- ENGINE CEILING - NORMAL CONDITIONS
Example :
18500 kg TWIN-- engine ceiling = 22000 ft
ISA + 10 g (300 ft/mn)
CLIMB AT 170 kt : TEMPERATURE CORRECTION

To be applied on charts given in the next pages
Per 5C above ISA
- Add 1.3 mn per 10 000 ft for time
- Add 14 kg per 10 000 ft for consumption
- Add 6 Nm per 10 000 ft for distance
- Add 1 kt per 10 000 ft for mean speed
Per 5C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 7 kg per 10 000 ft for consumption
- Substract 3 Nm per 10 000 ft for distance
- Substract 1 kt per 10 000 ft for mean speed.
Mod : 5948 Eng. : PW127F / PW127M
CLIMB 3.04.02
P2 500
170KT APR 11
AA
CLIMB 2 ENGINES --- NP=82%
ISA MINIMUM CLIMB RATE = 300FT/MN 170KT(IAS)

WEIGHT AT START OF CLIMB (1000KG)
FL 13 14 15 16 17
15 189 17 209 19 231 21 256 23 285
250 54 216 61 217 68 217 75 218 85 218
14 174 15 192 17 211 18 233 20 258
240 48 213 53 213 59 214 66 214 73 215
12 161 14 177 15 194 16 214 18 235
230 43 210 47 210 52 210 58 211 64 211
11 149 12 164 13 179 15 197 16 216
220 38 207 42 207 47 207 51 208 56 208
10 138 11 152 12 166 13 182 15 198
210 34 204 38 204 42 205 46 205 50 205
9 128 10 141 11 154 12 168 13 183
200 31 201 34 202 37 202 41 202 45 203
8 110 8 121 9 132 10 144 11 156
180 25 197 28 197 30 197 33 198 36 198
6 94 7 103 8 112 8 122 9 132
160 20 193 22 193 24 193 27 193 29 193
5 80 6 87 6 94 7 103 7 111
140 16 189 18 189 20 189 21 189 23 190
4 66 5 72 5 78 5 84 6 91
120 13 185 14 185 15 186 17 186 18 186
3 52 4 57 4 62 4 67 5 73
100 10 182 11 182 12 182 13 183 14 183
2 40 3 43 3 47 3 51 3 55
80 7 179 8 179 9 179 9 179 10 180
2 27 2 30 2 32 2 35 2 37
60 5 176 5 176 6 176 6 177 7 177
1 15 1 16 1 18 1 19 1 21
40 3 173 3 173 3 174 3 174 4 174
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
FROM START OF CLIMB TIME FUEL
(MIN) (KG)
FROM START OF CLIMB DIST. MEAN SPEED
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M
CLIMB 3.04.02
P3 500
170KT FEB 12
AA
Mod : 5948 Eng. : PW127F / PW127M

.
CLIMB 3.04.03
P1 300
190 kt FEB 12
AA
R TWIN- ENGINE CEILING - NORMAL CONDITIONS
Example :
16000 kg TWIN-- engine ceiling = 22000 ft
ISA g (300 ft/mn)
CLIMB AT 190 kt : TEMPERATURE CORRECTION
To be applied on charts given in the next pages
Per 5C above ISA
- Add 1.5 mn per 10 000 ft for time
- Add 17 kg per 10 000 ft for consumption
- Add 7 Nm per 10 000 ft for distance
- Add 0.7 kt per 10 000 ft for mean speed
Per 5C below ISA
- Substract 1 mn per 10 000 ft for time
- Substract 10 kg per 10 000 ft for consumption
- Substract 5 Nm per 10 000 ft for distance
- Substract 0.5 kt per 10 000 ft for mean speed.
Mod : 5948 Eng. : PW127F / PW127M
CLIMB 3.04.03
P2 500
190KT APR 11
AA
ISA MINIMUM CLIMB RATE = 300FT/MN 190KT(IAS)

FL 13 14 15 16 17
250
240
17 225 19 250
230 69 238 77 239
15 200 17 221 19 245 21 271
220 59 234 65 234 73 235 81 235
13 181 15 199 16 219 18 241 20 265
210 51 230 56 231 62 231 69 231 76 232
12 164 13 180 14 198 16 217 17 238
200 45 227 49 227 54 228 60 228 65 228
10 137 10 150 11 164 12 179 14 195
180 35 221 39 222 42 222 46 222 50 222
8 115 8 125 9 137 10 149 11 161
160 28 216 31 217 33 217 36 217 39 217
6 95 7 104 7 113 8 123 9 133
140 22 212 24 212 26 212 29 213 31 213
5 78 5 85 6 92 6 100 7 108
120 17 208 19 208 20 208 22 208 24 209
4 61 4 67 5 72 5 78 5 85
100 13 204 14 204 15 205 17 205 18 205
3 46 3 50 3 54 4 58 4 63
80 9 201 10 201 11 201 12 201 13 201
2 31 2 34 2 37 2 40 3 43
60 6 197 7 198 7 198 8 198 9 198
1 17 1 19 1 20 1 22 1 24
40 3 194 4 195 4 195 4 195 5 195
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M
CLIMB 3.04.03
P3 500
190KT FEB 12
AA
R
Mod : 5948 Eng. : PW127F / PW127M

.
CLIMB 3.04.04
P1 500
ICING CONDITIONS APR 11
AA
CLIMB 2 ENGINES -- NP=82%

ICING CONDITIONS -- 170KT(IAS)
ISA-- 20(.C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
12 164 13 181 15 199 16 218 18 241
250 41 205 46 206 50 206 56 206 62 207
11 153 12 168 13 184 15 202 16 222
240 37 202 41 203 45 203 50 203 55 204
10 143 11 156 12 171 13 187 15 205
230 34 200 37 200 41 200 44 201 49 201
9 133 10 146 11 159 12 174 13 190
220 30 197 33 197 37 198 40 198 44 198
9 124 9 136 10 148 11 162 12 176
210 28 195 30 195 33 195 36 195 40 196
8 116 9 127 9 138 10 150 11 164
200 25 192 27 193 30 193 33 193 36 193
7 100 7 110 8 119 9 130 9 141
180 21 188 23 188 25 189 27 189 29 189
6 86 6 94 7 102 7 111 8 120
160 17 184 19 185 20 185 22 185 24 185
5 73 5 80 5 87 6 94 6 102
140 14 181 15 181 17 181 18 181 19 182
4 61 4 66 4 72 5 78 5 84
120 11 178 12 178 13 178 14 178 16 178
3 49 3 53 4 58 4 62 4 68
100 9 175 10 175 10 175 11 175 12 176
2 37 2 41 3 44 3 48 3 51
80 7 172 7 172 8 172 8 173 9 173
2 26 2 28 2 30 2 33 2 36
60 4 169 5 170 5 170 6 170 6 170
1 14 1 16 1 17 1 18 1 20
40 2 167 3 167 3 167 3 168 3 168
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P2 500
ICING CONDITIONS FEB 12
AA
R
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P3 500
AA
ICING CONDITIONS --- 170KT(IAS)
ISA---10(.C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
14 185 16 204 17 226 19 249 22 278
250 50 211 56 212 62 212 69 213 77 213
13 171 14 188 16 207 17 228 19 252
240 44 208 49 208 54 209 60 209 67 210
12 158 13 174 14 191 15 209 17 231
230 40 205 44 205 48 206 53 206 59 207
11 147 12 161 13 176 14 193 15 212
220 36 202 39 203 43 203 47 203 52 204
10 136 11 149 12 163 13 178 14 195
210 32 200 35 200 39 200 42 200 46 201
9 126 10 138 11 151 11 165 13 180
200 29 197 32 197 35 198 38 198 41 198
7 109 8 119 9 130 10 141 10 154
180 23 193 26 193 28 193 31 193 33 194
6 93 7 102 7 111 8 120 9 131
160 19 189 21 189 23 189 25 189 27 189
5 79 5 86 6 93 6 101 7 110
140 15 185 17 185 18 185 20 186 22 186
4 65 4 71 5 77 5 84 6 91
120 12 181 13 182 15 182 16 182 17 182
3 52 3 57 4 62 4 67 4 72
100 10 178 10 179 11 179 12 179 13 179
2 40 3 43 3 47 3 51 3 55
80 7 175 8 176 8 176 9 176 10 176
2 27 2 30 2 32 2 35 2 38
60 5 173 5 173 6 173 6 173 7 174
1 15 1 17 1 18 1 19 1 21
40 3 170 3 170 3 171 3 171 4 171
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M
CLIMB 3.04.04
P4 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P5 500
AA

ISA MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
17 212 19 236 22 263 24 294 28 335
250 62 218 70 218 78 219 89 220 102 221
15 193 17 214 19 237 21 263 24 295
240 54 214 60 214 67 215 75 215 85 216
14 177 15 195 17 216 18 238 21 265
230 48 211 53 211 59 211 65 212 73 212
12 163 14 179 15 197 16 217 18 240
220 42 208 47 208 52 208 57 209 64 209
11 150 12 165 13 181 15 199 16 219
210 38 205 42 205 46 205 50 206 56 206
10 139 11 152 12 167 13 183 15 201
200 34 202 37 202 41 203 45 203 49 203
8 119 9 130 10 142 11 155 12 169
180 27 197 30 198 33 198 36 198 39 198
7 101 7 110 8 120 9 131 10 143
160 22 193 24 193 26 194 29 194 31 194
6 84 6 92 7 100 7 109 8 119
140 18 189 19 190 21 190 23 190 25 190
4 69 5 76 5 82 6 89 6 97
120 14 186 15 186 16 186 18 186 19 186
3 55 4 60 4 65 4 70 5 76
100 10 182 11 182 12 183 13 183 15 183
3 41 3 45 3 48 3 52 3 57
80 7 179 8 179 9 179 10 180 10 180
2 28 2 30 2 33 2 35 2 38
60 5 176 5 176 6 176 6 177 7 177
1 15 1 16 1 18 1 19 1 21
40 3 173 3 173 3 174 3 174 4 174
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P6 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P7 500
AA

ISA+10(C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
22 256 25 289 29 329 34 380
250 83 224 95 225 109 226 128 227
19 228 22 255 24 286 28 323 32 373
240 70 220 79 220 90 221 102 222 120 223
17 206 19 229 21 255 24 285 27 322
230 61 216 68 217 76 217 86 218 98 219
15 187 17 207 18 230 21 255 23 286
220 53 213 59 213 66 214 73 214 83 215
13 171 15 189 16 209 18 231 20 257
210 47 210 52 210 57 210 64 211 71 211
12 157 13 173 15 191 16 210 18 232
200 42 207 46 207 51 208 56 208 62 208
10 133 11 146 12 160 13 175 14 193
180 33 202 36 202 40 202 44 203 48 203
8 111 9 122 10 134 11 146 12 160
160 26 197 29 198 32 198 35 198 38 198
6 92 7 101 8 110 8 120 9 131
140 21 193 23 194 25 194 27 194 30 194
5 75 6 82 6 89 7 97 7 105
120 16 190 18 190 19 190 21 190 23 190
4 58 4 64 5 69 5 75 5 82
100 12 186 13 186 14 186 15 186 17 187
3 44 3 48 3 52 4 56 4 61
80 9 182 9 183 10 183 11 183 12 183
2 30 2 33 2 35 2 38 3 41
60 6 179 6 180 7 180 7 180 8 180
1 16 1 18 1 19 1 21 1 23
40 3 176 3 177 3 177 4 177 4 177
0 0 0 0 0 0 0 0 0 0
15 0 0 0 0 0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P8 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P9 500
AA

ISA+20(C) MINIMUM CLIMB RATE = 100FT/MN
FL 13 14 15 16 17
250
27 296 31 340
240 103 227 119 228
23 257 26 291 30 332 35 383
230 84 223 96 223 111 224 130 225
20 228 22 256 25 288 28 326 33 378
220 72 219 81 219 92 220 105 221 123 222
17 205 19 228 22 255 24 286 28 325
210 62 215 69 216 78 216 88 217 100 217
15 185 17 205 19 228 21 254 24 285
200 54 212 60 212 67 213 75 213 84 214
12 152 13 168 15 186 16 205 18 227
180 41 206 46 206 51 207 56 207 62 207
10 125 11 138 12 152 13 166 14 183
160 32 201 35 201 39 202 43 202 47 202
8 104 8 114 9 125 10 136 11 149
140 25 197 28 197 30 197 33 197 37 197
6 85 7 93 7 101 8 111 9 121
120 20 193 22 193 24 193 26 194 28 194
5 67 5 73 6 80 6 87 7 95
100 15 189 16 190 18 190 19 190 21 190
3 50 4 55 4 60 4 65 5 71
80 11 186 12 186 13 186 14 187 15 187
2 34 2 37 3 40 3 44 3 48
60 7 183 8 183 8 183 9 183 10 184
40 1 18
4 180
1 20
4 180
1 22
4 180
2 24
5 180
2 26
5 181
15 0 0
0
0 0
0
0 0
0
0 0
0
0 0
0
(MIN) (KG)
(NM) TAS.(KT)
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P 10 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.04
P 11 500
AA
MAXIMUM OPERATIONAL CEILING (Twin engine)

ICING CONDITIONS - FLAPS 0 - VMLBO = 1,40 VSR
Example :
18000 kg
ISA + 20 g Maximum operational ceiling = 24000 ft
Mod : 5948 Eng. : PW127F / PW127M

.
CLIMB 3.04.05
P1 001
CLIMB GRADIENT APR 11
AA
INTRODUCTION
The Standard Instrument Departure Procedures (SID) can require a climb gradient to
clear obstacles or to join a flight level at a given distance.
The gross climb gradients are displayed in the following graphs for :
- One engine out - one engine at Maxi Continuous Power - IAS = Final Take Off Speed
- Two engines at Max Climb Power - IAS = 170 kt
- Two engines at Max Climb Power - IAS = VMLB
DIRECTION FOR USE
If a departure require a climb gradient X% between the two altitudes Z1 and Z2 (Z2>Z1) :
- if the climb gradient at Z2 (the highest altitude) is better than X, then the
procedure can be applied
- if the climb gradient at Z2 is lower than X, then determine the climb gradient at
0.5x (Z1 + Z2):
- if the climb gradient at 0.5x(Z1 + Z2) is better than X then the SID
procedure can be applied
- if the climb gradient at 0.5x(Z1 + Z2) is lower than X then the SID
can not be used
Mod : 5948
CLIMB 3.04.05
P2 001
CLIMB GRADIENT APR 11
AA
LEFT INTENTIONAL BLANK
Mod : 5948
CLIMB 3.04.05
P3 500
CLIMB GRADIENT FEB 12
AA
R GROSS CLIMB GRADIENT - ONE ENGINE OUT - ONE ENGINE AT MCT- IAS=VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.18 VS - ICING CONDITIONS FLAPS 15 / 1.27 VS
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.05
P4 500
AA
GROSS CLIMB GRADIENT - TWO ENGINE AT MAX CLIMB POWER - IAS = 170 KT
NORMAL CONDITIONS : FLAPS 0 - ICING CONDITIONS FLAPS 0 R
Mod : 5948 Eng. : PW127F / PW127M

CLIMB 3.04.05
P5 500
AA
GROSS CLIMB GRADIENT - TWO ENGINES AT MAX CLIMB POWER - IAS = VMLB
NORMAL CONDITIONS : FLAPS 0 / 1.18 VS - ICING CONDITIONS FLAPS 0 / 1.40 VS
Mod : 5948 Eng. : PW127F / PW127M

.
CRUISE 3.05.00
P1 001
CONTENTS APR 11
AA
3.05.00 CONTENTS
3.05.02 MAX CRUISE
3.05.03 ICING CONDITIONS
Mod : 5948
.
CRUISE 3.05.01
P1 500
INTRODUCTION APR 11
AA
Cruise charts are established from FL 60 to FL 250 for different ISA conditions with air
conditioning in normal mode.
To reach cruise figures :

- level off
- keep climb torque
- when cruise IAS is obtained :
select CRZ on PWR MGT
When using air conditioning in high mode increase fuel consumption by 3%, and
subtract 4 kt on True Airspeed.
All charts are established with a center of gravity location corresponding to 25 %.
Max Cruise tables are given with NP = 82 %.
CRUISE IN ICING CONDITIONS

moisture in any form is present (clouds, fog with visibility of less than one mile, rain,
snow, sleet and ice crystals).
Tables are established only for the altitudes where icing conditions may be encountered
and for different temperatures (ISA - 20, ISA - 10, ISA, ISA + 10, ISA + 20).
When using air conditioning in high mode, increase fuel consumption by 1.5% and
subtract 10 kt on True Airspeed.
Note : All performance data given for ICING CONDITIONS derive from flight tests
measurements performed with ICE SHAPES representative of the worst icing
cases considered by certification and applicable losses of propeller efficiency.
Because of the variability of REAL ICING, cruise performance published for icing
conditions MUST BE regarded as operational information only.
Mod : 5948 Eng. : PW127F / PW127M

.
CRUISE 3.05.02
P1 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
13 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
91.9 94.0 88.3 83.4 78.8
456 469 451 433 417
252 252 245 239 233
60 267 272 269 265 261
94.2 94.5 84.8 80.2 75.7
457 463 430 413 397
252 250 239 233 228
80 275 279 270 267 262
94.5 90.8 81.4 76.9 72.7
452 442 409 393 378
250 245 233 227 222
100 281 280 272 268 264
94.2 86.7 78.5 74.2 70.2
448 420 391 376 362
248 238 228 222 217
120 287 281 274 270 266
90.1 83.5 76.1 72.1 68.1
430 403 376 362 347
241 233 223 218 212
140 288 284 277 273 269
85.6 79.9 73.2 69.8 66.0
409 384 359 347 333
235 227 218 213 208
160 289 285 279 276 271
80.6 75.5 69.5 66.3 63.0
386 363 340 327 316
227 220 212 207 202
180 289 285 280 276 272
75.1 70.5 65.5 62.6 59.7
361 340 319 308 298
219 212 205 200 195
200 287 284 279 276 272
69.7 65.6 61.3 58.9 56.2
336 317 298 289 279
211 204 197 193 188
220 286 283 278 275 271
64.6 60.9 57.1 55.0 52.8
312 295 278 270 262
203 196 189 185 180
240 284 281 276 273 269
62.1 58.6 54.9 53.0 51.0
300 284 268 260 253
199 192 184 181 176
250 283 279 274 271 268
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M
CRUISE 3.05.02
P2 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
14 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.2 94.3 88.3 83.4 78.8
457 470 451 433 417
252 252 244 238 233
60 267 272 269 265 261
94.5 94.5 84.7 80.2 75.7
458 463 429 413 397
252 250 238 233 227
80 275 278 270 266 262
94.5 90.8 81.3 76.8 72.7
452 442 409 393 378
250 244 233 227 222
100 281 280 272 267 263
94.1 86.6 78.5 74.2 70.2
447 420 391 376 362
247 238 227 222 217
120 286 281 274 269 265
90.1 83.5 76.1 72.0 68.1
429 403 376 361 347
241 233 223 217 212
140 288 283 277 272 268
85.6 79.8 73.2 69.7 66.0
409 384 359 346 333
234 226 217 212 207
160 288 284 278 275 270
80.5 75.4 69.4 66.3 63.0
386 363 339 327 316
227 220 211 206 201
180 288 285 279 275 271
75.0 70.4 65.4 62.5 59.6
361 340 319 308 297
219 212 204 199 194
200 287 283 278 275 270
69.6 65.5 61.1 58.7 56.1
335 317 298 289 279
210 203 196 191 187
220 285 281 277 273 269
64.4 60.8 56.9 54.8 52.6
311 294 278 269 261
202 195 187 183 179
240 282 279 274 270 267
62.0 58.4 54.7 52.9 50.8
300 283 267 260 252
197 190 183 179 175
250 281 277 272 269 265
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P3 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
15 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.5 94.6 88.3 83.4 78.8
458 471 451 433 417
252 252 244 238 232
60 267 272 268 264 260
94.5 94.5 84.7 80.1 75.7
458 463 429 413 397
252 250 238 232 227
80 275 278 270 266 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
250 244 232 227 221
100 281 279 271 267 263
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
247 238 227 221 216
120 286 281 273 269 265
90.0 83.4 76.1 72.0 68.0
429 402 375 361 347
241 232 222 217 211
140 287 283 276 271 267
85.5 79.8 73.1 69.7 65.9
409 383 358 346 333
234 226 217 212 206
160 288 284 278 274 269
80.5 75.3 69.4 66.2 62.9
386 363 339 327 316
226 219 210 205 200
180 287 284 278 274 269
74.9 70.3 65.2 62.4 59.5
360 339 319 308 297
218 211 203 198 193
200 286 282 277 273 269
69.5 65.4 61.0 58.6 56.0
335 316 297 289 278
209 202 194 190 185
220 283 280 275 271 267
64.3 60.6 56.7 54.6 52.5
310 294 277 269 261
201 193 186 181 177
240 281 277 271 268 264
61.8 58.2 54.5 52.7 50.6
299 282 267 259 252
196 189 181 177 173
250 279 275 269 266 262
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P4 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
16 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
92.8 94.5 88.2 83.3 78.8
460 471 451 433 417
252 252 244 238 232
60 267 272 268 264 260
94.5 94.5 84.7 80.1 75.6
458 463 429 413 397
251 249 238 232 226
80 275 278 269 265 261
94.5 90.7 81.3 76.8 72.6
453 441 409 393 378
249 243 232 226 220
100 280 279 271 266 262
94.1 86.6 78.4 74.1 70.1
447 419 391 376 362
247 237 226 221 215
120 285 280 272 268 264
90.0 83.4 76.0 72.0 68.0
429 402 375 361 347
240 232 221 216 210
140 287 282 275 270 266
85.5 79.7 73.1 69.6 65.9
409 383 358 346 333
233 225 216 211 205
160 287 283 276 272 268
80.3 75.2 69.3 66.1 62.8
385 363 339 327 315
226 218 209 204 198
180 286 283 276 272 268
74.8 70.2 65.1 62.3 59.4
360 339 318 307 297
217 210 201 196 191
200 285 281 275 271 266
69.3 65.2 60.8 58.4 55.9
334 316 297 288 278
208 201 193 188 183
220 282 278 273 269 264
64.1 60.4 56.5 54.5 52.3
310 293 276 268 260
199 192 184 180 175
240 279 274 269 265 261
61.6 58.0 54.3 52.5 50.4
298 282 266 259 251
195 187 179 175 170
250 277 272 267 263 259
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P5 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
17 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.1 94.5 88.2 83.3 78.7
461 471 451 433 417
252 251 243 237 231
60 267 272 267 263 259
94.5 94.5 84.6 80.0 75.6
458 463 429 413 397
251 249 237 231 225
80 274 277 269 264 260
94.5 90.7 81.2 76.7 72.5
453 441 409 393 378
249 243 231 225 220
100 280 279 270 265 261
94.0 86.5 78.3 74.0 70.0
447 419 391 376 362
246 237 226 220 214
120 285 279 272 267 262
89.9 83.3 75.9 71.9 67.9
429 402 375 361 347
240 231 221 215 209
140 286 281 274 269 264
85.4 79.6 73.0 69.5 65.8
408 383 358 346 333
233 224 215 210 204
160 286 282 275 271 266
80.2 75.1 69.1 65.9 62.7
385 362 338 326 315
225 217 208 203 197
180 285 281 275 271 266
74.6 70.0 64.9 62.1 59.2
359 338 318 307 296
216 208 200 195 190
200 283 279 273 269 264
69.1 65.0 60.7 58.3 55.7
333 315 296 288 278
207 199 191 187 181
220 280 276 270 266 262
63.8 60.2 56.3 54.2 52.1
309 292 275 268 260
197 190 182 177 172
240 277 272 266 262 257
61.3 57.7 54.1 52.2 50.1
297 281 265 258 250
193 185 177 172 167
250 275 269 263 259 254
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P6 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
18 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.5 94.5 88.2 83.2 78.7
462 471 451 433 417
252 251 243 237 231
60 267 271 267 262 258
94.5 94.5 84.6 80.0 75.5
458 463 429 413 397
251 249 236 231 225
80 274 277 268 264 259
94.5 90.6 81.2 76.6 72.5
453 441 409 393 378
249 243 230 224 219
100 279 278 269 264 260
93.9 86.5 78.3 74.0 70.0
447 419 391 376 361
246 236 225 219 213
120 284 279 271 266 261
89.8 83.2 75.8 71.8 67.8
429 402 375 361 347
239 230 220 214 208
140 285 280 273 268 263
85.3 79.5 72.9 69.4 65.7
408 383 358 346 333
232 224 214 208 203
160 285 281 274 269 264
80.1 74.9 69.0 65.8 62.6
384 362 338 326 315
224 216 206 201 196
180 284 280 273 269 264
74.4 69.8 64.8 62.0 59.1
358 338 317 307 296
215 207 198 193 188
200 282 277 271 267 262
68.9 64.8 60.5 58.1 55.5
333 314 296 287 277
205 198 189 184 179
220 278 274 268 263 258
63.6 59.9 56.0 54.0 51.8
308 291 275 267 259
196 188 179 174 169
240 274 269 262 258 252
61.1 57.4 53.8 51.9 49.8
296 280 264 257 249
191 183 174 169 163
250 272 266 259 254 248
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P7 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
19 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
93.9 94.5 88.1 83.2 78.6
464 471 450 433 416
252 251 242 236 230
60 267 271 266 262 257
94.5 94.5 84.5 79.9 75.5
458 464 429 413 397
250 248 236 230 224
80 273 276 267 263 258
94.5 90.5 81.1 76.6 72.4
453 441 409 393 377
248 242 230 224 218
100 279 277 268 263 259
93.9 86.4 78.2 73.9 69.9
447 419 391 376 361
245 235 224 218 212
120 284 278 269 265 260
89.7 83.1 75.8 71.7 67.8
428 402 375 361 347
238 229 219 213 207
140 284 279 271 266 261
85.1 79.4 72.8 69.4 65.6
408 382 357 346 333
231 223 212 207 201
160 284 279 272 268 263
79.9 74.8 68.8 65.7 62.4
384 361 338 326 315
223 214 205 200 194
180 283 278 271 267 262
74.2 69.6 64.6 61.8 58.9
358 337 317 306 296
213 205 196 191 185
200 280 275 269 264 259
68.7 64.6 60.2 57.8 55.2
332 313 295 286 276
204 196 187 182 176
220 276 271 265 260 254
63.3 59.6 55.7 53.6 51.4
307 290 273 266 258
194 186 176 171 165
240 271 266 258 253 246
60.8 57.1 53.4 51.5 49.4
295 279 263 256 248
189 180 170 164 158
250 269 262 253 248 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P8 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
20 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.4 94.5 88.1 83.1 78.6
466 471 450 433 416
252 250 241 235 229
60 267 270 265 261 256
94.5 94.5 84.4 79.9 75.4
459 464 429 412 396
250 248 235 229 223
80 273 276 266 262 257
94.5 90.4 81.0 76.5 72.3
453 441 409 392 377
247 241 229 222 216
100 278 276 267 262 257
93.8 86.3 78.1 73.9 69.8
446 419 390 376 361
244 234 223 217 211
120 283 277 268 263 258
89.6 83.0 75.7 71.7 67.7
428 401 374 361 347
237 228 217 211 205
140 283 278 270 265 260
85.0 79.2 72.6 69.3 65.5
407 382 357 345 332
230 221 211 206 199
160 283 278 270 266 261
79.7 74.6 68.7 65.5 62.3
383 361 337 325 314
221 213 203 198 192
180 281 276 269 264 259
74.0 69.4 64.4 61.6 58.7
357 336 316 305 295
212 204 194 189 183
200 278 273 266 261 255
68.4 64.3 60.0 57.5 54.9
331 313 294 285 276
202 194 185 179 172
220 274 268 261 256 249
63.0 59.3 55.3 53.2 50.9
306 289 272 265 256
191 183 172 166 159
240 268 262 252 246 238
60.4 56.7 52.9 50.9 48.7
294 277 261 254 246
186 176 165 158 149
250 265 257 246 238 227
TQ % NP=82 %
KG/H/ENG
IAS
TAS
MOD : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P9 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
21 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.5 94.5 88.0 83.1 78.5
467 472 450 432 416
252 249 241 234 228
60 267 269 265 260 255
94.5 94.5 84.4 79.8 75.3
459 464 429 412 396
249 247 234 228 222
80 272 275 265 260 255
94.5 90.3 80.9 76.4 72.2
453 440 408 392 377
247 240 228 221 215
100 277 275 266 261 256
93.7 86.2 78.1 73.8 69.8
446 418 390 376 361
243 233 222 215 209
120 282 276 267 262 257
89.5 82.9 75.5 71.6 67.6
428 401 374 361 347
237 227 216 210 204
140 282 277 268 263 258
84.8 79.1 72.5 69.2 65.4
407 381 357 345 332
229 220 210 204 198
160 282 276 269 264 258
79.5 74.4 68.5 65.3 62.1
382 360 337 325 314
220 212 202 196 190
180 279 274 267 262 256
73.8 69.1 64.1 61.4 58.4
356 336 315 305 294
210 202 192 186 180
200 276 270 263 257 251
68.1 64.0 59.6 57.2 54.6
330 312 293 284 275
200 191 181 175 167
220 271 265 256 250 242
62.6 58.8 54.8 52.6 50.1
304 288 270 263 254
189 179 167 159 148
240 265 257 245 236 222
60.0 56.1 52.1 49.8
292 275 258 251
182 172 157 145
250 260 250 234 219
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P 10 500
MAX CRUISE APR 11
AA
CRUISE 2 ENGINES
22 T
MINIMUM TIME
FLIGHT DELTA ISA
LEVEL ---10 0 +10 +15 +20
94.5 94.5 87.9 83.0 78.4
467 472 450 432 416
251 249 240 233 227
60 266 269 264 259 254
94.5 94.5 84.3 79.7 75.3
459 464 429 412 396
248 246 233 227 220
80 271 274 264 259 254
94.5 90.2 80.9 76.3 72.2
453 440 408 392 377
246 239 226 220 214
100 277 274 264 259 254
93.6 86.1 78.0 73.7 69.7
446 418 390 375 361
243 232 220 214 208
120 281 274 265 260 255
89.3 82.8 75.4 71.5 67.5
427 401 374 360 346
235 226 215 208 202
140 281 275 267 261 255
84.7 78.9 72.4 69.0 65.2
406 381 357 345 332
228 219 208 202 195
160 280 275 267 262 255
79.3 74.2 68.3 65.1 61.9
381 359 336 324 313
219 210 200 193 187
180 278 272 264 259 252
73.5 68.9 63.9 61.1 58.1
355 335 314 304 293
208 200 189 183 175
200 273 268 259 253 245
67.8 63.6 59.2 56.7 54.0
328 310 292 283 273
197 188 177 170 160
220 268 261 251 243 231
62.2 58.3 53.9 51.1
303 286 268 258
185 174 158 141
240 260 250 232 209
59.5 55.3
290 272
178 164
250 254 240
TQ % NP=82 %
KG/H/ENG
IAS
TAS
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.02
P 11 500
MAX CRUISE FEB 12
AA
R
Mod : 5948 Eng. : PW127F / PW127M

.
CRUISE 3.05.03
P1 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P2 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P3 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P4 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P5 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P6 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P7 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P8 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P9 500
AA
R
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 10 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 11 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 12 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 13 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 14 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 15 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 16 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 17 500
AA
Mod : 5948 Eng. : PW127F / PW127M

CRUISE 3.05.03
P 18 500
AA
Mod : 5948 Eng. : PW127F / PW127M

HOLDING 3.06.01
P1 500
INTRODUCTION FEB 12
AA
Holding charts are established :
- in clean configuration
- with air conditioning in normal mode.
- with NP = 82 % propeller speed
R - at VMHB0 in icing conditions.
This minimum manoeuvring speed covers the whole flight envelope in normal
conditions and in icing conditions without appreciable increasing of
consumption.
When using air conditioning in high mode, fuel consumption is increased by 2%.
All charts are established with a center of gravity location corresponding to 25 %.
The temperature effect is negligible.
ICING CONDITIONS
moisture in any form is present (clouds, fog with visibility of less than one mile, rain, snow,
sleet and ice crystals).
Mod : 5948 Eng. : PW127F / PW127M

.
HOLDING 3.06.02
P1 500
NORMAL CONDITIONS FEB 12
AA
R
Mod : 5948 Eng. : PW127F / PW127M

.
HOLDING 3.06.03
P1 500
R AA
Mod : 5948 Eng. : PW127F / PW127M

.
APR 11
Mod : 5948
.
DESCENT 3.07.01
P1 500
INTRODUCTION APR 11
AA
Descent charts are established in clean configuration for one reference weight
(15000 kg = 33000 lb) and 3 speed laws :
- 200 kt
- 220 kt
- 240 kt
Two kinds of descent are proposed :
D at given rate
from cruise altitude, descent at 1500 ft/mn (or 2000 ft/mn with pressurization in
FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and rate of descent
D at given gradient
from cruise altitude, descent at chosen gradient (3 with pressurization in NORMAL
mode, 4 or 5 with pressurization in FAST mode)
1) set cruise PLA up to the desired descent speed
2) maintain descent speed and gradient of descent
From 1500 ft to final landing, the tables are calculated with time and fuel allowances of :
- 3 mn for the time
- 30 kg (66 lb) for the consumption
WEIGHT CORRECTION
D on fuel consumption
Increase the fuel consumption by :

+ 4 % at 1500 ft/mn of rate of descent
+ 5 % at 2000 ft/mn of rate of descent
+ 2 % at 3 descent gradient
for a 1000 kg (2200 lb) weight decrease.
D No correction for weight increase.
D No influence on time and distance.
Mod : 5948 Eng. : PW127F / PW127M

.
DESCENT 3.07.02
P1 500
NORMAL CONDITIONS APR 11
AA
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
200 KT IAS 220 KT IAS 240 KT IAS
FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 119 15 81 19 145 15 102 19 180 15 126
250 63 47 70 52 76 57
18 115 14 79 18 140 14 99 18 174 14 122
240 60 45 66 49 72 54
17 112 14 77 17 136 14 96 17 167 14 118
230 57 43 63 47 68 51
17 108 13 75 17 131 13 93 17 160 13 114
220 54 40 59 44 65 48
16 105 13 73 16 126 13 90 16 154 13 110
210 51 38 56 42 61 46
15 101 12 71 15 121 12 87 15 147 12 105
200 48 36 53 39 57 43
14 94 11 67 14 112 11 81 14 135 11 97
180 42 31 46 35 50 38
13 87 10 63 13 102 10 75 13 122 10 89
160 36 27 40 30 44 33
11 79 9 59 11 92 9 69 11 110 9 81
140 31 23 34 25 37 28
10 72 8 54 10 83 8 63 10 97 8 73
120 25 19 28 21 31 23
9 65 7 50 9 73 7 58 9 85 7 65
100 20 15 22 17 24 18
7 57 6 45 7 63 6 52 7 72 6 57
80 15 11 17 13 18 14
6 49 5 40 6 53 5 45 6 59 5 49
60 10 8 11 9 13 9
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
FROM START OF DESCENT TIME FUEL
(MN) (KG)
FROM START OF DESCENT DIST
(NM)

DESCENT 3.07.02
P2 500
NORMAL CONDITIONS APR 11
AA
DESCENT 2 ENGINES
NP=82%
15000KG NORMAL CONDITIONS
FL 3 4 5 3 4 5 3 4 5
21 146 17 103 14 77 20 159 16 111 13 84 18 177 15 124 12 92
250 74 55 44 74 55 44 74 55 44
21 143 16 101 14 75 19 155 15 108 13 83 18 172 14 121 12 90
240 71 53 42 71 53 42 71 53 42
20 139 16 99 13 74 19 151 15 106 12 81 17 166 14 118 12 88
230 68 51 40 68 51 40 68 51 40
19 136 15 97 13 73 18 147 14 103 12 80 17 161 13 115 11 86
220 64 48 39 64 48 39 64 48 39
19 132 15 95 12 71 17 142 14 101 12 78 16 156 13 112 11 84
210 61 46 37 61 46 37 61 46 37
18 128 14 93 12 70 17 138 13 98 11 76 16 151 12 108 11 82
200 58 44 35 58 44 35 58 44 35
17 120 13 88 11 67 15 129 12 92 10 73 14 140 12 102 10 78
180 52 39 31 52 39 31 52 39 31
15 111 12 83 10 64 14 119 11 86 10 69 13 129 11 95 9 73
160 46 34 27 46 34 27 46 34 27
14 102 11 77 9 61 13 109 10 80 9 65 12 117 10 87 8 68
140 39 29 24 39 29 24 39 29 24
12 92 10 72 8 57 11 98 9 73 8 61 11 105 9 79 8 63
120 33 25 20 33 25 20 33 25 20
10 82 9 65 7 52 10 86 8 66 7 56 9 92 8 71 7 57
100 27 20 16 27 20 16 27 20 16
9 71 7 58 6 48 8 74 7 58 6 51 8 79 7 62 6 52
80 20 15 12 20 15 12 20 15 12
7 59 6 50 5 43 7 61 6 50 5 45 6 65 6 53 5 45
60 14 11 8 14 11 8 14 11 8
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
(MN) (KG)
(NM)

DESCENT 3.07.03
P1 500
AA
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
FL 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn 1500 ft/mn 2000 ft/mn
19 122 15 83 19 151 15 105 19 186 15 131
250 63 47 70 52 75 57
18 119 14 81 18 145 14 102 18 179 14 127
240 60 45 66 49 71 54
17 115 14 79 17 140 14 99 17 173 14 122
230 57 43 63 47 68 51
17 111 13 77 17 135 13 96 17 166 13 118
220 54 40 59 44 65 48
16 107 13 75 16 130 13 92 16 159 13 113
210 51 38 56 42 61 46
15 104 12 73 15 125 12 89 15 152 12 109
200 48 36 53 39 57 43
14 96 11 69 14 115 11 83 14 139 11 100
180 42 31 46 35 50 38
13 88 10 64 13 105 10 77 13 126 10 92
160 36 27 40 30 44 33
11 81 9 60 11 95 9 70 11 112 9 83
140 31 23 34 25 37 28
10 73 8 55 10 84 8 64 10 99 8 75
120 25 19 28 21 31 23
9 65 7 50 9 74 7 58 9 86 7 66
100 20 15 22 17 24 18
7 57 6 45 7 64 6 52 7 73 6 57
80 15 11 17 13 18 14
6 49 5 41 6 53 5 45 6 60 5 49
60 10 8 11 9 13 9
5 41 4 36 5 43 4 39 5 46 4 40
40 6 4 6 5 7 5
3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0
(MN) (KG)
(NM)

DESCENT 3.07.03
P2 500
AA
DESCENT 2 ENGINES
NP=82%
15000KG ICING CONDITIONS
FL 3 4 5 3 4 5 3 4 5
21 151 17 105 14 78 20 164 16 114 13 85 18 183 15 129 12 95
250 74 55 44 74 55 44 74 55 44
21 147 16 103 14 77 19 160 15 112 13 84 18 178 14 125 12 93
240 71 53 42 71 53 42 71 53 42
20 143 16 101 13 76 19 156 15 109 12 82 17 172 14 122 12 91
230 68 51 40 68 51 40 68 51 40
19 140 15 99 13 75 18 151 14 107 12 81 17 167 13 118 11 88
220 64 48 39 64 48 39 64 48 39
19 136 15 96 12 73 17 147 14 104 12 79 16 161 13 115 11 86
210 61 46 37 61 46 37 61 46 37
18 132 14 94 12 72 17 142 13 101 11 77 16 156 12 112 11 84
200 58 44 35 58 44 35 58 44 35
17 123 13 89 11 69 15 132 12 95 10 74 14 144 12 104 10 80
180 52 39 31 52 39 31 52 39 31
15 114 12 84 10 65 14 122 11 89 10 70 13 132 11 97 9 75
160 46 34 27 46 34 27 46 34 27
14 104 11 78 9 62 13 111 10 82 9 66 12 120 10 89 8 70
140 39 29 24 39 29 24 39 29 24
12 94 10 72 8 57 11 100 9 75 8 61 11 107 9 81 8 64
120 33 25 20 33 25 20 33 25 20
10 83 9 65 7 53 10 88 8 67 7 56 9 94 8 72 7 58
100 27 20 16 27 20 16 27 20 16
9 72 7 58 6 48 8 75 7 59 6 51 8 80 7 63 6 52
80 20 15 12 20 15 12 20 15 12
7 60 6 50 5 43 7 62 6 51 5 45 6 65 6 53 5 46
60 14 11 8 14 11 8 14 11 8
5 47 5 41 4 37 5 48 5 42 4 39 5 50 4 43 4 39
40 8 6 5 8 6 5 8 6 5
3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30 3 30
15 0 0 0 0 0 0 0 0 0
(MN) (KG)
(NM)

APPROACH- LANDING 3.08.00
P1 001
CONTENTS APR 11
AA
3.08.00 CONTENTS
3.08.01 APPROACH CLIMB LIMITING WEIGHT
3.08.02 FINAL APPROACH SPEEDS
3.08.03 LANDING DISTANCES
R 3.08.04 EXAMPLE OF LANDING CHART COMPUTED WITH THE FOS
Mod : 5948
.
P1 020
APPROACH CLIMB LIMITING WEIGHT APR 11
AA
D Aircraft configuration :
- Flaps 15 - Gear up
- Affected propeller feathered
- Remaining engine power set to GO AROUND
- Air conditioning : CAT I : OFF
CAT II : ON
D Steady gradient :
- CAT I : 2,1 %
- CAT II : 2,5 %
D Go around speeds :
- Refer to Procedures and Techniques chapter, in 2.02 or to the QRH.
D Approach climb limiting weight :

- CAT I :
Normal Conditions : Refer to the graph on 3.08.01 page 2.
Icing Conditions : determine the approach climb limiting weight in normal
conditions, then apply the decrement following the table 3.08.01 page 3.
- CAT II :
Normal Conditions : Refer to the graph on 3.08.01 page 2A.
Icing Conditions : determine the approach climb limiting weight in normal
conditions, then apply the decrement following the table 3.08.01 page 3A.
Mod : 5948
.
P 2A 520
AA
CAT II - NORMAL CONDITIONS FLAPS 15

One propeller feathered - one engine : GO AROUND POWER -
AIR CONDITIONING ON - ANTI-ICING OFF - GEAR UP - V = 1.13 VSR

.
P 3A 520
AA
CAT II - ICING CONDITIONS - V = 1,24 VSR
In icing conditions, decrease the approach climb gradient limiting weight determined on
paragraph 3.08.01 P 2A by the following values.
WEIGHT KG / LB CORRECTION KG / LB
27 000 / 59 500 - 1 200 / - 2 645

25 000 / 55 100 - 900 / - 1 985
23 000 / 50 700 - 800 / - 1 765
21 000 / 46 300 - 600 / - 1 325
20 000 / 44 000 - 500 / - 1 105
19 000 / 41 800 - 400 / - 885
18 000 / 39 600 - 300 / - 665
17 000 / 37 500 - 200 / - 445
16 000 / 35 200 - 100 / - 225
and below
Mod : 5948 Eng. : PW127F / PW127M

.
P1 500
FINAL APPROACH SPEEDS APR 11
AA
FINAL APPROACH SPEED

VAPP = VmHB + WIND FACTOR
Wind factor :
The highest of
- 1/3 of the reported head wind velocity
- or--
- the gust in full
with a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc...
FLAPS 30
Weight VmHB IAS limited by VMCL
(1000 kg) Normal conditions Icing conditions
13 95 95
14 95 95
15 95 97
16 95 100
17 96 104
18 99 107
19 102 110
20 105 114
21 108 117
22 111 120
22.5 113 122
23 115 124
Weight VmHB IAS limited by VMCL

(1000 lb) Normal conditions Icing conditions
29 95 95
31 95 95
33 95 97
35 95 100
37 95 104
39 98 106
41 101 109
43 103 112
45 106 115
47 109 118
49 112 121
49.5 113 122
50.7 115 124
Mod : 5948 Eng. : PW127F / PW127M
.
P1 200
LANDING DISTANCES APR 11
AA
GENERAL
The actual distance to land an aircraft and come to a complete stop, is measured from
a point 50 ft above the landing surface. This point is supposed to be above the
threshold.
The deceleration mean is the normal braking system, antiskid being operative and both
PL at Gl (no reverse).
To determine the required runway length for landing, apply national operational
regulation.
For information purpose, the actual landing distances are given on contamined or wet
runways.
Different cases may be considered :
D Normal landing - No significant failure:
Check before departure that available runway length with forecasted landing weight
is at least equal to the required landing length
D Abnormal landing - Significant failure known before departure (in accordance
with MEL) :
Check before departure that available runway length is at least equal to actual
landing distance, taking into account performance abatements due to failures and is
increased by operational regulatory coefficients.
D Abnormal landing - Significant failure resulting from in-- flight events :
Check before landing that available runway length is at least equal to actual landing
distance, taking into account performance abatements due to failures.
ACTUAL LANDING DISTANCE (M)
NORMAL CONDITIONS - FLAPS 30
WEIGHT (x 1000 13 14 15 16 17 18 19 20 21 22 22.5 23
kg)
DRY 530 530 530 530 530 550 570 590 610 630 640 660
R
U
N
WET 690 690 690 690 700 730 760 780 810 840 850 860
W
A C
Y O WATER
N OR
T SLUSH 640 680 710 750 780 820 860 900 940 980 1000 1020
C A 1/2 in
O M
N I
D N
I A COMPACT 690 720 760 790 830 860 900 930 970 1000 1020 1030
T T SNOW
I E
O D
N
B ICE 1010 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530 1560
Y
Mod : 5948 Eng: PW127F / PW127M

P2 200
LANDING DISTANCES APR 11
ACTUAL LANDING DISTANCE (M)
ICING CONDITIONS - FLAPS 30
WEIGHT (x 1000 13 14 15 16 17 18 19 20 21 22 22.5 23
kg)
DRY 570 570 570 570 570 600 620 640 670 690 710 720
R
U
N
WET 760 760 760 760 770 800 830 860 890 920 940 950
W
A C
Y O WATER
N OR
T SLUSH 700 740 780 820 860 900 950 990 1040 1080 1100 1130
C A 1/2 in
O M
N I
D N
I A COMPACT 760 800 840 880 920 960 1000 1040 1080 1120 1140 1160
T T SNOW
I E
O D
N
B ICE 1140 1200 1260 1320 1390 1450 1520 1580 1640 1710 1740 1770
Y
CORRECTION ON LANDING DISTANCES

Wind : dry or wet runway
add 10 % per 5 kt tailwind
subtract 2 % per 5 kt headwind
contaminated runway
add 16 % per 5 kt tailwind
subtract 2 % per 5 kt heawind
Airport elevation : dry or wet runway
add 3 % per 1000 ft above sea level
contaminated runway
add 5 % per 1000 ft above sea level
Effect of reverse: landing distances are decreased by
2 % on dry runway
4 % on wet runway
8 % on runway contaminated by water or slush
10 % on runway contaminated by compact snow
30 % on runway contaminated by ice
Caution : On contaminated runway, performances without reverser only are to be used for
flight preparation.
Note : Landing on damp runway
A runway is damp when it is not perfectly dry, but when the water which is on it does
not give a shiny appearance.
For damp runway, we consider no performance limitation.
Mod : 5948 Eng. : PW127F / PW127M
APR 11
Mod : 5948
.
USE OF FOS P1 001
FOS LANDING CHART EXAMPLE APR 11
AA
Note : The following landing chart is an example and cannot be used in operations.
LDG CHART
ELEVATION = 200.0 (FT) CODES LIMITATIONS
L.D.A . = 1000.0 (M) 0 - WET CHECK 3 - APPROACH CLIMB ATR72-- 500 JAR DGAC
SLOPE = 1.00 (%) 1 - STRUCTURE 4 - LANDING CLIMB
2 - RUNWAY
-- WIND F35 QNH = 1013.25 (HPA) F35

-- (KT) APPROACH F25 APPROACH F25
0 -- CAT I LANDING WEIGHT (KG) CAT I
A -- DRY RUNWAY CODE WET RUNWAY
T --
(DC) - - 10 -- 5 0 10 20 -- 10 -- 5 0 10 20
-- 10.0 20301 21850 21850 18300 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 2 2
0.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
5.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 2 1 1 1 2 2 1 1
10.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
15.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
20.0 20301 21850 21850 21850 21850 18483 20838 21850 21850
2 1 1 1 1 2 2 1 1
CAUTION
1. FOS results must be verified against the Airplane Flight Manual performance data.
In case of any discrepancy, the AFM performance data shall prevail.
2. It is the Operators responsibility to update this chart in case of any change in runway
or obstacle characteristics or in case of amendment of the AFM performance data.
Example :
. Tail wind : 5 kt
. Wet runway
. Temperature : 15_C
The maximum landing weight (Regulatory Landing Weight) is 18 483 kg because of the
runway limitations.
Mod : 5948
.
APR 11
Mod : 5948
.
APR 11
Mod : 5948
.
APR 11
Mod : 5948
ONE ENGINE INOPERATIVE 3.09.02
P2 500
FLIGHT PREPARATION FEB 12
AA
NET CEILING
Considering the atmospheric conditions of the day, read your net ceiling on one of the
two following graphs :
D NORMAL CONDITIONS - FLAPS 0
R
Examples :
1 16750 KG ; ISA +20C Net ceiling : Zp(nc) = 15525 ft
2 17000 KG ; ISAC Net ceiling : Zp(nc) = 18000 ft

P3 500
AA
R
D NET CEILING IN ICING CONDITIONS - FLAPS 15
Examples :
1 17000 KG ; ISA C Net Ceiling : Zp(ic) = 17000 ft.
2
18000 KG ; ISA +20C The corresponding OAT is greater than 5C, so
refer to the Normal Conditions graph (page 2) : for 18000 KG and ISA+20C, the
Net Ceiling is : Zp(nc) = 13300 ft.
Transition altitude from Icing to Normal Conditions for ISA+20C (intersection between
ISA+20C line and OAT = 5C line : Zp(OAT 5) = 15200 ft.
P4 500
AA
D DHR EXAMPLES IN ICING CONDITIONS

In Icing Conditions, two kinds of DHR have to be considered :
- The level off net ceiling corresponds to an OAT less than 5C : all the descent is
performed in Icing Conditions (Example 1 )
- The level off net ceiling corresponds to an OAT greater than 5C : the descent is
performed in Icing Conditions until OAT = 5C, and in Normal Conditions for OAT
greater
than 5C (Examples 2 and 3 )
R 1 Initial parameters at engine failure :
25000 ft ; Icing Conditions ; 17000 kg ; ISA ; No wind
Read the net ceiling on the Icing Conditions graph (page 3) : Zp(ic) = 17000 ft.
The height above the ceiling is : 25000 - 17000 = 8000 ft.
Refering to page 6, the distance to reach the ceiling of 17000 ft is : 200 - 65 = 135 NM.
2 Initial parameters at engine failure :
25000 ft ; Icing Conditions ; 18000 kg ; ISA + 20C ; No wind

Refering to the Icing Conditions graph (page 3), for 18000 kg and ISA+20C, the
associated OAT is greater than 5C, so read on this graph :
R - The Icing Conditions fictitious Net Ceiling, i.e. : Zp(ic) = 12200 ft ;
- The transition altitude from Icing to Normal Conditions for ISA+20C (intersection between
ISA+20C line and OAT = 5C line) : Zp(OAT 5) = 15200 ft.
R The level off net ceiling is read on the Normal Conditions graph (page 2) : Zp(nc) = 13300 ft.
a) Determine the distance covered in Icing Conditions using the graph page 6 :
R D(ic) = d(25000-- 12200) - d(15200-- 12200) = d(12800) - d(3000) = 113 - 42 = 71 NM ;
b) Determine the distance covered in Normal Conditions using the graph page 5 :
R D(nc) = d(15200-- 13300) = d(1900) = 230 - 145 = 85 NM ;
c) The total distance to reach the ceiling of 13400 ft is :
D = D(ic) + D(nc) = 71 + 85 = 156 NM
3 Same example than 2 , but with weight = 16750 kg :
Refering to the Icing Conditions graph (page 3), for 16750 kg and ISA+20C, the
associated
OAT is greater than 5C. So, read on this graph the transition altitude from Icing to Normal
Conditions for ISA+20C : Zp(OAT 5) = 15200 ft.
R On the Normal Conditions graph (page 2), you read a net ceiling Zp(nc) = 15525 ft that is
higher than Zp(OAT 5) = 15200 ft. So, you must keep as level off net ceiling Zp(OAT 5) =
15200 ft, the aircraft being set to the Normal Condition configuration (Flaps 0, Anti/De--icing
Off).
It is prohibited to go up to Zp(nc).
The total distance to reach the ceiling of 15200 ft is determined using the graph page 6 :
D = D(ic) + d(25000 - 15200) = d(9800) = 200 - 55 = 145 NM.
D CORRECTIONS ON GEOMETRICAL ALTITUDE
To take into account the actual atmospheric conditions (pressure, temperature), refer to the
operating data 3.01 chapter.
Mod : 5948 Eng. PW127F / PW127M BOOST OFF

P5 300
AA
DOWN HILL RULE
Single engine net ceiling being computed, following graphs give net descent flight path
down to this ceiling with the LO BANK speed VmLB associated to the day conditions
(flaps 0 normal conditions or flaps 15 icing conditions).
NORMAL CONDITIONS
Examples :
Height above ceiling = 7000 ft
No wind
Distance to reach the ceiling = 230 - 75 = 155 Nm

Wind = - 80 kt (headwind)
Distance to reach the ceiling = 130 - 55 = 75 Nm.
Mod : 5948 Eng. : PW127 or PW127F / PW127M

P6 300
AA
ICING CONDITIONS
Examples :
No wind
Distance to reach the ceiling = 200 - 60 = 140 Nm

Wind = - 40 kt (headwind)
Distance to reach the ceiling = 150 - 70 = 80 Nm.
Mod : 5948 Eng. : PW127 or PW127F / PW127M

P7 300
AA
200 KT IAS DESCENT

It the particular case where no obstacle is limiting, the hereafter graphs give the net
descent flight path down to the selected level at 200 kt IAS with flaps 0.
NET DESCENT FLIGHT PATH - NORMAL CONDITIONS - ISA
NET DESCENT FLIGHT PATH - NORMAL CONDITIONS - ISA+20
Mod : 5948 Eng. : PW127 or PW127F / PW127M BOOST OFF

P8 300
AA
NET DESCENT FLIGHT PATH - ICING CONDITIONS - ISA
NET DESCENT FLIGHT PATH - ICING CONDITIONS - ISA +20
Mod : 5948 Eng. : PW127 or PW127F / PW127M BOOST OFF

PROCEDURE P1 001
IN FLIGHT APR 11
AA
PROCEDURE
J IF OBSTACLE PROBLEM EXISTS
In order to maintain the highest level possible, the drift down procedure should be
used :
D MCT on operative engine
D Decision related to decision points
D Deceleration in flight level down to drift down speed which then will be maintained
(IAS mode).
- In normal conditions VmLB0
- In icing conditions VmLB 15 (flaps 15 will be selected when below VFE)
D LO BANK mode selection
- If, having reached drift down ceiling altitude, obstacle problem persists, the drift
down procedure is continued to make an ascending cruise.
- If, after drift down, obstacles are cleared, the subsequent cruise will be performed
using maximum continuous thrust on the remaining engine and the cruise 1 engine
tables.
If possible, the flight levels 70/80 are recommended to optimize the cruise speed.
Note : A particular attention will be payed to the fuel balance. When the dissymmetry
reaches 100 kg (220 lb), the use of the fuel crossfeed is recommended to
balance the wings.
Mod : 5948
PROCEDURE P2 001
IN FLIGHT APR 11
AA
J If no obstacle problem exists
Drift down procedure is not necessary. A descent at maximum continuous power will
be performed at 200 kt IAS. When the vertical speed slows down to 500ft/mn maintain
this value by increasing the speed.
Aircraft will be levelled when reaching the chosen cruise altitude.
When possible, FL 70/80 is recommended in order to optimize the speed.
Use 200 kt IAS descent tables (3.09.16 or 17) and 1 engine cruise tables (3.09.20 or
25).
Note : A special attention should be paid to the fuel unbalance.

It is recommended to balance the tanks using the fuel crossfeed when the
dissymmetry reaches 100 kg (or 200 lbs).
Mod : 5948
PROCEDURE P3 001
IN FLIGHT APR 11
AA
DRIFT DOWN DESCENT TABLES

METHOD OF USE
Choose in the next pages, the table corresponding to atmospheric conditions (normal or
icing, n ISA).
Select aircraft weight and flight level when failure occurs.
Example : 21000 kg, FL 240
INIT. GW INITIAL FLIGHT LEVEL

(1000 KG) 160 180 200 220 240 250
105 37.4 165 58.1 193 67.2 218 75.5 232 79.8 239 81.9
21 138 237 138 360 138 410 138 455 138 475 138 485
15300 15500 15500 15600 15600 15600
Values to be used as example only.
The table gives drift down ceiling (15600 ft) and air distance to cover to reach this altitude
(232 Nm).
It is also possible to determine air distance to cover to reach an intermediate level.
From FL 240 down to FL 200, Air Dist = 232 - 193 = 39 Nm
The ground distance corresponding to the air distance according to the wind value is
given in the chart hereafter :
Air Distance Wind (kt)

N
Nm
- 80 - 40 0 40 80
10 5 8 10 12 15
20 11 15 20 25 29
30 16 23 30 37 44
40 21 31 40 49 59
50 26 38 50 62 74
60 32 46 60 74 88
70 37 54 70 86 103
80 42 61 80 99 118
90 48 69 90 111 132
100 53 76 100 124 147
COMPUTATION ASSUMPTIONS IN ICING CONDITIONS

The drift down tables are computed with flaps 15 and ice accretion above icing altitude
(TAT 7C) and with flaps 0 without ice accretion below icing altitude (TAT > 7C).
Mod : 5948
.
NORMAL DRIFT DOWN DESCENT P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11
AA

IN FLIGHT APR 11

ICING DRIFT DOWN DESCENT P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

200KT IAS NORMAL DESCENT P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

200KT IAS ICING DESCENT P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

NORMAL CONDITIONS CRUISE P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

ICING CONDITIONS CRUISE P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11
CRUISE 1 ENGINE
ICING CONDITIONS
ISA+10 (.C) 1 ENG AT MAX CONTINUOUS (NP=100%)
WEIGHT FLIGHT LEVEL

(1000KG) 120 140 160 180 200 220
80.3 75.0 70.2 65.9 61.5 57.0
13 472 180 440 173 412 166 386 159 360 152 334 142
45.9 217 48.8 215 51.8 213 54.7 211 57.8 208 60.7 202
80.1 74.9 70.0 65.7 61.1 56.3
14 472 178 440 171 411 164 385 157 358 147 331 134
45.6 215 48.4 213 51.2 211 53.9 208 56.4 202 57.6 190
80.0 74.7 69.8 65.3 60.5
15 471 177 439 169 410 161 384 152 356 139
45.2 213 47.9 210 50.5 207 52.6 202 53.7 191
79.8 74.5 69.5 64.8
16 470 175 438 166 409 157 381 144
44.8 211 47.3 207 49.3 202 50.3 192
79.6 74.1 69.0
17 469 172 437 162 407 150
44.2 208 46.3 202 47.4 193
79.3 73.6
18 468 168 435 156
43.4 203 44.7 194
78.8
19 466 163
42.2 197
20
21
22
TQ %
KG/H/ENG IAS
NM/100KG TAS
IN FLIGHT APR 11
CRUISE 1 ENGINE
ICING CONDITIONS
ISA+20 (.C) 1 ENG AT MAX CONTINUOUS (NP=100%)
WEIGHT FLIGHT LEVEL

(1000KG) 120 140 160 180 200 220
75.8 71.2 66.1 61.5 57.4 53.6
13 454 178 425 172 395 160 367 153 342 144 319 135
48.2 219 51.1 217 53.2 210 56.4 207 59.2 202 61.2 195
75.7 71.0 65.9 61.2 57.0
14 453 177 425 170 394 158 366 149 340 138
47.8 217 50.6 215 52.5 207 55.1 201 56.8 193
75.6 70.9 65.6 60.8
15 453 175 424 167 393 154 364 142
47.4 215 50.1 212 51.3 202 52.9 192
75.5 70.7 65.2
16 452 173 423 165 391 148
46.9 212 49.4 209 49.4 193
75.4 70.4
17 452 170 422 162
46.3 209 48.5 205
75.2 70.1
18 451 167 420 157
45.5 205 47.3 199
74.9 69.6
19 450 163 419 151
44.5 200 45.6 191
74.5 68.9
20 449 158 417 139
43.2 194 42.4 177
73.9
21 448 149
41.0 183
22
TQ %
KG/H/ENG IAS
NM/100KG TAS

NORMAL HOLDING P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

ICING HOLDING P1 500
IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

IN FLIGHT APR 11

APR 11
Mod : 5948
.
FLIGHT PLANNING 3.10.01
P1 500
FUEL POLICY APR 11
AA
RECOMMENDED FUEL REQUIREMENTS

The total fuel quantity required to fly a given sector is the sum of the following
quantities :
A. TAXI FUEL
Quantity required for start up and TAXI (average quantity 2 mn/14 kg - 30 lb)
B. TRIP FUEL
Fuel required from departure to destination includes the following quantities :
- Take-- off and initial climb (average quantity 1 mn/24 kg - 53 lb)
- Climb at selected speed
- Cruise
- Descent from cruising level to 1.500 ft above destination airport
- Approach and landing (average quantity 3 mn/30 kg - 66 lb)
C. EN ROUTE RESERVE FUEL
According to national regulations and company policy (generally based on a
percentage of TRIP FUEL).
D. ALTERNATE FUEL
Fuel required to fly from destination to alternate airport. It includes
go-- around climb to cruising level, cruise at long range speed, descent and
approach procedure.
E. HOLDING FUEL
Fuel required for holding, calculated at minimum drag speed with the estimated mass
or arrival at the alternate or the destination aerodrome, when no alternate is required.
FLIGHT PLAN
When no FOS precalculated flight plan is available, flight planning can be determined by
using the graph given in 3.10.02 with a good approximation.
Computations include the average quantities for taxi in and out, take-- off initial climb,
approach and landing.
5 % of trip fuel is included in the computation.
Mod : 5948 Eng. : PW127F / PW127M

APR 11
Mod : 5948
P1 300
FUEL TO DESTINATION CALCULATION APR 11
AA
Mod : 5948 Eng. : PW127F / PW127M

P2 300
TIME TO DESTINATION CALCULATION APR 11
AA
Mod : 5948 Eng. : PW127F / PW127M

P1 500
ALTERNATE CALCULATION FEB 12
AA
Mod : 5948 Eng. : PW127F / PW127M

.
P1 300
FERRY FLIGHTS APR 11
AA
Mod : 5948 Eng. : PW127F / PW127M

P2 300
AA
Mod : 5948 Eng. : PW127F / PW127M

P3 300
AA
Mod : 5948 Eng. : PW127F / PW127M

P4 300
AA
Mod : 5948 Eng. : PW127F / PW127M

SPECIAL OPERATIONS 3.11.00
P1 001
CONTENTS APR 11
AA
3.11.00 CONTENTS
3.11.01 FLIGHT WITH LANDING GEAR DOWN
3.11.02 DISPATCH WITH FLAPS RETRACTED
3.11.03 DISPATCH WITH ANTI SKID INOPERATIVE
3.11.04 DISPATCH WITH AUTOFEATHER SYSTEM INOPERATIVE
3.11.05 DISPATCH WITH EEC OFF
3.11.06 DISPATCH WITH ONE AFU INOPERATIVE
3.11.07 DISPATCH WITH ONE TQ INDICATOR INOPERATIVE
3.11.08 DISPATCH WITH ATPCS OFF
3.11.09 ETOPS
3.11.10 OPERATIONS ON NARROW RUNWAYS
3.11.11 DRY UNPAVED RUNWAYS
3.11.12 DISPATCH WITH ONE ACW GENERATOR CHANNEL INOPERATIVE
3.11.13 DISPATCH WITH SPOILERS CONTROL SYSTEM INOPERATIVE
3.11.14 DISPATCH WITH ONE WEEL BRAKE DEACTIVATED
3.11.15 FERRY FLIGHT WITH PITCH ELEVATORS DISCONNECTED
3.11.16 HIGH LATITUDES OPERATIONS
3.11.17 STEEP SLOPE APPROACH
3.11.18 RUNWAYS SLOPE BEYOND 2%
3.11.19 OPERATIONS IN CIS COUNTRIES
Mod : 5948
P2 001
DISPATCH INTRODUCTION APR 11
AA
All dispatch cases are described in the AFM, part 7-- 02.
Many dispatches may be taken into account using the FOS software that given
accurate computation.
Nevertheless, no combination of dispatches is allowed.
Mod : 5948
P1 500
FLIGHT WITH LANDING GEAR DOWN FEB 12
AA
GENERAL
Extended overwater flight is not allowed. It is necessary to take into account the
increased drag to determine the take off weight and fuel consumption.
Flight in icing conditions is prohibited with gear down.
Refer to the MEL for the operating procedures.
DETERMINATION OF MAX TAKE OFF WEIGHT

Penalties on performance affect the WAT; Decrease the weight determined with the WAT
table (3.03.03 p 1) by 23 %.
APPROACH CLIMB PERFORMANCE

Decrease the basic limiting weight by 13 %.
FLIGHT PLANNING
Climb
Climb at 160 kt with both engines at maximum climb power setting. The tables in
3.11.01 p 2 to 9 give the time, distance and fuel consumption according to take-- off weight.
Cruise
The maximum speed with landing gear down is 185 kt.
The maximum recommended altitude is 16000 ft.
The recommended cruise speed is 160 kt.
Pages 3.11.01 p 10 to 13 give cruise tables at this speed.
Obviously, the ceiling on one engine may be a limiting factor, and the choice of the route
should reflect this concern.
Engine failure
The weight penalty on single engine ceiling computation is 21%.
R Pages 3.11.01 p 17 gives the single engine ceiling with landing gear down.
Descent
R Page 3.11.01 p 15 gives the descent parameters.
HOLDING
Page 3.11.01 p 14 gives the holding parameters.
Mod : 5948 Eng. : PW127F / PW127M

P2 500
Mod : 5948 Eng. : PW127F / PW127M

P3 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P4 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P5 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P6 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P7 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P8 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P9 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 10 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 11 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 12 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 13 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 14 500
FLIGHT WITH LANDING GEAR DOWN LB FEB 12
AA
Mod : 5948 Eng. : PW127F / PW127M

P 15 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 16 500
AA
Mod : 5948 Eng. : PW127F / PW127M

P 17 500
AA
Mod : 5948 Eng. : PW127F / PW127M : BOOST OFF

.
P1 001
DISPATCH WITH FLAPS RETRACTED APR 11
AA
D Refer to the AFM supplements (7.02.03), or use the FOS.
Mod : 5948
.
P1 100
DISPATCH WITH ANTISKID INOPERATIVE APR 11
AA
D Refer to the MMEL for the operating procedures.
TAKE- OFF
D Enter the quick reference tables with a corrected runway length reduced by
400 m.
LANDING
D Multiply landing distance by 1.4.
Mod : 5948 Eng. : PW127F / PW127M

.
DISPATCH WITH AUTOFEATHER P1 200
SYSTEM INOPERATIVE APR 11
AA
TAKE- OFF
D Increase V1 limited by VMCG by 5 kt.
D Increase VR by 2 kt.
D Increase VMCA by 3 kt.
D Enter the quick reference tables with a runway length reduced by 40%.
D Decrease the maximum second segment weight by :
MAXIMUM 2nd SEGMENT WEIGHT CORRECTIONS
27 000 kg (59 520 lb) 4 000 kg (8 800 lb)
23 000 kg (50 700 lb) 3 400 kg (7 500 lb)
19 000 kg (41 900 lb) 2 800 kg (6 200 lb)
LANDING
D Increase VMCL by 3 kt.
Mod : 5948 Eng. : PW127F / PW127M

.
P1 200
DISPATCH WITH EEC OFF APR 11
AA
TAKE- OFF
D Take-- off must be performed with BLEED VALVES OFF and ATPCS OFF.
D Decrease the maximum second segment weight by the following values, taking into
account the ATPCS OFF effect :
27 000 kg (59 520 lb) 5 300 kg (11 700 lb)
23 000 kg (50 700 lb) 4 500 kg (9 900 lb)
19 000 kg (41 900 lb) 3 600 kg (7 950 lb)
Mod : 5948 Eng. : PW127F / PW127M

.
P1 001
DISPATCH WITH ONE AFU INOPERATIVE APR 11
AA
D Refer to the Dispatch with ATPCS OFF (3.11.08)
Mod : 5948
.
DISPATCH WITH ONE TQ P1 001
INDICATOR INOPERATIVE APR 11
AA
D Refer to the MEL.
Mod : 5948
.
P1 200
DISPATCH WITH ATPCS OFF APR 11
AA
TAKE- OFF
D Select ATPCS OFF and BLEED VALVES OFF
D Decrease the maximum 2nd segment weight by :
27 000 kg (59 520 lb) 4 000 kg (8 800 lb)
23 000 kg (50 700 lb) 3 400 kg (7 500 lb)
19 000 kg (41 900 lb) 2 800 kg (6 200 lb)
LANDING
D Decrease VMCL by 3 kt.
Mod : 5948 Eng. : PW127F / PW127M

.
P1 001
ETOPS APR 11
AA
NOT ALLOWED
Mod : 5948
.
APR 11
Mod : 5948
.
APR 11
Mod : 5948
.
DISPATCH WITH ONE ACW GENERATOR P1 001
CHANNEL INOPERATIVE APR 11
AA
D Refer to AFM 7_02.01
Mod : 5948
.
DISPATCH WITH SPOILERS CONTROL P1 001
SYSTEM INOPERATIVE APR 11
AA
Mod : 5948
.
DISPATCH WITH ONE WEEL BRAKE P1 001
DEACTIVATED APR 11
AA
Mod : 5948
.
FERRY FLIGHT WITH PITCH ELEVATORS P1 001
DISCONNECTED APR 11
AA
Mod : 5948
.
P1 001
HIGH LATITUDES OPERATIONS APR 11
AA
Mod : 5948
.
P1 001
STEEP SLOPE APPROACH APR 11
AA
Mod : 5948
.
P1 001
RUNWAYS SLOPE BEYOND 2% APR 11
AA
Mod : 5948
.
P1 001
OPERATIONS IN CIS COUNTRIES APR 11
AA
D Refer to AFM 7_09
Mod : 5948
.
APR 11
3.12.00 CONTENTS
3.12.10 GENERAL DESCRIPTION
3.12.20 LIST OF OEB
Mod : 5948
.
OPERATIONS ENGINEERING BULLETINS 3.12.10
P1 001
GENERAL DESCRIPTION APR 11
AA
Operations Engineering Bulletins, OEB, are issued by ATR, under supervision of Flight
Test Department, as the need arises to transmit in advance technical or procedural
information before technical solutions is developped and implemented.
ALL OEB are distributed to ALL FCOM holders.
Information in OEB is responsibility of ATR in the same manner as the whole FCOM, and
may not be approved by Airworthiness Authorities at the time of release.
In case of conflict with the certified Flight Manual, the latter will supersede.
When an operator implements a modification cancelling an OEB, this operator may not
take into account this OEB anymore for the concerned aircraft.
Mod : 5948
.
P1 001
LIST OF EFFECTIVE OEB FEB 12
AA
O.E.B.
DATE SUBJECT VALIDITY
No/ISSUE
R 01/01 APR 11 Start-- Up sequence software L2B1
02/01 APR 11 Parameter monitoring. software L2B1
03/01 JUL 11 Untimely DU reset software L2B1
04/01 SEP 11 AP/FD ALT* mode during software L2B1

climb phase.
05/01 OCT 11 Inconsistency between software L2B1

displayed MDA and call out
Approaching minimum and
Minimum Minimum.
06/01 OCT 11 TAKE OFF procedure software L2B1
07/01 FEB 12 VHF emitting Mod 6760
Mod : 5948
.
P1 001
Issued by
O.E.B. N 01 DO/TV APR 11
AA
SUBJECT : Start- Up sequence.

1 - Reason for issue
Some spurious cautions may arise during start--up sequence.
A new software upgrade L2B2 requiring dedicated airworthiness approval will

be released in the future.
2 - Procedures
During Start--Up sequence, disregard the spurious cautions.
Consider amber cautions only if they remain displayed for more than five seconds.
Validity : All aircraft fitted with FMS software L2B1
Mod: 5948 Model : 212A

.
P1 001
Issued by
AA
SUBJECT : Parameter monitoring.

On the new Avionics instrument panel, some parameters previously permanently
displayed on analog indicators are now displayed on System Pages, and then not
permanently.
All the parameters are monitored by the system, and exceeding a limit will trigger an alert,
but for some parameters the amber range is not indicated by a Caution.
A new software upgrade L2B2 requiring dedicated airworthiness approval will

be released in the future.
This upgrade will allow that any parameter coming out of the green normal range will
trigger a Caution or a Warning.
2 - Procedures
ATR recommends that the crew regularly check all the parameters by scanning the
System Pages; just a glance is sufficient to see if one of them is displayed in amber.

.
P1 001
Issued by
AA
SUBJECT : Untimely DU reset.

During development flights on ATR 600 prototypes, few events of untimely reset were
observed on DU#2 or 4: without any specific crew action, the affected DU failed (amber F
displayed) and immediately restarted with a 40 seconds self test sequence (green T
displayed).
This issue will be addressed as soon as possible, or by the next software L2B2 at
latest.
2 - Procedures
No specific procedure is to be applied, as the affected DU is automatically recovered in
less than one minute, and the system remains fully operational in single RMS and single
FMS.
As soon as DU is recovered the crew has to initiate the FMS CTK, as requested by the
MCDU msg.
In case of dispatch under MEL with DU#1 or 5 inoperative, ATR recommends PF is the
pilot with both DU operative so that in case of an untimely DU#2 or 4 reset, at least one DU
remains available for PF.
Crew shall record the event on the Logbook for event follow--up, but no maintenance
action is required.

.
P1 001
Issued by
O.E.B. N 04 DO/TV FEB 12
AA
SUBJECT : AP/FD ALT* mode during climb phase.

During climb in IAS mode with SPD AUTO selected, when reaching the cruise altitude with
a very low vertical speed it might happen that the speed target switches to cruise speed
before engagement of AP/FD ALT* mode.
As the active mode is still IAS and as the target speed is above current IAS, the FD/AP
gives an untimely pitch down order.
This potential issue will be addressed as soon as possible.
2 - Procedures
During climb in IAS mode, when vertical speed is below 500 ft/mn, it is recommended to
select manual speed at least 1000 ft before reaching cruise level.
When steady at the cruise level in ALT mode, SPD AUTO may be selected.

.
P1 001
Issued by
AA
SUBJECT : Inconsistency between displayed MDA and call out Approaching

minimum and Minimum Minimum.

The New Avionics Suite provides a Minimum Descent Altitude management, selected
through the ICP, consisting in:
- an indication on Primary Flight Display (amber line on the altitude scale and a readout
under the attitude zone)
- audio call out Approaching minimum when the aircraft reaches MDA+80ft,
- audio call out Minimum minimum when the aircraft reaches MDA.
Several cases with call out triggered too late were reported by operators.
Analysis shows that audio call outs are computed with an inadequate altitude data (GPS
instead of baro--corrected altitude), this leads to an inaccurate triggering.
2 - Procedures
- MDA selection through AVS must not be used.
- The crew has to monitor the aircraft altitude according to published MDA of the approach
flown.

.
P1 001
Issued by
AA
SUBJECT : Take Off procedure.

The paragraph After LIFT OFF from procedure TAKE OFF (FCOM 2.03.14) is updated to
take into account a limitation due to L2B1 software (impossibility to select V2+5 on
ground) and to correct an error in the current procedure (incorrect target).
This procedure is adapted to L2B1 NAS software. For L2B2 the procedure TAKE OFF will
be modified to take into account the engagement of IAS AUTO mode on ground.
2 - Procedures
After LIFT OFF :

PF - GEAR UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ORDER
- If Take Off at 100% TQ (if applicable with mod 5731)
PL 1 +2 . . . . . . . . . . . . . . . . . . . . . . . . RETARD IN THE NOTCH
R PNF - LDG GEAR LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT UP
R PNF - YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGAGE
R PNF - TAXI & TAKE OFF LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
R PNF - IAS MODE (FGCP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
R PNF - SPEED TARGET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK V2 + 5 kt
R PNF - LDG GEAR LIGHTS . . . . . . . . . . . . . . . . . . . . . CHECK EXTINGUISHED

.

Fcom Atr 76 - RN 01 - Feb 12

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FLIGHT CREW OPERATING MANUAL 0.00.

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

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

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

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

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

0.06.00 REASON OF THE REVISION

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

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

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

0.10.00 CROSS REFERENCE TABLE (C.R.T.)

0.40.00 ORGANIZATION OF THE MANUAL

0.50.00 STANDARD NOMENCLATURE

0.60.00 UNITS CONVERSION TABLE

No. T.R. DATE IN DESTROYED POSITION REMARKS

DATE REASON OF REVISIONS AFFECTED PAGES

You must hold in your manual the following pages

NREV EDITION DATE INSERTION DATE NAME

DATE REASON FOR ISSUE (MAJOR EVENTS) CHAP INVOLVED

FEB 12 (published in April 2012 due to certification process)

You must hold in your manual the following normal pages

N 0 00 00 001 001 APR 11 CONTENTS

M P CH SE Page Seq Date Label

N 0 50 00 009 001 APR 11 STANDARD NOMENCLATURE

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N 1 01 20 005 001 FEB 12 MOD 5948

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N 1 03 30 009-010001 APR 11 MOD 5948

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N 1 04 10 009 001 APR 11 MOD 5948

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N 1 10 36 005 001 APR 11 MOD 5948

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N 1 13 30 001 001 APR 11 MOD 5948

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N 1 15 40 009 001 APR 11 MOD 5948

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N 1 16 30 007 001 APR 11 MOD 5948

M P CH SE Page Seq Date Label

N 1 16 60 003 001 APR 11 MOD 5948

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N 2 01 06 001 001 APR 11 MOD 5948

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N 2 02 04 001 001 FEB 12 MOD 5948

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