Atr 42-600 Fcom Vol i

MSN 1608
Reg. # VT-UDA
Unscheduled Revision - TOTAL
06 JUL 2022
Kg
FCOM
Flight Crew Operations Manual
The content of this document is the property of AVIONS DE TRANSPORT REGIONAL. It is supplied in confidence and commercial
security on its content must be maintained. It must not be used for any purpose other than that for which it is supplied, nor may
information contained in it be disclosed to unauthorized persons. It must not reproduced in whole or in part without permission in
writing from the owners of the copyright. ©2022. All rights reserved
ALX6_FCOM_45_C_1608_SI_full_Rev32.0
.
FCOM
1608 / 45 TOC
FCOM Table of Content Page n°01
LIST OF ISSUES..................................................................................................... LI
LIST OF EFFECTIVE DATA MODULES............................................................... LEDM
LIST OF MODIFICATIONS................................................................................... LOM
CROSS REFERENCE TABLE............................................................................... CRT
OPERATIONS ENGINEERING BULLETINS........................................................... OEB
GENERAL INFORMATION................................................................................... GEN
LIMITATIONS....................................................................................................... LIM
PROCEDURES...................................................................................................PRO
PERFORMANCE.................................................................................................PER
DESCRIPTION....................................................................................................DSC
FMS PILOT’S GUIDE...........................................................................................FMS

.
FCOM
1608 / 45 TOC
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INTENTIONALLY
LEFT BLANK
##PLIB##
FCOM
1608 / 45 LI
FCOM List of Issues Page n°01
Issue Date Reason for Issue

06 JUL 2022 Unscheduled : First Issue
FCOM
1608 / 45 LI
FCOM List of Issues Page n°02
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
FCOM
1608 / 45 LEDM
FCOM List of Effective Data Modules Page n°01
Status Data Module Revision Applicability

Date
FCOM.OEB OPERATIONS ENGINEERING BULLETINS
FCOM.OEB.00 GENERAL 03 APR 2019 1608
DESCRIPTION
_ec5c2bd5-583c-49c2-8638-675887b6c604
FCOM.OEB.10 Before Taxi 18 APR 2019 1608

Normal Procedure (R)
_403e3285-4d65-4481-9d25-2eb85d408de1
FCOM.OEB.10 Before Taxi 25 JUN 2018 1608

Normal Procedure
_eb339db7-45d6-4e3b-abe9-a73500dd3fd1
FCOM.OEB.25 Propeller Blade 30 APR 2021 1608

Pitch Change Mechanism
Damage (R)
_7228e28b-7cc5-4b55-82ee-98368832a4f9
FCOM.OEB.25 Propeller Blade 30 APR 2021 1608

Pitch Change Mechanism
Damage
_e6f4d1ef-063c-441c-9bfc-b0c9dd6a2e60
FCOM.OEB.27 Uncommanded 18 APR 2019 1608

Autofeather (R)
_b782c19c-f279-475d-9d07-4604f04563ee
FCOM.OEB.27 Uncommanded 04 NOV 2019 1608

Autofeather
_21f12523-3ff7-4ee4-8f05-fecbd32f16c7
FCOM.OEB.32 ENGINE FIRE 24 JUL 2019 1608

Warning (R)
_b6044fa0-19cd-4b1e-aa2f-c041fe3df796
FCOM.OEB.32 ENGINE FIRE 24 JUL 2019 1608

Warning
_991cad58-ad82-43cb-97a9-097088b275a6
FCOM.OEB.35 Prolonged loss or 24 MAR 2020 1608

erroneous distance on DME 4000
(R)
_ab4f4d03-1cac-4f4a-a86b-f0fb10995efa
FCOM.OEB.35 Prolonged loss or 24 MAR 2020 1608

erroneous distance on DME 4000
_f24b5365-2534-412a-920c-5fb2f3fdffcd
FCOM
1608 / 45 LEDM

Date
FCOM.OEB.45 Reset of Takeoff 30 JAN 2019 1608
Speeds Set Manually when
Performing Annunciator Light
Tests or Icing Test (R)
_849d9848-f582-4ea0-acee-56ead19ebf33
FCOM.OEB.45 Reset of Takeoff 30 JAN 2019 1608

Speeds Set Manually when
Performing Annunciator Light
Tests or Icing Test
_29696a3a-7674-4654-b2ac-41d670dc550b
FCOM.OEB.49 Temporary ENG 07 OCT 2020 1608

1(2) OIL LO PR procedure (R)
_e90941c4-cb98-4ada-bdab-59ed35c3c03d
FCOM.OEB.49 Temporary ENG 07 OCT 2020 1608

1(2) OIL LO PR procedure
_89f4dc29-88a4-41bd-a1d7-788925035d86
FCOM.OEB.56 Potential 04 MAY 2021 1608

temporary loss of all Cockpit
Display Systems(R)
_ab1cbd4e-8026-466f-a809-12856b94401e
FCOM.OEB.56 Potential 04 MAY 2021 1608

temporary loss of all Cockpit
Display Systems
_7c66bf9f-5854-47a8-98cc-205f0918f5af
FCOM.GEN GENERAL INFORMATION

FCOM.GEN.1 Introduction 22 NOV 2017 1608
_2332b3ed-5886-4a9c-9f78-ad8b9a8191b1
FCOM.GEN.2 FCOM Chapters 09 DEC 2020 1608

_41c0fd72-acd0-4ee9-befc-536d5c24b560
FCOM.GEN.3 FCOM Revision 22 NOV 2017 1608

_130ef532-5bfc-4652-b5df-97d5452d91b4
FCOM.GEN.4 Manual Structure 23 NOV 2017 1608

_c752eb82-cbef-4034-b0dd-0bc3f0dd28ea
FCOM.GEN.5 Data Module (DM) 22 NOV 2017 1608

Identification and Heading
_1717489d-1107-4b60-88ab-cf684fbc9dd9
FCOM.GEN.6 Data Modules 22 NOV 2017 1608

Links (Refer to – see)
_1e0b498d-a405-4e8e-a646-2ead39afe9d0
FCOM
1608 / 45 LEDM

Date
FCOM.GEN.7 Levels of 22 NOV 2017 1608
Importance in the Contents
_5f595d86-e1eb-4b29-8964-17f5ba4d13cd
FCOM.GEN.8 Definition 21 DEC 2017 1608

_5d2c877a-669c-495a-bcff-8b9e39b6e884
FCOM.GEN.9 Unit Conversion 29 MAY 2019 1608

_4bcfe869-9ab9-4414-a995-b71be9e9dec0
FCOM.GEN.10 Glossary of 03 MAY 2021 1608

Standard Nomenclature
_3473513c-92bc-4e37-ac7d-074a852a0df7
FCOM.LIM LIMITATIONS
FCOM.LIM.1.1 Introduction 03 NOV 2016 1608
_7166e16e-c844-4707-82e4-0b99b2916a2b
FCOM.LIM.1.2 Kinds of 25 SEP 2015 1608

Operation
_39c36470-bd17-4491-9888-80a05bc67d9a
FCOM.LIM.1.3 Minimum Flight 25 SEP 2015 1608

Crew
_4e716386-fd2a-4057-8be2-86720ae8d222
FCOM.LIM.1.4 Performance 22 DEC 2017 1608

Configuration
_a5d7fe61-e842-49a8-9b72-151b89e0924d
FCOM.LIM.1.5 Maximum 25 SEP 2015 1608

Operating Altitude
_5e0f199b-a433-4e46-8d33-496abde00c11
FCOM.LIM.1.6 Maneuvering Limit 25 SEP 2015 1608

Load Factors
_50f667d9-e2a5-4754-b6ff-2f59e971a16f
FCOM.LIM.1.7 Dispatchability 18 SEP 2017 1608

_a958bded-609d-4f1a-93c4-5d12a50c5124
FCOM.LIM.1.8 Maximum Number 25 SEP 2015 1608

of Seats
_65c35a0e-6ca5-4e70-86e3-f483f3eeae5f
FCOM.LIM.2.1.1 Structural 07 MAR 2016 1608

Limitations
_2228dfda-fd56-4225-af4a-d3a513b3a203
FCOM.LIM.2.1.2 Performance 21 OCT 2016 1608

Limitations
_d9fdcf93-3353-474a-b6fc-fbf2883a62e3
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.2.2.1 Certified Center 28 MAY 2019 1608
of Gravity Envelope
_cf6e2dbd-2709-40eb-8637-d1acb4bb7657
FCOM.LIM.2.3.1 Loading - 30 NOV 2020 1608

Unloading Instruction
_2fbc5f8d-4e75-45f5-b4ac-b2c59220c55e
FCOM.LIM.3.1.1 Maximum 08 DEC 2017 1608

Operating Speed VMO-MMO
_0613c62d-0749-4923-9da6-f48181657b54
FCOM.LIM.3.1.2 Maximum 06 OCT 2017 1608

Design Maneuvering Speed VA
_4ba6dba5-27ba-425a-b434-37b715b18897
FCOM.LIM.3.1.3 Maximum Flaps 22 MAY 2017 1608

Extended Operating Speeds VFE
_1d68acdb-d49b-4477-9e0b-35b58b328c3f
FCOM.LIM.3.1.4 Maximum 22 MAY 2017 1608

Landing Gear Extended and
Operating Speeds VLE-VLO
_f98950b4-133f-4034-a593-6bd53af6d77e
FCOM.LIM.3.2.1 Stall Speeds 06 JAN 2017 1608

_75a24d19-0792-4722-8597-6daaa678ff42
FCOM.LIM.3.3.1.1 Flaps 15 28 NOV 2017 1608

_10b70604-2c37-4753-801a-c854bec4e299
FCOM.LIM.3.3.2.1 Flaps 15 28 NOV 2017 1608

_28c8b67f-9a5d-4f45-ad34-f8c988a23403
FCOM.LIM.3.3.3.1 Landing 22 MAY 2017 1608

VMCL
_f04ad220-c690-4183-bc9c-fb23dbb8fa58
FCOM.LIM.3.4.1.1 General 19 SEP 2017 1608

_1bfc4494-008c-469a-bb57-51af3b45f1c6
FCOM.LIM.3.4.2.1 MAN - AUTO 06 OCT 2017 1608

SPEED philosophy
_bb64b374-90fa-4766-ad7a-e822d128b4fb
FCOM.LIM.3.4.3.1 Operating 06 JAN 2017 1608

Speeds
_a3463c00-c4db-4f73-a10f-76655c0f3580
FCOM.LIM.3.4.3.2 Limit Speeds 10 MAR 2017 1608

_ef0361cf-e190-4133-83c4-06f66ddaa4e8
FCOM.LIM.3.4.4.1 Introduction 10 MAR 2017 1608

_50decdbf-091a-4462-ba86-0c3c2611837d
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.3.4.4.2 Normal 06 JAN 2017 1608
Conditions
_2071fbb0-21df-4721-8f77-239040ef7484
FCOM.LIM.3.4.4.3 Icing 19 SEP 2017 1608

Conditions
_6a6e54a2-0528-48a6-a6ca-1bbfe4c9226b
FCOM.LIM.3.4.4.4 06 OCT 2017 1608

Recommended Conservative
Maneuvering Speed
_f64e59b5-9bc6-4215-b52c-19eb49252432
FCOM.LIM.3.4.5.1 TAKEOFF 03 NOV 2016 1608

SPEEDS
_72559ece-cf71-4d08-91f3-0679f7d65eaf
FCOM.LIM.3.4.6.1 V1 - VR - V2 29 APR 2020 1608

_8ac0542c-ad8e-4195-86a5-5d6147d2d454
FCOM.LIM.3.4.7.1 VFTO 26 OCT 2016 1608

_b49b407b-306a-486e-9db5-7ea399f0ffdb
FCOM.LIM.3.4.8.1 Minimum 19 SEP 2017 1608

Speeds
_11d06831-dcc4-45c4-b702-0bffa49841bc
FCOM.LIM.3.4.8.2 25 AUG 2016 1608

Recommended Cruise Speed
_e9d00279-9415-4da0-9300-ff453f732b9a
FCOM.LIM.3.4.9.1 Landing 28 NOV 2019 1608

Speed
_db179aee-50e0-4014-b326-d7db13cb352b
FCOM.LIM.3.4.10.1 Go-Around 26 OCT 2016 1608

Speed (VGA)
_71f2d78a-189f-4329-9cbd-def3ec1b0940
FCOM.LIM.3.4.11.1 Minimum 03 NOV 2016 1608

Speed For Flaps Retraction
_669c3cee-625b-499d-9561-c3481017c886
FCOM.LIM.4.1.1 Environmental 04 MAR 2021 1608

Envelope
_eaf91684-37c2-4227-896e-16b04214b80b
FCOM.LIM.4.2.1 Tailwind 06 JAN 2017 1608

_664c0c7b-2691-496e-8313-0d3e49c5a057
FCOM.LIM.4.2.2 Crosswind 12 NOV 2021 1608

_e2277871-f1f5-466a-8f33-f34cd7159833
FCOM.LIM.4.3.1 Runway Slope 06 JAN 2017 1608

_12c30841-cefa-466f-b78b-45bbe6fd7787
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.4.4.1 Ground Icing 28 NOV 2017 1608
Conditions
_70b81fac-b235-4cc1-b62f-12ba722dc327
FCOM.LIM.4.4.2 Atmospheric 04 MAR 2021 1608

Icing Conditions
_09e3cbc1-f76c-4904-9f05-780a4032208b
FCOM.LIM.4.4.3 Severe Icing 06 JAN 2017 1608

Conditions
_d9df816a-de30-4524-8883-420eea0d990d
FCOM.LIM.5.21.1 Pressurization 07 MAR 2016 1608

_a7fc672d-de27-491d-8c90-733fdeffaf65
FCOM.LIM.5.22.1 Automatic 24 JUN 2019 1608

Flight Control System
_2eddd154-e20c-4b40-841e-7e027aeaa1d3
FCOM.LIM.5.23.2 ACARS 06 MAR 2019 1608

_ebb9f37b-036d-411a-9c6f-b56371b3da94
FCOM.LIM.5.24.2 Transformer 01 JUN 2021 1608

Rectifier Unit (TRU)
_742dc391-71af-431a-b9e0-ebe52244cfca
FCOM.LIM.5.27.1 Flaps 28 NOV 2017 1608

_45c194a4-4b36-4162-ac33-256aff611625
FCOM.LIM.5.29.1 Hydraulic 07 MAR 2019 1608

Fluids
_7393315a-afcf-46f7-8eaf-6ccd588f53ef
FCOM.LIM.5.29.2 Hydraulic 01 OCT 2018 1608

Pumps
_72def889-3ed2-4956-88fc-737c5a9ac763
FCOM.LIM.5.30.1 Ice and Rain 21 OCT 2016 1608

Protection
_1f431dc4-7cb1-44d2-a881-0c3321d4803d
FCOM.LIM.5.31.1 Instrument 10 MAR 2017 1608

Marking
_8f781152-545d-4e21-9284-22576d66108f
FCOM.LIM.5.32.1 Landing Gear 28 NOV 2017 1608

_2866706a-c8f0-4242-b25e-3808d8d200e1
FCOM.LIM.5.33.1 Cabin Lighting 07 MAR 2016 1608

_0cc722a5-4ccc-4aba-a025-0dc013e1dfa4
FCOM.LIM.5.34.2.1 General 04 MAR 2021 1608

_4f8f127a-40f2-4640-8f03-a67068ccc0ca
FCOM.LIM.5.34.2.2 Limitations 04 MAR 2021 1608

_37b4b61a-b0d4-4181-a832-f311efb374d0
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.5.34.2.3.1 RNAV 28 NOV 2017 1608
Operations Capability
_26f5cbbb-b9af-4b6d-86e7-a3f1cdfc21ff
FCOM.LIM.5.34.2.3.2 LNAV - 04 MAR 2021 1608

Operational Limitations
_56226989-845c-4b60-816a-9e076019c308
FCOM.LIM.5.34.2.3.3 LNAV- 04 MAR 2021 1608

VNAV - Operational Limitations
_45668eaa-3b6c-4c0f-a916-3fa93839ef98
FCOM.LIM.5.34.2.3.4 LPV - 04 MAR 2021 1608

_de8f8aec-c6d0-41e3-b092-b73110afe257
FCOM.LIM.5.34.2.3.5 LP - 04 MAR 2021 1608

_6798791c-f547-48b6-9dec-acbcbbf7aeaf
FCOM.LIM.5.34.3.1 Limitations 19 MAY 2021 1608

_a7b84c74-9a7a-4817-8a65-b86b79a8eb49
FCOM.LIM.5.34.5.2 ATC function 05 DEC 2018 1608

_af6030d8-6bf0-4705-a5c3-1b90808c4ebc
FCOM.LIM.5.34.7.1 PBN 04 MAR 2021 1608

Capabilities
_9d81132b-4dca-44f6-91cd-8efa818b2388
FCOM.LIM.5.34.7.2 PBN 07 MAR 2019 1608

OPERATION
_bec6b075-4bbc-4d0e-8e5c-93cc39583da8
FCOM.LIM.5.34.10.1 Limitations 20 FEB 2020 1608

_a76b9c99-8b5e-4532-920d-a9894276c9c6
FCOM.LIM.5.34.10.2 Climb 05 DEC 2018 1608

Resolution Advisory Flight
Envelope
_82e9c552-d641-462d-b75e-e91c98964be8
FCOM.LIM.5.34.10.3 Inhibition 05 DEC 2018 1608

Schemes
_f37ad7ce-d53c-46f6-b683-761ab4c0b16b
FCOM.LIM.5.35.1 Minimum 03 MAY 2021 1608

Bottle Pressure
_53d5d86d-1ecd-4f0d-96cb-228f99570e21
FCOM.LIM.5.52.1 Cargo Door 07 MAR 2016 1608

Operation
_5c5010fd-2cbe-42d8-8139-ef06ea0c245c
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.5.52.2 Cockpit Door 07 MAR 2016 1608
Security System
_6b9257f3-32a6-4fd3-b177-c4ff2ece2c99
FCOM.LIM.5.70.1.1 Overtorque 20 SEP 2019 1608

Limit
_03788e69-0a60-407c-ad4f-1c6bd2a88505
FCOM.LIM.5.70.1.2 03 NOV 2016 1608

Overtemperature Limit for
Starting
_034fe4b3-04ba-4c55-93c1-413da6afebc0
FCOM.LIM.5.70.1.3 ITT 03 NOV 2016 1608

Limitation Engine Operating
_36cc6920-c573-4efd-9bd2-334771235d4b
FCOM.LIM.5.70.1.4 ITT 07 MAR 2016 1608

Limitation at Normal Takeoff
Rating
_8f8a63b1-9deb-49e2-b858-0984bba8221d
FCOM.LIM.5.70.1.5 Engine 20 FEB 2020 1608

Parameters
_54fe770b-c3a6-423e-a01d-197f1a34b7dc
FCOM.LIM.5.70.2.1 Oil System 21 OCT 2016 1608

_1d528ba4-ca6a-4f90-95e0-7aeda8c07461
FCOM.LIM.5.70.3.1 Starter 07 MAR 2016 1608

_a67b7d33-cb4f-458c-abea-8de9db88f2d8
FCOM.LIM.5.70.4.1 Anti Icing 12 NOV 2021 1608

Additive
_b619741a-4859-4df4-8a79-29278462e540
FCOM.LIM.5.70.4.2 Refueling 07 MAR 2016 1608

_dec9d2ab-9c2a-4037-85b7-0846c0f408df
FCOM.LIM.5.70.4.3 Usable Fuel 07 MAR 2016 1608

_a348d74f-0169-420c-831d-f350049f02a5
FCOM.LIM.5.70.4.4 Fuel 21 OCT 2016 1608

Unbalance
_30b4139e-a842-47ea-ad53-26e1af7cc519
FCOM.LIM.5.70.4.5 Fuel Feeding 07 MAR 2016 1608

_0ee0db76-b99a-492f-b017-cdb704674acc
FCOM.LIM.5.70.4.6 Fuel 07 MAR 2019 1608

_23fd279d-e6f9-4dfb-beb6-9669a2b225c3
FCOM.LIM.5.70.4.7 Fuel 07 MAR 2019 1608

Temperature
_0243e85b-8bb4-4336-9028-4837871679b2
FCOM
1608 / 45 LEDM

Date
FCOM.LIM.5.70.5.1 Propellers 21 OCT 2016 1608
_18888a3a-628d-4b3f-b358-0721a5904c7f
FCOM.PRO PROCEDURES
FCOM.PRO.GEN.1.1 Introduction 13 DEC 2017 1608
_76303464-b967-4783-abc5-9da2e043740e
FCOM.PRO.GEN.1.2 Definition - 10 MAR 2017 1608

Flight Crew
_67adecf8-3b52-486b-a150-d05f8a13250a
FCOM.PRO.GEN.1.3 Procedure 13 DEC 2017 1608

Application
_b2df60ac-e910-413b-ac01-463d9805561f
FCOM.PRO.GEN.1.4 Procedures 10 MAR 2017 1608

Initiation
_2f7864eb-b1c1-46b3-b99e-b8d16473820f
FCOM.PRO.GEN.1.5.1 03 APR 2019 1608

Emergency and Abnormal
Procedure
_9099036b-f45c-4bf0-a00c-db9e4c22d911
FCOM.PRO.GEN.1.5.2 Normal 21 DEC 2017 1608

Procedure
_f4d98366-83eb-4783-9504-bf853b21696a
FCOM.PRO.GEN.1.1 Task 21 DEC 2017 1608

sharing
_a3697dd5-9564-43c5-b284-f3515bd8d594
FCOM.PRO.GEN.1.2 Failure 12 MAR 2021 1608

Consequences Analysis
_d132efdd-00df-40f8-a082-c13b9e41e3a0
FCOM.PRO.GEN.1.3 Takeoff 22 DEC 2017 1608

Alert Inhibition
_ccc5c747-c921-4aa3-8f80-1c29780953f3
FCOM.PRO.GEN.1.4 Electronic 21 DEC 2017 1608

Check-Lists Use
_a10f0f5c-9682-4f9d-a4f4-ecaef0795cb9
FCOM.PRO.NNO.EMR.01.01 21 OCT 2016 1608

Introduction
_49827bca-d1ef-4584-93c8-ad2cb0a4124b
FCOM.PRO.NNO.EMR.24.01.1 21 JUL 2017 1608

DC GEN 1+2 FAULT - Alert
_f472c547-d6ca-49e1-9c86-dde23a56dcfc
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.EMR.24.01.E2 04 MAR 2021 1608
4.01 DC GEN 1+2 FAULT
_0bd75b2e-10aa-4207-b229-28c586fbcec0
FCOM.PRO.NNO.EMR.24.01.2 11 MAY 2021 1608

Additional Information
_ae9ffe94-1b05-40d7-82c2-e0d20da05366
FCOM.PRO.NNO.EMR.26.1.E26. 23 DEC 2020 1608

01 SMOKE or FUMES
_7d2c74a9-e6e1-4855-8fb5-15c18e9b8b95
FCOM.PRO.NNO.EMR.26.2.1 17 FEB 2021 1608

SMOKE SOURCE DETECTION
_abfacd78-3e24-4101-a4cd-2fbe750f4c31

ELECTRICAL SMOKE - Alert
_3134e7cd-ad9a-4c06-b72a-bcf3f70cbbb3

02 ELECTRICAL SMOKE
_50eded2b-d359-4f7f-b1eb-1f4e07b3d10e

03 AIR COND SMOKE
_4ecc7cff-5fd9-42e3-b76b-1c14ebdb7175
FCOM.PRO.NNO.EMR.26.3.1 15 JAN 2016 1608

_2608200b-ce51-4e2c-a391-38879c81de27

FWD SMOKE - Alert
_0e576d38-2029-4b9f-8e7b-a5a8f3fed76c

FWD SMOKE - Alert - Cargo
Version Only
_fa365bd1-6a32-4255-93ff-aab05210cdfc

04 FWD SMOKE
_057ea1a6-e8c4-4158-a983-ef79edf9da04

_b4812ca3-5feb-469a-91b7-10217f0f7a68

AFT SMOKE - Alert
_7af0aa17-9008-4b65-aa1e-85bcea120fa2
FCOM
1608 / 45 LEDM

Date
AFT SMOKE - Alert - Cargo
Version Only
_5e4f35b9-1c87-4023-b216-0e6812a6a8f7

06 AFT SMOKE
_0af7a442-901d-41b5-bbfa-0c5b1f3bb452
FCOM.PRO.NNO.EMR.27.1.E27. 04 MAR 2021 1608

01 PITCH CONTROL JAM AT
TAKEOFF OR LANDING
_e2d6a6fe-cd3a-4bd2-a65d-c2f93ffd7cfc
FCOM.PRO.NNO.EMR.27.1.1 24 NOV 2020 1608

PITCH CONTROL JAM AT
TAKEOFF OR LANDING -
_1ca39ff7-1ff5-4a21-870f-15209cc64d5f

ENG 1(2) FIRE - Alert - at Takeoff
_4b2f88d4-5b2f-4408-b6e7-566681ef6717

0.01 ENG 1(2) FIRE AT
TAKEOFF
_a59ac6be-ceda-4256-adc0-efba27c1cca1
FCOM.PRO.NNO.EMR.70.02.1 28 NOV 2017 1608

ENG 1(2) FIRE - Alert - In Flight
_d3646f62-724e-43a5-b522-05a91ae40662

ENG 1(2) SEVERE
MECHANICAL DAMAGE - Alert -
In Flight
_a3c34b94-162e-4a18-a321-512c86d428c2

0.02 ENG 1(2) FIRE OR
SEVERE MECHANICAL
DAMAGE IN FLIGHT
_a82963e0-df9b-43e1-a3fe-b607b9a30dc1

ENG 1(2) FIRE - Alert - on
Ground
_def3564a-289d-4a92-a967-01d5d9e9cd57
FCOM
1608 / 45 LEDM

Date
ENG 1(2) SEVERE
MECHANICAL DAMAGE - Alert -
on Ground
_b3272c84-552a-43b6-b0ff-c9d56d240265

0.03 ENG 1(2) FIRE OR
SEVERE MECHANICAL
DAMAGE ON GROUND
_57751aa9-ee1c-400c-9bf1-83f854c2e5e2

ENG 1(2) FLAME OUT - Alert - at
Takeoff
_4667fe83-c468-4a49-b7b5-e8f73c8aa6a3
FCOM.PRO.NNO.EMR.70.04.2 23 MAR 2016 1608

ENG 1(2) FLAME OUT - Alert -
without Indication - at Takeoff
_8a52f0c4-57ad-4a20-803b-755a5e07bd1f
FCOM.PRO.NNO.EMR.70.04.E7 10 OCT 2017 1608

0.04 ENG 1(2) FLAME OUT AT
TAKEOFF
_beaeea00-d0b1-475c-917a-f41e40c3920d

ENG 1+2 FLAME OUT - Alert
_e07546e7-53d4-47f4-ae55-8f4bc0bbabb7

ENG 1+2 FLAME OUT - Alert -
without Indication
_efc85c29-1ea0-47a8-b566-fd3695c3ca17

0.05 ENG 1+2 FLAME OUT
_a088d0cd-c1f5-41f8-b3db-fb01cd83441f
FCOM.PRO.NNO.EMR.99.1.E99. 20 FEB 2020 1608

01 BOMB ON BOARD
_2b93c24e-4da1-403c-94d4-ec8ab5af4582

02 COCKPIT DOOR LOCKING
SYSTEM
_b7b305b6-04c8-47d7-8b38-6c2fd94f541c

03 DITCHING
_d7df47b5-ef9a-43dc-a51b-01c3827c613e
FCOM
1608 / 45 LEDM

Date
_545c43fb-5a88-43c2-9c9c-a540adb5b7f4

04 EMERGENCY DESCENT
_4dc6bcd4-6d75-4df6-936c-2957ccc89e3d

05 EMERGENCY EVACUATION
(ON GROUND)
_9d94a5cb-a461-49e5-9ebb-d233509dc7d4

06 FORCED LANDING
_69d72e33-336a-44f6-8489-5a48c5ed284c

08 SEVERE ICING
_168d18fc-2233-48a4-b76f-179f40e73dd8

_fd1fd613-6542-49b9-b4c6-639c5eb6c698

Approach to Stall - Alert
_a70f3e29-246b-47c8-bdc5-3336ce7cdd6c

STALL - Alert
_912e9bdb-6373-44e3-b149-4d67f4d20d9e
FCOM.PRO.NNO.EMR.99.9.E99. 28 NOV 2017 1608

09 STALL
_58995808-e615-41b3-8bb9-b0f2175ed226
FCOM.PRO.NNO.EMR.99.9.3 20 DEC 2017 1608

_244ce2c4-86e8-47a4-ae31-d933ae6257c1

UNRELIABLE AIRSPEED
INDICATION - Alert
_bce530c4-9a9a-4b2b-980a-ce2d09d11002

9.10 UNRELIABLE AIRSPEED
INDICATION
_17126473-ecbb-4038-b964-be6d1df70cb1
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.EMR.99.10.2 10 FEB 2021 1608
_79b2aaa7-8ace-4e15-ad1c-9b1f98cc5710
FCOM.PRO.NNO.ABN.01.1 05 JAN 2017 1608

Introduction
_83461db9-ea9b-4041-bdbf-69a578f6a025
FCOM.PRO.NNO.ABN.21.1.1.03 31 AUG 2017 1608

DUCT 1(2) OVHT-Alert
_687232ae-c333-430c-b51c-4323060aa1be
FCOM.PRO.NNO.ABN.21.1.1.A2 28 NOV 2017 1608

1.01 DUCT 1(2) OVHT
_11468264-b6cf-4de4-a867-98fcc909ef67
FCOM.PRO.NNO.ABN.21.1.2.05 04 OCT 2017 1608

PACK 1(2) VALVE FAULT-Alert
_b69f6e72-8717-45b2-b25e-7a0b43ccf327

1.02 PACK 1(2) VALVE FAULT
_2920dd9e-f5d2-4839-a270-df0cfca9ec64
FCOM.PRO.NNO.ABN.21.1.3.06 28 APR 2020 1608

PACK 1+2 VALVES FAULT-Alert
_3925888d-0357-4870-8693-5859d0889c61
FCOM.PRO.NNO.ABN.21.1.3.A2 05 MAR 2021 1608

1.03 PACK 1+2 VALVES FAULT
_87f45607-b5f9-41b1-815e-dc8f8432eac6
FCOM.PRO.NNO.ABN.21.1.6.A2 22 DEC 2017 1608

1.06 RECIRC FAN 1(2) FAULT
_b7c1277a-7829-4387-8474-ef7002aaf06d
FCOM.PRO.NNO.ABN.21.1.6.04 10 JUL 2019 1608

RECIRC FAN 1(2) FAULT-Alert
_56843dcf-31f1-474f-a35d-75b268931faf

AVIONICS VENT EXHAUST
MODE FAULT-Alert
_fc6d6293-8361-467f-a2ce-b178deaff138
FCOM.PRO.NNO.ABN.21.2.1.A2 01 FEB 2016 1608

1.08 AVIONICS VENT EXHAUST
MODE FAULT
_dc18174f-d87b-4047-9c62-5976026493cc
FCOM.PRO.NNO.ABN.21.2.2.A2 26 OCT 2016 1608

1.09 OVBD VALVE FAULT
_e892b4a1-a2c2-4728-b969-e780ec8c2317
FCOM
1608 / 45 LEDM

Date
_9a1e7ae0-c3ae-4fab-acbb-35a406fafd95

OVBD VALVE FAULT-Alert
_d6ea8be5-965f-4149-9af1-65d8e7fafabc

AUTO PRESS FAULT-Alert
_27a18dfe-790a-4f8f-b610-1237d44c51d6

1.10 AUTO PRESS FAULT
_840538b9-f542-468b-9d3f-202570c694de

CABIN ALTITUDE-Alert
_4c828a69-264b-4dab-a623-a97b9742f79d

1.11 CABIN ALTITUDE
_663a313d-27b7-4f22-a803-e52d300e1b9d
FCOM.PRO.NNO.ABN.21.3.3.1 22 NOV 2017 1608

CABIN DELTA P-Alert
_4a286686-75d4-4480-a3e9-d4bb39998967

1.12 CABIN DELTA P
_11949651-86a6-4d13-8e1d-2f22d18131c0

EXCESS CAB ALT-Alert
_8f6cff4f-4f77-4e47-a395-9011679d752b

1.13 EXCESS CAB ALT
_51062107-8c24-4ed8-bf29-b3510963112e
FCOM.PRO.NNO.ABN.21.3.2.2 01 FEB 2016 1608

_b9e45447-9f1d-46b7-bd53-d0eefa0b85e5

EXCESS CAB DELTA P-Alert
_a3592a6b-a3f1-4600-8410-1c4639ece9e8

1.14 EXCESS CAB DELTA P
_40fe8e77-b971-42fb-8877-9a6fa6f918a7
FCOM
1608 / 45 LEDM

Date
NEGATIVE CABIN DELTA P-Alert
_00bc55ae-0c75-4a64-8f8e-19668ca977bf
FCOM.PRO.NNO.ABN.21.3.4.A2 08 APR 2020 1608

1.15 NEGATIVE CABIN DELTA P
_5a650114-1b14-4267-be3f-64fa14e22cd5
FCOM.PRO.NNO.ABN.22.1.1 25 JUL 2017 1608

ABNORMAL FLIGHT
CHARACTERISTICS IN ROLL-
Alert
_48c3565e-48d4-476b-9525-cd61f0babb5d
FCOM.PRO.NNO.ABN.22.1.A22. 25 JAN 2017 1608

01 ABNORMAL FLIGHT
CHARACTERISTICS IN ROLL
_ae3f55c1-0bd0-4afc-8517-4c7679f4b44b
FCOM.PRO.NNO.ABN.22.1.2 04 AUG 2017 1608

_0a9f49b7-6575-4278-960f-cd5b7ff6bef5
FCOM.PRO.NNO.ABN.22.3.1 19 DEC 2017 1608

AILERON MISTRIM-Alert
_5d88f18b-caf6-40ff-b690-f20e80e39e74
FCOM.PRO.NNO.ABN.22.3.A22. 10 MAR 2017 1608

03 AILERON MISTRIM
_1c46a2ad-019f-41af-96cd-823e1cf18acb

_3ef56db8-e2bb-4f1c-8616-38848dd25377
FCOM.PRO.NNO.ABN.22.4.1 AP 26 JUL 2017 1608

PITCH TRIM FAIL-Alert
_748e01b6-e4bd-42b0-b789-cf3fc83c13ca

04 AP PITCH TRIM FAIL
_8c211880-e590-4918-a158-5e7b7c3a4ec5

ENHANCED BC CAPTURE
DEGRADED POSITION-Alert
_fd37168b-78aa-4518-bb0b-166adbf0e805
FCOM.PRO.NNO.ABN.22.6.A22. 01 AUG 2017 1608

06 ENHANCED BC CAPTURE
DEGRADED POSITION
_daa2d9f0-8b83-4ec9-9bd0-be80f52a3d11
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.ABN.22.7.1 19 JUN 2018 1608
ENHANCED BC CAPTURE
INCORRECT SOURCE-Alert
_8985c0eb-e390-48e6-bc2d-d48933f09bc5
FCOM.PRO.NNO.ABN.22.7.A22. 31 JUL 2017 1608

07 ENHANCED BC CAPTURE
INCORRECT SOURCE
_158135b6-e27a-4e2a-a7cf-7386451565f4

ENHANCED LOC CAPTURE
_8ba3cfcd-1d00-428a-b72b-2c8e269a57df

08 ENHANCED LOC CAPTURE
DEGRADED POSITION
_04b3b6ee-ec90-47df-aa76-2dbd732b3b88

_28aae709-69db-4475-8556-8d03a81bfdbd

09 ENHANCED LOC CAPTURE
INCORRECT SOURCE
_f0ea7d27-8a9a-49e0-95f5-b7b814203edf
FCOM.PRO.NNO.ABN.22.6.1 12 MAY 2016 1608

EXCESSIVE LATERAL TRIM
REQUIRED-Alert
_4bd80000-e366-4d1d-98f4-30ecbf983c2e

10 EXCESSIVE LATERAL TRIM
REQUIRED
_5a106993-5ad8-4e42-841b-823fb884f8c4
FCOM.PRO.NNO.ABN.22.6.2 29 NOV 2017 1608

_c1cd4b8c-5a14-449c-9e11-20e52022c05f

FGCP LOSS-Alert
_f3286971-36bb-4cd6-a623-7f9ef2a31eba
FCOM.PRO.NNO.ABN.22.11.A22 09 AUG 2017 1608

.11 FGCP LOSS
_f1de0fea-509b-431b-9df7-4f52f80d5f64
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.ABN.22.11.2 08 SEP 2017 1608
_f7236ce5-81c2-4944-90c0-aac8bb8a1573

FGCP SINGLE CHANNEL-Alert
_73ae57ed-864d-4162-8bea-d12fd25e701f
FCOM.PRO.NNO.ABN.22.12.A22 21 DEC 2017 1608

.12 FGCP SINGLE CHANNEL
_f2497b5d-badd-4681-8731-f1990536869d
FCOM.PRO.NNO.ABN.22.7.1 16 OCT 2017 1608

PITCH MISTRIM-Alert
_df50d05b-2d74-45d1-9060-0a816b357d0e
FCOM.PRO.NNO.ABN.22.7.A22. 27 NOV 2017 1608

13 PITCH MISTRIM
_02cd79bc-76c3-488e-900b-c8abfe72795e

_05b115de-2630-4f8a-a64e-c498a8c34927

RUDDER MISTRIM-Alert
_aaf2c864-1882-4bc0-a669-4b21b4f3e18a
FCOM.PRO.NNO.ABN.22.8.A22. 01 FEB 2017 1608

14 RUDDER MISTRIM
_ed705f5e-079b-432c-b228-865c110a6b77

YAW AUTOTRIM FAILURE-Alert
_1fb2341b-38cc-46c3-a819-aeaf78a34eb8
FCOM.PRO.NNO.ABN.22.15.A22 26 JAN 2017 1608

.15 YAW AUTOTRIM FAILURE
_c0e40a05-2758-42b7-b0e5-0142dc3b2709

YAW DAMPER SINGLE
SOURCE-Alert
_e38314ab-8128-4141-be00-6140e3a82351
FCOM.PRO.NNO.ABN.22.16.A22 09 FEB 2021 1608

.16 YAW DAMPER SINGLE
SOURCE
_0a2006f6-83fc-44c2-b3e2-34aaa1b030f5

ADS-B FAULT - Alert
_6b2eb03f-2ec7-4160-9416-e75124a18728
FCOM
1608 / 45 LEDM

Date
01 ADS-B FAULT
_bbd7bf1e-28e7-440c-8c62-b884d649f2a3
FCOM.PRO.NNO.ABN.23.2.1 03 OCT 2017 1608

AUDIO SEL 1(2) FAULT - Alert
_d2151f8a-34cf-46c8-9259-437805c3a9ff
FCOM.PRO.NNO.ABN.23.2.A23. 12 MAY 2016 1608

02 AUDIO SEL 1(2) FAULT
_0761eb38-2e41-46ba-a8c1-8082b30a5257

RMS 1+2 FAULT-Alert
_c071404f-1676-4f55-8df4-a255142a22b3

03 RMS 1+2 FAULT
_11d4422e-f03b-460f-992d-ea4074558a46

VHF 1+2 LOSS-Alert
_dc086939-ddcb-4569-950b-4819f1e4c27b

04 VHF 1+2 LOSS
_35bbd6d3-3746-42f0-bbc5-0439c6c0827a

XPDR FAULT - Alert
_a05838b1-d612-4182-a500-271f2eac3dc6
FCOM.PRO.NNO.ABN.23.5.A23. 27 APR 2020 1608

05 XPDR FAULT
_31a415ef-b298-4788-b758-e5b945db3886
FCOM.PRO.NNO.ABN.23.7.1 10 MAR 2021 1608

VHF EMITTING - Alert
_15da89b6-be1f-4378-b6f4-1040307f7b81

07 VHF EMITTING
_f31f9fde-70e6-4260-b9ac-f71cadfcbc05
FCOM.PRO.NNO.ABN.23.7.2 28 JAN 2021 1608

_989ecbeb-f473-4ff5-8930-65395e90c6b7

AC BUS 1 OFF-Alert
_c9f72cd4-e4fc-468b-8503-9ea26897d666
FCOM
1608 / 45 LEDM

Date
4.01 AC BUS 1 OFF
_78b3063d-3f93-4059-96a5-945aae8b549c

Lost Equipment List
_9bbc5c0d-6b93-4757-8f31-31b154e5ebd5

AC BUS 2 OFF-Alert
_07c0abc1-0826-4ada-b3fc-d97f6617d021

4.02 AC BUS 2 OFF
_05d05eda-535c-45e9-818c-32e565545c6e

Lost Equipment List
_2eca4767-56f1-46ba-b7e9-79c07df2fe1b
FCOM.PRO.NNO.ABN.24.1.4.1 21 MAY 2019 1608

26 V AC STBY BUS FAULT-Alert
_05bc9bb9-f957-4987-ade3-9355b27b478a

4.04 26 V AC STBY BUS FAULT
_06bd5a4a-0ebd-4efe-9f88-fa746c743127

26 V AC STBY BUS FAULT- Lost
equipment list
_97ad848e-96aa-4857-947d-0e7b74c7de1d

26 V AC STBY BUS FAULT-
Additional information
_395bf86a-1746-4e3c-b2e1-5c0b54f2e8c7
FCOM.PRO.NNO.ABN.24.1.5.1 18 MAR 2019 1608

Alert
_deeb6f79-dab3-4e96-8407-9755cdbbc86d

4.05 115 V AC STBY BUS FAULT
_ad4cff9b-ed3a-4c68-87d7-c96658ef6422

Lost equipment list
_32877847-51db-4394-8309-0349dad6f6bb
FCOM
1608 / 45 LEDM

Date
_d8ab729b-8c22-4fac-a7d3-ca72a1fe034e
FCOM.PRO.NNO.ABN.24.2.1.1 20 DEC 2017 1608

ACW BUS 1 OFF-Alert
_6e70353c-2f78-4066-9dc4-8496574669a6

4.06 ACW BUS 1 OFF
_7724c0e0-a552-4b7c-9049-b958c62a1c9d

Lost Equipment List
_de521c5b-8350-4616-b8ff-c6d22a26b1d4

ACW BUS 2 OFF-Alert
_98798b9e-36ae-4e2d-8576-dd59c29909bb

4.07 ACW BUS 2 OFF
_0cc01fc5-db38-413e-a0a3-94de88432d04

Lost Equipment List
_3576276a-ed1b-4b0e-bafb-b12dc48c5fbf

ACW GEN 1(2) FAULT-Alert
_46cadcd4-1357-49cf-a18e-04df0a9e5ac6

4.08 ACW GEN 1(2) FAULT
_a2785ca0-e701-4a66-89f4-d46fbfae4ecf

ACW GEN 1+2 LOSS-Alert
_78d5cf78-1b75-4443-9001-3833ed1b31c9

4.09 ACW GEN 1+2 LOSS
_ae060f96-2dc0-476a-bf91-3ae285b2aa20
FCOM.PRO.NNO.ABN.24.2.4.2 28 JAN 2021 1608

Lost Equipment List
_b45cc8a3-2509-45bd-82dc-acb1b6e9ef6a

BAT Discharge in Flight-Alert
_99903840-62be-49e8-9b9e-c425f9680c3a
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.ABN.24.3.1.A2 29 JAN 2021 1608
4.10 BAT Discharge in Flight
_5e1ea62d-2a36-4784-ab19-e5f954e2c929

_d111efb2-2bb2-4742-8bf4-b19ce6b7f688

DC BUS 1 OFF-Alert
_bfb1f67f-fe2a-4f09-940d-7b24ea407e5c

4.11 DC BUS 1 OFF
_6701ce5d-a3fb-4c2b-808d-61f437cda0cf

Lost Equipment List
_a7c0f015-8394-41cf-b8bb-9e24f2446717

DC BUS 2 OFF-Alert
_68371e4d-184b-4be4-b9cd-51ac82203d7e

4.12 DC BUS 2 OFF
_10e64b55-9d73-4001-a960-d8ec7d46b746

Lost Equipment List
_a7af33fe-c601-4de3-8b2a-4e9c2fc89b5b

DC EMER BUS OFF-Alert
_46a4a640-d485-4a47-a11f-e8475bfb73cd

4.13 DC EMER BUS OFF
_242e8d7c-05af-4f82-a425-b197ed14624d

Lost Equipment List
_f69a4d07-e887-426c-b5ff-241f6711b88e

DC EMER BUS OFF - Additional
information
_0837193a-5f44-48c2-9a07-3cde4057ee25

DC ESS BUS OFF-Alert
_0da3681c-7789-4f9b-9b6a-ba5b4fa92fc9
FCOM
1608 / 45 LEDM

Date
4.14 DC ESS BUS OFF
_037f27cb-5366-403a-8d73-67aca68d7a24

Lost Equipment List - Part 1
_5fa5eef8-6e51-4c40-94a1-26040b9c4e80

_3e6b4d03-1bae-49f1-8c14-8db0f2075ccb

_7863ac50-7e55-4317-830f-eb564cbb3d27

DC GEN 1(2) FAULT-Alert
_61518d5f-a6af-4c31-8e7b-baafff5d2cd1

4.15 DC GEN 1(2) FAULT
_6596ca1b-6a30-4dc5-b5db-447f37e3d80d

DC STBY BUS FAILURE-Alert
_01b0f716-8086-4890-9337-28e1693e080a

4.16 DC STBY BUS FAILURE
_bcfc10ef-4887-4be2-aab5-4d554c3bc51b

DC STBY BUS UND-V-Alert
_a7e67b09-3773-46ee-9005-00e53f9b9a66

4.17 DC STBY BUS UND-V
_a9b6e61f-5be5-4a6e-bc70-00e3f603da84

DC SVCE-UTLY BUS SHED-Alert
_986b1052-9569-462f-84b3-6f303f4ebf95

4.18 DC SVCE-UTLY BUS SHED
_61c399f9-5eb3-4116-a673-acbbd716422c

EMER(MAIN) BAT CHG FAULT-
Alert
_32382e16-11d2-432f-b2b4-5ec4ea0ece32
FCOM
1608 / 45 LEDM

Date
4.19 EMER(MAIN) BAT CHG
FAULT
_336083b9-daae-473e-bf9c-5dd1290031c4

EMER+MAIN BAT CHG LOSS-
Alert
_9073d34b-1b20-4b8a-b064-ffa11de2432e

4.20 EMER+MAIN BAT CHG
LOSS
_3cc66d3f-96b1-4b10-a7e2-2f0a033e0b64

_6d4f20a7-5b3d-4d52-bcf9-31a81713ed65

INV 1(2) FAULT-Alert
_5580437b-a94d-4e3f-a114-28b587f60faf
FCOM.PRO.NNO.ABN.24.3.12.A 05 APR 2017 1608

24.21 INV 1(2) FAULT
_1708a7a5-4d8c-48a3-abf9-bf6a81ba49eb

Air
_30bfe26d-9fb6-408e-853b-8cbfec270d1d

Autopilot
_64e2203c-6cfd-4f4e-b1ee-19dcba68ac2f

Communication
_3115afbf-356a-4b65-ab10-9461ed933fe1

Flight Controls
_749faae0-d1ba-40d2-8211-b96cf27b9ec9

Hydraulic
_a2e4af7d-3c74-4a02-b9c3-22ee952663bc
FCOM.PRO.NNO.ABN.24.4.1.6 03 JUN 2019 1608

Indicating and Recording
Systems
_e855af74-d9dd-487d-85fa-0c26f769e259
FCOM
1608 / 45 LEDM

Date
Landing Gear
_2cc1198a-44e4-423e-8b13-5f2008c2cb85

Lights
_fdcca3dc-a9ad-4b2f-9a3b-f852cac30e3c

Navigation
_0aeb3bf8-b28e-43a9-b6df-6b6b204ea3fd

Power Plant
_c7b302f2-adf9-402b-a9bf-231ab03549a9

Miscellaneous
_6d481622-59d5-4c4a-bae3-54e7242eb8c6

FLAPS ASYM-Alert
_f69cbf1b-ccf7-4076-a095-aede20c111e7
FCOM.PRO.NNO.ABN.27.01.1.A 05 JAN 2017 1608

27.01 FLAPS ASYM
_fb241c40-75aa-450f-85f8-47947913854e

FLAPS JAM-Alert
_99a0edd0-33f4-4545-85de-d86631d2883b
FCOM.PRO.NNO.ABN.27.01.2.A 05 JAN 2017 1608

27.02 FLAPS JAM
_25574cb0-5e59-4522-a5d2-53f17342260c

FLAPS UNLK - Alert
_96cc6071-d939-4fd0-b860-f1324485f9ba
FCOM.PRO.NNO.ABN.27.01.4.A 28 NOV 2017 1608

27.04 FLAPS UNLK
_a91ed06c-4b17-45d6-ad3d-749fd3261183
FCOM.PRO.NNO.ABN.27.01.5.A 04 MAR 2021 1608

27.05 REDUCED FLAPS
LANDING
_b1c5127b-037e-4a6c-8c2d-e7fc75f07137
FCOM.PRO.NNO.ABN.27.02.1.A 05 MAY 2020 1608

27.06 PITCH CONTROL JAM IN
FLIGHT
_3424d208-0ddb-4574-aaa4-a501d78aaaf9
FCOM
1608 / 45 LEDM

Date
PITCH CONTROL JAM IN
FLIGHT- Additional Information
_119f7822-9865-4d4d-b74f-a7ba832eda82

PITCH DISCONNECT-Alert
Coupling Mechanism
_46c90171-4eba-4d61-a998-e6bcbb172969

PITCH DISCONNECT - Alert
Control Column Travel
_0b0b61ae-66c0-406d-a4bc-3f62643f2bb9
FCOM.PRO.NNO.ABN.27.02.2.A 05 MAY 2020 1608

27.07 PITCH DISCONNECT
_38529e6d-7b74-4dc6-b0b4-af5cbf9328a0

PITCH DISCONNECT- Additional
Information
_f803c95f-3fca-4bac-a70c-0d27d5e9189d

PITCH RECONNECT - Alert
_581ce9cc-212c-498a-865c-242e64e07830
FCOM.PRO.NNO.ABN.27.02.3.A 12 FEB 2016 1608

27.08 PITCH RECONNECT
_58bcc886-5fd2-4ce8-b495-f6890e086865
FCOM.PRO.NNO.ABN.27.02.4.A 07 DEC 2017 1608

27.09 PITCH RECONNECTION
ON GROUND
_18035314-b705-4d1c-897c-6e2b5fc99077

PITCH TRIM ASYM-Alert
_c2b72a9d-986a-4f0a-93e1-addb43ba8ea3

27.10 PITCH TRIM ASYM
_060f45c3-d153-41a5-92eb-d65fb9d98d80

PITCH TRIM INOPERATIVE-Alert
_3112374f-64f8-40d2-953b-e12fe2be460b
FCOM
1608 / 45 LEDM

Date
27.12 PITCH TRIM
INOPERATIVE
_8331ebaa-61f0-41e2-97ed-bb76207cd56a

STICK PUSHER-SHAKER
FAULT-Alert
_ebd2fc42-3382-4444-a07d-6926094feec7

27.13 STICK PUSHER-SHAKER
FAULT
_ebee2f00-cf4b-4c95-b2e0-1fe331ab21fd

_57aaf2d4-c4e5-4b4e-8895-42622e3f57cc

AIL LOCK LIT-Alert Gust Lock
Disagree
_92862528-a11c-475a-838d-3857534e18a0

AIL LOCK LIT-Alert CONFIG
_39dc5c6e-9ae4-477e-bae5-6c41f4f8fd98

27.14 AIL LOCK LIT
_bdcc48af-6ed8-4d08-afce-13cac417f178

AILERON JAM-Alert
_a7c23639-35d0-41b1-8e22-28d096fd14ec

27.15 AILERON JAM
_d6bee474-2897-4009-926d-3a5e8c201504

SPOILER JAM-Alert
_314537d9-3e6b-49de-ad31-5f4da6cfe7b3

27.16 SPOILER JAM
_d6718e5a-920d-4cb4-a966-7abf7dab93c2
FCOM
1608 / 45 LEDM

Date
DUTCH ROLL TENDENCY-
RUDDER RELEASABLE
CENTERING UNIT FAIL-Alert
_fc94030a-f8ca-4420-8b0e-e8f5990df71b
FCOM.PRO.NNO.ABN.27.04.1.A 21 OCT 2016 1608

27.17 DUTCH ROLL
TENDENCY-RUDDER
RELEASABLE CENTERING
UNIT FAIL
_5adb2da5-39ba-4e5d-8a68-0b80e36b52bd

RUDDER JAM-Alert
_e8c2e5d3-1a1d-45d3-afc6-dca92ead267f

27.18 RUDDER JAM
_44ea68e8-1e01-4a8e-9e42-fd51dd0fd25b

TLU FAULT-Alert
_7ca7ce1e-a5e4-4624-aa03-5634fe4ee68d

27.19 TLU FAULT
_ff0d610e-8dfa-4f73-9ef3-85d4f2751254

FUEL 1(2) ABNORMAL TEMP -
Alert (Fuel TEMP Greater than 50
Degree Celsius)
_b3eabc79-8c4e-4aef-a18d-e3db396d82ed

FUEL 1(2) ABNORMAL TEMP-
Alert (Fuel TEMP Lower than 0
Degree Celsius)
_4295fa1b-9fc1-42d1-95d4-a6ef460b2eb2
FCOM.PRO.NNO.ABN.28.1.A28. 02 JUN 2016 1608

01 FUEL 1(2) ABNORMAL TEMP
_d5badcac-cc58-4782-922d-d352789a45e0

FUEL CLOG-Alert
_05927cb4-59a9-4b19-99dc-4b7b016c60ab
FCOM.PRO.NNO.ABN.28.2.A28. 08 DEC 2017 1608

02 FUEL CLOG
_2022f6a1-edb7-4257-88bf-dc9082c1eb4c
FCOM
1608 / 45 LEDM

Date
FUEL FEED LO PR-Alert
_e1dd1bcb-fb04-4b42-8c9d-b9371e3b5cb7

03 FUEL FEED LO PR
_22e3cbf6-0d71-4a29-8eac-96e138406950

04 FUEL LEAK DETECTION
_c5c519a6-04c7-43c7-b3a2-890deaf462f4

05 FUEL LEAK
_2c399503-39ec-45a9-a888-d9f8c0d19764
FCOM.PRO.NNO.ABN.28.4.1 06 FEB 2020 1608

FUEL LO LVL-Alert
_debe182a-77de-4d2e-b97b-fe222fa38c29

06 FUEL LO LVL
_93f86aab-8017-4114-b7f5-16a7331c3f5c

_f41d681b-9f99-445c-84ff-0d825a861a08

FUEL MISMATCH-Alert
_b6b269d6-568e-4983-8603-45123caf9798

07 FUEL MISMATCH
_7edc6479-f656-4485-850a-1294587de1c5

_75d27f6a-d690-496a-b760-c3c7283e778f

FUEL UNBALANCED-Alert
_8da0ea16-1343-4b1c-9901-00a97c429d2a

08 FUEL UNBALANCED
_e5187a5a-038d-4f45-8503-1a06d542c41d

HYD BLUE (GREEN) LO LVL-
Alert
_4b2a93c4-c091-4dc3-93f7-d2b29a2f4446
FCOM
1608 / 45 LEDM

Date
01 HYD BLUE (GREEN) LO LVL
_773279f9-2031-499b-8fcf-8463d1ce3831

HYD BLUE SYS LOST
EQUIPMENT LIST
_7d62bcad-a994-4250-b37d-b75af802d7e7

HYD GREEN SYS LOST
EQUIPMENT LIST
_8cf94458-301c-43fb-9b3b-3a3d165ab67f

HYD BLUE (GREEN) LO PR-
Alert
_e323ef4a-8a3d-4624-9f2f-1c2910e6deab

02 HYD BLUE (GREEN) LO PR
_098137bc-857a-40d8-a354-0913db80e84e

HYD BLUE (GREEN) OVHT-Alert
_90cfc113-c088-4afd-a413-7fb943a7d171

03 HYD BLUE (GREEN) OVHT
_e1160674-5890-4625-9943-4f2fd7ee43df

HYD BLUE AND GREEN PUMPS
LOSS-Alert
_ad1b68de-ab46-4850-9716-323418bf67b1

04 HYD BLUE AND GREEN
PUMPS LOSS
_0bf07a71-6342-4624-a76c-f95c0757324a

HYD BLUE SYS LOST
EQUIPMENT LIST
_439bdc67-eb87-4298-915e-22c6b8097819

HYD GREEN SYS LOST
EQUIPMENT LIST
_79643d6e-1ab4-4fcb-b572-c6bf25a80775
FCOM
1608 / 45 LEDM

Date
HYD BLUE AND GREEN SYS
LOSS-Alert
_65c1e6f0-3bad-4727-8a5d-98eac9f6444f

05 HYD BLUE AND GREEN SYS
LOSS
_eb2c11dd-6ae0-41d9-b811-bb241c77bbfe

HYD BLUE SYS LOST
EQUIPMENT LIST
_23e49395-306e-4c23-9de1-d2014dd94304

HYD GREEN SYS LOST
EQUIPMENT LIST
_18d5197b-6028-4bb5-8611-ec0e5ceb9dc5

HYD AUX LO PR-Alert
_dfe62288-ed4d-4c78-bc6a-f2c0f2421a9e
FCOM.PRO.NNO.ABN.29.5.A29. 21 OCT 2016 1608

06 HYD AUX LO PR
_a2000060-9324-4a51-87c3-ed06601b3715

HYD AUX OVHT-Alert
_8bd8d63c-f2cf-45ed-8555-48e54fdf9b18

07 HYD AUX OVHT
_07c2a700-7763-433d-bd7e-f53566c6f81f

ANTI ICING HORNS 1(2) FAULT-
Alert
_a37241b2-bd78-4fae-8043-b6caee112a38

0.01 ANTI ICING HORNS 1(2)
FAULT
_6d786588-d174-4815-8719-f57398c6c063

_51d9485d-727b-4d25-a974-38345ad2ea01
FCOM
1608 / 45 LEDM

Date
ANTI ICING PROP 1(2) FAULT-
Alert
_57f2bd9f-b190-4cae-834b-ec9f7a88d4ca

0.02 ANTI ICING PROP 1(2)
FAULT
_54c30b8a-391c-4267-8e6b-a52e783893e2

_b68485af-b5ba-4814-9a80-5dbf68542be0
FCOM.PRO.NNO.ABN.30.2.1.1 04 SEP 2019 1608

AIRFRAME AIR BLEED FAULT
(DE ICING)-Alert
_5ba26b44-f2f8-4a9a-9308-f31dfdd06e81

0.05 AFR AIR BLEED FAULT
_705be88b-52c2-4652-adb5-e9db1dd7b450

DE-ANTI ICING MODE SEL
AUTO FAULT-Alert
_a3e718e2-2614-47f7-a703-9d1048da1b6b

0.06 DE-ANTI ICING MODE SEL
AUTO FAULT
_0e5926b3-770a-451e-8873-24efa7c0e08d

_93452701-b277-4716-9003-14876f578679

DE ICING AIRFRAME FAULT-
Alert
_b244852c-4f3e-4ef4-91bf-85cc904f23fc

0.07 DE ICING AIRFRAME
FAULT
_88f7075d-af8c-4c1f-9068-3cdad5c1250c

DE ICING MODE SEL FAULT-
Alert
_666636c9-8108-4aea-aa2f-b2610fdc72d5
FCOM
1608 / 45 LEDM

Date
0.08 DE ICING MODE SEL
FAULT
_a3c11962-054d-4095-88a2-a5efb3de1ffb

_55c1b70d-725d-4fc6-a2ed-f1a35c38e988

DE ICING ENG 1(2) FAULT-Alert
_0b4f4b14-380d-4681-b61e-be38de74fd97
FCOM.PRO.NNO.ABN.30.2.5.A3 05 JUL 2019 1608

0.09 DE ICING ENG 1(2) FAULT
_d59bcb90-dd29-4d71-b5a6-2a21423d324e

_599da787-426a-4c5a-9241-aeca5c337ab0

ICE DETECT FAULT-Alert
_d6b2d3c2-11fb-437d-95af-8dca61e77f53

0.10 ICE DETECT FAULT
_65c9911d-508d-4fd0-807a-4ac525b07789

PROBES HTG FAILURE-Alert
_fdb37c9f-ea8a-46ef-aed0-e26378a95eaf

0.11 PROBES HTG FAILURE
_e9a6e619-e9aa-4164-b5da-d8e479095a14

_cc050662-ab22-4f7d-87b9-a90444b884c2

SIDE WINDOW HTG FAULT-Alert
_76bf3f27-aa69-48ea-840f-dfd68275645e
FCOM.PRO.NNO.ABN.30.4.2.A3 03 JUN 2016 1608

0.12 SIDE WINDOW HTG FAULT
_bda1a265-203e-4bc5-95f3-1f274809e68b

WINDSHIELD HTG FAULT-Alert
_3509c5a4-2a6e-461e-8df2-846aaa281843
FCOM
1608 / 45 LEDM

Date
0.13 WINDSHIELD HTG FAULT
_840d2980-2ea8-43ce-96c0-846d61ed2af6

APM FAULT-Alert
_e1b5ec0b-9f51-41a1-9650-10eb970e44e7

0.14 APM FAULT
_251d2f3c-39e1-4615-88f0-72faeeae90c6

DEGRADED PERF-Alert
_b3fba23d-dae5-40e3-88e4-af1887aaec7b

0.15 DEGRADED PERF
_21af13e6-9967-4209-95b1-e01f659dd40f

_b24d0148-03f9-44c5-b55e-1b9aba74e3bb

0.16 SEVERE ICING
DETECTION
_0542fc4c-6eb7-439a-b570-9935ed5ffbb0

INCREASE SPEED-Alert
_27d8776b-e8a9-45c5-bd34-9898f3fa975f

0.17 INCREASE SPEED
_540a3436-9a23-43cf-aa13-ad19fe5b6abb

_a9e1b18b-dd64-4281-89b4-83e4a40211a4

MFC 1A FAULT-Alert
_4a4826a3-945b-4a10-949f-fd841d09b875

1.01 MFC 1A FAULT
_a77183b7-10bb-45b7-9c7a-3caf290d9c8d

Lost Equipment List
_2feab7aa-695b-4fa4-90b3-1893790a6927
FCOM
1608 / 45 LEDM

Date
_2003d8da-6637-43af-b6b8-dd092754e489

MFC 1B FAULT-Alert
_e4f9eb58-3626-4f2b-80d6-cb61ea559881

1.02 MFC 1B FAULT
_3cdff7e1-cb23-431c-9d77-d65cd4313173

Lost Equipment List
_126d21cd-4f9e-4f54-bb90-07cc9f0c8160

_0fb61b1c-f800-4c5b-a9b1-e474a96d185d

MFC 2A FAULT-Alert
_793d19d4-d29a-483a-bafb-8b4ebb628e32

1.03 MFC 2A FAULT
_f69f8a01-7415-43f9-a034-dbfc47f52a17

Lost Equipment List
_78ae27ae-ae2d-4676-96f8-685ab656fc15

_be8877d7-de6f-4ecf-8705-8704c2ba8e05

MFC 2B FAULT-Alert
_7f9e5f97-391e-4a91-ba5a-217be4f2be12

1.04 MFC 2B FAULT
_20a61997-0e2a-4f7c-8692-0d7a8ec42a13

Lost Equipment List
_0437ed42-a847-4cef-acb8-f82b6abff0da

_da18847a-4016-4cc7-9add-b7dec7dee2db
FCOM
1608 / 45 LEDM

Date
MFC 1A+1B FAULT-Alert
_cf7c6891-7e12-4185-83f3-11b8cd65beb6

1.05 MFC 1A+1B FAULT
_35c6e733-c930-4e92-a9cd-495f010f9159

Lost Equipment List
_88db6649-7779-46be-b411-21420d309e52

_b856bfed-6f81-470c-9a2b-38f8d61550f4

MFC 1A+2A FAULT-Alert
_8475ee21-a835-4e53-b6df-f57097160087

1.06 MFC 1A+2A FAULT
_a334edaa-d49b-4c6d-96cc-cd3a7b2dd06b

Lost Equipment List
_ab41a5e1-e7fd-44f5-acb2-37402aa29d82

_a81c8a3a-9833-426b-9831-d71001a9abbc

_96311c35-bebb-4608-b285-c6a033c9ff57

_a1fcbf82-85f2-440c-b98b-c9e2328c681a

Lost Equipment List
_83f3955e-111b-4b7f-9df8-f10fcd40b0da

_0885f3b6-c3e0-414e-913c-30c25214d0da

MFC 1B+2A FAULT-Alert
_8a64a7c9-d3cb-46b2-81e0-ebcd1b6ee9ec
FCOM
1608 / 45 LEDM

Date
1.08 MFC 1B+2A FAULT
_ce9421aa-4a81-43fb-b9ee-8ee5c6305638

Lost Equipment List
_078bf355-bda1-451b-9477-72b180219827

_57b69644-d386-4241-97a7-acf0a2001d4a

MFC 1B+2B FAULT-Alert
_6cffaba2-2a63-487b-9acc-4097355a65c0

1.09 MFC 1B+2B FAULT
_8266aec5-db65-47f9-a716-956b7c220e1e

Lost Equipment List
_28465801-1154-40df-a4da-f0370e746abe

_4a998746-70d1-4ab6-9500-7e727e4c2e8b

_f59a48f6-5bd0-4bfc-a7bf-3f5656915805

_1bf4e491-bc2f-4ff7-8135-cd8ee6ad0f77

Lost Equipment List
_76399efd-939a-4bb1-b0a7-c5ce8487a729

_763a4e0b-74be-41ed-b1a0-ba86713deab7

FWS 1+2 LOSS-Alert
_e0717595-d4fe-42fd-bfbb-ab6767027327

1.12 FWS 1+2 LOSS
_aa8b9c60-5d56-45f2-8564-60b1ced32220
FCOM
1608 / 45 LEDM

Date
Lost Equipment List
_895cd43e-ba35-42f9-9f0c-d174d766c833

ANTISKID FAULT-Alert
_1b049328-a9e6-417a-8acb-58fb90cf165d

01 ANTISKID FAULT
_d2e6ba6c-ddb0-41a0-b8a8-c98f2801fcc9

BRK TEMP HOT-Alert
_0a6123fe-546a-4999-9b9f-b2c6f96a3182

02 BRK TEMP HOT
_f9a20964-78c0-4074-88ca-b867c38b0941

03 LDG GEAR GRAVITY
EXTENSION
_68505afb-6d64-43b3-a3da-017d198637dc

_9255b0b8-ee97-4a82-b0da-4da9eecea4b0

04 LDG GEAR RETRACTION
NOT POSSIBLE
_f2042d8b-1aa4-4a8f-b93e-c1ee068aeecd

LDG GEAR UNSAFE
INDICATION-Alert 1
_d45dc679-f261-44c1-9062-72836941aa8e

LDG GEAR UNSAFE
INDICATION-Alert 2
_8c258c95-ceeb-46d6-9b51-a695cbcd00d9

LDG GEAR UNSAFE
INDICATION-Alert 3
_4ac83084-e954-407b-8430-fac265946849
FCOM
1608 / 45 LEDM

Date
05 LDG GEAR UNSAFE
INDICATION
_a09ab046-939e-48bf-b962-8138ae0c8376

_cd3369e2-3508-42fe-a545-eaff102e9ab0

06 LANDING WITH ABNORMAL
LDG GEAR
_5c73a321-9ae7-4016-ba14-b07e14582187

_0d2bd0b4-26f7-46ec-ac9b-05accbde744f

ADC 1(2) FAILURE-Alert
_2471e56c-e6a7-4636-81a9-dd1aeb1b3a48

4.01 ADC 1(2) FAILURE
_5ef0eac0-6401-4bc0-b0fb-ad6c98233818

ADC 1+2 FAILURE-Alert
_14601a68-1af4-4cce-a446-b05a712232ff

4.02 ADC 1+2 FAILURE
_1baf4430-5b67-447a-8957-61741ef2ea3d

_e74d824a-aa75-4c11-878c-456465ba889d

AHRS 1(2) FAILURE-Alert
_d398089e-0458-4f5e-a680-5a8213910a0a

4.05 AHRS 1(2) FAILURE
_81200ee0-35f3-409f-899d-0e1c31672e57

AHRS 1+2 FAILURE-Alert
_cfcbc636-beea-4aea-9975-70ab51ef7f4c

4.06 AHRS 1+2 FAILURE
_d7108771-cc12-45a5-9369-12779eb74bda
FCOM
1608 / 45 LEDM

Date
AHRS 1+2 FAILURE - Additional
Information
_3293fff6-d8b7-4024-bda3-687aa883300a

AHRS NOT ALIGN-Alert
_9a3998ec-2e8a-4df9-ac93-62fdfd09b587

4.07 AHRS NOT ALIGN
_259e2ff4-63e8-4828-8d09-017166c9d9ee

ALTITUDE DISAGREE-Alert
_9fe167e2-be66-4320-9b66-977f037ce5d2

4.08 ALTITUDE DISAGREE
_febe08dc-8fd7-45bb-a98b-d7b0b5d3162c

ATTITUDE DISAGREE-Alert
_b086b433-0875-462b-8925-19b2c1e73de4

4.09 ATTITUDE DISAGREE
_04036893-38e4-4ab4-bfdc-6d2b0203e4bf

HEADING DISAGREE-Alert
_f7209c23-7669-4125-b2b0-3aead6ef6fa7

4.11 HEADING DISAGREE
_bb7332e8-070f-417f-b429-d71d4d72096e

IAS DISAGREE-Alert
_a061eb73-e7fd-46c3-84d4-06c6085f446c

4.12 IAS DISAGREE
_0cbbad6a-edca-448e-8657-754f1f74f772

AVNX FWS SGL CH-Alert
_312a9044-620c-41c8-822b-240c8fbee9a4

4.13 AVNX FWS SGL CH
_7d77e96f-2728-4e35-9fd9-974a46c32653
FCOM
1608 / 45 LEDM

Date
AVNX SGL SWITCH-Alert
_3f8d4190-b5cf-4f29-8f1f-9816e0a24769

4.14 AVNX SGL SWITCH
_6a2d860a-974f-49e0-adab-71d167d7f14d

AVNX SWITCH 1+2 LOSS-Alert
_56f77a73-accd-49a9-be24-178289bfd851

4.15 AVNX SWITCH 1+2 LOSS
_1ac279d2-f4ce-4207-a17e-7e6d3ec1468a

Lost Equipment List
_98789a31-4376-49b0-b738-3616b1da66d5

AVNX CPM 1 LOSS-Alert
_09f13858-a75b-401d-95ac-a6183319f969

4.16 AVNX CPM 1 LOSS
_defb0901-0ccd-47d9-a455-7f9091f9d83a

Lost Equipment List
_2bf78dc9-ca3e-4a05-a2e4-709f9640651a

_908c2a82-74f6-4727-bbd8-fbcc413065f1

4.17 AVNX CPM 2 LOSS
_79ee13c8-ae15-4c6d-97c3-f1bbdeae3df6

Lost Equipment List
_a94e1c7a-ef26-4945-b05d-52688062d89c

AVNX CPM 1+2 LOSS-Alert
_51de22ab-5086-4cde-8890-33cb846a13f6

4.18 AVNX CPM 1+2 LOSS
_5835ccd3-79bb-48d9-b3b5-19e0073fd31b
FCOM
1608 / 45 LEDM

Date
Lost Equipment List
_36ca78ed-47e7-4a88-8b3c-30d3b43b4e65

AVNX CPM 1 + IOM 22 LOSS-
Alert
_b7f215cc-4d48-4fde-9ec5-dfd7812cad57

4.19 AVNX CPM 1 + IOM 22
LOSS
_6c6d9c14-a161-472b-ab66-720c8126bc52

Lost Equipment List
_1c199c85-8e91-4188-b523-cb50c8ac5608

Alert
_46f948c6-232f-466b-8444-f7b4bdbe8772

LOSS
_f92b2031-3139-48e9-bf33-4c3e33a53feb

Lost Equipment List
_4b1e0cdb-9726-4e96-ad7b-814fce79f667

Alert
_12d42de7-6e9f-4f69-a081-34ec2a69bef2

LOSS
_d3ae1253-b378-4ef3-bf4d-4542b30a133f

Lost Equipment List
_a5529bd0-86d1-4bc8-906d-ac9f135c8248

Alert
_6f9b26cc-a691-4309-b743-a7d6a336f655
FCOM
1608 / 45 LEDM

Date
LOSS
_0553e3a7-c491-4130-a30e-77a575c50a97

Lost Equipment List
_e54329bb-bf6d-4ea6-b048-b3c4acfb1ccc

_7a96e895-114f-4dab-a838-b56d66718746

AVNX IOM 12 LOSS-Alert
_0417d7bb-e84e-4a87-9115-bcbfa23c0892

4.23 AVNX IOM 12 LOSS
_7eb03339-b993-4187-8782-b08a1301ffa2

Lost Equipment List
_b8962a07-07c7-45ef-87fd-cb5658786488

_76263656-aba1-463f-9bc6-026395efca49

_1b196f95-5a44-409b-9886-3dd7fcb467d9

Lost Equipment List
_cf3d69d8-44b5-4301-819b-84a5e38bc73d

_0b30a35e-ce5c-4345-91bd-81524844af53

_e3d2f7a4-cc1c-4986-b588-380d41b54dc2

Lost Equipment List
_3e7ce28e-d10f-4e96-ba3d-97e877dc6de0

_11e41343-ca86-4b5a-962a-005d60946bab
FCOM
1608 / 45 LEDM

Date
_ecf10409-e068-4b5c-9112-d98ebb1888eb

Lost Equipment List
_c9821b55-c816-440f-aeec-10f4c1f0af83

AVNX IOM 12 + IOM 13 LOSS-
Alert
_16fea1a2-defa-412b-ae26-74b55d92737a

4.27 AVNX IOM 12 + IOM 13
LOSS
_1a0ec0c6-0c5d-49c2-a51b-7b403f706360

Lost Equipment List
_b2286c72-976b-4b84-9da0-49a3793df672

Alert
_db2e2718-a68b-4766-b5a8-e8514132552c

LOSS
_51397d11-221b-4b40-a097-7aa4b9be565e

Lost Equipment List
_e737f19d-5248-4f73-abcd-06a6d9a8dfe6

Alert
_6b1c8123-3452-4b0c-8481-c19e37ca9d2b

LOSS
_b245b8a9-29ad-4ff9-8e8b-8f5a65c75353

Lost Equipment List
_9f2fba3e-b103-4a22-b453-335ef0b70ab5
FCOM
1608 / 45 LEDM

Date
_e97da482-76b3-430d-bad7-3a6bd737bcd6

Alert
_ee18b729-0042-4aed-b567-e70fe254d23d

LOSS
_5a874bbf-7469-4817-90ed-9d0d636104b1

Lost Equipment List
_ed0a420b-8002-4423-9954-5d3f8eb2a130

Alert
_51da11a7-9cc4-49ab-8495-6f01c1321aa0

LOSS
_f48cccd1-748f-4914-a41e-6049a5ab1fdf

Lost Equipment List
_b016d746-b127-491c-b4de-11bfdc5dc609

Alert
_8caca295-f4b2-4255-9780-6c0140f49fa1

34.32 AVNX IOM 22 + IOM 23
LOSS
_797fccff-48f0-4f44-9e96-051c9521aef9

Lost Equipment List
_45fce68d-58cd-4958-9259-c5de606163d6

DU DISCREPANCY-Alert
_60a49933-c1c3-4aec-958f-156265e1195c
FCOM
1608 / 45 LEDM

Date
4.33 DU DISCREPANCY
_3293174f-63d8-457f-959e-b0b598b53caa

DU TEMP HI-Alert
_e4e2dc13-17e8-49ca-a8da-1ef2b77c62bf

4.34 DU TEMP HI
_a08cb6d8-829c-4511-954e-8697da0a2ca4

SEVERAL DUs TEMP HI-Alert
_030def01-9dfd-43f5-b078-c12de6c5ee8e

4.35 SEVERAL DUs TEMP HI
_3e87d77f-caf3-4151-a8c7-3e369e6c460d

FMS 1(2) FAILURE-Alert
_8fe636d9-b97d-4eb1-9340-eaf2d231fdbf

4.36 FMS 1(2) FAILURE
_7d45a1df-5c5b-466e-9ce0-f99ab9454c11

FMS 1+2 FAILURE-Alert
_41d0cac9-01ea-40b2-be64-40ff3f9da16a

4.37 FMS 1+2 FAILURE
_313cc6b4-9f8a-415d-9c44-3fc9bb77c5f9

GPS 1(2) FAILURE-Alert
_be75d897-965e-4c23-9889-dfa66bae84c8

4.38 GPS 1(2) FAILURE
_efed4be9-523a-48a5-be20-f8855a981ef6

GPS INTEGRITY- Alert
_2f242551-80f4-4f69-bc82-a433b2cab6a0

4.40 GPS INTEGRITY
_b6858a09-bf48-41cd-ad7f-00b020bbba8b
FCOM
1608 / 45 LEDM

Date
GPS TOTAL LOSS-Alert
_41430fd2-304a-4245-8d55-ed36c4009cb1

4.42 GPS TOTAL LOSS
_c81a2231-9aef-40c1-81f9-412d8e9f96a0

LOSS OF RADIO ALTIMETER
INFORMATION-Alert
_975c1437-210e-4d98-b82e-15f9bd2dfb7b
FCOM.PRO.NNO.ABN.34.13.2.A 05 APR 2017 1608

34.48 LOSS OF RADIO
ALTIMETER INFORMATION
_ddf7ce3c-30c2-4dd3-9389-5964136631f8

UNABLE RNP-Alert
_ecfff465-fcef-45ab-8ba9-30de1718ba3d
FCOM.PRO.NNO.ABN.34.16.1.A 18 SEP 2017 1608

34.51 UNABLE RNP
_a7f23d2d-3daf-4d04-bb14-0855c7922349

AIR BLEED X VALVE OPEN-Alert
_7da3f4bb-de60-4790-8a71-be7ada2ada0a

01 AIR BLEED X VALVE OPEN
_fe71bc8c-83cd-4294-ae66-010f772e0526

BLEED 1(2) LEAK-Alert
_ced157b0-3623-4fb7-bd41-75c8b9ba2dbf

02 BLEED LEAK 1(2)
_7980c112-c7cf-4fb6-a2dc-9d48ae45b8cd

_c69c58f7-68d8-4484-b242-10be21df88c8

BLEED 1(2) OVHT-Alert
_46830597-ca36-470b-88f4-9ba7dec5d834

03 BLEED 1(2) OVHT
_d7dcac37-a180-451a-b1e0-89cd6cc2fe6f
FCOM
1608 / 45 LEDM

Date
_bdb5ff88-b2e3-4ab1-8089-b59c55ac3ecd
FCOM.PRO.NNO.ABN.36.3.1 07 APR 2020 1608

ENG BLEED 1(2) FAULT-Alert
_5276b6d3-f346-4ea9-9fea-da7219dbef9d

04 ENG BLEED 1(2) FAULT
_e84dba68-0197-4c73-aecf-1894e77fc9ed

_8726e13c-d4b4-4d1b-82aa-a38367ef1c1f

EEC 1(2) FAULT - Alert
_7c365c6f-5018-4ac0-a736-d01167c10117

0.03 EEC 1(2) FAULT
_d49a764a-c870-4fdd-b6ee-1698f9395a58

_aeb97358-16ae-455e-9b39-35cfd2eecb07

EEC 1+2 FAULT - Alert
_ab326bdb-5197-4c3a-b5a5-94499138653d

0.04 EEC 1+2 FAULT
_66b16e66-67c5-4ff5-aef0-ea184e45fe57

_05f58772-1794-4ca0-9fb5-c31302618dda

PEC 1(2) FAULT - Alert
_377e92b2-687d-4a0a-bcfa-e2530d0acd98

0.05 PEC 1(2) FAULT
_a2f727b9-f20f-464c-b445-4da290f34f7d

_614593da-0d8f-4c97-af69-344768f42380
FCOM
1608 / 45 LEDM

Date
PEC 1(2) SGL CH - Alert
_cfb9b082-9167-4980-abe8-a51b8299fa6c

0.06 PEC 1(2) SGL CH
_fad4caf4-f077-4d91-adb0-f0a64d09be50

ENG 1(2) Flame Out in Flight -
Alert
_232b4ab4-e606-4f02-9dbb-75995ef89f81

0.07 ENG 1(2) FLAME OUT IN
FLIGHT
_ed6c37d4-1713-47ed-9a05-503f67d19c63

_b3a6c19f-005c-4c7a-9a2c-040d6ddfdf18

ENG 1(2) Flame Out on Ground -
Alert
_a7cb55a4-b037-479f-b30b-5f92e2855718

0.08 ENG 1(2) FLAME OUT ON
GROUND
_7b708083-4d8a-403d-b314-aef3bb72ac08

_5fd34324-1936-4a85-b887-38a3d50e92fd

0.09 ENG RESTART IN FLIGHT
_200889d2-e277-4c4e-96b8-2044abacf170

ENG Stall - Alert
_9c2e7418-5257-402d-a0d0-84d7925ae2a5

0.10 ENG STALL
_19220f29-eed8-48ed-b98b-243842710061

LO Pitch in Flight - Alert
_cf95200e-89d3-4b75-8679-c863a556326c
FCOM
1608 / 45 LEDM

Date
0.11 LO PITCH IN FLIGHT
_67e24d55-a6c1-414a-b284-f214af47f119

_3612fa9f-c4f7-48a0-9f7e-1cc6c527aa08

Single Engine Operation - Alert
_02505563-330e-44c5-a5ca-9ae271c71d61
FCOM.PRO.NNO.ABN.70.2.6.A7 29 MAY 2019 1608

0.12 SINGLE ENG OPERATION
_bfafeb9e-555d-459f-9ddd-c2ab1ac909e4

0.13 ABNORMAL ENG
PARAMETERS IN FLIGHT
_26575468-2f3c-42ae-a1cb-ba5c10c2a91c

_923133dd-0f5d-4259-b5a9-72abe8d0bf43

ENG 1(2) Oil LO PR - Alert
_b3624cb8-fcb0-4790-932e-65512922ff8e

0.14 ENG 1(2) OIL LO PR
_610812b5-12bb-4057-b7df-2dbcc772a2f1

_bb58002b-8953-4f95-bb7d-320398da45d1

ENG 1(2) Oil TEMP below 45 °C
- Alert
_2ea2c95b-ed5f-4fc8-a781-691b93e14b92

0.15 ENG 1(2) OIL TEMP
BELOW 45 °C
_18953ccf-ed82-40a0-af8c-65bc5cbc8e76

ENG 1(2) Oil TEMP High - Alert
TEMP Below 140 °C
_0c3bfbb4-7f23-4a14-a3db-4a1d0babbdc4
FCOM
1608 / 45 LEDM

Date
ENG 1(2) Oil TEMP High - Alert
TEMP Above 140 °C
_8ab91ff4-ade2-49ee-9176-bb75df1dcf44

0.16 ENG 1(2) OIL TEMP HIGH
_05e8c26a-fbb6-42a8-94f3-d04440d500d6

_160460c8-dbc0-4cd9-afe5-ca4aeef04f37

ENG 1(2) Over Limit - Alert
_24b9883c-cb29-4e9f-a0b8-e924ee52d1b1

0.17 ENG 1(2) OVER LIMIT
_23e0022f-c45b-469a-b513-a7d3524a2bfb

_2141b333-2a9a-4379-912f-8f756308cd4b

ENG NAC OVHT - Alert
_10e43f4f-429b-41e6-b2fc-65b66258c46a

0.18 ENG NAC OVHT
_9247642b-03c8-457f-985a-9116f1d589ba

_ca19e1b6-e051-410d-bac9-896e9cb0a323

PROP 1(2) OVER LIMIT - Alert
_39966e81-da18-42d8-b9e5-2af0769a40c8

0.19 PROP 1(2) OVER LIMIT
_fac1cc42-6352-4738-a83f-cca08ba6acf3

_71dc56d5-a0d3-4e55-a0e3-4d2214d9bb15

Unexpected 100 % NP on One or
Two Engines - Alert
_347f3840-3e82-44ec-850e-56c92b0d96dd
FCOM
1608 / 45 LEDM

Date
0.20 Unexpected 100 % NP on
One or Two Engines
_0c8a0b71-d83e-4e15-ad6b-f1787128bd5d

ABNORMAL PROP BRK - Alert
(with Indications)
_88c9a90c-7d14-4ca8-88a7-20285e659518

ABNORMAL PROP BRK - Alert
(without Indications)
_9d26fc30-bfda-4fc7-a0a1-9a63930cec54

0.21 ABNORMAL PROP BRK
_1e16eb7c-a89d-4dde-9f48-0fef8fbf2c1a

0.22 ABNORMAL PARAMETERS
DURING START
_5b28baaa-695d-4e89-a29a-43c2206f26ee

EXCESSIVE ITT DURING
START - Alert
_ba533dae-d79f-4119-a07e-2d13db6adaff

0.23 EXCESSIVE ITT DURING
START
_35ac5a71-9762-4310-808c-06658f176cb4

No ITT During Start - Alert
_f37dc679-9351-403c-9691-3c1818583139

0.24 NO ITT DURING START
_a8b062c6-27ad-4297-9a60-56066e160433

No NH During Start - Alert
_6f68f68e-9a08-4ce9-9c00-253e17cdc886

0.25 NO NH DURING START
_77f8ccc7-24e4-47ca-a48f-fcae994bcfce
FCOM
1608 / 45 LEDM

Date
START 1(2) FAULT- Alert
_ec7daf40-1300-40ef-be00-b8563c4d232a

0.26 START 1(2) FAULT
_6b9724f0-89a8-48c5-8124-9eab7f881a9c
FCOM.PRO.NNO.ABN.70.5.6.1 X 31 JUL 2017 1608

Start Fail - Alert
_9360db13-c28f-40f3-b7d5-bcffc20b2e03

0.27 X START FAIL
_0d3583bc-2941-4f91-9a20-845e2e04f9a6

Fire Loop 1A (1B) (2A) (2B) Fault
- Alert
_ca41d917-e585-4101-8b1e-d92e25081556

0.30 FIRE LOOP 1A (1B) (2A)
(2B) FAULT
_0a3f20ab-f634-483d-a156-091eba772bec

Idle Gate Fail - Alert
_85a8ca28-b487-40fe-8e40-dc3d5e955e29

0.31 IDLE GATE FAIL
_cac832dd-3603-4950-b032-2cd1012dee39

_3d36447d-bcfe-4e1e-baae-d77d5de96aa1

9.01 COCKPIT DOOR
CONTROL PANEL FAULT
_6b7b5e4a-2c49-4929-ae5e-050f3e9438c3

DOORS UNLK IN FLIGHT-Alert
_beb6683e-39cd-4496-91a0-acb7925df8a1

9.02 DOORS UNLK IN FLIGHT
_bd53a9da-cf53-4e0a-ad81-a82caeae95ca
FCOM
1608 / 45 LEDM

Date
OXYGEN LO PR-Alert
_d21eddc3-e362-482c-b3cb-e592119a729d

9.03 OXYGEN LO PR
_d19796d8-f720-409a-96f8-cc83cc2da03b

SMK DET FANS FAULT - Alert
_951d163d-d669-4256-8fad-4cbdb9ff9709

9.04 SMK DET FANS FAULT
_376c8128-6fa5-40f4-a860-a609fa6c0c15

9.05 COCKPIT WINDOW
CRACKED
_7e4e0908-7b7d-4c84-9456-516bc40c3a64

9.06 VOLCANIC ASH
ENCOUNTER
_196dfca3-7847-484b-91c6-a14f6e5ea968
FCOM.PRO.NNO.ASU.24.01 09 AUG 2017 1608

Loss of DC SVCE Bus
_096c1ae1-ee9c-4b01-87ca-a37763ed3015
FCOM.PRO.NNO.ASU.24.02 16 OCT 2019 1608

Loss of DC EMER BUS
_bcf2b019-187a-46cd-ab6f-bec8d192b983
FCOM.PRO.NNO.ASU.31.1.01 04 APR 2017 1608

Degraded Operation
_a5ba79aa-9c40-43a5-bcd2-50efa3b49d0d
FCOM.PRO.NNO.ASU.31.1.02.0 09 AUG 2017 1608

1 Dispatch with One DU
Inoperative
_3e146c04-f4dc-404b-a69d-3290af6b098c
FCOM.PRO.NNO.ASU.31.1.02.0 09 AUG 2017 1608

2 Dispatch with DU 1 INOP
_2e0eec4d-3d99-41dd-8f52-aab054748469
FCOM.PRO.NNO.ASU.31.1.02.0 04 APR 2017 1608

_b53f44a4-6451-4529-9bbe-adf1b916c60e
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NNO.ASU.31.1.02.0 04 APR 2017 1608
_d8cd15f2-ebac-46c6-9a64-d0b38bcafe65
FCOM.PRO.NNO.ASU.31.1.03 22 DEC 2017 1608

Dual DC GEN Loss
_a38ac37d-1eb4-4c6a-bd2d-c77bf8b853d2
FCOM.PRO.NNO.ASU.32.1.01 25 NOV 2020 1608

Nosewheel Steering Off
_fe073427-3f8e-4cf7-b870-6b6591ed29fa
FCOM.PRO.NNO.ASU.32.1.03 30 APR 2020 1608

EEC Off
_93c29db6-49cd-4571-81cf-370391d88698
FCOM.PRO.NNO.ASU.32.1.04 16 MAY 2018 1608

Taxi with Hot Brakes
_86209650-e817-4f02-92e5-20e6ccb4911f
FCOM.PRO.NNO.ASU.32.2.1 16 MAY 2018 1608

Parking with Hot Brakes
_0eee82bf-d0bc-4264-960d-5748e30a8d9d
FCOM.PRO.NNO.ASU.34.1 GPS 06 MAY 2020 1608

_176af4e4-8e1d-466a-a196-97f632a8b438
FCOM.PRO.NNO.ASU.34.2 FMS 22 NOV 2017 1608

_889a5530-2359-4803-96c9-6d5dc983ffa2
FCOM.PRO.NNO.ASU.34.3 27 NOV 2017 1608

TCAS
_047a25b5-7fe6-4b1b-b934-05ccbca2acb8
FCOM.PRO.NNO.ASU.34.4 05 DEC 2018 1608

ADS-B
_5c42c560-5708-4b38-9bc9-2d6c1993504a
FCOM.PRO.NNO.ASU.52.1.1 08 DEC 2017 1608

Ditching
_9bbb5179-5eb0-4a16-a2b1-7bf22e0f66b3
FCOM.PRO.NNO.ASU.52.1.2 11 SEP 2017 1608

Forced Landing
_459e55bb-0176-4c7d-bca7-6a4171be3488

Difference Between an Engine
Control Computer Failure and an
Engine Flame Out in Flight
_d88cb411-f679-4ffc-9bbe-73a8d1a8a495
FCOM
1608 / 45 LEDM

Date
Engine Operation with Engine
Control Computer Off
_987ec135-f25d-4231-b3bc-9795f9d7f5e4
FCOM.PRO.NOP.NSU.21.1 13 NOV 2019 1608

OVBD Valve Operation on
Ground
_8717a3bd-7b0e-4ee1-989e-89bd027edbf1
FCOM.PRO.NOP.NSU.21.2 Air 21 SEP 2017 1608

Conditioning
_ef6c6e42-3570-40df-8f33-aed48e75765e
FCOM.PRO.NOP.NSU.21.3 06 MAY 2020 1608

TEMP Control
_b1b84166-d7c0-4930-8f9b-c9f8679c4733
FCOM.PRO.NOP.NSU.21.4 Air 21 FEB 2019 1608

Pressurization
_e7fd17aa-42c9-4860-b008-d9fc4e2fc50e
FCOM.PRO.NOP.NSU.21.5 17 AUG 2017 1608

Depressurization
_bab8131f-7f21-465d-bada-d26041ecc7e6
FCOM.PRO.NOP.NSU.22.1.1 17 AUG 2017 1608

General
_9d4cbca3-0bd8-479a-8f6e-c0a170208ede
FCOM.PRO.NOP.NSU.22.2.1 03 APR 2019 1608

Main Rules of Use
_e0d3d618-e7af-4aba-bfd1-97237dd5c488
FCOM.PRO.NOP.NSU.22.3.1 16 JUN 2017 1608

Task Sharing
_a555f62d-801c-4002-806f-55a8911d487a

Before Takeoff
_89f60dd0-b170-4e28-8af3-86f33cbf8edd

Takeoff
_64654ea9-bf84-417f-b2b2-6b3c9489536a

Climb
_1f987439-f40b-4a2e-b9af-b3a9dc8d8b40

Level Off
_256624b2-4fe0-492e-8e12-736c5eac8ca0
FCOM
1608 / 45 LEDM

Date
Resume Climb or Descent
_50398f34-5d2f-4a79-8b26-766acdc3a87e

Navigation
_1678126d-7fc1-4a02-a2ae-e8dd6b86f14a
FCOM.PRO.NOP.NSU.22.3.8 ILS 04 APR 2019 1608

Approach Mode
_8d72bfeb-9ccc-4ab0-a8c7-3f04f57f65f4

Non Precision Approach
_f2e0cf8c-4fda-467d-857b-fd95b2c030bf

Go-around
_9e87b3b0-6a68-410c-8f42-6f7b01e14379
FCOM.PRO.NOP.NSU.23.1.1 06 MAR 2019 1608

Common Features for Use
_5aa694f5-6198-4ee2-a344-26ef2028e696

Departure Clearance DCL
_21f0bd4f-6aa3-46f3-9d2f-d94a0f777b41

Digital ATIS D-ATIS
_076141c9-0ced-4f97-b8e0-45e3c95c2368
FCOM.PRO.NOP.NSU.23.2.1 17 MAY 2019 1608

Operation
_9888c629-c219-41f9-8bd3-5856f38c43ae

Interphone System
_bba47448-602e-453c-acef-c905dc0b734d
FCOM.PRO.NOP.NSU.24.1 Use 21 SEP 2020 1608

of a Weak DC GPU
_e0fcd641-814b-46a9-bfa9-ebdcdd75b792
FCOM.PRO.NOP.NSU.24.2 Load 23 NOV 2020 1608

Survey with Weak Battery
_fbe5f506-5dbd-4ec9-ac84-c8a3f4fd759a
FCOM.PRO.NOP.NSU.24.3 Use 10 APR 2019 1608

of External DC Electrical System
_83a8a4eb-4295-4032-8276-a893da0825f9
FCOM
1608 / 45 LEDM

Date
Boomset-Micro Function
Recovery on Oxygen Mask
_668f2958-833d-4e92-aa23-f42cb829f408
FCOM.PRO.NOP.NSU.25.2.2 18 SEP 2017 1608

Oxygen Mask Setting
_9991d3e2-7b43-4ce6-9d66-82bda587ea76

General
_d62cc57f-b7c2-485e-88e3-4b8b59f41163
FCOM.PRO.NOP.NSU.27.2.1 12 NOV 2019 1608

Pitch
_615f4f1a-ce5e-4650-b251-a72b6ac04528

Roll
_c456fbd4-1159-4337-a3ab-015470396b64

Yaw
_f66b7a71-cb42-402f-913d-dfecbfd2f057

Recommendations for Use
_66cfec70-2264-41ba-a511-73c06aae83d5
FCOM.PRO.NOP.NSU.27.5.1 20 FEB 2017 1608

Extreme Turbulences
_95001e12-d445-44e3-b41b-0c7377a7b516

Fuel Crossfeed
_a3d32424-770c-4ce2-9f48-eb3c7f2d9fe4
FCOM.PRO.NOP.NSU.28.2.1 26 OCT 2021 1608

Fuel Quantity Indications
_33c730e1-9577-4cbe-9283-e739c5c00090

Refueling Panel
_c972d3e5-2004-42ad-8e93-255c3406f3a2
FCOM.PRO.NOP.NSU.28.3.NSU. 17 MAY 2019 1608

7.3.2.1 General Refuel - Defuel
Safety Precautions
_2ba3615a-0a09-4214-ba5b-1878e0ff0fad
FCOM.PRO.NOP.NSU.28.3.NSU. 04 APR 2019 1608

7.3.2.2 Refueling Procedure
_2e86b81a-d0e9-4834-baae-35e74fadc79f
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NSU.28.3.NSU. 16 JUN 2017 1608
7.3.2.3 Automatic Refueling
_20508cca-99c9-462a-b83c-07a37a66d6ae
FCOM.PRO.NOP.NSU.28.3.NSU. 16 AUG 2017 1608

7.3.2.4 Manual Refueling
_0e7c67a3-1be9-4dec-9268-eafc02b553db

Gravity Filling
_53ecc15b-c04c-4c0b-8494-101dc20f1d45

Use of Manual (Magnetic)
Indicators
_197337cc-29d8-433d-adbb-e61c3dccaceb

Conversion Quantity-Weight
_82674c26-25ac-4f6a-bfb5-3041e082248d

APM Principle
_5959c830-fee6-4885-b3a3-0cc84b2d188e

APM Interfaces
_92fbe2b8-8d20-4c43-aad3-4cab2426b851

APM Test
_d2d5d12d-ebdc-4fe3-8b9d-949fe6d6d008

Weight Selection Computation
_50f8f5e1-7fa8-4d76-b694-b307d86476dd

Cruise Speed Low Procedure
_df402349-7d41-40b0-85c2-43bfec0faa7a
FCOM.PRO.NOP.NSU.31.1.1 DU 04 APR 2017 1608

_79f51f0b-15a0-422b-994b-b2c293b1822e
FCOM.PRO.NOP.NSU.31.2.1.1 30 MAY 2018 1608

EFB Limitations
_806c7674-bb62-4e2b-9647-af19bcfba65b
FCOM.PRO.NOP.NSU.31.2.2.1 03 APR 2019 1608

Introduction
_e0eda912-0ee9-443d-86f6-99e33bc5e7d7
FCOM
1608 / 45 LEDM

Date
Normal Operation
_bce9a1bc-7911-486a-94a1-3004b5bce7a4

Preliminary Cockpit Preparation
_4420d50a-7772-4fd2-8d4d-d953afa7c106

Final Cockpit Preparation
_c940b087-e962-4fea-be48-4cc3274ef94a

Before Propeller Rotation
_fbcfffb9-4ce9-4c56-8371-7810051cabef

Taxi
_da55fa5c-fded-4f0c-adaf-c7c87bf7389f

Before Descent
_30638805-9de6-4180-899c-89e813df8da5
FCOM.PRO.NOP.NSU.32.1 14 JUN 2021 1608

Runway Status
_bf2c6e44-87d2-419b-b4be-107ae2bdda32
FCOM.PRO.NOP.NSU.32.2 04 APR 2019 1608

Normal Taxi
_7fb45535-28f4-44a2-817e-739760ec8cf3
FCOM.PRO.NOP.NSU.32.3 03 OCT 2017 1608

Emergency Braking
_dec2d03b-541f-48a5-a628-a903ae6710d2
FCOM.PRO.NOP.NSU.34.1.1 22 DEC 2017 1608

General
_873e2405-18a5-45ce-9113-ff3d24ebcf8e

Ground Operation
_c7763f19-d8c3-4c1f-91e5-992e34683e95

Flight Procedures
_0fb39dd2-6eab-4eaa-90e2-9fdef4b5fc2d

AHRS
_a1689ff1-6d5b-4895-9b5f-0c9d697b9545
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NSU.34.3.1 12 NOV 2019 1608
Weather Radar
_01886047-c2b3-46bd-a2d4-c7c923dadec8
FCOM.PRO.NOP.NSU.34.4.10 22 JAN 2021 1608

Procedures
_897b370f-7dcb-4477-a078-642ba8a82323

GPWS - TAWS Warning
_4f182670-866d-479e-8cd7-316cd468bccc
FCOM.PRO.NOP.NSU.34.7.1 28 JAN 2020 1608

ADS B OUT
_545f268b-51ed-48bd-b3b4-0ebfdbf2eddf

Cockpit Door Operation
_8c7574d8-76a8-4633-9df9-f8028c86abaa

Daily Check
_46d0a0eb-59c3-424d-9c13-e2924a000121
FCOM.PRO.NOP.NSU.52.1.3 03 OCT 2017 1608

Opening the Cockpit Door from
Cabin
_ba222349-001b-4e9e-9edf-3d6adab369e7

Cargo Door
_924d0c79-ad18-4f1c-ab62-73f47e8b8fd1

Second Hand-Rail Fixing
Procedure
_359f4c2c-454d-4d4d-8e2e-965b6b6496e2
FCOM.PRO.NOP.NSU.52.4.1 12 JUL 2019 1608

Video Cabin Surveillance
_e2b49e70-8818-4b35-bfb2-1ddcd77d4ad1
FCOM.PRO.NOP.NSU.70.1 Start 07 JAN 2020 1608

Up
_4303c7a7-27f2-4c75-88ae-640a53c858ed
FCOM.PRO.NOP.NSU.70.2 Use 22 SEP 2017 1608

of Bleed Valves for Takeoff
_7c38ddc1-ae45-4051-9a44-46fc1ec9afff
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NSU.70.3 05 AUG 2021 1608
Power Set Up Procedure for
Takeoff and Go-Around
_5f4062c3-b10f-49ca-9cbe-19049e1064a8

Unfeathering after an Engine
Restarts in Flight
_6c30769d-671b-461e-9427-b210ba488589
FCOM.PRO.NOP.NSU.70.5 13 SEP 2019 1608

Engine Parameters Fluctuation
_daf5369c-99ee-4cd3-a73d-8d071e782a4b

Ignition
_fe77fd2a-313e-4223-8534-8c3bd03ee2f4

Adapted Flight Idle
_bf5bef59-7a32-42b9-981b-256f6ba09d58
FCOM.PRO.NOP.NSU.70.8 21 NOV 2019 1608

Propeller Brake Use
_b555cc06-88b2-43ab-81d9-ccec15f54c73

Reverse Phases
_edad2193-1297-4d1a-a679-82e8b8d8c303
FCOM.PRO.NOP.NSU.70.10 06 MAY 2020 1608

Operations Out of the Notch
_41dcd28d-270b-45d2-88aa-2852d7a81d80

VMS in-Flight Manual
Measurement
_3374f218-51e6-419b-a90a-c7723ae47b68
FCOM.PRO.NOP.NOR.1 13 DEC 2017 1608

Introduction
_a75abff6-9597-478e-bd5a-6d7f14002c4f
FCOM.PRO.NOP.NOR.2 Flight 20 NOV 2017 1608

Preparation
_cf3a222c-08dc-424e-a88d-5e9358765d3d
FCOM.PRO.NOP.NOR.3 Pilot 15 OCT 2021 1608

Actions Diagram
_7961651a-f1cf-4955-8cc7-9adbf0169ad2
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NOR.4.1 Initial 10 MAR 2021 1608
Interior Checks
_df7e0f99-cfe0-43e7-8235-d29e8eec3c34
FCOM.PRO.NOP.NOR.4.2 GPU 27 MAY 2021 1608

Available
_1682fa37-a923-464f-aad7-f9ff5c2aa245
FCOM.PRO.NOP.NOR.4.3 No 13 DEC 2017 1608

GPU Available
_631efd70-0aef-4d8d-ab24-eb598cca2883
FCOM.PRO.NOP.NOR.5 External 16 FEB 2021 1608

Inspection
_31e87942-b92a-4451-b92f-10d034ce36e1
FCOM.PRO.NOP.NOR.6.1 26 NOV 2019 1608

Cockpit Preparation (Step 2)
_90ef7fd6-cc36-4a4b-9cc8-17c134341c3a
FCOM.PRO.NOP.NOR.6.2 27 APR 2021 1608

Overhead Panel
_368010c3-6831-40e1-888b-405641289bef

Pedestal and Central Panels
_0a84cd88-41f4-4782-8f37-bd281b483e61

Lateral Panels
_7d1425b4-74de-4996-9f74-f9c1051b8bab
FCOM.PRO.NOP.NOR.6.5 Short 02 APR 2020 1608

Transit
_a3c1e5cc-4a6d-4877-bbbb-90b44796a595
FCOM.PRO.NOP.NOR.7 Panel 13 DEC 2017 1608

Scan
_dafe3ad0-cda6-4458-8b5e-e604b356fef0
FCOM.PRO.NOP.NOR.8.1 GPU 13 DEC 2017 1608

Available
_80b3d0dd-11a0-4e03-9804-d9d2c65cf82c
FCOM.PRO.NOP.NOR.8.2 No 13 DEC 2017 1608

GPU Available
_12041872-2f7e-43e5-b8ff-0dce0eca469d
FCOM.PRO.NOP.NOR.9 Final 12 SEP 2019 1608

_5ca9b3fa-b47c-4c5d-83de-d2b99d76baf5
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NOR.10 Hotel 30 APR 2021 1608
Mode Start Up
_d985968b-3128-477b-9cc9-7f94c724a180
FCOM.PRO.NOP.NOR.11 Before 24 JUL 2019 1608

Propeller Rotation
_7281ffd1-fd92-4018-bb50-48824f0bd00b
FCOM.PRO.NOP.NOR.12 Before 05 AUG 2021 1608

Taxi
_2f5172ed-c610-43c2-865e-859c69a2ac3e
FCOM.PRO.NOP.NOR.13 Taxi 10 APR 2019 1608

_98f01fc5-e4b2-4498-97cb-6f7f22b65bfd

Takeoff
_af62b549-6eb0-4542-8253-a25c81916d90
FCOM.PRO.NOP.NOR.15 15 FEB 2021 1608

Takeoff
_78ea3f40-b64e-44c0-8fef-8be9c18a9bff
FCOM.PRO.NOP.NOR.16 After 15 NOV 2021 1608

Takeoff
_4a925c0c-982c-42df-a207-3de30618eec1
FCOM.PRO.NOP.NOR.17 Climb - 17 FEB 2021 1608

Cruise
_b83438ed-3a60-4a31-bad8-e9d2b55a08f4
FCOM.PRO.NOP.NOR.18 05 AUG 2021 1608

Descent
_e3c311b5-b789-4579-a1a0-dcd103d6e907
FCOM.PRO.NOP.NOR.20 05 AUG 2021 1608

Approach
_ace4a48d-9600-4767-b517-c6a0e15b7064

Landing
_09f034d4-ad95-4360-9d11-3963432dbce5
FCOM.PRO.NOP.NOR.22 30 APR 2021 1608

Landing
_0529e9bc-bbfd-4a00-ae4f-bad5d6b64c86
FCOM.PRO.NOP.NOR.23 Go- 12 SEP 2019 1608

Around
_78ddc0e1-e836-4fc1-972c-9140914d894b
FCOM.PRO.NOP.NOR.24 After 03 MAY 2021 1608

Landing
_ba94896c-951a-46d3-b242-4d1c0e26768d
FCOM
1608 / 45 LEDM

Date
Parking
_e0168db9-57e1-4480-bc7e-d64d380f87d8

Leaving The Aircraft
_c606e26d-8625-4576-ba7b-4990b58c2efa
FCOM.PRO.NOP.NOR.2 05 MAR 2021 1608

Procedure for Icing Conditions
_427296d6-ef0a-4d94-88d2-0e48d5b65f93
FCOM.PRO.NOP.NOR.27.1 Alert 13 DEC 2017 1608

_d160b86d-5bea-4957-9927-fe211fe20e45
FCOM.PRO.NOP.NOR.27.2 08 DEC 2017 1608

Cruise Speed Low
_afeb0a25-4d5c-4e09-aa73-38ec29bdc850

_e7b673a9-f27d-4d2a-83b0-e4e065c53476
FCOM.PRO.NOP.NOR.28.1 19 OCT 2021 1608

ATPCS Dynamic Test
_b503c00a-35a3-4606-b071-43f85f1677ab
FCOM.PRO.NOP.NOR.28.2 Stick 28 NOV 2017 1608

Pusher-Shaker Test
_7ab88fc8-3e9e-4666-840f-b4abc4dfba49
FCOM.PRO.NOP.NOR.28.3 05 JUL 2019 1608

Trims
_b5aad612-3e2a-401d-b81e-c4fee79f5a57
FCOM.PRO.NOP.NOR.28.4 19 MAY 2021 1608

Cockpit door security system
check
_f74053a2-a1d5-4b43-b542-8413068b5712
FCOM.PRO.NOP.NOR.28.5 APM 04 MAR 2021 1608

_51b7a054-a877-45ff-a4ac-d0bcfaae5012
FCOM.PRO.NOP.NOR.29.1 10 MAR 2017 1608

Engine Fire Protection
_1c42bd36-111e-472c-896c-9c75d608a115
FCOM.PRO.NOP.NOR.29.2 10 MAR 2017 1608

Trims
_957ae098-4176-4b5a-a27c-8b08f8b89513
FCOM.PRO.NOP.NOR.29.3 25 OCT 2021 1608

ATPCS Static Test
_6f37c5c7-e6a0-4a48-bc16-cee202169c28
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.NOR.29.4 05 JUL 2019 1608
CVR-DFDR
_19ae5972-b99b-4fb9-af06-2223960fcf43
FCOM.PRO.NOP.NOR.30.1 Fuel 04 APR 2019 1608

Pump and X Feed Tests
_73e20336-bfbc-47b9-be24-38c44dad8bb1
FCOM.PRO.NOP.NOR.30.2 15 JUN 2017 1608

Doors Test
_d5d488b0-31a8-4a39-b9dc-8a82241f263c

COMPT SMK - COMPT SMOKE
_9d88fe71-9afb-401b-9891-e58c32e9af6b

Radar
_8a1aa6e4-566f-40eb-8aae-4347c4496376

AUTO PRESS
_80cb1c49-8c7b-4f23-b540-25e5301af7cd

Oxygen Mask
_d7ebf2cb-3e65-47d6-86d6-c5563826b844

EGPWS
_536c8224-8430-4bf6-8a56-f5471b005394
FCOM.PRO.NOP.NOR.30.8 15 JUN 2017 1608

Antiskid Test
_00ec6737-f07b-44bb-acfc-b4aadb4d7522
FCOM.PRO.NOP.ANOR.1.1 11 AUG 2017 1608

Takeoff and Landing Runs
_2b247919-047b-48c2-80e3-5e1711763b5b
FCOM.PRO.NOP.ANOR.1.2 03 OCT 2017 1608

Approach
_f20d6d99-3cf7-4d8d-928a-14d1eab951f1

Landing
_d6cda810-abc5-4251-8edb-998bdb2be4c6
FCOM.PRO.NOP.ANOR.1.4 Stall 17 FEB 2021 1608

_5cb1a22a-87a6-4f77-834c-f0c03c784cb1
FCOM.PRO.NOP.ANOR.2.1 16 JUN 2017 1608

Takeoff
_f10b9f0f-4dba-4f02-8c53-debf75e71242
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.ANOR.2.2 08 APR 2019 1608
Landing
_c819fbb3-cf1a-4b4d-8fda-69d0e571dd36
FCOM.PRO.NOP.ANOR.3.1.1 30 AUG 2019 1608

Foreword
_086e5d5d-0814-4532-a9c9-580fa1472882
FCOM.PRO.NOP.ANOR.3.1.2 20 DEC 2017 1608

Procedure
_1135e963-b27d-4865-ab6e-69b2eb5acfb1

Foreword
_baebc935-41f7-4444-9bb5-5427df549897
FCOM.PRO.NOP.ANOR.3.2.2 17 MAY 2019 1608

Procedure
_40eff304-8dde-482b-8c0b-6d7a3db29cfc
FCOM.PRO.NOP.ANOR.4.1 22 DEC 2017 1608

Noise Abatement Procedures
_2ea83f65-00bc-4818-8524-4d0fda0ce33e
FCOM.PRO.NOP.ANOR.5.1 04 MAY 2021 1608

Runway Surface Descriptor
_23ec5756-fb4c-482d-a0c4-9ebf5b0b06e9

Effect on Performance
_9470c6e2-2716-4a4a-a6d7-5ab22fd8e79d

Aircraft Manufacturer Data
_135d83c4-b5f9-471d-97ad-77a6483a735e

Takeoff and Landing
_b0a88bcf-c41e-4e5b-a254-92436bb70b82
FCOM.PRO.NOP.ANOR.5.5 14 NOV 2017 1608

Takeoff
_c8870428-3142-40a7-8c9c-d2afe6c80768
FCOM.PRO.NOP.ANOR.6.1 05 APR 2019 1608

General
_9a69241f-77b2-4d1e-ba5e-7f174f0246cb

Decision Making
_119ff42e-5f70-4c5f-a64c-9564931b6367
FCOM
1608 / 45 LEDM

Date
Aborted Takeoff Maneuver
_d89fc3e2-7006-4551-86b7-03f3dc4c5714

Aborted Takeoff Procedure
_b95c54cd-0833-43ab-8ece-ae5edc46db50

Aborted Takeoff Situation
Assessment
_ef5f45e7-053e-42a5-a335-d6c9c57b6b65
FCOM.PRO.NOP.ANOR.7.1 16 MAR 2017 1608

Severe Turbulence
_72ff2627-cc9b-4ed6-8aa4-d3b6d7778e34

Wake Turbulence
_b5634c73-9ef2-4c1c-af89-e3d7d6d37828
FCOM.PRO.NOP.ANOR.8.1.1.1 17 JUL 2019 1608

Introduction
_a729b8e6-56b6-422e-974e-78e9a64bedb2

Definitions - Atmospheric Icing
Conditions
_41cd0f01-aed5-4988-87bd-f1e4f03b398f

Detection Of Ice Accretion
_b0efc847-dbab-48b8-9c84-70ed5a294567
FCOM.PRO.NOP.ANOR.8.1.1.4 16 DEC 2020 1608

Certification Framework and
Case of Severe Icing
_4f690cd7-29f5-412f-88f0-659ef0b1da27

Effect of Atmospheric Icing on the
Aircraft
_f425511a-e3a5-4b2c-a278-ddbc8e2046f9

Ice Protection System
_72c94041-0194-4dd5-a22d-9b71017e5086

APM
_6585ee5a-2101-4e17-ba7a-440f791ee3fb
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.ANOR.8.1.1.8.1 17 JUL 2019 1608
Flight Preparation
_b38ff321-8c7e-4098-bfd8-032405fe1fef

Strategy to avoid performance
degradation in icing conditions
_885b56a4-d5c6-4282-b700-3b84be39a9b4
FCOM.PRO.NOP.ANOR.8.1.1.8.3 17 FEB 2021 1608

Flight in Icing Conditions
_d553a80d-e3b6-49d6-aa7b-84807e35d307

Climb in Icing Conditions
_c2592b0e-7797-4843-9a7d-e71383a5c2b2
FCOM.PRO.NOP.ANOR.8.1.1.8.5 03 MAY 2021 1608

Cruise in Icing Conditions
_eb2ddeb6-769a-4584-ac20-5c7d65967a9a

Single Engine Operation in Icing
Conditions
_551242fc-5e56-4eea-8244-626b47405d71

Flight Procedures In Icing
Conditions
_7ab6155c-396f-4cc6-bfc6-2c37766cb871
FCOM.PRO.NOP.ANOR.8.1.2.1 25 MAR 2020 1608

Definitions
_786ad5c3-8ec3-45d8-a053-810c78674a51

Effect of Aircraft Contamination
On Ground
_0d39ee3d-cb84-4ce0-a637-66230a224605

Aircraft Critical Surfaces
_d974c99c-0920-4b39-8a8e-a2412d4541e3

Clean Aircraft Concept
_96823bcb-a497-454f-bc53-7f5e74d54e64

Flight Preparation - Performance
Penalties
_296d49d8-f060-4275-ab3b-c28bcbf78068
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.ANOR.8.1.2.3.2 25 MAR 2020 1608
Preflight Check
_caf95c6c-11f1-473d-b4fa-6fa2f184b295
FCOM.PRO.NOP.ANOR.8.1.2.3.3 16 DEC 2020 1608

Preflight Check - Preliminary
Procedure
_9fc92bf1-4ce6-4776-ba14-ba1a67c2dcdc
FCOM.PRO.NOP.ANOR.8.1.2.3.4 25 MAR 2020 1608

Preflight Check - Exterior Safety
Inspection
_81ecb047-e77e-4ec9-961c-79aa9b947aa8
FCOM.PRO.NOP.ANOR.8.1.2.3.5 26 FEB 2021 1608

Ground De-anti icing Procedure
_e295fadf-0fdf-4bd4-ad8f-9520cf86cd61

Takeoff Procedure after De-Anti
Icing Operation
_bc1d7347-38b6-4403-aec1-f64c444db511
FCOM.PRO.NOP.ANOR.8.1.3.1 15 DEC 2020 1608

Contaminated Runway
Conditions
_73ab5e19-303a-48f4-a7f6-43366684fc39

Taxi on Contaminated Runway
_9b9668a7-e405-4fd4-aded-54567f1ad505
FCOM.PRO.NOP.ANOR.8.1.3.3 27 JAN 2021 1608

Takeoff On Contaminated
Runway
_43dc9704-79f6-4344-8a46-cd2b1c7bb9b4

Before Landing
_0c0a8924-8719-4ef7-9a96-cfe290698ebc

Landing
_93710f70-8bb5-4e20-be83-552d2d1dcb21

Preflight Check - Exterior Safety
Inspection
_37cedc7e-be84-4c15-843b-a65e3b608ae4
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.NOP.ANOR.8.1.4.2 17 FEB 2021 1608
Cockpit Preparation
_3ce8d651-f387-4cd5-80e7-ade9a8783005

At Parking - Before Leaving the
Aircraft
_d2ff41c5-25e2-48a2-8fbd-0405730f9e1c
FCOM.PRO.NOP.ANOR.8.2.1 11 APR 2019 1608

Operations in Wind Conditions
_001a7421-283d-4447-a0c6-494bebd2216c
FCOM.PRO.NOP.ANOR.8.3.1.1 15 MAY 2019 1608

Description
_a1a6b93b-1ced-4dd0-9971-976011bdc532

Detection
_f8340de6-9be9-424c-8811-9ba904187b6f

Protection
_2b98b953-9d38-4822-8d07-8ec6b927233a
FCOM.PRO.NOP.ANOR.8.3.4.1.1 16 DEC 2020 1608

Windshear situation
_8993d1c9-a116-4adf-aa9e-df423b3d8ab7
FCOM.PRO.NOP.ANOR.8.3.4.2.1 08 JUN 2018 1608

Windshear procedure at take off
_f6c52b36-bb84-4719-a113-7f99afe5d789
FCOM.PRO.NOP.ANOR.8.3.4.2.2 08 JUN 2018 1608

Windshear procedure during
approach
_878bfd54-2844-442a-971d-688ddfee37fe
FCOM.PRO.NOP.ANOR.8.4.1 06 JUL 2017 1608

Volcanic Ash Description
_167b4559-4b90-4cdc-a392-e019ec9b00b1

Avoidance
_4e383abd-9fbd-4235-a558-d396b85b9b43

Detection
_4e2b3f4b-cd3d-4757-8bfe-9007b91c0d61

Effects on Power Plant
_2a30d14a-4b4d-4209-a1cc-46c6c0e45146
FCOM
1608 / 45 LEDM

Date
Effects on the Airframe and
Equipment
_9185f008-cd38-4e21-98a3-8880b5ae44dc
FCOM.PRO.NOP.ANOR.9.1.1 30 SEP 2016 1608

Applicability
_2d75f76d-8f7f-430b-9f20-7816d2cc1a98

General
_f9e83395-b6f7-418b-b503-8170bd5f7963

Maximum Demonstrated Wind
_a83e1cd2-7e19-4a32-a3d4-420b89710eb8

Task Sharing
_2095f7d3-7071-4685-a565-8938eedf3b73

Before Approach
_ada2ee7b-cafe-4539-851e-1f54b4d25496

Before Capture
_b82fcbd2-f665-426b-8daa-7a097b3a8fc5
FCOM.PRO.NOP.ANOR.10.4.3 19 JAN 2021 1608

From Capture to Decision Height
_27aa04f3-8396-4244-b0e9-ee189e7f7066
FCOM.PRO.NOP.ANOR.10.4.4 13 FEB 2020 1608

Visual References Sufficient
_4b056683-0c4d-4691-b6a4-51b10e13ac59
FCOM.PRO.NOP.ANOR.10.4.5 16 JUN 2017 1608

Visual References Insufficient
_dfbad964-fe79-4bc7-8278-fc818054a8a0
FCOM.PRO.NOP.ANOR.10.1 20 JAN 2021 1608

_01db1c14-d48e-4f07-b466-97cf22a561ed
FCOM.PRO.NOP.ANOR.10.2 04 MAR 2021 1608

Minimum Equipment Required
_abc59c32-d0dd-40db-bd26-4243da724ca1

Introduction
_8eec1caa-734a-4e0f-b6c5-750cdb9055fb
FCOM
1608 / 45 LEDM

Date
Normal Takeoff
_1b1c23c8-d431-4b65-baa2-a4ec96aefe55

Engine Flame Out at Takeoff
_a8e5d11b-1cfc-4a04-ba05-231df6f6fd88

Engine Fire at Takeoff
_ad392fe1-5f89-4319-b805-a39b9c25abbb

Non Precision Approach
_91f50d48-c8fc-43b7-9963-7fc90f317e4f

Standard Visual Pattern
_542554bd-5866-4faa-b148-e20f2620f268
FCOM.PRO.NOP.ANOR.11.7 ILS 14 JUL 2017 1608

Precision Approach
_9e117d5e-6623-49c7-8fed-599273e8f206
FCOM.PRO.NOP.ANOR.11.8 21 OCT 2021 1608

Circle to Land
_5113c2b7-eaa4-411b-a90f-97e317fa9290
FCOM.PRO.NOP.ANOR.11.9 No 03 JUL 2017 1608

Flaps Landing
_68ff4c0b-d366-4670-92c7-64c58d46b2e8

Go-Around 2 Engines
_f219f5fa-1033-4684-8778-cba973f26db4

Introduction
_55d4181b-8e31-4964-9767-2e673dda1a36

Guidance for Visual Inspection
_57d2b251-62c4-453e-bcb2-36e985b45018

Preflight Check _ External
Inspection Procedure
_e7614b95-6da6-44cf-85a1-fdeb5a4b7de1
FCOM.PRO.SPO.1.1.1.1 STEEP 21 OCT 2016 1608

SLOPE APPROACH
_90317a05-6d93-4791-8dae-0804d8de06fd
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.1.1.2.1 21 OCT 2016 1608
Limitations
_98a9ae39-0813-4c9e-889c-bce2c51a5dae
FCOM.PRO.SPO.1.1.3.3 Normal 25 JAN 2017 1608

Procedures
_7fb15325-d909-4dd8-ae03-dc61be353230
FCOM.PRO.SPO.1.1.3.4 21 OCT 2016 1608

Emergency Procedures
_a6290fbe-d52f-491b-b3d4-f80b4577da45
FCOM.PRO.SPO.1.1.3.5 21 OCT 2016 1608

Abnormal Procedures
_41b58321-a863-4ae2-8fbb-a9af64d8c594
FCOM.PRO.SPO.1.1.4.1 21 OCT 2016 1608

Performances
_c54494ec-2b0c-4675-8411-45c8f14b47e6
FCOM.PRO.SPO.1.2.1.1 21 OCT 2016 1608

Applicability
_44f4dbbe-175b-4b9b-a1f0-af4e600874ac
FCOM.PRO.SPO.1.2.2.1 21 OCT 2016 1608

Limitations
_e5f6978b-14f8-44c3-93b0-b0b9a72ebfd6
FCOM.PRO.SPO.1.2.3.3 Normal 25 JAN 2017 1608

Procedures
_4fc16447-b6f6-409d-921f-8ef1485ad533
FCOM.PRO.SPO.1.2.3.4 21 OCT 2016 1608

_905fd0eb-6b18-44fc-92be-c4c9d5303931
FCOM.PRO.SPO.1.2.3.5 25 JAN 2017 1608

Abnormal Procedures
_356c88f3-051c-4bf9-b6d2-993348ec8f9c
FCOM.PRO.SPO.1.2.4.1 15 JUN 2021 1608

Performances
_e978203a-18b6-4d07-86d3-1fcdfdf20f45
FCOM.PRO.SPO.2.1.1 21 OCT 2016 1608

Applicability
_0d3de3fb-de6b-48d1-8b97-1e66322e9aa5
FCOM.PRO.SPO.3.1.1 10 MAR 2017 1608

Applicability
_46dc77ac-ab21-4f73-8efe-aac85d51fb9e
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.4.1.1 21 OCT 2016 1608
Applicability
_2a14df88-1d02-4219-9eca-9e7b729cfa47
FCOM.PRO.SPO.4.2.1 05 MAY 2021 1608

Limitations
_43e50d41-3c53-4e25-a3d3-f169131da252
FCOM.PRO.SPO.4.3.1 Normal 25 JAN 2017 1608

Procedures
_12430cb3-69f2-4e74-935c-588ba9e9c084
FCOM.PRO.SPO.4.3.2 21 OCT 2016 1608

_1738f3b2-9b15-48b3-b3ea-178e7520d098
FCOM.PRO.SPO.4.3.3 Abnormal 21 OCT 2016 1608

Procedures
_84674c29-5962-48ff-94e3-42f1c02da6d5
FCOM.PRO.SPO.4.4.1 28 NOV 2017 1608

Performances
_89b298fe-7207-4731-a587-651e9bd84492
FCOM.PRO.SPO.4.5.1 Maximum 08 APR 2021 1608

Recommended Crosswind
_05578f69-c818-40f0-a39e-864bdf961d3b
FCOM.PRO.SPO.5.1.1 21 OCT 2016 1608

Applicability
_ffc699ff-8505-4a5d-8b72-dee2c29888ef
FCOM.PRO.SPO.6.1.1 21 OCT 2016 1608

Conditions
_ecb6b6de-e9d5-4dd9-a0b6-211267a41d8b
FCOM.PRO.SPO.6.1.2 21 OCT 2016 1608

Procedures
_0b7e106d-83ab-4943-b2df-f54c6370100d
FCOM.PRO.SPO.8.1.1 21 OCT 2016 1608

Applicability
_910f98ae-701e-4d7a-81fb-79437f02f7db
FCOM.PRO.SPO.10.1.1 20 FEB 2020 1608

Limitations
_30580221-2f7b-4880-90aa-25ce205be93a
FCOM.PRO.SPO.10.2.3 Normal 07 MAR 2019 1608

Procedures
_5a13d1b2-2415-4684-95b0-53bcfd3cf9b3
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.10.3.1.1 14 JUN 2021 1608
Introduction
_1442287a-548e-4132-9870-c2f993183bb4
FCOM.PRO.SPO.10.3.2.1 V1 09 JUL 2019 1608

Limited by VMCG
_602ea076-2de4-433d-892b-f162a9f31bcf
FCOM.PRO.SPO.10.3.3.1.1 21 OCT 2016 1608

Takeoff Run (Flaps 15)
_f1be1c4e-75c3-4574-9ed5-7953e62e59cb
FCOM.PRO.SPO.10.3.3.2.1 21 OCT 2016 1608

Required Takeoff Run - All
Engines Operating (Flaps 15)
_b92c9719-6666-41ee-b9bd-965068b62b7b
FCOM.PRO.SPO.10.3.3.3.1 21 OCT 2016 1608

Takeoff Distance (Flaps 15)
_a42bd4cc-cabb-41de-9059-9fcb1a2b30d1
FCOM.PRO.SPO.10.3.3.4.1 21 OCT 2016 1608

Required Takeoff Distance - All
Engines Operating (Flaps 15)
_9a4a6391-a146-4bb8-9199-6333383e60c9
FCOM.PRO.SPO.10.3.3.5.1 21 OCT 2016 1608

Accelerate Stop Distance (Flaps
15)
_38644453-2525-454b-b080-641b0b18bec2
FCOM.PRO.SPO.10.3.3.6.1 21 OCT 2016 1608

Decision Speed Limited by
Maximum Brake Energy (Flaps
15)
_42fb404d-74d3-4703-80c8-42bc329b894c
FCOM.PRO.SPO.10.3.3.8.1 21 OCT 2016 1608

Rotation Speed - VR (Flaps 15)
_4d60133e-59c5-4181-8f8e-41c6e74d5219
FCOM.PRO.SPO.10.3.4.1.1 21 OCT 2016 1608

_c02f26a4-cd29-4d88-bdfa-2ea29c288b90
FCOM.PRO.SPO.10.3.4.2.1 21 OCT 2016 1608

_d2aab703-08fd-4895-b230-5e276d9f4b1f
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.10.3.4.3.1 21 OCT 2016 1608
15)
_83d71676-3d11-4fc1-8937-0bd855be6392
FCOM.PRO.SPO.10.3.5.1.1 21 OCT 2016 1608

_19fcb1b8-c77e-4f1a-a1f0-a60d97a083c2
FCOM.PRO.SPO.10.3.5.2.1 21 OCT 2016 1608

_b8d94f3c-c0bd-4da9-99e1-91e19ce19694
FCOM.PRO.SPO.10.3.5.3.1 21 OCT 2016 1608

15)
_f4a04df2-182f-489d-909a-fe8cec5fbcd3
FCOM.PRO.SPO.10.3.5.4.1 21 OCT 2016 1608

_87d969e6-b3c0-4f43-9952-98f276df0779
FCOM.PRO.SPO.10.3.6.1.1 21 OCT 2016 1608

_631f25a9-2de3-44eb-be9a-94aea447d689
FCOM.PRO.SPO.10.3.6.2.1 21 OCT 2016 1608

_0e5bb504-c795-44d1-8cca-6e9b57304592
FCOM.PRO.SPO.10.3.6.3.1 21 OCT 2016 1608

15)
_8c75f9ea-891a-475c-bd86-4ad1e5cb9ed1
FCOM.PRO.SPO.10.3.6.4.1 21 OCT 2016 1608

_0820890a-8d97-468a-beef-7e0624961a18
FCOM.PRO.SPO.10.3.7.1.1 21 OCT 2016 1608

_d9cc673c-2e53-4920-a975-a04da82f2887
FCOM.PRO.SPO.10.3.7.2.1 21 OCT 2016 1608

_cbdeb7e5-76ed-4cd8-81fb-4856cd85a59b
FCOM.PRO.SPO.10.3.7.3.1 21 OCT 2016 1608

15)
_6720ba0a-235e-474e-910c-cdeee43b1567
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.10.3.7.4.1 21 OCT 2016 1608
_6efe8f33-f190-4672-a146-d115fbe044fc
FCOM.PRO.SPO.10.3.8.1.1 21 OCT 2016 1608

_e586299e-b285-4a77-ada6-ffd84faaa686
FCOM.PRO.SPO.10.3.8.2.1 21 OCT 2016 1608

_5a726384-3e67-44eb-8635-4d345cc88f73
FCOM.PRO.SPO.10.3.8.3.1 21 OCT 2016 1608

15)
_5897f5ba-95dd-4295-b733-7d41dd889f05
FCOM.PRO.SPO.10.3.8.4.1 21 OCT 2016 1608

_e8c106ef-b47e-4591-906f-f2e9aa980c58
FCOM.PRO.SPO.11.1.1 21 OCT 2016 1608

Applicability
_48699420-1c3f-425a-a1a7-1bcbfdef2e22
FCOM.PRO.SPO.12.1.1 21 OCT 2016 1608

Applicability
_ce24572e-3ceb-428f-a529-98e40b25b380
FCOM.PRO.SPO.13.1.1 15 JUN 2021 1608

Introduction
_673f6afb-4371-4264-84b1-7ef11d181f07
FCOM.PRO.SPO.13.1.2 08 APR 2021 1608

Maximum Recommended
Crosswind
_f660b727-0d05-4cb1-a816-0c759799a56f
FCOM.PRO.SPO.13.1.3 Takeoff 08 APR 2021 1608

_92d65651-dd1b-492e-892e-d6054e388fa5
FCOM.PRO.SPO.13.1.4 V1 10 MAR 2017 1608

Limited by VMCG
_feb02e66-14ad-49a3-9456-14006eb09d51
FCOM.PRO.SPO.13.1.5 Landing 15 JUN 2021 1608

_221136e9-8dd8-4081-a0bf-8a64f7e8514e
FCOM.PRO.SPO.13.2.1.1 Actual 08 APR 2021 1608

Landing Distance
_e9c3f15e-a1f4-4e66-8dfd-0f7b4721887c
FCOM
1608 / 45 LEDM

Date
Landing Distance Corrections
_ea93a9d3-bdb6-49a2-8684-0b7e266db83e
FCOM.PRO.SPO.13.2.3.1 10 MAR 2017 1608

Takeoff Run - 6.3 mm (0.25 in)
_968bdd7b-4448-45a9-9426-968187d84b41
FCOM.PRO.SPO.13.2.3.2 10 MAR 2017 1608

Takeoff Run - 12.7 mm (0.5 in)
_f079e073-4fa2-4244-97e3-06a8089c9e0b
FCOM.PRO.SPO.13.2.4.1 10 MAR 2017 1608

Takeoff Run Corrections
_8a29ff38-b5dc-4184-8df2-d9a19147c601
FCOM.PRO.SPO.13.2.5.1 10 MAR 2017 1608

Takeoff Distance - 6.3 mm (0.25
in)
_773a39fb-4629-40e6-b374-09c2dc52d45b
FCOM.PRO.SPO.13.2.5.2 10 MAR 2017 1608

Takeoff Distance - 6.3 mm (0.25
in) - 12.7 mm (0.5 in)
_4c14e420-466a-4ef0-bdce-f69b6f566b82
FCOM.PRO.SPO.13.2.6.1 10 MAR 2017 1608

Takeoff Distance Corrections
_cd50773e-5a43-4f86-85a0-774b5d88c28d
FCOM.PRO.SPO.13.2.7.1 10 MAR 2017 1608

Accelerate Stop Distance - 6.3
mm (0.25 in)
_6ef55bbc-d6fe-4061-a48d-3c1f41c100fc
FCOM.PRO.SPO.13.2.7.2 10 MAR 2017 1608

Accelerate Stop Distance - 12.7
mm (0.5 in)
_d02935b3-c8a7-419d-ab4f-188241e1e821
FCOM.PRO.SPO.13.2.8.1 10 MAR 2017 1608

Accelerate Stop Distance
Corrections - 6.3 mm (0.25 in)
_28401156-2cec-4eaf-8422-5426a61b9c11
FCOM.PRO.SPO.13.2.8.2 10 MAR 2017 1608

Accelerate Stop Distance
Corrections - 12.7 mm (0.5 in)
_9872c66f-ba7f-461c-bc58-57ed408c26c0
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.13.2.9.1 10 MAR 2017 1608
Rotation Speed VR - 6.3 mm
(0.25 in)
_a8b2b3e5-d777-4a4e-94a3-d6d1641b7b98
FCOM.PRO.SPO.13.2.9.2 10 MAR 2017 1608

Rotation Speed VR - 12.7 mm
(0.5 in)
_2ef0232d-4d67-49e8-aa82-524fc143a3e5

Landing Distance
_43f3bdec-85b1-429b-ba4c-21960838b052

_6b947c9f-a576-4cc0-95d0-846db1052567
FCOM.PRO.SPO.13.3.3.1.1 10 MAR 2017 1608

Flaps 15
_aca7d17b-4e0f-4f06-a7d8-79c9fa5f3fd4
FCOM.PRO.SPO.13.3.4.1.1 10 MAR 2017 1608

Flaps 15
_38eacf60-76d6-4452-a572-42e1685866cc
FCOM.PRO.SPO.13.3.5.1.1 10 MAR 2017 1608

Flaps 15
_f901371a-06a7-4d26-a619-13c9d23474b4
FCOM.PRO.SPO.13.3.6.1 Flaps 10 MAR 2017 1608

15
_35b1d5e0-e871-4d19-a01c-a7636190ffb5
FCOM.PRO.SPO.13.3.7.1.1 10 MAR 2017 1608

Flaps 15
_11952b31-2fa3-45b4-bdad-6e74317596b6

Landing Distance
_5dc32a8a-c89e-435a-a8b9-5e45894090cc

_16683f1a-73a4-4e28-a61b-88751a172610
FCOM.PRO.SPO.13.4.3.1.1 10 MAR 2017 1608

Flaps 15
_8c4c12f4-d83a-4475-b9ae-031315edce88
FCOM.PRO.SPO.13.4.4.1.1 10 MAR 2017 1608

Flaps 15
_0d168fbc-9633-423f-88f1-5985a924ed68
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.13.4.5.1.01 10 MAR 2017 1608
Flaps 15
_e43c9b53-66e1-4725-9229-6016e35ff5e3
FCOM.PRO.SPO.13.4.6.1 Flaps 10 MAR 2017 1608

15
_2e5f676a-7123-4fb5-a344-23fcf2ec6e92
FCOM.PRO.SPO.13.4.7.1.1 10 MAR 2017 1608

Flaps 15
_56faeb68-09ba-4a9c-acea-fc30562d8e9a
FCOM.PRO.SPO.13.5.1 15 JUN 2021 1608

Introduction
_2fbdf4d5-71d7-4e56-bdf0-39c41f259765
FCOM.PRO.SPO.13.5.2 LDTA 4 - 05 MAY 2021 1608

GOOD to MEDIUM (FLAPS 35)
_ac46720a-e402-447e-902b-830623b98a86

MEDIUM (FLAPS 35)
_02f0138b-53d7-4e29-9925-8808af7e7fca

MEDIUM Dry Snow 11 to 25 mm
(0.5'' to 1'') or Wet Snow 6 to 10
mm (0.25'') (FLAPS 35)
_434b5013-780c-4b78-8aad-2acabc5f3967

(2'') or Wet Snow 11 to 20 mm
(0.5'' to 0.75'') (FLAPS 35)
_e80915f8-3406-4e0b-a90b-e6435521d7d5

MEDIUM to POOR (FLAPS 35)
_33d27cc6-a62b-4cd4-a42b-25a89c5d8668

MEDIUM to POOR Water or
Slush 6.3 to 12.7 mm (0.25'' to
0.5'') (FLAPS 35)
_a7093b7d-48c1-4331-b985-cb2020ca795a

POOR (FLAPS 35)
_3a925edb-1aa6-4985-8704-7adab2636924
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.16.1.1 General 11 MAR 2020 1608
Limitations
_637ec490-3d15-4977-a464-22e660b7be45
FCOM.PRO.SPO.16.2.1.1 10 MAR 2017 1608

Structural Limitations
_45696f25-e522-40a7-bd90-0501d297ffd1
FCOM.PRO.SPO.16.2.2.1 10 MAR 2017 1608

Performance Limitations
_bfcd28e2-f61a-4f87-a27c-443e44d13fda
FCOM.PRO.SPO.16.3.1 Center 30 NOV 2020 1608

of Gravity Envelop
_bcdfae6d-fa83-4c4c-abab-1af56c260dc4
FCOM.PRO.SPO.16.4.1 Loading 21 OCT 2016 1608

_7d39d4eb-000a-4e75-b3aa-4287ceb717b1
FCOM.PRO.SPO.20.1.1 30 SEP 2016 1608

Applicability
_2d75f76d-8f7f-430b-9f20-7816d2cc1a98
FCOM.PRO.SPO.21.1.01 10 MAR 2017 1608

Limitations
_326d648a-813e-4e4a-b033-26ca1deb80bf
FCOM.PRO.SPO.21.1.02 12 MAY 2021 1608

Automation level
_f538a52e-39e8-4b42-a902-c9a4f2dad027
FCOM.PRO.SPO.21.2.1.1 12 MAY 2021 1608

Preamble
_db37d1c8-8809-4533-8abd-bce11a1bbfbd
FCOM.PRO.SPO.21.2.1.2 10 MAR 2017 1608

Approved Configurations
_40523138-a14a-47f8-83c1-cacc2a039082
FCOM.PRO.SPO.21.2.1.3 04 MAR 2021 1608

Performance Envelope in
Approach
_302fce6f-6734-49a3-9be9-c5bcfc8213fd
FCOM.PRO.SPO.21.2.1.4 04 MAR 2021 1608

Minimum Equipment Required
_abc59c32-d0dd-40db-bd26-4243da724ca1
FCOM.PRO.SPO.21.2.1.5 Task 12 MAY 2021 1608

Sharing
_73dd141b-81a3-4e84-be7f-c2d83c17ee40
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.21.2.2.1.1 12 MAY 2021 1608
Approach preparation
_734cae3d-4afc-4446-a561-938c77ab7c03
FCOM.PRO.SPO.21.2.2.1.2 12 MAY 2021 1608

Before Capture
_cac5b7a7-384e-4ae7-a47a-5884d256919e
FCOM.PRO.SPO.21.2.2.1.3 12 MAY 2021 1608

_7b387162-2b10-4223-bd84-bad96b7f2f89
FCOM.PRO.SPO.21.2.2.2.1 12 MAY 2021 1608

Normal Approach Sequence
_3c616e75-1a0a-40ee-b53d-14f32a480c43
FCOM.PRO.SPO.21.2.2.3.2 12 MAY 2021 1608

_0643672d-23f0-4c20-ac82-a9a1ed88eb9c
FCOM.PRO.SPO.21.2.2.1 Go- 10 MAR 2017 1608

Around Sequence
_b806bd28-aee7-4005-a702-842a13448926
FCOM.PRO.SPO.21.2.3.01 10 MAR 2017 1608

_afcd4aab-681b-4378-af23-ea652e7522ba
FCOM.PRO.SPO.21.2.4.1.01 07 MAR 2019 1608

Demonstrated Altitude Loss with
AP System Malfunction
_4906dd32-5cc5-4d99-a93a-6dfa6d84b2f1
FCOM.PRO.SPO.21.2.4.2.01 04 MAR 2021 1608

General
_1f2a7b06-8906-4b2d-a301-541e53e5f966
FCOM.PRO.SPO.21.2.4.2.02 A-C 05 MAR 2021 1608

Systems
_3139c1ba-7ff6-4c1c-b607-f0a9cc78dd9b
FCOM.PRO.SPO.21.2.4.2.03 05 MAR 2021 1608

Flight Instruments
_0f6ed6e0-60fa-47ca-836a-de11b49c4651
FCOM.PRO.SPO.21.2.4.2.04 05 MAR 2021 1608

AFCS and ADU
_2b9dfbd8-36c0-4da6-b09f-661428b02ca5
FCOM.PRO.SPO.21.2.5.1 12 MAY 2021 1608

_f0834214-af19-4be4-b636-3455991e8c64
FCOM
1608 / 45 LEDM

Date
FCOM.PRO.SPO.21.3.1.1 10 MAR 2017 1608
Normal Conditions
_0d4dfc23-8407-45eb-b4fc-0094b2521b20
FCOM.PRO.SPO.21.3.1.2 Icing 10 MAR 2017 1608

Conditions
_0d555879-6484-4da0-9ce5-619187f99337
FCOM.PRO.SPO.24.1 Flight with 11 AUG 2017 1608

Landing Gear Down
_8855a387-ab94-4d61-bb96-34c6f0bda501
FCOM.PRO.SPO.24.2.1 ISA - 10 11 SEP 2017 1608

_5ca683de-5146-4fac-abfe-f3e634034da1
FCOM.PRO.SPO.24.2.2 ISA 16 JUN 2017 1608

_ee7a33d0-cad3-4ee8-bb31-50ffac58bc79
FCOM.PRO.SPO.24.2.3 ISA + 10 11 SEP 2017 1608

_0409835f-086e-4509-a564-b7671a73d519
FCOM.PRO.SPO.24.2.4 ISA + 20 18 SEP 2017 1608

_c398f143-11db-40ab-a905-bca589b99d65
FCOM.PRO.SPO.24.3.1 ISA - 10 16 JUN 2017 1608

_d8a88f13-14f2-41df-a7a8-da907dc1bf03
FCOM.PRO.SPO.24.3.2 ISA 16 JUN 2017 1608

_8186c172-ab77-4c35-87c9-649eb109e0b3
FCOM.PRO.SPO.24.3.3 ISA + 10 16 JUN 2017 1608

_22fa1d7a-6107-483c-89b1-837bd39d7d6f
FCOM.PRO.SPO.24.3.4 ISA + 20 16 JUN 2017 1608

_3eeea1e9-f76c-4a9e-bfbe-b3359b165586
FCOM.PRO.SPO.24.1 Holding 18 SEP 2017 1608

Two Engines
_08c73a31-778f-4030-a47c-be2ff7b92555
FCOM.PRO.SPO.24.2 Descent 18 SEP 2017 1608

Two Engines
_74cde01e-8424-4022-83be-452a4f4806a6
FCOM.PRO.SPO.25.1 Engine 20 OCT 2017 1608

Failure Simulation for Training
Purposes
_d508dec6-0ff0-4868-a0a0-397caff28a27
FCOM.PER PERFORMANCE
FCOM.PER.1.1.1 Conversion 16 MAY 2019 1608
Table (Meters-Feet)
_98949c9b-4bc9-4987-b376-491dd251f758
FCOM
1608 / 45 LEDM

Date
FCOM.PER.1.1.2 Conversion 21 JUN 2017 1608
Table (Feet-Meters)
_14ae8ddc-5588-4c9b-93da-ff858aa469f4
FCOM.PER.1.1.3 Conversion 24 OCT 2017 1608

Table (HPa-IN HG-ZP)
_c237bc1a-00c6-45ca-9927-2bf8e89138d1
FCOM.PER.1.2.1 ISA 03 NOV 2016 1608

_60c58ddf-e90d-4339-926e-aa2d59f051fc
FCOM.PER.1.3.1 Relation 16 MAY 2019 1608

Between Anemometric
Parameters
_5e3dd89a-7d1a-415c-856c-b9f28109fc0e
FCOM.PER.1.4.1 Relation 03 NOV 2016 1608

Between QFE-QNH-ZP-ZG-ISA
_a9f229eb-4080-4c2b-97fa-845eed9ca160
FCOM.PER.1.4.2 Relation 03 NOV 2016 1608

Between Pressure Altitude and
Geometric Altitude
_5e4af80f-23f1-4858-a406-0c693cababe4
FCOM.PER.1.5.1 Pressurization 03 NOV 2016 1608

_ddb50069-49e5-4319-8408-4edfd1b36d83
FCOM.PER.1.6.1 CROSSWIND 12 MAY 2021 1608

DIAGRAM IN TAKEOFF AND
LANDING
_8e531bb8-2009-4030-aca7-d36a205f020b
FCOM.PER.1.7.1 Runway 14 JUN 2021 1608

Surface Descriptor, Runways
Status and RWYCC
_d20c3e36-1e5e-4f96-8077-e6ccfa0925fd
FCOM.PER.2.1.1 Introduction 17 FEB 2021 1608

_0d9c1937-73cc-4ff6-a9bf-946776226c31
FCOM.PER.2.1.2 Engine Ratings 10 OCT 2017 1608

_4f8fd54e-4a41-4b8a-9400-aaa7fc22ffdd
FCOM.PER.2.1.3 Power Setting 18 JUL 2018 1608

Tables
_4e441924-451d-40bb-b313-e49ff6078110
FCOM.PER.2.2.1 Introduction 03 NOV 2016 1608

_88a022a9-a4b6-4819-b161-fb624649a8a5
FCOM.PER.2.2.2.1 Takeoff 10 MAR 2017 1608

Torque
_85a1a5fe-82ac-4977-bf80-9baa9edad61f
FCOM
1608 / 45 LEDM

Date
FCOM.PER.2.2.1 Reserve 03 NOV 2016 1608
Takeoff Torque
_20059634-1cd0-410f-ad35-65acda7556b9
FCOM.PER.2.2.3.1 Go-Around 10 MAR 2017 1608

Torque
_faba4bd5-0f51-4d04-8c63-a64f4a442d2d
FCOM.PER.2.2.4.1 Maximum 10 MAR 2017 1608

Continuous Torque
_0a4adec3-84d2-4d14-91eb-be2d8adfc471
FCOM.PER.2.2.6.2 VC 160 kt 03 NOV 2016 1608

_7d26554a-d975-45b3-9ed4-74185af543e7
FCOM.PER.2.2.6.3 VC 190 kt 03 NOV 2016 1608

_7d403657-3f96-49d8-bb18-1b23c32866cc
FCOM.PER.2.2.6.4 VC 210 kt 03 NOV 2016 1608

_46ddb9ab-73e3-4a35-99d4-c30c2fa0d2be
FCOM.PER.2.2.10.2 VC 190 kt 03 NOV 2016 1608

_b1e15d1d-3827-4457-9f03-e3ecba233db4
FCOM.PER.2.2.10.3 VC 210 kt 03 NOV 2016 1608

_8a20a066-9818-4c0f-b29e-2409fc5d7eee
FCOM.PER.2.2.10.4 VC 230 kt 03 NOV 2016 1608

_d86193c5-4bc1-457b-b780-869fbdfd7f3b
FCOM.PER.2.2.10.5 VC 250 kt 03 NOV 2016 1608

_ad655e5d-67f6-4701-871b-05accadbf6c6
FCOM.PER.3.1.1 Introduction 10 OCT 2017 1608

_3d66bf09-7a4c-4902-8d15-6735fcfd0760
FCOM.PER.3.1.2 Takeoff 14 JUN 2021 1608

Conditions
_15aea2b6-19f2-4688-b387-769ae5e453ba
FCOM.PER.3.1.3 Takeoff Speeds 04 APR 2019 1608

_46712d73-4a4b-4ea2-912a-12e3e2c5f7dc
FCOM.PER.3.2.1.1 General 10 OCT 2017 1608

_94dbf7d4-36b2-4135-88b2-987ab7503695
FCOM.PER.3.2.1.2 15 MAY 2019 1608

Determination of the TOW
_c8fff029-c2a1-412f-b18d-e72db2ff7551
FCOM.PER.3.2.1.3 Non Limiting 10 OCT 2017 1608

Runways
_073ad1f8-78ae-428b-a628-cc65dfebe0b1
FCOM
1608 / 45 LEDM

Date
FCOM.PER.3.2.1.4.1 Normal 03 NOV 2016 1608
Conditions
_22c5c2f7-0072-4f96-9f55-4609d3500b36
FCOM.PER.3.2.1.5.1 Icing 03 NOV 2016 1608

Conditions
_d8c5732a-1893-45ba-b732-84e991833d38
FCOM.PER.3.2.2.1 Air 12 OCT 2017 1608

Conditioning
_879a6b0f-b8c1-480c-a14c-b505b6ea59e4
FCOM.PER.3.2.2.2 Runway 08 DEC 2017 1608

Slope
_5a606aa8-caad-431d-80c2-066d42565366
FCOM.PER.3.2.2.3 Wind 03 NOV 2016 1608

_d13b0eb9-843e-414b-8de4-94fb6bcf8884
FCOM.PER.3.2.2.4 QNH 03 NOV 2016 1608

_9fa24057-859a-4f0c-9352-6d4346f7ccb1
FCOM.PER.3.2.2.5 Non Dry 14 JUN 2021 1608

Runways
_852be1ec-1251-4f17-9ba1-91c601911be0
FCOM.PER.3.2.2.6.1 Weight 29 MAY 2019 1608

Altitude Temperature
_8c5a74c0-a452-41be-a5e1-b8511a910015
FCOM.PER.3.2.2.1 Close 21 MAY 2019 1608

Obstacle-Normal Conditions
_e66e60a1-f466-4641-bd90-d2507511c74a
FCOM.PER.3.2.2.2 Remote 08 APR 2019 1608

Obstacle-Normal Conditions
_66e71e24-3cbf-49ac-a1eb-ca4c42263d3c
FCOM.PER.3.2.2.3 Close 27 MAY 2019 1608

Obstacle-Icing Conditions
_a9c7ea6d-32e6-41ca-a92c-900871e6f5f6
FCOM.PER.3.2.2.4 Remote 02 APR 2019 1608

Obstacle-Icing Conditions
_de70b351-2220-484d-9e4c-d06437829466
FCOM.PER.3.2.2.11.1 Brakes 03 NOV 2016 1608

Energy Limitation-Normal
Conditions
_7dc85a88-31cf-4790-a313-68887b5088f0
FCOM
1608 / 45 LEDM

Date
FCOM.PER.3.2.2.12.1 Brakes 03 NOV 2016 1608
Energy Limitation-Icing
Conditions
_76a610f1-d7ef-47b7-bec5-67385e113d2a
FCOM.PER.3.2.3.1 Introduction 13 JUL 2017 1608

_f4892f80-c8b8-4ab8-b02a-00acdf3cb76d
FCOM.PER.3.2.3.3.1 ZP = 0 ft 03 NOV 2016 1608

_1054e8d1-74dc-4647-926a-5a1106fe93a6
FCOM.PER.3.2.3.4.1 ZP = 1 000 03 NOV 2016 1608

ft
_a85b1e86-76af-4bb6-9a0a-9f072f26fa8a
FCOM.PER.3.2.3.5.1 ZP = 2 000 03 NOV 2016 1608

ft
_77035055-8c8c-43cf-9bb6-cd3b668481f4
FCOM.PER.3.2.3.6.1 ZP = 4 000 03 NOV 2016 1608

ft
_54724c3c-1306-4623-9be6-3d0e38ceb42f
FCOM.PER.3.2.3.7.1 ZP = 6 000 03 NOV 2016 1608

ft
_c795788f-fa1b-40d9-ba04-a374c03903c3
FCOM.PER.3.2.3.8.1 ZP = 8 000 03 NOV 2016 1608

ft
_85261ae1-a4e7-4330-899a-fe4e1eee916d
FCOM.PER.3.3.1 Introduction 10 OCT 2017 1608

_6f912e65-4278-4236-8a1d-b16e5112361b
FCOM.PER.3.3.2 Non Limiting 03 NOV 2016 1608

Runway Takeoff Speed
_ea7e6399-935c-41b4-a19f-b397d50357e7
FCOM.PER.3.4.1 Example 10 OCT 2017 1608

_4b476e7d-3b35-4a32-91da-4aa19a839454
FCOM.PER.4.1.1 Introduction 21 JUN 2017 1608

_7f230ce0-4d6a-4ed3-97f0-3e74c5e3f754
FCOM.PER.4.2.1.1 Method 04 NOV 2016 1608

_37036ab9-44ad-4986-b353-c46e81886f70
FCOM.PER.4.2.2.1 Introduction 22 JUN 2017 1608

_f36edc1c-6cc1-407c-bdb5-5076e60ff611
FCOM.PER.4.2.2.2.1 Normal 21 MAY 2019 1608

Conditions
_e902042c-3476-4ead-84a9-807c15371202
FCOM
1608 / 45 LEDM

Date
FCOM.PER.4.2.2.3.1 Icing 28 MAY 2019 1608
Conditions
_d8a1b59a-49d2-4f07-80c8-99ca6f442ec2
FCOM.PER.4.2.2.1 DHR 12 OCT 2017 1608

Examples in Icing Conditions
_e882d778-439b-4141-8015-7f4c2a94cc55
FCOM.PER.4.2.2.2 Correction on 10 OCT 2017 1608

Geometric Altitude
_c8fc7515-f5aa-442b-9d4f-a9bb8ee48992
FCOM.PER.4.2.3.1 Introduction 04 NOV 2016 1608

_8525f491-2e0f-4174-911a-290ee33b5aed
FCOM.PER.4.2.3.2 Normal 26 OCT 2017 1608

Conditions
_5ba2205c-9637-4d66-8740-cfa48c1a47bf
FCOM.PER.4.2.3.3 Icing 26 OCT 2017 1608

Conditions
_648c58c0-0a22-413b-ab8a-0c8058534f63
FCOM.PER.4.2.4.1 Introduction 04 NOV 2016 1608

_2330023e-f154-4c18-bb11-a5478f958a04
FCOM.PER.4.2.4.2.1 Normal 12 OCT 2017 1608

Conditions
_4712310d-f6b6-481d-b8ea-c2e7e0145968
FCOM.PER.4.2.4.3.1 Icing 04 NOV 2016 1608

Conditions
_ffc3f288-697a-4c79-8609-8190656bdb1a
FCOM.PER.4.3.1.1 If Obstacle 12 OCT 2017 1608

Problem Exists
_6a33c161-7fb9-4798-afff-49b05367e463
FCOM.PER.4.3.1.2 If no Obstacle 12 OCT 2017 1608

Problem Exists
_b85675b4-1094-4219-95ea-02a72cfe7055
FCOM.PER.4.3.2.1.1 Method of 27 OCT 2017 1608

Use
_437f3a8d-fafb-46a2-a3c6-f76cde595245
FCOM.PER.4.3.2.2.1.1.1 ISA -10 21 MAY 2019 1608

_56303e89-83ed-4489-ad48-3cda07d5664e
FCOM.PER.4.3.2.2.1.2.1 ISA 08 APR 2019 1608

_0ca1cf7f-493c-4d1f-9723-6daa0b553149
FCOM.PER.4.3.2.2.1.3.1 ISA +10 05 APR 2019 1608

_3bfdeca0-b139-4a4b-950f-fea399540858
FCOM
1608 / 45 LEDM

Date
FCOM.PER.4.3.2.2.1.4.1 ISA +20 03 APR 2019 1608
_73cbda04-da1d-48cd-9ec4-177ca52ef360
FCOM.PER.4.3.2.2.2.1.1 ISA -10 02 APR 2019 1608

_4eb34d7e-08d3-486c-9ca1-c04e366a38a2
FCOM.PER.4.3.2.2.2.2.1 ISA 05 APR 2019 1608

_1fcf7e5d-92ac-4b37-b434-374918cc6ecb
FCOM.PER.4.3.2.2.2.3.1 ISA +10 21 MAY 2019 1608

_c20b8e34-31c4-4261-8300-447cc4cf37c3
FCOM.PER.4.3.2.2.2.4.1 ISA +20 08 APR 2019 1608

_df5f1361-d232-44cf-80ef-c55850f7d41b
FCOM.PER.4.3.3.1.1.1 ISA -10 14 JUN 2017 1608

_572635db-2c2e-428e-8eb9-12655a3e0edf
FCOM.PER.4.3.3.1.2.1 ISA 13 JUN 2017 1608

_3315c3e4-55e4-48f8-aa91-77f7a1c0957f
FCOM.PER.4.3.3.1.3.1 ISA +10 08 JUN 2017 1608

_3e70e5f8-f466-4a81-b628-5d81faeca3a8
FCOM.PER.4.3.3.1.4.1 ISA +20 13 JUN 2017 1608

_889af9a9-b006-404d-af62-0654d50af154
FCOM.PER.4.3.3.2.1.1 ISA -10 09 JUN 2017 1608

_1a4e31f0-8bac-49b0-9c70-4cbeb1322c36
FCOM.PER.4.3.3.2.2.1 ISA 08 JUN 2017 1608

_dacec427-2dec-4725-98ef-765f33f022b4
FCOM.PER.4.3.3.2.3.1 ISA +10 09 JUN 2017 1608

_0f40c6fb-29e4-412d-9ad2-ffa9c648f407
FCOM.PER.4.3.3.2.4.1 ISA +20 14 JUN 2017 1608

_8438a057-9006-42e6-be27-d045e85859e8
FCOM.PER.4.3.4.1.1.1 ISA -10 31 MAY 2017 1608

_f6bbf2b6-b19b-47cb-bf8b-040f215f20af
FCOM.PER.4.3.4.1.2.1 ISA 31 MAY 2017 1608

_a7ce300c-d772-4db9-b561-450423d79ebb
FCOM.PER.4.3.4.1.3.1 ISA +10 13 JUN 2017 1608

_9c62bb4b-d2c7-4f71-9ef6-6117aa19776d
FCOM.PER.4.3.4.1.4.1 ISA +20 31 MAY 2017 1608

_730c7ad8-4e8d-4628-90d3-460a19503424
FCOM.PER.4.3.4.2.1.1 ISA -10 30 MAY 2017 1608

_bc3f6c17-7432-4b1c-a5c1-9ecce141c854
FCOM.PER.4.3.4.2.2.1 ISA 02 JUN 2017 1608

_a63973c3-743e-439b-9db0-d71ca4814aed
FCOM.PER.4.3.4.2.3.1 ISA +10 06 JUN 2017 1608

_10c00dc7-1346-4176-b658-51880964ed58
FCOM
1608 / 45 LEDM

Date
FCOM.PER.4.3.4.2.4.1 ISA +20 09 JUN 2017 1608
_f347423d-17c6-4568-b558-6813c1cb5037
FCOM.PER.4.3.5.1.1.1 ISA -10 06 JUN 2017 1608

_d638f71b-449c-488d-af40-f7fa21c4f5f8
FCOM.PER.4.3.5.1.2.1 ISA 13 JUN 2017 1608

_47cf333b-f577-4630-98b5-b1c5d7919b59
FCOM.PER.4.3.5.1.3.1 ISA +10 14 JUN 2017 1608

_0f90e620-556d-459c-a58a-51cb8150aa3b
FCOM.PER.4.3.5.1.4.1 ISA +20 30 MAY 2017 1608

_bf8931e4-9504-4473-9fde-577cb3bbfa4b
FCOM.PER.4.3.5.2.1.1 ISA -10 20 JUN 2017 1608

_22e213da-8793-4a50-93fc-433ab74f0f5a
FCOM.PER.4.3.5.2.2.1 ISA 31 MAY 2017 1608

_5beb5a0a-af0f-468b-a5cc-5b69c395746f
FCOM.PER.4.3.5.2.3.1 ISA +10 29 MAY 2017 1608

_8bb5a458-810f-40a1-bdba-32a1010db94d
FCOM.PER.4.3.5.2.4.1 ISA +20 20 JUN 2017 1608

_3150a064-2bd0-4f6e-a977-3a934c991897
FCOM.PER.5.1.1 General 20 OCT 2017 1608

_2344a601-9628-4170-bb74-69ce15e8d177
FCOM.PER.5.1.2 Operational 13 OCT 2017 1608

Ceiling
_8642cfb3-5ff6-4c0e-ab0e-6b5812ca54b7
FCOM.PER.5.1.3 Climb in Icing 13 OCT 2017 1608

Conditions
_7ffdada3-2c52-4ce4-b152-866ef448a9ac
FCOM.PER.5.2.1.1 Twin-Engine 13 OCT 2017 1608

Ceiling
_b3fa11af-7aaa-4112-b76b-814b1b253fbc
FCOM.PER.5.2.1.2 Temperature 04 NOV 2016 1608

Correction
_b40f2569-ac0c-47ce-9341-d3321502a9ab
FCOM.PER.5.2.1.3 Climb Two 04 NOV 2016 1608

Engines - NP = 82%
_b870d9f1-a755-4f0b-ac8f-f352b32e291b
FCOM.PER.5.2.3.1 Twin-Engine 13 OCT 2017 1608

Ceiling
_2691b568-dbdd-4895-82f9-13749e6e8275
FCOM
1608 / 45 LEDM

Date
FCOM.PER.5.2.3.2 Temperature 04 NOV 2016 1608
Correction
_933cd7ad-9585-4240-8ee3-1afd2c80d91b
FCOM.PER.5.2.3.3 Climb Two 04 NOV 2016 1608

Engines - NP = 82%
_16cf6b8f-42af-4902-85c6-ed781eaf3c2e
FCOM.PER.5.3.1 Twin-Engine 13 OCT 2017 1608

Ceiling
_56649108-03b7-4983-9047-634478ec76a9
FCOM.PER.5.3.2.1 ISA -20 14 APR 2017 1608

_921a810f-bb34-415c-89b1-997df5c4a6dd
FCOM.PER.5.3.2.2 ISA -10 14 APR 2017 1608

_6a98bbff-3846-47b2-a505-5a8c17f698fa
FCOM.PER.5.3.2.3 ISA 14 APR 2017 1608

_f8c75851-4dee-4dd5-a1db-50827d1ae573
FCOM.PER.5.3.2.4 ISA +10 14 APR 2017 1608

_fc20f171-0eca-4d8f-9a9a-377e6e560457
FCOM.PER.5.3.2.5 ISA +20 14 APR 2017 1608

_9d86d195-3372-43b3-a756-f05b586cff38
FCOM.PER.5.4.1.1 Introduction 04 APR 2019 1608

_8bb1d2ac-596c-4225-b61d-e23f415af3fe
FCOM.PER.5.4.2.1 IAS=VmLB 13 OCT 2017 1608

_88fb7c02-f523-4a71-a240-9d199d8919fe
FCOM.PER.5.4.2.2 IAS=160 kt 13 OCT 2017 1608

_1cb1e830-cb4b-4734-861a-1ec12fe7a6b9
FCOM.PER.5.4.3.1 IAS=VmLB 13 OCT 2017 1608

_c0716ac9-0336-4f8d-bb39-379cedd6d980
FCOM.PER.6.1.1 General 08 APR 2019 1608

_4f686438-0529-4e25-aa8f-6f54714e6e46
FCOM.PER.6.1.2 Cruise in Icing 13 OCT 2017 1608

Conditions
_288f095e-8115-4feb-b7ec-51b26a3c358e
FCOM.PER.6.2.5 12 T 08 DEC 2017 1608

_04fff861-553b-412c-bc58-d0180229ed1b
FCOM.PER.6.2.6 13 T 23 FEB 2017 1608

_6917253f-0ac3-4cbf-8b5a-f4e657da3c95
FCOM.PER.6.2.7 14 T 23 FEB 2017 1608

_315da0a9-9ec3-45bf-bf52-8ada74635a6e
FCOM.PER.6.2.17 15 T 23 FEB 2017 1608

_7d018377-a8f6-4797-b813-d3f8ad93b3f4
FCOM
1608 / 45 LEDM

Date
FCOM.PER.6.2.21 16 T 23 FEB 2017 1608
_407f58b3-da47-4b89-9f3e-cc6078de6812
FCOM.PER.6.2.28 17 T 23 FEB 2017 1608

_1060a122-e495-4bb6-8429-d6e99923c334
FCOM.PER.6.2.30 18 T 23 FEB 2017 1608

_49ec7c3f-1dd3-4dfc-86c7-0ccbf235726a
FCOM.PER.6.2.31 18.5 T 23 FEB 2017 1608

_9ad3835d-83fc-4478-b55e-71327c196830
FCOM.PER.6.4.1.01 ISA -20 23 FEB 2017 1608

_abd0b794-c40d-4fd9-895f-4e4eca0b19ec
FCOM.PER.6.4.1.03 ISA -10 23 FEB 2017 1608

_f9b6d61a-73b8-4044-b89f-ddc4134e1a58
FCOM.PER.6.4.1.05 ISA 23 FEB 2017 1608

_ecd758d1-b5e3-480a-b474-4654c2f16434
FCOM.PER.6.4.1.07 ISA +10 13 OCT 2017 1608

_0a5ba691-492d-4357-bbab-e342aeb7a2cc
FCOM.PER.6.4.1.09 ISA +20 23 FEB 2017 1608

_b84fb10f-7c41-443a-9759-77cca7e6778c
FCOM.PER.7.1.1 Introduction 04 MAY 2021 1608

_83f7485c-3967-419f-a0e8-76ad841839dc
FCOM.PER.7.2.1 Normal 23 FEB 2017 1608

Conditions
_8fc98934-33a0-4721-85dc-ea64374d62f3
FCOM.PER.7.3.1 Icing 04 MAY 2021 1608

Conditions
_a92f76c1-cd0a-45a8-a6a8-b8e7054be8a0
FCOM.PER.8.1.1 General 23 FEB 2017 1608

_2d1568d8-6a09-4eea-b947-b322702d89f4
FCOM.PER.8.2.1 Descent at 23 FEB 2017 1608

Given Rate
_0b8cd2d5-e360-4abc-8430-7f326b650c17

Given Gradient
_aa55300e-3098-48af-b986-9e696da96ef3

Given Rate
_fcbc742c-2ba6-4281-b852-81a13b793477

Given Gradient
_b639b07e-623d-4940-97b8-0296af27c70b
FCOM
1608 / 45 LEDM

Date
FCOM.PER.9.1.1.1 Aircraft 23 FEB 2017 1608
Configuration
_b7b06b69-5814-47ee-91a7-b229861a4dc2
FCOM.PER.9.1.1.2 Steady 04 APR 2019 1608

Gradient
_86fcdf10-78e4-42a5-b2e3-2aad95064272
FCOM.PER.9.1.1.3 Go-Around 20 OCT 2017 1608

Speeds
_b2c0d157-880d-4cba-907e-4c1233b3e0f8
FCOM.PER.9.1.1.4 Approach 20 OCT 2017 1608

Climb Limiting Weight
_d8fde951-2ff0-4b13-9cb8-4fa8f7ca793e
FCOM.PER.9.1.2.2 Flaps 25 23 FEB 2017 1608

_469b678a-a8b6-4925-817b-6f1a617feccf
FCOM.PER.9.1.2.3 Flaps 25 - 23 FEB 2017 1608

CAT II
_364abfb3-2f26-45e6-ad6e-d1e8188c5abe
FCOM.PER.9.1.3.2 Flaps 25 18 OCT 2017 1608

_cf77aa4e-2ebf-48f0-b2d7-46412f2d50ab
FCOM.PER.9.1.3.3 Flaps 25 - 17 OCT 2017 1608

CAT II
_608efd64-dc82-492d-bae1-51dde2e5e4f7
FCOM.PER.9.2.1 Final Approach 28 NOV 2019 1608

Speeds
_c9f232cc-54b4-42bf-8b1e-499d620df1af
FCOM.PER.10.1.1.1 Definition 15 JUN 2021 1608

_21b9f4dc-682f-486c-88b4-7c28bd97c3fa
FCOM.PER.10.1.2.1 Landing 14 JUN 2021 1608

distance Computation
Methodology
_97edeed2-aeaf-4ca7-99c1-c6983f0f702f
FCOM.PER.10.1.3.1 Introduction 29 APR 2021 1608

_0a5db12c-70b8-4799-849a-f5143fd3fffe
FCOM.PER.10.1.3.2 Actual 16 JUN 2021 1608

Landing Distance - Sea Level
_fd93b4c1-a01d-4557-9dd8-492099c0e6ff
FCOM.PER.10.1.3.3 Required 05 MAY 2021 1608

Landing Distance
_69a59529-809f-4fea-9b76-6a6c73652654
FCOM
1608 / 45 LEDM

Date
FCOM.PER.10.1.3.4 Corrected 05 MAY 2021 1608
Lengths Table
_fa7f5cde-79b8-4ec0-a09b-9c79ac713903
FCOM.PER.10.1.4.1 Introduction 15 JUN 2021 1608

_2fbdf4d5-71d7-4e56-bdf0-39c41f259765
FCOM.PER.10.1.4.2 LDTA 6 - 05 MAY 2021 1608

DRY (FLAPS 35)
_8ead9721-2cbb-421e-a5d8-d5ce529515cd
FCOM.PER.10.1.4.3 LDTA 5 - 05 MAY 2021 1608

GOOD (FLAPS 35)
_23ebff61-116f-4133-aeff-8b22850b7c7f
FCOM.PER.10.1.4.4 LDTA 4 - 05 MAY 2021 1608

GOOD to MEDIUM (FLAPS 35)
_ac46720a-e402-447e-902b-830623b98a86
FCOM.PER.10.1.4.5 LDTA 3 - 05 MAY 2021 1608

MEDIUM (FLAPS 35)
_02f0138b-53d7-4e29-9925-8808af7e7fca
FCOM.PER.10.1.4.6 LDTA 3 - 05 MAY 2021 1608

(0.5'' to 1'') or Wet Snow 6 to 10
mm (0.25'') (FLAPS 35)
_434b5013-780c-4b78-8aad-2acabc5f3967
FCOM.PER.10.1.4.7 LDTA 3 - 05 MAY 2021 1608

(2'') or Wet Snow 11 to 20 mm
(0.5'' to 0.75'') (FLAPS 35)
_e80915f8-3406-4e0b-a90b-e6435521d7d5
FCOM.PER.10.1.4.8 LDTA 2 - 05 MAY 2021 1608

MEDIUM to POOR (FLAPS 35)
_33d27cc6-a62b-4cd4-a42b-25a89c5d8668
FCOM.PER.10.1.4.9 LDTA 2 - 05 MAY 2021 1608

MEDIUM to POOR Water or
Slush 6.3 to 12.7 mm (0.25'' to
0.5'') (FLAPS 35)
_a7093b7d-48c1-4331-b985-cb2020ca795a
FCOM.PER.10.1.4.10 LDTA 1 - 05 MAY 2021 1608

POOR (FLAPS 35)
_3a925edb-1aa6-4985-8704-7adab2636924
FCOM.PER.10.2.1 General 04 APR 2017 1608

_d681fe4c-010f-45bc-beee-680113b52ffc
FCOM
1608 / 45 LEDM

Date
FCOM.PER.10.2.2.1 Maximum 19 JUL 2019 1608
Landing Weight Limited by
Braking Energy
_5d2befc2-ec40-42a9-87ba-cb40b45bf573
FCOM.PER.10.2.2.2 FLAPS 35 01 APR 2020 1608

_180e2b17-8a78-49bd-8e3c-c802399dfacd
FCOM.PER.10.2.2.3 FLAPS 15 - 01 APR 2020 1608

Landing with in-flight failure that
affects landing distance
_fc4c8f59-65a0-4e90-b968-80d848dea657
FCOM.PER.10.2.2.4 FLAPS 0 01 APR 2020 1608

_547bf84e-5b5f-444b-a390-52ed68402661
FCOM.PER.10.3.1 FOS Landing 19 OCT 2017 1608

Chart Example
_68d47cd1-7cb2-4646-ab1b-8acd18ebc684
FCOM.PER.11.1.1 23 APR 2020 1608

Recommended Fuel
Requirements
_084cd277-178e-420b-a093-7db0846fa5ce
FCOM.PER.11.1.2 Flight Plan 27 OCT 2017 1608

_d5e583e2-7443-4b1f-b317-a497486cb57d
FCOM.PER.11.2.1 Fuel to 23 FEB 2017 1608

Destination Calculation
_632fe653-8552-4487-8edc-787152727e54
FCOM.PER.11.2.2 Time to 23 FEB 2017 1608

Destination Calculation
_1ed34252-d3bb-45cc-9fe8-2f8d81f17579
FCOM.PER.11.3.1 Alternate 23 FEB 2017 1608

Calculation
_0b6b2a4d-0f75-4e02-a1c3-685b182b8d5e
FCOM.PER.11.4.1.1 ISA - 10 23 FEB 2017 1608

_61b0630f-5110-4e81-aa02-f7b48bfb34d8
FCOM.PER.11.4.1.2 ISA 28 MAY 2019 1608

_81145df2-5f13-4c3e-badd-c2164ceb17e3
FCOM.PER.11.4.1.3 ISA + 10 23 FEB 2017 1608

_f2578ade-77dc-4103-9ef1-67bbf2bdf455
FCOM.PER.11.4.1.4 ISA + 20 23 FEB 2017 1608

_96567cf4-4549-49ff-ac93-11fce9d24af8
FCOM.DSC DESCRIPTION
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.20.1.1 Aircraft 01 FEB 2016 1608
Dimensions and Ground
Clearances
_5e1192be-40d2-4fb7-ac62-6dd3c744ca2d
FCOM.DSC.20.1.2 Turning 01 FEB 2016 1608

Capability on Ground
_9f79a02c-a4cb-4e89-9a50-592eaa91fdbd
FCOM.DSC.20.1.3 Cabin Cross 01 FEB 2016 1608

Section
_fce5e846-4809-40ac-a50b-fc0cb3e3a8bf
FCOM.DSC.20.2.01 Location of 12 JUN 2018 1608

Antenna
_18b48782-8584-4d13-9e8b-961154f691a6
FCOM.DSC.20.2.02 Location of 15 NOV 2017 1608

Probes
_2b640e7f-8360-4116-9695-0ffb5182dbf1
FCOM.DSC.21.1.01 General 09 OCT 2017 1608

_ff176e7f-4cdf-47aa-aee5-745156706fe7
FCOM.DSC.21.1.02 Schematics 01 FEB 2016 1608

_b1ed15cc-c9ef-48f1-8de6-5252e329cdf6
FCOM.DSC.21.2.1.01 Air 22 SEP 2020 1608

Production
_5398fe88-6cf5-4f6f-9a1e-a3c0707e100f
FCOM.DSC.21.2.1.02 Air 09 OCT 2017 1608

Distribution
_d3bf10e7-e345-4e39-8419-433341e10be9
FCOM.DSC.21.2.1.03 Aircraft 09 OCT 2017 1608

Ventilation
_77f54d1f-97c0-4ce9-b5df-ba0a406a495f
FCOM.DSC.21.2.1.05 25 OCT 2017 1608

Temperature Control
_c4ad645a-8741-4c11-89e1-03797c35a97f
FCOM.DSC.21.2.1.06 Overheat 09 OCT 2017 1608

Protection
_7a5c1340-a5d9-4964-ba6b-0f5d74d57cca
FCOM.DSC.21.2.2.01 COMPT 23 APR 2020 1608

TEMP Panel
_b3f7e61d-b56d-4a5b-b050-5a49825dea77
FCOM.DSC.21.2.2.02 AVIONICS 20 APR 2020 1608

VENT Panel
_a23a7c31-30fe-4732-b269-e02b961a2981
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.21.2.2.03 Flight Deck 30 APR 2020 1608
Ventilation Isolation
_09e2af29-3e36-4eef-a617-2e76d87083e6
FCOM.DSC.21.2.2.04 Display on 09 JAN 2020 1608

SD Cabin Page
_fc65e51e-0876-4ec2-b2a7-6d5c547bfd11
FCOM.DSC.21.2.3.01 Electrical 20 MAY 2019 1608

Supply
_f8ed9c43-2532-46d8-a0ba-1e137bae1a25
FCOM.DSC.21.2.4.01 AVIONICS 25 JUL 2017 1608

VENT EXHAUST MODE FAULT-
Alert
_fc6d6293-8361-467f-a2ce-b178deaff138
FCOM.DSC.21.2.4.02 OVBD 25 JUL 2017 1608

VALVE FAULT-Alert
_d6ea8be5-965f-4149-9af1-65d8e7fafabc
FCOM.DSC.21.2.4.03 DUCT 1(2) 31 AUG 2017 1608

OVHT-Alert
_687232ae-c333-430c-b51c-4323060aa1be
FCOM.DSC.21.2.4.04 RECIRC 10 JUL 2019 1608

FAN 1(2) FAULT-Alert
_56843dcf-31f1-474f-a35d-75b268931faf
FCOM.DSC.21.2.4.05 PACK 1(2) 04 OCT 2017 1608

VALVE FAULT-Alert
_b69f6e72-8717-45b2-b25e-7a0b43ccf327
FCOM.DSC.21.2.4.06 PACK 1+2 28 APR 2020 1608

VALVES FAULT-Alert
_3925888d-0357-4870-8693-5859d0889c61
FCOM.DSC.21.2.5.01 Air 01 FEB 2016 1608

Conditioning
_dc301878-eaf5-44e1-b5aa-895668202445
FCOM.DSC.21.2.5.02 Pack 05 SEP 2018 1608

Schematics
_b07f9a4c-92d2-43e2-b103-65fdba463f45
FCOM.DSC.21.3.1.01 General 10 OCT 2017 1608

_41c2a266-0175-4b3c-a4ca-50203d215db4
FCOM.DSC.21.3.1.02 AUTO 10 OCT 2017 1608

Mode
_072941e8-6fa8-4690-9c32-31d82e0d5edd
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.21.3.1.03 Dump 10 OCT 2017 1608
Function
_739f70d6-307b-4c7e-afe3-023c96ae0938
FCOM.DSC.21.3.1.04 Manual 01 FEB 2016 1608

Mode
_d65093a0-f19c-43e2-acad-26e6ac513d68
FCOM.DSC.21.3.1.05 Ditching 10 OCT 2017 1608

Mode
_8c4e0487-67e7-420b-b98f-6d79bbf2ef13
FCOM.DSC.21.3.1.06 Ambient 08 DEC 2017 1608

Pressure Sensor
_eaa07d5f-6342-409b-8791-39828869403d
FCOM.DSC.21.3.2.02 CABIN 16 NOV 2020 1608

PRESS Indications
_6a04dfe5-be40-447c-b650-a2a4eb6f745a
FCOM.DSC.21.3.2.03 AUTO 12 FEB 2020 1608

PRESS Panel
_c9be03d8-88a4-42aa-8bbf-4d32d441a14b
FCOM.DSC.21.3.2.04 MAN 12 FEB 2020 1608

PRESS Panel
_f52c1ea1-2834-469f-9d3e-9629d66706ab
FCOM.DSC.21.3.3.01 Electrical 10 OCT 2017 1608

Supply
_e5a504cd-152c-4ef0-bcb5-ccd2fb2b60dc
FCOM.DSC.21.3.4.1 AUTO 26 JUL 2017 1608

PRESS FAULT-Alert
_27a18dfe-790a-4f8f-b610-1237d44c51d6
FCOM.DSC.21.3.4.2 EXCESS 22 NOV 2017 1608

CAB DELTA P-Alert
_a3592a6b-a3f1-4600-8410-1c4639ece9e8
FCOM.DSC.21.3.4.3 EXCESS 04 APR 2019 1608

CAB ALT-Alert
_8f6cff4f-4f77-4e47-a395-9011679d752b
FCOM.DSC.21.3.4.4 CABIN 05 APR 2019 1608

ALTITUDE-Alert
_4c828a69-264b-4dab-a623-a97b9742f79d
FCOM.DSC.21.3.4.5 CABIN 22 NOV 2017 1608

DELTA P-Alert
_4a286686-75d4-4480-a3e9-d4bb39998967
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.21.3.4.6 NEGATIVE 01 AUG 2017 1608
CABIN DELTA P-Alert
_00bc55ae-0c75-4a64-8f8e-19668ca977bf
FCOM.DSC.21.3.4.7 Ditch Mode- 01 FEB 2016 1608

Alert
_6ba14550-c868-44c0-902a-a3c7de434259
FCOM.DSC.21.3.5.01 01 FEB 2016 1608

Schematics
_b504c2c6-b5bc-4d30-88fd-4f148a146ff1
FCOM.DSC.22.1.1.1 General 18 FEB 2016 1608

_2e29f55f-0f58-4dc1-b5c6-857932823d86
FCOM.DSC.22.1.1.2 Component 18 FEB 2016 1608

Layout
_641da695-264a-4970-8f34-82769c86fe91
FCOM.DSC.22.1.2.8 Go-Around 04 APR 2019 1608

pb
_011d2452-2334-4117-a522-36f03396bc63
FCOM.DSC.22.1.2.9 Control 12 APR 2017 1608

Wheel
_ce653490-6c3a-4ac0-89e2-fa9678db93ed
FCOM.DSC.22.1.2.10 STBY 19 OCT 2017 1608

Pitch Trim SW
_d04f589c-70e5-404c-b80e-1f0f5cda3df7
FCOM.DSC.22.1.2.11 Flight 09 AUG 2021 1608

Guidance and Control Panel
(FGCP)
_123e8808-1b8f-4d40-a68b-183633448b8c
FCOM.DSC.22.1.2.12 Index 18 FEB 2016 1608

Control Panel (ICP)
_89fee8aa-d332-457f-914c-4271dd58f9c6
FCOM.DSC.22.1.2.13 Flight 28 NOV 2017 1608

Mode Annunciator (FMA)
_e15fadcb-d36a-49bc-aea5-d1d280155cbf
FCOM.DSC.22.1.2.14 Primary 09 AUG 2021 1608

Flight Display (PFD)
_e269b0f4-5f8b-46cc-9be1-09157febd650
FCOM.DSC.22.1.3.01 Electrical 18 FEB 2016 1608

Supply
_250a84cb-9ffa-4c5c-aa42-a10d43f2963d
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.22.1.4.1 AILERON 19 DEC 2017 1608
MISTRIM-Alert
_5d88f18b-caf6-40ff-b690-f20e80e39e74
FCOM.DSC.22.1.4.2 12 MAY 2016 1608

EXCESSIVE LATERAL TRIM
REQUIRED-Alert
_4bd80000-e366-4d1d-98f4-30ecbf983c2e
FCOM.DSC.22.1.4.3 25 JUL 2017 1608

ABNORMAL FLIGHT
CHARACTERISTICS IN ROLL-
Alert
_48c3565e-48d4-476b-9525-cd61f0babb5d
FCOM.DSC.22.1.4.4 PITCH 16 OCT 2017 1608

MISTRIM-Alert
_df50d05b-2d74-45d1-9060-0a816b357d0e
FCOM.DSC.22.1.4.5 AP PITCH 26 JUL 2017 1608

TRIM FAIL-Alert
_748e01b6-e4bd-42b0-b789-cf3fc83c13ca
FCOM.DSC.22.1.4.6 RUDDER 26 JUL 2017 1608

MISTRIM-Alert
_aaf2c864-1882-4bc0-a669-4b21b4f3e18a
FCOM.DSC.22.1.4.7 YAW 10 JUL 2019 1608

AUTOTRIM FAILURE-Alert
_1fb2341b-38cc-46c3-a819-aeaf78a34eb8
FCOM.DSC.22.1.4.8 FGCP 19 JUN 2018 1608

SINGLE CHANNEL-Alert
_73ae57ed-864d-4162-8bea-d12fd25e701f
FCOM.DSC.22.1.4.9 FGCP 19 JUN 2018 1608

LOSS-Alert
_f3286971-36bb-4cd6-a623-7f9ef2a31eba
FCOM.DSC.22.1.4.10 YAW 19 JUN 2018 1608

DAMPER SINGLE SOURCE-
Alert
_e38314ab-8128-4141-be00-6140e3a82351
FCOM.DSC.22.1.4.11 04 JUL 2019 1608

_8ba3cfcd-1d00-428a-b72b-2c8e269a57df
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.22.1.4.12 19 JUN 2018 1608
_28aae709-69db-4475-8556-8d03a81bfdbd
FCOM.DSC.22.1.4.13 04 JUL 2019 1608

ENHANCED BC CAPTURE
_fd37168b-78aa-4518-bb0b-166adbf0e805
FCOM.DSC.22.1.4.14 19 JUN 2018 1608

ENHANCED BC CAPTURE
_8985c0eb-e390-48e6-bc2d-d48933f09bc5
FCOM.DSC.22.1.5.01 LH 18 FEB 2016 1608

Maintenance Panel
_f61c2f64-4c78-4e3d-b0b4-073bba9984c9
FCOM.DSC.22.1.6.01 10 OCT 2017 1608

Schematics
_2c0da6e3-38cb-41e8-9e62-e80599aead3f
FCOM.DSC.22.2.1 Purpose 16 OCT 2017 1608

_09b55e89-8ce4-4404-bff3-e299a449e91f
FCOM.DSC.22.2.2 Autopilot 30 APR 2020 1608

Engagement
_cf452604-24b0-4ebb-8ec3-0ff07f61d9c7
FCOM.DSC.22.2.3 Autopilot 11 OCT 2017 1608

Disengagement
_56dcc69b-0aa3-4857-9fb1-c2ac6ac30e81
FCOM.DSC.22.2.4 Manual 13 OCT 2017 1608

Disengagement
_66ec3fe5-c893-4c00-a0b3-effb1e97d00c
FCOM.DSC.22.2.5 Automatic 11 OCT 2017 1608

Disengagement
_d0ff9ec1-9639-4492-bbe2-38e5cadafd51
FCOM.DSC.22.2.6 AP-YD 18 FEB 2016 1608

Monitoring Recovery
_10c50d9b-a9ae-4ee3-bfbe-5d732912b157
FCOM.DSC.22.3.1 Function 18 FEB 2016 1608

_83b728a1-e90a-4eb6-8a13-bea404eba4af
FCOM.DSC.22.3.2 Mode 12 MAR 2021 1608

Selection
_b659dec6-8a22-4c1e-a0b9-7e425466fff3
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.22.3.3 Activation of 18 FEB 2016 1608
Armed Modes
_e88bd99f-d964-4d65-b60c-bf8364d08707
FCOM.DSC.22.3.4 Mode 11 DEC 2020 1608

Disengagement
_c3e2ac33-e0fa-4124-9a70-848911ae1d7e
FCOM.DSC.22.3.5 Flight 16 OCT 2017 1608

Guidance Displays and
Annunciations
_18119ede-7b0c-4403-b9d3-f89bd7663583
FCOM.DSC.22.4.1.4 Vertical 08 DEC 2017 1608

Modes
_f067f660-5a7b-4627-b32b-92604736b13d
FCOM.DSC.22.4.2.1.01 General 20 MAY 2019 1608

_aa224101-d852-4572-b689-4da0d10f981e
FCOM.DSC.22.4.2.2.01 Basic 13 DEC 2017 1608

Modes
_db2c70cb-468e-49c3-bcde-e304ece53946
FCOM.DSC.22.4.2.3.1 Altitude 11 OCT 2017 1608

Select Mode
_c1f6e076-a1a9-4dfd-96a8-0be160d8a038
FCOM.DSC.22.4.2.3.2 Altitude 11 OCT 2017 1608

Hold Mode
_edbabb95-81ea-48ba-8cb6-a1e56d44a620
FCOM.DSC.22.4.2.3.3 VNAV ALT 14 NOV 2019 1608

Mode (For FMS Level OFF)
_1e116dc3-90a5-4217-aa42-7029124325a7
FCOM.DSC.22.4.2.3.4 Vertical 08 FEB 2017 1608

Speed Mode
_f6baa0e1-2000-44b1-b13b-f5c9c79f053b
FCOM.DSC.22.4.2.3.5 Indicated 25 AUG 2016 1608

Airspeed Hold Mode
_dcc07fd7-dd77-491a-88e6-6814210393ff
FCOM.DSC.22.4.2.3.6 VNAV 18 FEB 2016 1608

Path Mode
_e39a4066-9e3f-469a-a5c5-a584ecfeb62d
FCOM.DSC.22.4.2.3.7 VNAV 08 DEC 2017 1608

Indicated AirSpeed Mode
_0e328f70-c73e-4783-a1a0-8c7eacf6ab88
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.22.4.2.4.1 Heading 18 FEB 2016 1608
Select Mode
_ae662320-f8e8-4511-875c-7d7c60aa5568
FCOM.DSC.22.4.2.4.2 18 FEB 2016 1608

Navigation Mode
_c9208deb-5980-462c-a75e-c47d1313fccb
FCOM.DSC.22.4.2.4.3 Back 11 DEC 2020 1608

Course Mode
_999d35cb-9e8a-4209-a94a-32b2b01877a9
FCOM.DSC.22.4.2.5.1 ILS 16 FEB 2021 1608

Approach Mode
_f702dd07-df8e-40c3-964e-ba50127d5a7e
FCOM.DSC.22.4.2.5.2 LPV 15 SEP 2017 1608

Approach Mode
_889683d4-a27d-47f8-a7f4-08df20611de9
FCOM.DSC.22.4.2.5.3 LNAV- 28 MAY 2019 1608

VNAV Approach Mode
_b0626fe8-6b68-44b8-a681-1ef91c84a3e6
FCOM.DSC.22.4.2.5.4 Go- 04 FEB 2020 1608

around Mode (FD Mode Only)
_6987354c-a89a-4869-8030-f431346d281f
FCOM.DSC.22.5.01 Altitude Alert 12 NOV 2021 1608

_9dfefb6e-ae87-4611-8d42-d78d67a744f6
FCOM.DSC.22.6.1 Flight Path 16 FEB 2021 1608

Angle Protection
_79b5ad37-6d78-4d43-b195-e9bf07f21cd3
FCOM.DSC.22.7.1 High Speed 12 NOV 2021 1608

Protection
_6699bce0-dbeb-437d-aed0-402394345326
FCOM.DSC.22.7.2 Low Speed 16 AUG 2017 1608

Protection
_d11eadcc-72c6-4211-a739-a74a0ec7093f
FCOM.DSC.22.7.3 15 FEB 2021 1608

Complementary Low Speed
Alerting
_fd09927b-bd30-4ebb-b312-8b52890c43fa
FCOM.DSC.23.1.1 General 16 NOV 2020 1608

_7b8b3e18-fdc4-4982-807b-b17f41d2d53a
FCOM.DSC.23.1.2 VHF 28 JAN 2021 1608

Communication System
_cbd41d67-73f4-4d2d-a097-bdaca9111512
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.23.1.3 Interphone 18 NOV 2020 1608
System
_e618e9ac-64c8-4bc3-88bb-30f07b037788
FCOM.DSC.23.1.4 Passenger 16 OCT 2017 1608

Address System
_e373b2b6-6627-43a4-885c-55cbc9c50266
FCOM.DSC.23.1.5 Radio 25 JAN 2016 1608

Management Function
_fd77a254-72e8-43b4-96bf-8e67bff21796
FCOM.DSC.23.1.8.1 General 11 MAR 2021 1608

_cc579f0e-6f45-4109-b4be-a6bc0dca07e2
FCOM.DSC.23.1.8.2 CCAS - 10 DEC 2020 1608

FWS Aural Alerts
_cc37a277-3f1d-49e5-9b69-ed571a5c95a5
FCOM.DSC.23.1.8.3 TCAS Aural 10 DEC 2020 1608

Alerts
_368e95de-421b-42d7-a450-c521d7b9aa35
FCOM.DSC.23.1.8.4 GPWS - 10 DEC 2020 1608

TAWS Aural Alerts
_3649f1d6-28bd-49b2-9142-e8e349e7c0f1

_c01e12d5-a3b4-4a18-88b1-6e9f803df912
FCOM.DSC.23.1.11.2 System 12 FEB 2020 1608

Description
_4c14e2f4-6bc5-4583-b46e-0ab001189d4f
FCOM.DSC.23.1.11.3 System 06 MAR 2019 1608

Functions
_2ed7f7ea-8d97-45da-be57-3dc3ea163c42
FCOM.DSC.23.2.1 Audio Control 23 APR 2020 1608

Panel
_9e8a07e5-90b1-489a-b211-818023162fd9
FCOM.DSC.23.2.2 MCP 16 OCT 2017 1608

_916d289c-2106-471d-9d8e-0550ff5a7d1b
FCOM.DSC.23.2.3 VCP 25 JAN 2016 1608

_784cc01c-813f-4854-97b2-5f1745376a7b
FCOM.DSC.23.2.4 VHF Control 28 JAN 2021 1608

Box
_939cca93-cb81-4864-9ef9-31251346c02e
FCOM.DSC.23.2.5 ATC Control 15 MAY 2019 1608

Box
_34b0e228-5ed8-438d-a23e-361c428d9cec
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.23.2.6 PUSH-TO- 11 DEC 2020 1608
TALK Selector on Control Wheel
_7333c058-23c3-415c-96d1-b582c60ed3fe
FCOM.DSC.23.2.7 RAD PTT Pb 11 DEC 2020 1608

on Nose Wheel Steering Control
Handwheel
_5c092334-3ae1-43c9-adae-1b4263c76a54
FCOM.DSC.23.2.8 Hand Set- 30 OCT 2017 1608

Boom Set-Hand Mic Panels
_e0a8a0f8-51c4-439c-a60e-1cc770f567fe
FCOM.DSC.23.2.9 Loudspeakers 25 JAN 2016 1608

Volume Knobs
_330cb5f6-770d-4c26-9df0-1bc2f7a27205
FCOM.DSC.23.2.10 Audio Sel 21 DEC 2017 1608

Pushbutton
_26c60f0d-4487-4102-94d4-6e29d10145bd
FCOM.DSC.23.2.11 Emergency 16 NOV 2020 1608

Beacon
_cb9aa125-e64a-4912-8b66-204dd0e96a4b
FCOM.DSC.23.2.12 Calls 16 NOV 2020 1608

Pushbutton
_b2341f02-8501-44ed-8ca1-fbfaab1c1b12
FCOM.DSC.23.2.13 HF Control 12 OCT 2017 1608

Box
_c345c6da-9fb7-492b-a48d-864506271edb
FCOM.DSC.23.2.14 VHF&HF 24 NOV 2016 1608

Control Sum Up
_aebf37ee-50ac-4391-8541-da24970a1ee7
FCOM.DSC.23.2.15 MCDU Sum 25 JAN 2016 1608

Up
_e6b271e0-50fa-4228-957b-3dc833256e0d
FCOM.DSC.23.2.16 ATC DLK 23 APR 2020 1608

CAUTION
_d9488382-ccef-4199-8310-a52a624cb5ae
FCOM.DSC.23.3.01 Electrical 28 MAY 2018 1608

Supply
_25df85bb-55ff-438a-9ccc-1be16b7e70b5
FCOM.DSC.23.4.1 AUDIO SEL 03 OCT 2017 1608

1(2) FAULT - Alert
_d2151f8a-34cf-46c8-9259-437805c3a9ff
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.23.4.2 VHF 1+2 26 JUL 2017 1608
LOSS-Alert
_dc086939-ddcb-4569-950b-4819f1e4c27b
FCOM.DSC.23.4.3 RMS 1+2 25 JUL 2017 1608

FAULT-Alert
_c071404f-1676-4f55-8df4-a255142a22b3
FCOM.DSC.23.4.4 XPDR FAULT 03 DEC 2020 1608

- Alert
_a05838b1-d612-4182-a500-271f2eac3dc6
FCOM.DSC.23.4.5 ADS-B FAULT 23 JUL 2021 1608

- Alert
_6b2eb03f-2ec7-4160-9416-e75124a18728
FCOM.DSC.23.6.01 RCAU 22 SEP 2020 1608

Architecture
_be1d6b80-34e9-4040-a687-634ba57c1138
FCOM.DSC.24.1.1 General 03 APR 2019 1608

_e72e6870-44c5-4137-92c4-0a13d3f5dc13
FCOM.DSC.24.1.2 Schematic 08 APR 2019 1608

_c1f7e996-522a-4b3f-a141-2d16333861ec
FCOM.DSC.24.2.1.1.1 13 DEC 2017 1608

Introduction
_18838c52-aa69-416f-a3bb-27b3a11719f7
FCOM.DSC.24.2.1.1.2 Batteries 17 MAY 2021 1608

_c07e8ce9-84f4-42b9-9b34-28226669a63b
FCOM.DSC.24.2.1.1.3 TRU 13 APR 2017 1608

_927cdf98-8536-4868-8f68-bae0c512add7
FCOM.DSC.24.2.1.1.4 Starter- 23 OCT 2017 1608

Generators
_c0dc3aa4-caf4-4b60-863e-bf4969590266
FCOM.DSC.24.2.1.2.1 13 APR 2016 1608

Introduction
_66f4310b-5cb1-4885-9c8a-185af45ddbb1
FCOM.DSC.24.2.1.2.2 DC Bus 1 13 APR 2016 1608

and 2
_fe0eefb0-c4b6-4532-9636-ad4cf5bc8462
FCOM.DSC.24.2.1.2.3 Hot BAT 13 APR 2016 1608

Busses
_5986e3e4-f4bb-49c8-af53-0e6cd893c839
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.2.1.2.4 DC ESS 17 OCT 2017 1608
Bus-DC EMER Bus-DC STBY
Bus
_85f80715-35c9-4377-a5c1-39a8438bca4e
FCOM.DSC.24.2.1.2.5 UTLY Bus 13 APR 2016 1608

1 and 2
_d230cc8b-b332-4279-ab51-ee01e8fc37d2
FCOM.DSC.24.2.1.2.6 DC SVCE 13 APR 2016 1608

Bus
_d523515d-b5ed-4723-b36c-14fe8fc84156
FCOM.DSC.24.2.1.2.7 GND 13 APR 2016 1608

HDLG Bus
_d9233a66-9d32-4ecc-8585-d42b8f8b76bb
FCOM.DSC.24.2.1.2.8 Transfer 29 APR 2020 1608

_7a3bef65-3df2-49a1-a690-a32d8f28e184
FCOM.DSC.24.2.2.1 Generation 26 OCT 2017 1608

_cce1ce8a-3e13-4fa5-95e3-81f154344c1e
FCOM.DSC.24.2.2.2 Distribution 09 AUG 2021 1608

_79a415ce-c072-42e1-9e8a-3c00fffd8b90
FCOM.DSC.24.2.2.3 Cabin 28 MAY 2019 1608

Attendant Panel
_753a3800-bb01-4bde-bfd5-d5407bde8dee
FCOM.DSC.24.2.2.4 DC 30 OCT 2017 1608

Information
_4588220d-39ca-41f4-afa4-4b7016c55538
FCOM.DSC.24.2.2.5 Batteries 30 OCT 2017 1608

Information
_8801fbcf-a2af-4a11-a73a-fc2d630475ab

Supply
_a6f9c38d-8750-4db1-910d-917f820cb9d9
FCOM.DSC.24.2.4.1 27 JUL 2017 1608

EMER(MAIN) BAT CHG FAULT-
Alert
_32382e16-11d2-432f-b2b4-5ec4ea0ece32
FCOM.DSC.24.2.4.2 EMER 26 JUL 2017 1608

+MAIN BAT CHG LOSS-Alert
_9073d34b-1b20-4b8a-b064-ffa11de2432e
FCOM.DSC.24.2.4.3 BAT 26 JUL 2017 1608

Discharge in Flight-Alert
_99903840-62be-49e8-9b9e-c425f9680c3a
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.2.4.4 DC BUS 1 21 MAY 2019 1608
OFF-Alert
_bfb1f67f-fe2a-4f09-940d-7b24ea407e5c
FCOM.DSC.24.2.4.5 DC BUS 2 20 DEC 2017 1608

OFF-Alert
_68371e4d-184b-4be4-b9cd-51ac82203d7e
FCOM.DSC.24.2.4.6 DC EMER 27 JUL 2017 1608

BUS OFF-Alert
_46a4a640-d485-4a47-a11f-e8475bfb73cd
FCOM.DSC.24.2.4.7 DC ESS 02 AUG 2017 1608

BUS OFF-Alert
_0da3681c-7789-4f9b-9b6a-ba5b4fa92fc9
FCOM.DSC.24.2.4.8 DC GEN 26 JUL 2017 1608

1(2) FAULT-Alert
_61518d5f-a6af-4c31-8e7b-baafff5d2cd1
FCOM.DSC.24.2.4.9 DC STBY 10 JUL 2019 1608

BUS FAILURE-Alert
_01b0f716-8086-4890-9337-28e1693e080a
FCOM.DSC.24.2.4.10 DC SVCE- 26 JUL 2017 1608

UTLY BUS SHED-Alert
_986b1052-9569-462f-84b3-6f303f4ebf95
FCOM.DSC.24.2.4.11 INV 1(2) 27 JUL 2017 1608

FAULT-Alert
_5580437b-a94d-4e3f-a114-28b587f60faf
FCOM.DSC.24.2.4.12 DC STBY 10 JUL 2019 1608

BUS UND-V-Alert
_a7e67b09-3773-46ee-9005-00e53f9b9a66
FCOM.DSC.24.2.5.1 LH 20 MAY 2019 1608

Maintenance Panel
_a931a1b6-efa3-400f-8544-9e787c29e7cc
FCOM.DSC.24.2.5.2 DC UTLY- 20 OCT 2017 1608

SVCE-STBY BUS Malfunction
and DC Feeders OVHT
Indications
_eef8b0bb-c9f0-49c3-8034-c1506a19c1b2
FCOM.DSC.24.2.6.1 EXT Power 06 SEP 2019 1608

Mode
_5b259ace-8c52-4f23-b95c-be41d1e7c3d8
FCOM.DSC.24.2.6.2 Hotel Mode 22 NOV 2017 1608

_211a0a76-55ae-46d8-b8f2-992a37c512e3
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.2.6.3 Normal 31 OCT 2017 1608
Supply
_2b68f626-7e1c-472b-ae5d-cc2a8441557b
FCOM.DSC.24.2.6.4 GEN 1 14 NOV 2017 1608

Failed
_a9c91de5-f7f6-42f4-a3d9-1600c1cbff58
FCOM.DSC.24.2.6.5 Emergency 12 SEP 2019 1608

Supply
_0f6354a7-46d3-4759-b876-2cd835bf7770
FCOM.DSC.24.2.6.6 Emergency 31 OCT 2017 1608

Supply and Override
_a3cb2690-f32c-4dd0-8c0f-9159bbf7dd23
FCOM.DSC.24.3.1.1 Generation 06 FEB 2017 1608

_a105e7f1-5ce8-4fcd-b4ad-979bf440f77e
FCOM.DSC.24.3.1.2 Distribution 13 APR 2016 1608

(115 and 26 V)
_0d619b58-7212-46d8-8e91-5a9fcd41a739
FCOM.DSC.24.3.2.1 Main ELEC 16 OCT 2017 1608

Power Panel
_9d63089c-81ec-4829-a583-e66c6b10bb92
FCOM.DSC.24.3.2.2 AC Bus 03 FEB 2017 1608

(MFD)
_8d8bf449-f230-4c02-925b-f10090b11a73
FCOM.DSC.24.3.2.3 Inverters 21 DEC 2017 1608

(MFD)
_73aff894-38a7-4dd4-b31e-95852cad2b0e
FCOM.DSC.24.3.3.1 Electrical 13 APR 2016 1608

Supply
_de2c7355-161b-4a3f-b21f-15747b7815e9
FCOM.DSC.24.3.4.1 AC BUS 1 03 AUG 2017 1608

OFF-Alert
_c9f72cd4-e4fc-468b-8503-9ea26897d666
FCOM.DSC.24.3.4.2 AC BUS 2 02 AUG 2017 1608

OFF-Alert
_07c0abc1-0826-4ada-b3fc-d97f6617d021
FCOM.DSC.24.3.4.3 26 V AC 21 MAY 2019 1608

STBY BUS FAULT-Alert
_05bc9bb9-f957-4987-ade3-9355b27b478a
FCOM.DSC.24.3.5.1 LH 20 MAY 2019 1608

Maintenance Panel
_61a4c633-7a32-46e7-9b29-88fc04140d78
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.3.6.1 Schematic 13 APR 2016 1608
_b4345bfc-0570-4bcc-89b6-664e45c7b162
FCOM.DSC.24.4.1.1.1 06 FEB 2017 1608

Generation
_79efb5af-426d-473f-b4eb-e00c44e92eb9
FCOM.DSC.24.4.1.2.1 General 13 APR 2016 1608

_f9d33d0d-10e1-4847-ad46-d35351917c13
FCOM.DSC.24.4.1.2.2 ACW Bus 23 OCT 2017 1608

1 and 2
_ad9bf37d-3f73-4efc-89c9-f59e0639c139
FCOM.DSC.24.4.1.2.3 ACW 06 FEB 2017 1608

SVCE Bus
_bfb195f5-8fc4-4a3d-9ea2-94635582bdab
FCOM.DSC.24.4.2.1 AC Wild 06 MAY 2020 1608

ELEC Power Panel
_3d1ccd0e-c4dd-4a79-8ff3-704bc777dbc7
FCOM.DSC.24.4.2.2 Cabin 11 APR 2017 1608

Attendant Panel
_67bcc27f-ff76-47a7-ad4f-b7e2840ae67d
FCOM.DSC.24.4.2.3 ACW SD 26 OCT 2017 1608

Indications
_bc60a908-b822-4aae-b2b5-44d9875ebf09

Supply
_12bfc6d5-630a-4dce-b70d-68e7f5442195
FCOM.DSC.24.4.4.1 ACW BUS 1 20 DEC 2017 1608

OFF-Alert
_6e70353c-2f78-4066-9dc4-8496574669a6
FCOM.DSC.24.4.4.2 ACW BUS 2 20 DEC 2017 1608

OFF-Alert
_98798b9e-36ae-4e2d-8576-dd59c29909bb
FCOM.DSC.24.4.4.3 ACW GEN 26 JUL 2017 1608

1(2) FAULT-Alert
_46cadcd4-1357-49cf-a18e-04df0a9e5ac6
FCOM.DSC.24.4.4.4 ACW GEN 26 JUL 2017 1608

1+2 LOSS-Alert
_78d5cf78-1b75-4443-9001-3833ed1b31c9
FCOM.DSC.24.4.5.1 LH 21 MAY 2019 1608

Maintenance Panel
_325f00be-e454-4d88-88f6-60433ad83d78
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.4.5.2 ACW Bus 11 APR 2017 1608
Tie Contactors Operating
Selector
_45b852a8-b820-42ee-8730-62b308caed03

_03c7f6e9-7046-4000-a4ff-57ec0aaf88e8
FCOM.DSC.24.5.1.1 General 13 APR 2016 1608

_07591fe7-16ed-45bb-86ce-d0f99e77563c
FCOM.DSC.24.5.1.2 DC Supply 13 APR 2016 1608

_d92cc2a0-c0ef-4d95-9cdf-ff9bb5b11646
FCOM.DSC.24.5.1.3 AC Supply 18 OCT 2017 1608

_1d41b843-cfa7-4a9a-add5-6140f072ff69
FCOM.DSC.24.5.2.1 AC External 13 APR 2016 1608

Power Receptacle Panel
_149f29c7-efa8-47f7-b80b-0dd0fc2ed327
FCOM.DSC.24.5.2.2 DC External 13 APR 2016 1608

Power Receptacle Panel
_c4cc3ad7-cfa8-4746-a1e3-ce983fed1f8d
FCOM.DSC.24.5.2.3 GPU SD 12 NOV 2021 1608

Indication
_0e76e01e-36dd-4837-b320-cf27ecfe318c
FCOM.DSC.24.5.3.1 LH 21 MAY 2019 1608

Maintenance Panel
_59700388-b32c-4b2d-86e2-249ae3b2d2d5
FCOM.DSC.24.6.1 DC Bus 1 Part 10 MAR 2021 1608

1
_beabbafb-bf66-444d-8bd2-acf799b83286
FCOM.DSC.24.6.2 DC Bus 1 Part 11 MAY 2021 1608

2
_ed2baf2e-001c-42ad-96c9-051a6662ecb8
FCOM.DSC.24.6.3 DC Bus 2 Part 10 MAR 2021 1608

1
_c30aa422-0246-44e4-9e3c-58acec22fce0
FCOM.DSC.24.6.4 DC Bus 2 Part 21 MAY 2019 1608

2
_52c114b0-c166-406a-940c-579e487f1616
FCOM.DSC.24.6.5 Hot EMER 09 AUG 2017 1608

BAT Bus
_bf4df187-47b6-40a1-b854-bdc6a9b029f9
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.6.6 Hot Main BAT 23 SEP 2020 1608
Bus
_1aa3aba7-c46c-4ae5-8efb-c1568f76b3e0
FCOM.DSC.24.6.7 DC EMER 04 APR 2019 1608

Bus Part 1
_75d56b0a-80f3-49d7-8754-7471b81fb6d8
FCOM.DSC.24.6.8 DC EMER 18 JAN 2021 1608

Bus Part 2
_5f54f354-a401-4f86-8001-d9df3442c47e
FCOM.DSC.24.6.9 DC ESS Bus 03 APR 2019 1608

Part 1
_079fcd64-f04a-43da-bd14-6c14f6a5be4c
FCOM.DSC.24.6.10 DC ESS Bus 25 APR 2017 1608

Part 2
_4fb1f4be-850a-4441-9462-de02ba4e4899
FCOM.DSC.24.6.11 DC STBY 21 MAY 2019 1608

Bus
_79bb18b9-0771-461e-872d-653c44ee7295
FCOM.DSC.24.6.12 DC SVCE 13 APR 2016 1608

Bus
_55f70ae8-7436-44f5-9360-34576d943fe4
FCOM.DSC.24.6.13 DC UTLY 13 APR 2016 1608

Bus 1
_56d3a188-e6a7-4bdb-b989-7f7ee84c6774
FCOM.DSC.24.6.14 DC UTLY 13 APR 2016 1608

Bus 2
_3246fcbc-9c8b-4dd1-baa6-348a2c2b9320
FCOM.DSC.24.6.15 DC GND 13 APR 2016 1608

HDGL Bus
_9e46d347-3d54-474a-a4fa-4834e9be73df
FCOM.DSC.24.6.16 115 V AC 31 JAN 2019 1608

STBY Bus
_1c34d14b-8987-410d-b483-e5c5f78ed610
FCOM.DSC.24.6.17 115 V AC 13 APR 2016 1608

Bus 1
_f2422143-9420-4c27-9c9d-c03134ce28cb
FCOM.DSC.24.6.18 115 V AC 21 SEP 2020 1608

Bus 2
_6663580c-27e9-4e22-85f8-e3e87b032269
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.24.6.19 26 V AC 18 OCT 2017 1608
STBY Bus
_255ab1b1-6647-465d-aab8-71b44abe8ac7
FCOM.DSC.24.6.20 26 V AC Bus 13 APR 2016 1608

1
_d11cb121-91d3-4c72-9ee2-fc5e2f9d3a58
FCOM.DSC.24.6.21 26 V AC Bus 13 APR 2016 1608

2
_fb52c253-7c8c-4b88-87aa-e8a2fff9bd0d
FCOM.DSC.24.6.22 115 ACW 31 JAN 2019 1608

Bus 1
_92adf15d-8c9d-419f-88ca-2f442a85bd1d
FCOM.DSC.24.6.23 115 ACW 19 FEB 2020 1608

Bus 2
_79144ac4-be77-466a-847c-e288c6c0ce40
FCOM.DSC.24.6.24 115 ACW 13 APR 2016 1608

SVCE Bus 1
_ab92a018-45d7-47d7-8915-6748daaba95c
FCOM.DSC.24.6.25 115 ACW 02 DEC 2020 1608

SVCE Bus 2
_8bf908d1-6cae-4689-83fa-d18b2af8592e

_78fc8923-4163-49ff-868d-fbd587d02bcb
FCOM.DSC.25.1.1.2 Seats 20 OCT 2017 1608

_1c6463bf-3778-4a41-b9a0-b70115c1abbc
FCOM.DSC.25.1.1.3 Seat 20 OCT 2017 1608

Position Sight Gauge
_94a49536-7ca7-4209-a857-7d3efc4f51b4
FCOM.DSC.25.1.1.4 Captain- 30 NOV 2021 1608

First Officer Seats
_643eaff4-659b-4c54-aa52-32d3e5fe93f8
FCOM.DSC.25.1.1.5 Observer 18 FEB 2016 1608

Seat
_69a0f06b-4467-4c25-a44f-8f2958b14969
FCOM.DSC.25.1.1.6 Cockpit 20 OCT 2017 1608

Philosophy
_fe02f4c7-47db-4aaf-97bc-15fd465473e0
FCOM.DSC.25.1.2.1.01 Cockpit 20 OCT 2017 1608

Door Description
_04c9ed2e-862e-44e7-8a83-043a07da5beb
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.25.1.2.1.02 Cockpit 20 OCT 2017 1608
Door Locking System Description
_e7bd741c-3950-4c90-87ce-3466d8c7b714
FCOM.DSC.25.1.2.1.03 Video 12 JUL 2019 1608

Cabin Surveillance
_148f7e4a-997b-44fc-a6b6-da3ca084da5f
FCOM.DSC.25.1.2.2.1 Door Call 20 DEC 2017 1608

Panel
_fbb8a8dc-3dc8-4726-aa1e-08abcbecfaaa
FCOM.DSC.25.1.2.2.2 Cockpit 11 APR 2017 1608

Door Control Panel
_f78b7749-cc3f-4939-830b-dfb8ff181681
FCOM.DSC.25.1.2.2.3 Cockpit 18 FEB 2016 1608

Door Locking System ON-OFF
Control
_23e38a28-8b74-4470-bbe3-e40305d1000e
FCOM.DSC.25.1.2.3.01 Electrical 24 SEP 2019 1608

Supply
_cabd9e3b-8ed2-464f-abd5-8f57110afafb
FCOM.DSC.25.2.1.01 18 FEB 2016 1608

Introduction
_ad880721-69d3-42fe-86b7-bd5f17c8b317
FCOM.DSC.25.2.1.02 Cockpit 19 OCT 2017 1608

_6d2305f1-e4d9-4d07-ba24-b1701b5c72f8
FCOM.DSC.25.2.1.03 Cabin 05 APR 2019 1608

_7aefed68-d74d-41f5-8f6d-520bd72a0c2e
FCOM.DSC.25.2.1.04 24 AUG 2021 1608

Schematics
_4be94130-e909-43a1-aa64-36cdc1a1973c
FCOM.DSC.26.1.1 General 19 FEB 2016 1608

_cd2a1343-9d3d-46b4-aac7-bc374f1048a3
FCOM.DSC.26.1.2 Engine Fire 19 OCT 2017 1608

Detection System
_5e345bed-1d31-496f-9f27-f6f75e5c31c7
FCOM.DSC.26.1.3 Nacelle 21 JUL 2017 1608

Overheat Detection System
_d33d459f-d144-41e8-8dfb-46b17a7196e9
FCOM.DSC.26.1.4 Cargo And 19 OCT 2017 1608

Toilets Smoke Detection
_6cd6eca4-2679-4ed1-bfe9-a91b0e35baad
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.26.1.5 Avionics 19 FEB 2016 1608
Smoke Detection
_e5ee4e6c-09ba-4b32-a707-ff055df6bf64
FCOM.DSC.26.1.6 Engine Fire 16 JUL 2019 1608

Extinguishing System
_58d7421b-71e8-4267-811a-bd776a8fe4c6
FCOM.DSC.26.1.7 Cockpit, 16 JUL 2019 1608

Cabin, and Aft Cargo
Compartment Fire Extinguishing
System
_e1e2b933-3d95-4d24-a9bd-e9b0c84a2756
FCOM.DSC.26.1.8 Toilets 16 JUL 2019 1608

Wastebin Fire Extinguishing
System
_36c6e21e-2436-48ef-a57b-323df92cf4a5
FCOM.DSC.26.2.1 ENG FIRE 15 DEC 2020 1608

Panel
_56e64cd6-a3c9-46dd-8c47-e23f2bf5e0f2
FCOM.DSC.26.2.2 CL Fuel Light 22 DEC 2017 1608

_cea62d06-51ac-4ad7-adb2-4c7c79e12dd7
FCOM.DSC.26.2.3 Cargo 04 APR 2019 1608

Compartment and Toilet Smoke
Detection
_a24415ee-ca00-453a-8589-4c9f9b9b9ee0
FCOM.DSC.26.3.1 Electrical 08 APR 2019 1608

Supply
_86a1a14d-bd95-47ec-95e3-98ea6501d26c
FCOM.DSC.26.4.1 AFT SMOKE - 21 JUL 2017 1608

Alert
_7af0aa17-9008-4b65-aa1e-85bcea120fa2
FCOM.DSC.26.4.2 AFT SMOKE - 28 JAN 2021 1608

Alert - Cargo Version Only
_5e4f35b9-1c87-4023-b216-0e6812a6a8f7
FCOM.DSC.26.4.3 ELECTRICAL 21 JUL 2017 1608

SMOKE - Alert
_3134e7cd-ad9a-4c06-b72a-bcf3f70cbbb3
FCOM.DSC.26.4.4 FWD SMOKE 21 JUL 2017 1608

- Alert
_0e576d38-2029-4b9f-8e7b-a5a8f3fed76c
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.26.4.5 FWD SMOKE 28 JAN 2021 1608
- Alert - Cargo Version Only
_fa365bd1-6a32-4255-93ff-aab05210cdfc
FCOM.DSC.26.4.6 SMK DET 20 DEC 2017 1608

FANS FAULT - Alert
_951d163d-d669-4256-8fad-4cbdb9ff9709

_d14b5e59-8ec1-4a65-a88f-6dbee549e42f
FCOM.DSC.27.2.1.1 Description 21 MAR 2016 1608

_479f536e-7668-449f-a958-231f1a5d213a
FCOM.DSC.27.2.2.1 Spoiler 14 NOV 2017 1608

Position Indicator
_87a8fba2-d3e6-4fda-9e6f-fdfde59daa3a
FCOM.DSC.27.2.2.2 Roll Trim 21 MAY 2019 1608

Position Indicator
_37238205-f46e-4e29-9b88-1301b75a088f
FCOM.DSC.27.2.2.3 Roll Trim 08 DEC 2017 1608

Control Switch
_6d2b0ed7-3c75-4d2b-861c-c8c3ccc55a21

Supply
_a41b5516-2d74-4153-a1f5-a4c5f60a5b3a
FCOM.DSC.27.2.4.1 Retrim Roll 28 APR 2017 1608

L(R) Wing DN
_b41ff59d-e19e-4f10-84c3-1b8226978e0c
FCOM.DSC.27.2.4.2 AILERON 19 DEC 2017 1608

MISTRIM-Alert
_5d88f18b-caf6-40ff-b690-f20e80e39e74
FCOM.DSC.27.3.1.1 Description 23 OCT 2017 1608

_0bf865a7-b386-44d2-b5c9-814bdf026e9c
FCOM.DSC.27.3.2.1 Pitch Trim 21 MAR 2016 1608

Rocker Switches
_a4ac8751-81df-48d6-80a5-01376c0f06f1
FCOM.DSC.27.3.2.2 Pitch Trim 20 DEC 2017 1608

Position Indicator
_0a50d081-4760-4162-8de8-5d13c0ec5e2f
FCOM.DSC.27.3.2.3 STBY Pitch 23 OCT 2017 1608

Control Switch
_fbbffdd2-1f18-48d9-a3ee-ee8429931128
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.27.3.2.4 Stick 03 NOV 2017 1608
Pusher Pushbutton
_3dde9d9a-b1b4-456e-a4de-b0dc029150dd
FCOM.DSC.27.3.2.5 Stick 21 MAR 2016 1608

Pusher Indication
_cd759d7c-e1ef-46eb-ab48-42d91e7c3a4e
FCOM.DSC.27.3.3.1 Electrical 21 NOV 2017 1608

Supply
_f4a6edf1-bf64-4135-a886-f464b19d0bfe
FCOM.DSC.27.3.4.1 TO 21 JUL 2017 1608

Configuration
_32b74faa-9d21-4a59-b055-c094c02f9982
FCOM.DSC.27.3.4.2 Pitch Trim 21 MAR 2016 1608

Run Away
_7ce5d196-63f6-423c-8aa9-33915ceadfd9
FCOM.DSC.27.3.4.3.1 PITCH 27 JUL 2017 1608

DISCONNECT-Alert Coupling
Mechanism
_46c90171-4eba-4d61-a998-e6bcbb172969
FCOM.DSC.27.3.4.3.2 PITCH 28 APR 2020 1608

DISCONNECT - Alert Control
Column Travel
_0b0b61ae-66c0-406d-a4bc-3f62643f2bb9
FCOM.DSC.27.3.4.1 STICK 27 JUL 2017 1608

PUSHER-SHAKER FAULT-Alert
_ebd2fc42-3382-4444-a07d-6926094feec7
FCOM.DSC.27.3.4.2 PITCH 27 JUL 2017 1608

TRIM ASYM-Alert
_c2b72a9d-986a-4f0a-93e1-addb43ba8ea3
FCOM.DSC.27.3.4.3 PITCH 16 OCT 2017 1608

MISTRIM-Alert
_df50d05b-2d74-45d1-9060-0a816b357d0e
FCOM.DSC.27.3.4.4 AP PITCH 26 JUL 2017 1608

TRIM FAIL-Alert
_748e01b6-e4bd-42b0-b789-cf3fc83c13ca
FCOM.DSC.27.3.5.1 Pitch Trim 20 OCT 2017 1608

_46427439-0b68-41c3-b7e2-4c7319a58f19
FCOM.DSC.27.3.5.2 Elevator 24 AUG 2016 1608

Clutch
_ee861336-7a4b-440e-aceb-28285a4ced0f
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.27.3.6.1 Schematic 14 NOV 2017 1608
_e267d450-16ab-4733-99d7-ad45f3b669fb
FCOM.DSC.27.4.1.1 Description 21 MAR 2016 1608

_d53d9ef7-5b8a-475d-9252-2ec4a8cd1987
FCOM.DSC.27.4.1.2 Spring Tab 27 APR 2020 1608

_bcd081c3-1d1c-49e7-8221-f9603499417e
FCOM.DSC.27.4.1.3 Travel 21 MAR 2016 1608

Limitation Unit (TLU)
_b6f87aad-95dc-4060-affe-048b48b69c9b
FCOM.DSC.27.4.1.4 Releasable 04 MAY 2021 1608

Centering Unit (RCU)
_24681e6b-468b-49ba-889f-de0f6bb7b0ac
FCOM.DSC.27.4.1.5 Damper 21 MAR 2016 1608

_8b7502bc-0248-4440-81b2-4eb05aacef09
FCOM.DSC.27.4.1.6 Yaw Trim 17 OCT 2017 1608

_e059cb23-7de6-4633-a985-9eab6d2bbe30
FCOM.DSC.27.4.2.1 TLU Control 03 MAY 2021 1608

and Indication
_a97de803-8c14-4c3f-ab9b-20b798878af3
FCOM.DSC.27.4.2.2 TLU LO 20 OCT 2017 1608

Speed Label
_a8dd5e57-04b4-4d24-901f-21174b3d8bf1
FCOM.DSC.27.4.2.3 Yaw Trim 03 NOV 2017 1608

Position Indicator
_70125f40-8522-4782-a126-d5ee1a5339d8
FCOM.DSC.27.4.2.4 Yaw Trim 20 OCT 2017 1608

Control Switches
_810aea38-3187-46b8-b855-50dcb76300ea

Supply
_fbe0efa0-e015-489b-8bff-b0fabe861932
FCOM.DSC.27.4.4.1 TLU FAULT- 27 JUL 2017 1608

Alert
_7ca7ce1e-a5e4-4624-aa03-5634fe4ee68d
FCOM.DSC.27.4.4.2 DUTCH 27 JUL 2017 1608

ROLL TENDENCY-RUDDER
RELEASABLE CENTERING
UNIT FAIL-Alert
_fc94030a-f8ca-4420-8b0e-e8f5990df71b
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.27.4.4.3 AP Rudder 21 MAR 2016 1608
Out of Trim
_da3de4cf-0d70-4da7-a08d-ae90cd5fff4d
FCOM.DSC.27.4.4.4 RETRIM A- 28 MAY 2019 1608

C Nose L(R)
_8896410d-f14f-4a84-8cc6-e89ccead7906
FCOM.DSC.27.4.4.5 RUDDER 26 JUL 2017 1608

MISTRIM-Alert
_aaf2c864-1882-4bc0-a669-4b21b4f3e18a

_3f996178-8d01-4597-ad11-f7fd2a8e3670
FCOM.DSC.27.5.1.1 Description 20 OCT 2017 1608

_1435aae8-56b5-4ef3-b9b5-8d153673b291
FCOM.DSC.27.5.1.2 Flaps 21 MAR 2016 1608

Hydraulic Power Supply
_a48cae21-a167-422d-a8ae-90ced798b7c5
FCOM.DSC.27.5.2.1 Flaps 03 NOV 2017 1608

Control Lever
_9904a391-df22-4ae0-b1a7-119bc954b274
FCOM.DSC.27.5.2.2 Flaps 19 OCT 2017 1608

Position Indicator
_b7486e42-e3dc-4bec-833f-8c1f7f8d4be6
FCOM.DSC.27.5.3.1 Electrical 21 MAR 2016 1608

Supply
_1196d11f-4a34-4f22-962a-a5d3108f6769
FCOM.DSC.27.5.4.1 FLAPS 27 JUL 2017 1608

UNLK - Alert
_96cc6071-d939-4fd0-b860-f1324485f9ba
FCOM.DSC.27.5.4.2 TO 21 JUL 2017 1608

Configuration
_3f00d55f-6114-4b90-978f-1ff2169f7347
FCOM.DSC.27.5.4.3 FLAPS 27 JUL 2017 1608

ASYM-Alert
_f69cbf1b-ccf7-4076-a095-aede20c111e7
FCOM.DSC.27.5.4.4 Flaps Jam 21 JUL 2017 1608

_1cf882af-4c56-4c7d-a2e4-77733904cfa4
FCOM.DSC.27.5.5.1 Flaps 08 SEP 2016 1608

Unlock Test
_2ae34276-ba01-4655-9f10-26dd1ce42984
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.27.5.5.2 Flaps ASYM 27 OCT 2017 1608
Test
_81616282-5163-4aaf-b9ea-a07514ec534b

_28a59d31-4942-4652-9593-60a747230979
FCOM.DSC.27.6.1.1 Description 08 DEC 2017 1608

_8f1ef499-467a-42fc-abfa-7f14b735b44e
FCOM.DSC.27.6.1.2 Elevator 06 JUL 2017 1608

Mechanical Locking Device
_96c2e619-4d99-4e5c-a9ae-400e1ef43fea
FCOM.DSC.27.6.1.3 Aileron 06 JUL 2017 1608

Electro Mechanical Locking
Device
_aa8f1626-48a9-4041-8d42-ba13ebd2b56a
FCOM.DSC.27.6.2.1 Gust Lock 19 OCT 2017 1608

Lever
_e7158855-ee6e-4187-890e-987c13dfe8df

Supply
_5e403523-6bfe-4a1e-bb19-0d097e463425
FCOM.DSC.27.6.4.1 AIL LOCK 27 JUL 2017 1608

LIT-Alert Gust Lock Disagree
_92862528-a11c-475a-838d-3857534e18a0
FCOM.DSC.27.6.4.2 AIL LOCK 27 JUL 2017 1608

LIT-Alert CONFIG
_39dc5c6e-9ae4-477e-bae5-6c41f4f8fd98
FCOM.DSC.27.6.4.3 TO 08 DEC 2017 1608

Configuration
_6f72b18c-dfe1-4519-9849-8a97f1c63733

_cc52a9b7-7ae2-4b43-a7c3-85fb41ffe01c
FCOM.DSC.28.1.2 Tanks 25 OCT 2017 1608

_be5d7327-0d78-4ef7-add3-37749441959e
FCOM.DSC.28.1.3 Vent System 26 OCT 2017 1608

_d5736d9b-6097-407f-bdb2-e8292252d963
FCOM.DSC.28.1.4 Engine Feed 06 FEB 2020 1608

_08d884dd-029d-4cc7-9474-eb942e018b0c
FCOM.DSC.28.1.5 Quantity 23 OCT 2017 1608

Indicating
_6e273def-8051-41db-be6d-f4a643b1614f
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.28.1.6 Refuel-Defuel 26 OCT 2017 1608
System
_da1297f0-6415-49a6-8172-111bb5ebdef4
FCOM.DSC.28.2.1 Fuel Panel 08 NOV 2017 1608

_a19733ed-8ce8-4a2f-b487-899a0740321d
FCOM.DSC.28.2.2 Refueling 04 JUN 2019 1608

Panel
_d6c1c8ae-9290-4f32-bd7f-5f7d1654f3e7
FCOM.DSC.28.2.3 Fuel 22 NOV 2017 1608

Indication
_e8f539cd-dbcf-4f8b-add9-48309412c86e
FCOM.DSC.28.2.4 Crossfeed 16 JUN 2016 1608

Indication
_41fcfdc7-85ed-4f8a-a401-1916a44cb4d3
FCOM.DSC.28.2.5 FF-FU 23 NOV 2017 1608

Indicator
_3f5fc554-b701-4ba8-b15a-624af3893869
FCOM.DSC.28.3.1 Electrical 02 APR 2019 1608

Supply
_4868fc53-503c-4cb8-9d33-c6ad1c0d74fb
FCOM.DSC.28.4.1 FUEL FEED 31 JUL 2017 1608

LO PR-Alert
_e1dd1bcb-fb04-4b42-8c9d-b9371e3b5cb7
FCOM.DSC.28.4.2 FUEL LO 06 FEB 2020 1608

LVL-Alert
_debe182a-77de-4d2e-b97b-fe222fa38c29
FCOM.DSC.28.4.3 FUEL CLOG- 02 AUG 2017 1608

Alert
_05927cb4-59a9-4b19-99dc-4b7b016c60ab
FCOM.DSC.28.4.4 Jet Pump 25 OCT 2017 1608

Pressure-Alert
_1287b99b-2f2e-4066-b930-6be53460227d
FCOM.DSC.28.4.5 FUEL 28 JUL 2017 1608

MISMATCH-Alert
_b6b269d6-568e-4983-8603-45123caf9798
FCOM.DSC.28.4.6 FUEL 21 MAY 2019 1608

UNBALANCED-Alert
_8da0ea16-1343-4b1c-9901-00a97c429d2a

_d92a99e5-532e-4835-9d97-2566a91f61b4
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.29.1.1 General 21 MAR 2016 1608
_c6e60196-4ede-40ac-bb86-2baca2f68f9c
FCOM.DSC.29.1.2 Power 23 MAY 2019 1608

Generation
_70694597-2fa6-4996-9f16-7c60e0a0d1c7
FCOM.DSC.29.1.3 Supplied 21 MAR 2016 1608

Systems
_f0e1ffc3-48fa-498f-bdb2-c7a7159d6265
FCOM.DSC.29.2.1 HYD PWR 16 JUN 2016 1608

Panel
_db0050d9-7f56-49cd-955f-d3e2105bd344
FCOM.DSC.29.2.2 Hydraulic 27 OCT 2017 1608

Auxiliary Pump Switch
_d16dac5e-9299-4b7f-ba2a-4f958f8a0dd5
FCOM.DSC.29.2.3 MFD 21 MAR 2016 1608

Indications
_46fedc81-8895-43af-a423-ff9e1a0b0f3e
FCOM.DSC.29.3.1 Electrical 16 JUN 2016 1608

Supply
_887de3a6-4e36-469d-ad68-5a6d2e353d4a
FCOM.DSC.29.4.1 HYD BLUE 03 AUG 2017 1608

(GREEN) LO LVL-Alert
_4b2a93c4-c091-4dc3-93f7-d2b29a2f4446

(GREEN) LO PR-Alert
_e323ef4a-8a3d-4624-9f2f-1c2910e6deab

(GREEN) OVHT-Alert
_90cfc113-c088-4afd-a413-7fb943a7d171
FCOM.DSC.29.4.4 HYD AUX LO 28 JUL 2017 1608

PR-Alert
_dfe62288-ed4d-4c78-bc6a-f2c0f2421a9e
FCOM.DSC.29.4.5 HYD AUX 31 JUL 2017 1608

OVHT-Alert
_8bd8d63c-f2cf-45ed-8555-48e54fdf9b18
FCOM.DSC.29.4.6 HYD BLUE 28 JUL 2017 1608

AND GREEN PUMPS LOSS-
Alert
_ad1b68de-ab46-4850-9716-323418bf67b1
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.29.4.7 HYD BLUE 28 JUL 2017 1608
AND GREEN SYS LOSS-Alert
_65c1e6f0-3bad-4727-8a5d-98eac9f6444f
FCOM.DSC.29.5.1 Parking- 22 DEC 2017 1608

Emergency Braking Accumulator
_105a5d1d-bc47-44b8-a3be-5142cbecb8aa
FCOM.DSC.29.6.1 Schematics 31 OCT 2017 1608

_8f141811-829d-4d5c-a4a5-547f628cf3bd
FCOM.DSC.30.1.1.1 Description 27 JUL 2019 1608

_02939205-ef22-4f5b-8725-c999cb2ae607
FCOM.DSC.30.1.2.1 General 08 DEC 2017 1608

_07cf9aca-5a3e-4736-bfe2-3be1f6223b42

_12926e83-ca94-4034-accb-f231f3529538
FCOM.DSC.30.2.1.2 Ice Detector 17 FEB 2021 1608

_b6b5eee9-ecdc-47d6-93ce-a25ea0815442
FCOM.DSC.30.2.1.3 Icing 02 NOV 2017 1608

Evidence Probe
_695fcb68-2764-47a6-9fed-a3b3e0b5ec2b
FCOM.DSC.30.2.2.1 Ice Detector 13 NOV 2017 1608

Panel
_1333676f-9efd-46d2-88ba-8310630f872f
FCOM.DSC.30.2.2.2 De Icing 17 FEB 2021 1608

Indicator
_b00dca14-1f4c-4ea6-bfcd-387fd178e2b0

Supply
_f22321c6-fda7-4f1c-b8bb-0a3085284d9e
FCOM.DSC.30.2.4.1 ICE 31 JUL 2017 1608

DETECT FAULT-Alert
_d6b2d3c2-11fb-437d-95af-8dca61e77f53

_a465bcf0-7e10-4300-a734-9cd59b87ec96
FCOM.DSC.30.3.1.2.1 Normal 02 NOV 2017 1608

Mode
_84c09c40-5991-4f68-a6ed-c904c844bb7c
FCOM.DSC.30.3.1.2.2 OVRD 15 DEC 2020 1608

Mode
_de2f84a3-d9f0-4152-bb51-910334445680
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.30.3.2.1 Engine- 23 APR 2020 1608
Wing De Icing Panel
_78c18efc-5558-4598-a6d7-8a3dd296bb0c
FCOM.DSC.30.3.2.2 Horns Anti 22 DEC 2017 1608

Icing Panel
_e82dda1c-c843-4873-8acd-37eb88652825

Supply
_c0d5621f-ccb4-45c9-8010-50926ebc4aef
FCOM.DSC.30.3.4.1 ANTI ICING 29 NOV 2017 1608

HORNS 1(2) FAULT-Alert
_a37241b2-bd78-4fae-8043-b6caee112a38
FCOM.DSC.30.3.4.2 AIRFRAME 04 SEP 2019 1608

AIR BLEED FAULT (DE ICING)-
Alert
_5ba26b44-f2f8-4a9a-9308-f31dfdd06e81
FCOM.DSC.30.3.4.3 DE ICING 31 JUL 2017 1608

AIRFRAME FAULT-Alert
_b244852c-4f3e-4ef4-91bf-85cc904f23fc
FCOM.DSC.30.3.4.4 DE ICING 31 JUL 2017 1608

MODE SEL FAULT-Alert
_666636c9-8108-4aea-aa2f-b2610fdc72d5
FCOM.DSC.30.3.4.5 DE-ANTI 31 JUL 2017 1608

ICING MODE SEL AUTO FAULT-
Alert
_a3e718e2-2614-47f7-a703-9d1048da1b6b
FCOM.DSC.30.3.4.6 DE ICING 23 APR 2020 1608

ENG 1(2) FAULT-Alert
_0b4f4b14-380d-4681-b61e-be38de74fd97

_6a698356-73d3-415d-9ba1-5155a7c0afd2
FCOM.DSC.30.3.5.2 Engine 23 MAR 2016 1608

Nacelle Protection System
_31685839-e8de-48d4-b0ad-6bf0c78f0c80

_a389361d-7889-4e42-b698-03a5b49a3f6c
FCOM.DSC.30.4.1.2.1 Normal 23 MAR 2016 1608

Operation (pb Out)
_740df0a1-b51a-4083-b430-a638eedbe245
FCOM.DSC.30.4.1.2.2 On (pb In) 08 NOV 2017 1608

_64874316-b6bf-4095-b7c8-cff9dd3cf4ef
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.30.4.2.1 Propeller 08 NOV 2017 1608
Anti Icing Panel
_62a4e604-fd2e-4f3e-b09d-2e2474e91da1

Supply
_571c6e2c-98a0-413b-8618-06923a90eb73
FCOM.DSC.30.4.4.1 ANTI ICING 19 DEC 2017 1608

PROP 1(2) FAULT-Alert
_57f2bd9f-b190-4cae-834b-ec9f7a88d4ca
FCOM.DSC.30.4.5.1 Propeller 23 MAR 2016 1608

Anti-Icing Test Pushbutton
_ec076280-f382-49b2-a691-f053840aebff

_09f246c0-f38b-4920-b2c7-caa9a7bbb74a
FCOM.DSC.30.5.2.1 Controls 22 DEC 2017 1608

_a188f73e-891f-4768-9cf4-548e286fc8c7

Supply
_b67b5152-1ac4-4659-84a4-ab1416072a35
FCOM.DSC.30.5.4.1 SIDE 31 JUL 2017 1608

WINDOW HTG FAULT-Alert
_76bf3f27-aa69-48ea-840f-dfd68275645e
FCOM.DSC.30.5.4.2 31 JUL 2017 1608

_3509c5a4-2a6e-461e-8df2-846aaa281843
FCOM.DSC.30.5.5.1 Windshield 31 OCT 2017 1608

Heat Test Pushbutton
_8d47b169-93b0-4954-a6ca-82364c853c5a

_5c9afeec-05d5-4441-b867-9398d563156d
FCOM.DSC.30.6.2.1 Probe Heat 27 APR 2020 1608

Panel
_7923793b-03a4-4a68-9751-c2060dfaeba3

Supply
_ab969b55-4876-43cb-9593-099787608eb7
FCOM.DSC.30.6.4.1 PROBES 22 DEC 2017 1608

HTG FAILURE-Alert
_fdb37c9f-ea8a-46ef-aed0-e26378a95eaf

_a8083ce5-6eb7-48f9-9aac-6ac1d25b9af7
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.30.7.2.1 Controls 23 MAR 2016 1608
_a5c335aa-9a5d-4079-8a7a-1edc44880a04

Supply
_2a8cb305-41f7-489d-bd2a-7e9c44c56296

_d31dff23-8482-4120-9f85-afb34a2689ab
FCOM.DSC.30.8.2.1 APM 15 JUL 2019 1608

Indications
_c07c1dd4-dd98-465f-ab41-e606756f3b15
FCOM.DSC.30.8.2.2 APM 14 DEC 2020 1608

Control Panel
_6a6c2675-2148-40d0-af77-434e4391547f
FCOM.DSC.30.8.3.1 Electrical 19 DEC 2017 1608

Supply
_36d5f151-c95a-45e6-b086-7e5b283e087d
FCOM.DSC.30.8.4.1 APM 19 DEC 2017 1608

FAULT-Alert
_e1b5ec0b-9f51-41a1-9650-10eb970e44e7
FCOM.DSC.30.8.4.2 19 DEC 2017 1608

DEGRADED PERF-Alert
_b3fba23d-dae5-40e3-88e4-af1887aaec7b
FCOM.DSC.30.8.4.3 INCREASE 19 DEC 2017 1608

SPEED-Alert
_27d8776b-e8a9-45c5-bd34-9898f3fa975f
FCOM.DSC.30.8.5.1 Schematics 19 DEC 2017 1608

_878685de-3a52-45aa-a9d1-6e34d66059d4
FCOM.DSC.31.1.1.1.1 General 21 DEC 2017 1608

_d3312960-6d7e-47d6-89f3-ca69858a6418
FCOM.DSC.31.1.1.3.1 FDAU 25 AUG 2016 1608

_2abaa01f-362d-497c-bf72-bb41b1b5c661
FCOM.DSC.31.1.1.4.1 DMU 08 DEC 2017 1608

(Data Management Unit)
_4dfb6c13-94cf-4cf8-92f4-04a7928a754a
FCOM.DSC.31.1.2.1 Electrical 30 JUN 2017 1608

Supply
_40b72e78-2d33-44a5-8251-69deb13a661f

_a7561cef-7b57-4a38-8115-6e1f746daae4
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.1.4.1 Lost 13 APR 2016 1608
Equipment List
_f238c324-9860-4eb7-8e6d-b6f2ee5b03a5
FCOM.DSC.31.2.1.1 General 08 DEC 2017 1608

_5e396aa0-2579-43c7-8e9d-9bab5eb7c76f
FCOM.DSC.31.2.1.2 Signal 30 OCT 2017 1608

Processing
_7d815e3a-dc20-4def-ae6c-5d4215b98339
FCOM.DSC.31.2.1.3 Functions 26 OCT 2017 1608

_4e1fb967-a262-4a4b-b2de-710b40b9cc02
FCOM.DSC.31.2.1.4 MCDU 13 APR 2016 1608

_874e7e31-9f53-43ec-8237-6d5b7bbf9b16
FCOM.DSC.31.2.2.1 Control 29 MAY 2019 1608

Panel
_88bfeda9-a45b-420f-ade0-04a5d1ec809e
FCOM.DSC.31.2.3.1 Introduction 13 APR 2016 1608

_bf44c297-f223-4156-b07d-b4129e2685fc
FCOM.DSC.31.2.3.2 Reading of 13 APR 2016 1608

Tables
_2b646450-3468-4d64-9cf5-5219fcfb3d8f
FCOM.DSC.31.2.3.3 AFCS 13 APR 2016 1608

_73bac352-1eb0-4103-a7c9-60e6c4fa606e
FCOM.DSC.31.2.3.4 COM 13 APR 2016 1608

_8f2c4b21-b251-4377-acb1-286b68193052

System
_0d2d585e-0245-4dad-b656-22e534751b95
FCOM.DSC.31.2.3.6 Light 13 APR 2016 1608

_f2c7811e-886d-44a2-b481-61c6a9aac05d
FCOM.DSC.31.2.3.7 Engine 13 APR 2016 1608

Bleeds
_3cfe59d6-ea59-4865-9827-1227dee5a6b6
FCOM.DSC.31.2.3.8 ATPCS 21 JAN 2021 1608

_353a5be8-cbb8-4780-8b0d-b287588319e9
FCOM.DSC.31.2.3.9 PROP 23 OCT 2017 1608

Brake
_b9421d33-98d9-41f1-9301-b9e474dc73e8
FCOM.DSC.31.2.3.10 Idle Gate 13 APR 2016 1608

_a11eed44-9b1f-4983-9e43-fa4856845760
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.2.3.11 Engine 13 APR 2016 1608
Start
_dd0113ee-6f7d-44e8-b1d9-a907ea4117cb
FCOM.DSC.31.2.3.12 Engine 08 DEC 2017 1608

_d282271c-87f6-451c-94c1-369603cb1e64
FCOM.DSC.31.2.3.13 Ice and 23 OCT 2017 1608

Rain Protection
_7bfe6693-e6d6-42a9-b5a0-f3a9044ca3d5
FCOM.DSC.31.2.3.14 Landing 23 OCT 2017 1608

Gear
_a7371738-2da8-4a59-ab9c-fb681e02218c
FCOM.DSC.31.2.3.15 Flight 10 OCT 2017 1608

Control
_19a64573-81ea-4a7f-aaec-2575979bf387
FCOM.DSC.31.2.3.16 Hydraulic 13 APR 2016 1608

_4570f5d2-63fd-4eb4-9a6f-c28c1eb88768
FCOM.DSC.31.2.3.17 FWS 13 APR 2016 1608

_bf802cdf-7c4b-4c2e-98a9-0bb6deeb48c0
FCOM.DSC.31.2.3.18 Air 13 APR 2016 1608

_4311aff2-1673-4ab9-95d4-b45b749e4f5c
FCOM.DSC.31.2.3.19 Doors 13 APR 2016 1608

_f52fb1bf-0cdc-4dc0-9b9d-cc008955d445

Supply
_e09431d5-b9fc-4c37-9463-71ccb1362a93
FCOM.DSC.31.2.5.1 MFC 1A 31 JUL 2017 1608

FAULT-Alert
_4a4826a3-945b-4a10-949f-fd841d09b875
FCOM.DSC.31.2.5.2 MFC 1B 31 JUL 2017 1608

FAULT-Alert
_e4f9eb58-3626-4f2b-80d6-cb61ea559881
FCOM.DSC.31.2.5.3 MFC 2A 31 JUL 2017 1608

FAULT-Alert
_793d19d4-d29a-483a-bafb-8b4ebb628e32
FCOM.DSC.31.2.5.4 MFC 2B 31 JUL 2017 1608

FAULT-Alert
_7f9e5f97-391e-4a91-ba5a-217be4f2be12
FCOM.DSC.31.2.5.5 MFC 1A+1B 31 JUL 2017 1608

FAULT-Alert
_cf7c6891-7e12-4185-83f3-11b8cd65beb6
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.2.5.6 MFC 1A+2A 31 JUL 2017 1608
FAULT-Alert
_8475ee21-a835-4e53-b6df-f57097160087

FAULT-Alert
_96311c35-bebb-4608-b285-c6a033c9ff57
FCOM.DSC.31.2.5.8 MFC 1B+2A 31 JUL 2017 1608

FAULT-Alert
_8a64a7c9-d3cb-46b2-81e0-ebcd1b6ee9ec

FAULT-Alert
_f59a48f6-5bd0-4bfc-a7bf-3f5656915805
FCOM.DSC.31.2.5.10 MFC 1B 04 APR 2019 1608

+2B FAULT-Alert
_6cffaba2-2a63-487b-9acc-4097355a65c0
FCOM.DSC.31.2.6.1 RH 04 APR 2019 1608

Maintenance Panel
_41a66a98-1023-4248-8b4c-760fb740f358

_2c471daa-4a28-4339-8686-a06f785f30a2
FCOM.DSC.31.3.1.1 Description 28 JUN 2018 1608

_fe8a11e7-8210-47d6-8905-7fcd60856188

Supply
_19cadbce-65f0-4e85-a82b-d412b2b35302
FCOM.DSC.31.3.3.1 AVNX CPM 31 JUL 2017 1608

1 LOSS-Alert
_09f13858-a75b-401d-95ac-a6183319f969

2 LOSS-Alert
_908c2a82-74f6-4727-bbd8-fbcc413065f1

1+2 LOSS-Alert
_51de22ab-5086-4cde-8890-33cb846a13f6

1 + IOM 22 LOSS-Alert
_b7f215cc-4d48-4fde-9ec5-dfd7812cad57

_46f948c6-232f-466b-8444-f7b4bdbe8772
FCOM
1608 / 45 LEDM

Date
_12d42de7-6e9f-4f69-a081-34ec2a69bef2

_6f9b26cc-a691-4309-b743-a7d6a336f655
FCOM.DSC.31.3.3.8 AVNX IOM 31 JUL 2017 1608

12 LOSS-Alert
_0417d7bb-e84e-4a87-9115-bcbfa23c0892

13 LOSS-Alert
_76263656-aba1-463f-9bc6-026395efca49

22 LOSS-Alert
_0b30a35e-ce5c-4345-91bd-81524844af53

23 LOSS-Alert
_11e41343-ca86-4b5a-962a-005d60946bab
FCOM.DSC.31.3.3.12 AVNX IOM 22 DEC 2017 1608

_16fea1a2-defa-412b-ae26-74b55d92737a

_db2e2718-a68b-4766-b5a8-e8514132552c

_6b1c8123-3452-4b0c-8481-c19e37ca9d2b

_ee18b729-0042-4aed-b567-e70fe254d23d

_51da11a7-9cc4-49ab-8495-6f01c1321aa0

_8caca295-f4b2-4255-9780-6c0140f49fa1
FCOM.DSC.31.3.3.18 AVNX 19 DEC 2017 1608

FWS SGL CH-Alert
_312a9044-620c-41c8-822b-240c8fbee9a4
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.3.3.19 AVNX SGL 19 DEC 2017 1608
SWITCH-Alert
_3f8d4190-b5cf-4f29-8f1f-9816e0a24769
FCOM.DSC.31.3.3.20 AVNX 31 JUL 2017 1608

SWITCH 1+2 LOSS-Alert
_56f77a73-accd-49a9-be24-178289bfd851
FCOM.DSC.31.3.4.1 Schematics 28 JUN 2018 1608

_d0c6c1d8-5343-43e0-99d5-f0e59baf0749

_ca57c09a-923b-42d0-863e-cd21e80c4080
FCOM.DSC.31.5.1.2 Nominal 23 NOV 2016 1608

Format Configuration
_41f9082c-b834-4df2-9863-5a626db6c3f8
FCOM.DSC.31.5.2.1 Display 24 AUG 2016 1608

Units
_59b1d46c-0b9a-405d-ac70-9d6af1b9d0bd
FCOM.DSC.31.5.2.2 EFIS 13 APR 2016 1608

Control Panel
_294a51cc-a7c8-4ab1-9c07-a5983aa000f1
FCOM.DSC.31.5.2.3 MFD Page 13 APR 2016 1608

_13358d6f-336d-48b4-afa5-f213bf4f014f
FCOM.DSC.31.5.2.4 SYST Page 13 APR 2016 1608

_42bf86a0-fb38-45da-b2c6-1aa1fa48430c
FCOM.DSC.31.5.2.5 ND Page 21 JUL 2017 1608

_c590a9e8-1e0a-4f82-8bed-56a341d5a250
FCOM.DSC.31.5.2.6 PERF Page 25 JUL 2017 1608

_6f442d7c-d16b-48c3-95d8-62930cc50677
FCOM.DSC.31.5.2.7 NAV Control 23 NOV 2016 1608

_8c26e3eb-6cab-49ce-80c4-e4ad6797c0e5
FCOM.DSC.31.5.2.8 WD Control 11 DEC 2017 1608

_647dbe85-d947-4644-8232-d1c3967b53ea
FCOM.DSC.31.5.2.9 MCP 02 AUG 2017 1608

_5c003322-7cca-4e5e-8c8e-bf36a81bebc6
FCOM.DSC.31.5.2.10 ICP 13 APR 2016 1608

_d1dd5f10-2d4f-4eb8-930c-4c7d6d95d4be
FCOM.DSC.31.5.2.11 MCDU 25 OCT 2017 1608

_32faf2d0-23c9-493a-914c-639c532f5df9
FCOM.DSC.31.5.2.12 Switching 13 APR 2016 1608

Control
_4fa877e6-859e-4a50-be09-f3bdfe9eada7
FCOM
1608 / 45 LEDM

Date
Supply
_3aefb264-0895-4cdd-9447-3a68ce047c36
FCOM.DSC.31.5.4.1 DU 31 JUL 2017 1608

DISCREPANCY-Alert
_60a49933-c1c3-4aec-958f-156265e1195c
FCOM.DSC.31.5.4.2 DU TEMP 01 AUG 2017 1608

HI-Alert
_e4e2dc13-17e8-49ca-a8da-1ef2b77c62bf
FCOM.DSC.31.5.4.3 SEVERAL 01 AUG 2017 1608

DUs TEMP HI-Alert
_030def01-9dfd-43f5-b078-c12de6c5ee8e

_7fb84c34-f56a-4ea6-a289-c589829fec1e
FCOM.DSC.31.6.1.1.1 General 21 MAY 2019 1608

_e309f751-fc80-48a2-accd-f56e61cabb8b
FCOM.DSC.31.6.1.1.2 Displays 28 MAY 2018 1608

_417f25e4-43a3-4ada-b297-b9271da917c9
FCOM.DSC.31.6.1.2.1 24 NOV 2016 1608

Presentation
_c33edcd2-795f-4395-90d9-e88379fab987
FCOM.DSC.31.6.1.2.2 Icing 13 APR 2016 1608

Information
_ee7e0e4e-b79e-484d-baec-54aafc5d86e9
FCOM.DSC.31.6.1.2.3 Lateral 13 APR 2016 1608

Modes
_2d94954a-df59-4c76-b5ce-d1996a295cef
FCOM.DSC.31.6.1.2.4 Vertical 30 OCT 2017 1608

Modes
_7a638cf7-b84a-4e2b-956f-891b2297f0d0
FCOM.DSC.31.6.1.2.5 AP-FD 13 APR 2016 1608

Information
_af0bccf8-594b-4037-889b-02d424db186d
FCOM.DSC.31.6.1.2.6 Speed 13 APR 2016 1608

Hold
_5a155eca-2b68-43fb-9b77-1160f742d23d
FCOM.DSC.31.6.1.2.7 TCS 13 APR 2016 1608

Message
_fea8ae50-5d71-4888-9f20-394893023e4a
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.6.1.2.8 Trim 13 APR 2016 1608
Status
_aa099717-0cc5-438c-99bd-3502960bba39
FCOM.DSC.31.6.1.2.9 26 OCT 2017 1608

Unexpected Mode Change, or
Problem in Navigation
Parameters
_a7f2c5cb-8456-47a2-b6c5-e0815eb32562
FCOM.DSC.31.6.1.2.10 AP-YD 27 OCT 2017 1608

Disengagement, Approach
Category Retrogation, AFCS
Internal Failure
_37b30f08-1523-4c4f-96e8-64a41d126620
FCOM.DSC.31.6.1.2.11 13 APR 2016 1608

Approach Category
_254184fa-0f4d-4045-b491-f86cd5e2fae9
FCOM.DSC.31.6.2.1.1 ADI 22 JAN 2021 1608

Normal Display
_a2cef778-9338-4902-880e-5c54c0a983c2
FCOM.DSC.31.6.2.1.2 ADI 23 MAY 2019 1608

Warning Display
_18cc7ca7-4c3b-46a6-adbf-e18c022c01d6
FCOM.DSC.31.6.2.2.1 Air Speed 12 NOV 2021 1608

Data
_ce0408b4-e6c8-4e58-a7a5-523ce9fcc892
FCOM.DSC.31.6.2.3.1 Airspeed 24 NOV 2016 1608

Mismatch Flag
_1b78b48a-ba9b-4802-bff7-1a0c4c2c0252
FCOM.DSC.31.6.2.4.1 Altitude 09 JUL 2019 1608

Indicator
_192be6d1-fb8e-458b-8d77-bee1fccbcc47
FCOM.DSC.31.6.2.5.1 Altitude 24 NOV 2016 1608

Mismatch Flags
_c389ba7c-89d6-4b46-a198-f5bd1b7d8f41
FCOM.DSC.31.6.2.6.1 Vertical 12 NOV 2021 1608

Speed Indicator
_415df51c-3015-43c2-b40f-c2433244d974
FCOM.DSC.31.6.2.7.1 12 NOV 2021 1608

Navigation Indicators
_79f60806-cd1b-4789-ab83-ddaa9332e2a2
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.6.2.8.1 26 OCT 2017 1608
Navigation Area Display Logic
_9b2b62cb-f826-437b-9b6e-686d5e52b821
FCOM.DSC.31.6.2.9.1 Horizontal 25 AUG 2016 1608

Situation Indicator
_066f0e5b-3b80-4c2f-a10c-f64c29413672

Supply
_2b28a511-dd10-43aa-866e-d745c3d51468
FCOM.DSC.31.7.1.1 Description 24 NOV 2016 1608

_c655fa93-cc07-4865-b713-65a1b188c65d
FCOM.DSC.31.7.2.1 MFD Upper 19 SEP 2017 1608

Window
_ee9d5950-0a16-4c28-8162-896d593ee8a3
FCOM.DSC.31.7.2.2 Navigation 17 JUL 2019 1608

Display (ND)
_7da91b19-020c-49e3-9dd1-10f6f37aad06
FCOM.DSC.31.7.2.3 System 05 DEC 2017 1608

Display
_1d66b175-5a3a-4398-ac96-7bc7fe24fafb
FCOM.DSC.31.7.2.4 PERF INIT 09 AUG 2017 1608

_d37c937c-436c-4a95-9529-8ccab577da80
FCOM.DSC.31.7.2.5 Memo 13 APR 2016 1608

Panel Display
_ada49cb0-e6b0-4261-8093-afce11ad5a43
FCOM.DSC.31.7.2.6 Virtual 13 APR 2016 1608

Control Panel
_a51f903d-8602-473c-ac3f-a9e3acc3ea1d
FCOM.DSC.31.7.2.7 VCP NAV 13 APR 2016 1608

Pages
_5fce900e-ad01-4e1a-85f2-bfe416771ea7
FCOM.DSC.31.7.2.8 VCP COM 13 APR 2016 1608

Pages
_75f4411d-696d-493a-bf92-d3c1affe2006
FCOM.DSC.31.7.2.9 VCP SURV 13 APR 2016 1608

Pages
_d894c10f-915d-473c-9dbd-82a623fbd729
FCOM.DSC.31.7.2.10 04 APR 2019 1608

Performance Data
_00d24fb1-674e-48b8-b169-378797a8c7c6
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.8.1 Indication on 23 NOV 2016 1608
EWD
_3cc0db40-c160-4d7e-85b6-79a95a079547
FCOM.DSC.31.9.1.1 General 25 AUG 2016 1608

_02a195fc-5988-4ea2-a34e-2cecb9fb978d
FCOM.DSC.31.9.1.2 Architecture 15 DEC 2020 1608

_76f0f5ae-f83c-40f0-a864-6bb1ad1bbbb7
FCOM.DSC.31.9.1.3 Standby 13 APR 2016 1608

Navigation System Indication
_9048f44d-7f86-4300-a3c5-0b73cbbd92a9
FCOM.DSC.31.9.2.1 IESI 08 DEC 2017 1608

_e97bfeb4-6466-4661-8bb9-39cf37923aba
FCOM.DSC.31.9.2.2 ILS Tuning 08 DEC 2017 1608

_c5a0f148-8df0-4055-9670-70df389e0f09
FCOM.DSC.31.9.2.3 VOR Tuning 13 APR 2016 1608

_cf79a768-0ad3-4cd9-b65d-fe13f32c0385
FCOM.DSC.31.9.2.4 Flags 25 OCT 2017 1608

_338dc0a9-0420-4806-b302-b21cc7617988

Supply
_1c254a6f-2d13-40a6-afaf-dfbe3a7a6c59

_d8836e45-a2a4-4e28-9e23-e5f5216fcbd3
FCOM.DSC.31.10.2.1 Automatic 13 APR 2016 1608

Configurations
_d63a703d-f40e-463c-b986-d0a07b952712
FCOM.DSC.31.10.2.2 Manual 27 OCT 2017 1608

Reconfiguration
_7e95ddf3-432b-43eb-a4ed-614fd38423c1
FCOM.DSC.31.10.2.3 Degraded 23 NOV 2016 1608

Configuration
_fc9c8b15-d522-4703-b28e-3964a9ffd2b2
FCOM.DSC.31.11.1.1 Description 03 NOV 2017 1608

_17e58ad3-017e-4109-9bc4-01e8b7e0bdec
FCOM.DSC.31.11.2.1 Controls 17 NOV 2017 1608

_0187c9f7-e0b7-4ebd-8ffe-1be0f059fee0
FCOM.DSC.31.11.3.1 Electrical 09 AUG 2017 1608

Supply
_69a602f5-4722-4abd-bde3-cae312190bf0
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.12.1.1 General 06 AUG 2018 1608
_32e30943-517f-456f-842f-66150d1ab380
FCOM.DSC.31.12.1.2 CVR 11 DEC 2017 1608

_d7df1715-6e5a-45fc-9d2f-5e8c6cd1824c
FCOM.DSC.31.12.1.3 SSCVR 22 MAY 2018 1608

_01f849d1-5cdb-4416-afc2-dee333ddea46
FCOM.DSC.31.12.1.4 SSFDR 10 APR 2019 1608

_139af4a6-6e2c-476e-9539-e12eeb43a782
FCOM.DSC.31.12.2.1 MCDU 04 APR 2019 1608

Time and Flight Page
_5c304e7b-857c-41e5-8297-803ab4ebea5b
FCOM.DSC.31.12.2.2 Cockpit 09 JUL 2019 1608

Voice Recorder Panel
_0e7df20e-4c25-4cee-a096-9de19c2ab951
FCOM.DSC.31.12.2.3 RCDR 23 APR 2020 1608

Panel
_f181ddd5-6735-495f-916f-7e50b5491130

Supply
_b5ae8a50-cb05-4b9f-9800-119093c659c6

_83d60a58-7f11-458e-880a-beb84ce04f24
FCOM.DSC.31.14.1.2 13 APR 2016 1608

Architecture
_6997d73f-cefd-4edd-9a14-dd6b5e354ee0
FCOM.DSC.31.14.1.3 Basic 13 APR 2016 1608

Principles
_224e8a07-8248-4b6d-859f-e21e4f7d2624
FCOM.DSC.31.14.1.4 Alert 01 APR 2019 1608

Levels
_a95fa633-8bd4-4355-9fb0-573b0544b033
FCOM.DSC.31.14.1.5 Color 13 APR 2016 1608

Coding
_9c722b77-33bf-4052-9c2b-c5380f76b843
FCOM.DSC.31.14.1.6 Takeoff 12 NOV 2021 1608

Alert Inhibition
_d4c41851-3342-4518-926b-ccb66de39b19
FCOM.DSC.31.14.1.7 Aurals 24 OCT 2017 1608

_6ea52d68-a3a4-486a-b48a-1c00d7c28e58
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.14.1.8 Local 24 OCT 2017 1608
Alerts
_4e0dcdf6-a7f5-41c1-8c2f-06b2bb4a5102
FCOM.DSC.31.14.2.1 EFIS 30 OCT 2017 1608

Control Panel
_5153ff59-7f7f-4415-b3e8-229378a6611d
FCOM.DSC.31.14.2.2 MW-MC 13 APR 2016 1608

Lights
_0731fb3b-96f9-41c7-adb8-76a182fd61cc
FCOM.DSC.31.14.2.3 Control 23 NOV 2017 1608

Panel
_c472e082-52b9-4a2f-a1d0-9fda2a8883a0
FCOM.DSC.31.14.3.1.1 Without 13 APR 2016 1608

Aircraft System Failure
_0bed8ccd-f5e4-4f47-a042-5c69b323041d
FCOM.DSC.31.14.3.1.2 With 13 APR 2016 1608

_771a8e55-c8ce-4cec-b0a5-da2be0992859
FCOM.DSC.31.14.3.2.1 Without 21 APR 2017 1608

_392cf336-fb01-42d9-821e-53a0a5216b35
FCOM.DSC.31.14.3.2.2 20 JUL 2017 1608

Overspeed Alert
_3f3ad0c9-f682-482d-8228-1898d545aa3d
FCOM.DSC.31.14.3.2.3 Stall 26 JUL 2017 1608

Alert
_517d35af-e2ea-42e4-b2b3-65827b3bcc1d
FCOM.DSC.31.14.3.2.4 With 27 OCT 2017 1608

_3d667854-d2bd-40d2-ab59-6a36cc85aa4f
FCOM.DSC.31.14.3.2.5 21 MAY 2019 1608

Operation with MFC Failure
_5fd6dfcd-2356-4db3-9ab0-dfc62f5f7859

Supply
_5d305aaa-f973-4b57-87a0-e458aa8c0142
FCOM.DSC.31.14.5.1 FWS NOT 25 OCT 2017 1608

AVAIL
_9f6a3188-ca5e-443c-870d-f18a60be0ac6
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.31.14.5.2 AVNX 19 DEC 2017 1608
FWS SGL CH-Alert
_312a9044-620c-41c8-822b-240c8fbee9a4
FCOM.DSC.31.14.5.3 FWS 1+2 06 JUN 2016 1608

LOSS-Alert
_e0717595-d4fe-42fd-bfbb-ab6767027327
FCOM.DSC.31.14.6.1 LH 02 APR 2019 1608

Maintenance Panel
_621f419d-7fdd-4111-abd1-66b15674e4bf

_c59e4788-5e7b-4d47-a6cf-048ff0913cf9
FCOM.DSC.31.14.8.1 FWS 10 DEC 2020 1608

Management and ECL
_d8399e56-9230-4f03-9fd6-52459e81f262
FCOM.DSC.31.15.1.1 Description 03 JUL 2018 1608

_04d11198-8e9c-4302-93dc-9e0bb733a4d0
FCOM.DSC.31.15.3.1 Electrical 03 JUL 2018 1608

Supply
_571eb6b0-be29-4049-8e73-9662c67425e2

_8acf5cc9-a0c9-4601-b459-8a93f59ab969
FCOM.DSC.32.1.2.1.1 Main 30 OCT 2017 1608

Landing Gear
_144c9684-4411-4223-8136-fcaf5e08eb3a
FCOM.DSC.32.1.2.1.2 Nose 06 JUL 2017 1608

Landing Gear
_34d24684-c26b-445b-8f2f-62a44cac61a2
FCOM.DSC.32.1.2.1.3 Main 30 OCT 2017 1608

Landing Gear Doors
_d1067db5-b124-49bc-9ae5-334fa02c217a
FCOM.DSC.32.1.2.1.4 Gear 20 DEC 2017 1608

Position Detection and Indication
Systems
_afc27fbf-bf2e-4fab-bafd-070fc77c3acd
FCOM.DSC.32.1.2.1.5 Gear 26 OCT 2017 1608

Normal Operation
_05d306bb-5f09-4365-87ae-abff254c25b1
FCOM.DSC.32.1.2.1.6 Gear 26 OCT 2017 1608

Emergency Extension
_1846d966-3dc7-41bd-acd7-2e6792e1b203
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.32.1.2.2.1 LDG Gear 26 OCT 2017 1608
Control Panel
_ad601408-51a5-494a-a9c5-3d1ef2ce6a8a
FCOM.DSC.32.1.2.2.2 LDG Gear 26 OCT 2017 1608

Position Indicator Overhead
Panel
_f071c494-bcb3-4cc1-9320-ac7094df2ba3
FCOM.DSC.32.1.2.2.3 LDG Gear 03 DEC 2019 1608

Emergency Extension Handle
_282d54c8-1f23-42d5-a2bd-0408ff33278c
FCOM.DSC.32.1.2.2.4 MFD 06 JUL 2017 1608

Indication
_7c792eba-c907-41f9-bf0d-068a5348684b
FCOM.DSC.32.1.2.3.1 Electrical 09 MAR 2016 1608

Supply
_f6941fd4-59c6-461b-9a20-a21232d2fa87
FCOM.DSC.32.1.2.4.1 LDG 01 DEC 2020 1608

GEAR UNSAFE INDICATION-
Alert 1
_d45dc679-f261-44c1-9062-72836941aa8e
FCOM.DSC.32.1.2.4.2 LDG 01 DEC 2020 1608

GEAR UNSAFE INDICATION-
Alert 2
_8c258c95-ceeb-46d6-9b51-a695cbcd00d9
FCOM.DSC.32.1.2.5.1 WOW 03 NOV 2017 1608

Selector
_ce80c6c1-09d4-43f0-949a-0b68f6abbd34
FCOM.DSC.32.1.2.5.2 Failures 09 MAR 2016 1608

Readout Display
_3486ca1f-6056-4140-b054-5cef6b80ede3
FCOM.DSC.32.1.3.1.1 25 OCT 2017 1608

Description
_ccc6cf39-c87e-413e-ab5d-8830319dd250
FCOM.DSC.32.1.3.2.1 NW 09 MAR 2016 1608

Steering Switch
_60f59d55-60db-4f2d-b925-c806a74bbb96
FCOM.DSC.32.1.3.2.2 Steering 26 OCT 2017 1608

Handwheel
_a3ea2b5d-cbc5-445e-b962-f9bfa615f0c2
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.32.1.3.2.3 MFD 30 OCT 2017 1608
Indication
_7f557604-1713-4d02-ae09-d20d4462a0af

Supply
_23c5f856-7cf2-4d08-8ba7-9e681fbf8066
FCOM.DSC.32.1.3.4.1 09 MAR 2016 1608

Schematics
_6e171049-c4aa-4ffe-90b4-f260b7911173
FCOM.DSC.32.1.4.1.1 Wheel 16 MAY 2018 1608

and Brakes
_49b55cef-a88a-465a-b9f5-ea594822d723
FCOM.DSC.32.1.4.1.2 Antiskid 26 OCT 2017 1608

Block Diagram
_e30b9bda-a958-46ab-a3b3-868dfc6cddbe

System
_0a94adc3-b4fa-4f85-96c3-428cea956674
FCOM.DSC.32.1.4.1.4 Locked 09 MAR 2016 1608

Wheel Protection
_dfaa1a63-9719-420a-b917-afb77da86415
FCOM.DSC.32.1.4.1.5 09 MAR 2016 1608

Touchdown Protection
_227a7280-9b17-47cd-975f-ff4b3cb6b347
FCOM.DSC.32.1.4.2.1 Pilot 25 OCT 2017 1608

Brake Pedals
_0dce0e57-86a0-4c01-8497-11527c013291
FCOM.DSC.32.1.4.2.2 25 OCT 2017 1608

Emergency-Parking Brake
Handle
_7f33422b-6d04-495f-a3c7-c18d3f055a4e

Panel
_d1bfbf62-f826-4c33-b170-53bd285c53ad
FCOM.DSC.32.1.4.2.4 Parking 25 OCT 2017 1608

Emergency Braking Accumulator
Pressure Indicator
_aed15024-3f48-407b-96b2-86f43f3550a5
FCOM.DSC.32.1.4.2.5 MFD 29 MAY 2019 1608

Indication
_1b6722ae-0cd7-4e15-942b-0d3a44004c81
FCOM
1608 / 45 LEDM

Date
Supply
_c7ac53ba-be51-4a8a-a4bd-db5418dec232
FCOM.DSC.32.1.4.4.1 ANTISKID 31 JUL 2017 1608

FAULT-Alert
_1b049328-a9e6-417a-8acb-58fb90cf165d
FCOM.DSC.32.1.4.4.2 BRK 19 DEC 2017 1608

TEMP HOT-Alert
_0a6123fe-546a-4999-9b9f-b2c6f96a3182
FCOM.DSC.32.1.4.5.1 BRK 09 MAR 2016 1608

Temp Test
_de54c468-784e-4d76-82f2-fefb8e4a8e0e
FCOM.DSC.32.1.4.6.1 09 MAR 2016 1608

Schematics
_2ff39885-ff80-49f4-9172-e4155b04d89a
FCOM.DSC.33.1.1 General 09 MAR 2016 1608

_9978160e-8f3f-433c-88af-27be21a2f161
FCOM.DSC.33.1.2 Cockpit Light 20 OCT 2017 1608

_d7a8c1f2-9ab1-4e61-bdd3-d3b2161ff53a
FCOM.DSC.33.1.3 Cabin Signs 20 OCT 2017 1608

Light
_6e492f7e-e6c1-4344-aa66-21117252e1c6
FCOM.DSC.33.1.4 Cabin and 09 MAR 2016 1608

Cargo Light
_6cbd8882-2c9e-4018-9d52-190cc5b68a47
FCOM.DSC.33.1.5 Exterior Light 20 OCT 2017 1608

_b5131bde-28e7-4e2c-b0ef-c0bf8c3fd020
FCOM.DSC.33.1.6 Emergency 05 MAY 2021 1608

Light
_188e1e7e-9417-45cf-967b-18687bfc73c7
FCOM.DSC.33.2.1 EXT LT Panel 08 APR 2019 1608

_44ff9dd1-25d8-493f-ad75-efb1469fd44b
FCOM.DSC.33.2.2 MIN CAB LT 20 OCT 2017 1608

Switch
_e95a8b62-7a5c-45f6-b7c7-9921fd46f537
FCOM.DSC.33.2.3 SIGNS Panel 23 OCT 2017 1608

_0ba95f98-9f7d-4e8b-b17f-7f5443dc9f87
FCOM.DSC.33.2.4 MEMO Panel 06 JUL 2017 1608

_9f56b144-6c1a-47c8-b076-0c17b747fcce
FCOM.DSC.33.2.5 LT Panel 23 OCT 2017 1608

_31974de0-3b3a-4119-b9b7-8edff0c7e8a6
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.33.2.6 ANN LT Panel 26 OCT 2017 1608
_f63a88b4-55d2-4bce-8f05-5475d2adda1b
FCOM.DSC.33.2.7 LT - RCDR 23 OCT 2017 1608

Panel
_25501ad1-b1d7-4d5f-8528-128cbde88d0d
FCOM.DSC.33.2.8 Side Panel 20 OCT 2017 1608

_6b4235e2-827b-4887-8d37-c77dbf1e12db
FCOM.DSC.33.2.9 FLT COMPT 23 OCT 2017 1608

LT Panel
_894bb1fe-bbdc-4c9f-ae8a-f56e33748825
FCOM.DSC.33.2.10 Cabin Crew 27 OCT 2017 1608

Panel
_d66a161d-fc1e-4c85-a920-e6891a4353d3
FCOM.DSC.33.3.1 Electrical 28 NOV 2017 1608

Supply
_5a29d8d6-48ae-4378-bc05-35a47d9cdee3
FCOM.DSC.34.1.1.1 Description 28 MAY 2018 1608

_8c955682-1648-48b5-b2b6-055c5c5f8199
FCOM.DSC.34.1.1.2 Definitions 25 MAY 2018 1608

_19c009ee-bdfa-47d0-9cc1-52f126d43cf5
FCOM.DSC.34.1.2.2 Virtual 31 JAN 2019 1608

Control Panel (VCP)
_e10b7f96-d7f7-440c-9826-8d9e8407defa
FCOM.DSC.34.1.2.3 MCP 10 MAR 2017 1608

_06babf06-73ee-4c88-84fd-62e8e6cdaad1
FCOM.DSC.34.1.2.4 MCDU 15 MAY 2019 1608

_8b486106-52f1-4b6a-b9b1-e1df07ee3705
FCOM.DSC.34.1.2.5 MFD 24 JAN 2019 1608

Navigation Display page
_f3526bfa-6161-4aa4-a05e-b4dca0b4a073
FCOM.DSC.34.1.2.6 Indication 29 MAY 2019 1608

display on PFD
_870fc7b7-5d6d-459f-a330-ec161c0c892d
FCOM.DSC.34.1.3.1 Operation 28 OCT 2019 1608

_743ac8b2-df2e-48ce-a8fa-b93f1d89be0a
FCOM.DSC.34.1.3.2 TCAS 25 MAY 2018 1608

Operating Characteristics
_1ef6bf61-a081-4f93-bb45-4b984c79f686

Supply
_735d5989-67c5-4508-ae3a-458137f34fdb
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.34.1.5.1 TCAS 02 OCT 2017 1608
FAULT-Alert
_fff5aed7-eeea-4e4a-8d9a-3b11c56d93ec
FCOM.DSC.34.2.1.1 General 06 JUN 2016 1608

_e721d561-39e6-4c77-86ff-25e8320c8bb6
FCOM.DSC.34.2.1.2 Main 09 DEC 2020 1608

Systems
_1085fb55-0e37-4cf8-a34a-c38c1b435bbb
FCOM.DSC.34.2.1.3 Standby 30 SEP 2019 1608

System
_be628bf3-4c82-4731-adbc-16d06bb84577
FCOM.DSC.34.2.2.1 Airspeed 10 OCT 2017 1608

Indicator
_1299f891-9351-4ed0-8e8e-fb75c28fbc1f
FCOM.DSC.34.2.2.2 Standby 28 MAY 2019 1608

Airspeed Indicator
_04445fde-cab4-400c-8753-9972e5d181fb
FCOM.DSC.34.2.2.3 Altimeters 25 AUG 2016 1608

_9bdc69d5-4805-458c-8e1d-af9c94da2803
FCOM.DSC.34.2.2.4 Standby 26 SEP 2019 1608

Altimeter
_aeaff7db-29ea-476c-8e1e-cf82e921c48d
FCOM.DSC.34.2.2.5 Vertical 31 MAY 2019 1608

Speed Indicator
_5b81206a-183d-47e3-926f-f16fba2d17ee
FCOM.DSC.34.2.2.6 TAT, SAT 23 APR 2020 1608

and TAS Indicators
_4beaf49c-f716-4d56-956f-e0a0ccfc5d9b
FCOM.DSC.34.2.2.7 ADC SW 26 SEP 2017 1608

_fcf15c1b-7ced-4e00-9053-c61f7416a16b

Supply
_d5266208-641e-479f-b66c-e63d6264b212
FCOM.DSC.34.2.4.1 ADC 1(2) 19 DEC 2017 1608

FAILURE-Alert
_2471e56c-e6a7-4636-81a9-dd1aeb1b3a48
FCOM.DSC.34.2.4.2 ADC 1+2 31 JUL 2017 1608

FAILURE-Alert
_14601a68-1af4-4cce-a446-b05a712232ff
FCOM.DSC.34.2.5.1 Schematic 25 MAY 2018 1608

_12412f74-9ca0-4baa-8f8e-824e9a80904d
FCOM
1608 / 45 LEDM

Date
_ac7500e3-0c25-4396-b3ff-f6f7a9b90c2e
FCOM.DSC.34.3.2.4 Standby 11 OCT 2017 1608

Horizon
_931eb5ec-49c0-4e93-95ee-4879ce902862
FCOM.DSC.34.3.2.5 Standby 20 MAY 2019 1608

Compass
_f369d8fe-28c2-423c-ae13-ec0a3893c096
FCOM.DSC.34.3.2.6 Data 20 MAY 2019 1608

Indicating
_8fc1494b-2007-42ef-927d-c9b39652a720
FCOM.DSC.34.3.2.7 AHRS 20 APR 2017 1608

Switching
_de7e6422-dfb1-4ec7-b618-df26f526d311

Supply
_e05603d8-7022-403f-a30c-b170580eb2a8
FCOM.DSC.34.3.4.1 AHRS 1(2) 31 JUL 2017 1608

FAILURE-Alert
_d398089e-0458-4f5e-a680-5a8213910a0a
FCOM.DSC.34.3.4.2 AHRS 1+2 31 JUL 2017 1608

FAILURE-Alert
_cfcbc636-beea-4aea-9975-70ab51ef7f4c
FCOM.DSC.34.3.4.3 AHRS NOT 31 JUL 2017 1608

ALIGN-Alert
_9a3998ec-2e8a-4df9-ac93-62fdfd09b587
FCOM.DSC.34.3.4.4 ALTITUDE 19 DEC 2017 1608

DISAGREE-Alert
_9fe167e2-be66-4320-9b66-977f037ce5d2
FCOM.DSC.34.3.4.5 ATTITUDE 31 JUL 2017 1608

DISAGREE-Alert
_b086b433-0875-462b-8925-19b2c1e73de4
FCOM.DSC.34.3.4.6 HEADING 03 APR 2019 1608

DISAGREE-Alert
_f7209c23-7669-4125-b2b0-3aead6ef6fa7
FCOM.DSC.34.3.4.7 IAS 02 AUG 2017 1608

DISAGREE-Alert
_a061eb73-e7fd-46c3-84d4-06c6085f446c
FCOM.DSC.34.3.5.1 Schematic 29 MAY 2019 1608

_34c7c1f0-b25c-4678-bf84-35a22e3ec8d4
FCOM
1608 / 45 LEDM

Date
_af1e229d-a24a-44ad-b2b9-1beb54431018
FCOM.DSC.34.5.1.2 VOR 06 JUN 2016 1608

_6bcfff10-a20d-4b8a-bd04-4a7af7ad72fe
FCOM.DSC.34.5.1.3 ILS 07 AUG 2017 1608

_8de8be96-a112-4924-978c-45133411a2cc
FCOM.DSC.34.5.1.4 MARKER 06 JUN 2016 1608

_9b03eaa9-cd45-4e5f-8335-f4eb62c81b40
FCOM.DSC.34.5.1.5 DME 05 JUL 2016 1608

_88eb9ff2-5a10-4a06-9650-8b5f04d7b9e1
FCOM.DSC.34.5.2.2 CRS 1-HDG 06 JUN 2016 1608

and ALT-CRS 2 Panels
_cdfd40b9-b87a-495a-b32f-6687143464a7
FCOM.DSC.34.5.2.3 CAPT 06 JUN 2016 1608

Source and F-O Switching
_cc1e454c-7f20-4b68-ae4e-49182b813b88
FCOM.DSC.34.5.2.4 VCP 19 APR 2017 1608

_1ed71a6f-a9d4-499c-8dad-6410b447a968
FCOM.DSC.34.5.2.5 MCDU 20 APR 2017 1608

_197d1dde-a32f-47ed-9da0-a2e572d642bb
FCOM.DSC.34.5.2.6 FGCP 06 JUN 2016 1608

_a28a8e66-e00c-4fd4-91d1-21e29f60a882
FCOM.DSC.34.5.2.7 EFCP 25 OCT 2017 1608

_0d2e96d1-37e0-4415-b23d-edfe85140a38
FCOM.DSC.34.5.2.8 MKR 11 APR 2017 1608

Indicating on PFD
_d2300256-f3d7-42cc-883e-4d917ff50bf6
FCOM.DSC.34.5.2.9 IESI 29 NOV 2016 1608

_a623408f-b5a1-4391-9656-51187798be58

Supply
_4d7781c2-bef0-4669-9ce7-7cadab870e77
FCOM.DSC.34.5.4.1 Schematic 06 JUN 2016 1608

_56a66884-570c-4cce-af2e-764524f23c36
FCOM.DSC.34.6.1.1 General 13 JUL 2017 1608

_d72df348-7b19-4396-aafe-6c75b582fa5a
FCOM.DSC.34.6.2.2 VCP 20 APR 2017 1608

_b8ea6dba-87cd-4339-a562-7743876e928b
FCOM.DSC.34.6.2.3 MCDU 20 APR 2017 1608

_37dea805-a47f-427c-9d91-186f4b3dbe96
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.34.6.3.1 Electrical 13 JUL 2017 1608
Supply
_6a9db9b8-b710-4577-999e-b73f0247c499

_081f508c-fc44-46e6-800e-7505fc5adece
FCOM.DSC.34.7.2.1 RA Display 09 OCT 2017 1608

_b783bbac-7075-40e7-ad09-27107fffce65

Supply
_17b43638-af23-4aca-ab89-8921812bfed0
FCOM.DSC.34.7.4.1 LOSS OF 29 JAN 2021 1608

RADIO ALTIMETER
INFORMATION-Alert
_975c1437-210e-4d98-b82e-15f9bd2dfb7b
FCOM.DSC.34.7.5.1 Schematic 12 OCT 2017 1608

_22c92ebd-80c6-4f74-a8e1-c7e5fac9c763

_0119f5ae-2d2a-46e3-9af9-3124a01683c1
FCOM.DSC.34.9.2.1 Weather 09 APR 2020 1608

Radar Control Panel
_b2e0c302-f1b0-4b39-a022-5c34c77f8668
FCOM.DSC.34.9.2.2 WX 09 SEP 2019 1608

Background Selection
_93afe9a3-4e85-406c-96bd-886da3bb8188
FCOM.DSC.34.9.2.3 MFD 09 SEP 2019 1608

Display
_f878c379-88f2-438c-9af4-e1a7593dadbc

Supply
_3ed341ce-c2b9-4081-826f-d48933525b55
FCOM.DSC.34.10.1.1 Description 28 MAY 2018 1608

_d6c8f875-aea3-4b00-a3f7-c210f744d431
FCOM.DSC.34.10.1.2 Functions 12 DEC 2019 1608

_27c508aa-2145-4b21-a0c9-b026ff93e4c4
FCOM.DSC.34.10.2.11 LPV 15 SEP 2017 1608

Operation
_99ebcfe1-708f-4c9c-aaf4-7ddd327944ed
FCOM.DSC.34.10.3.1 Electrical 13 DEC 2017 1608

Supply
_049c7b3e-c68c-4ee0-8dd6-a670b945ccd9
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.34.11.1.1 Description 24 AUG 2016 1608
_b44795e1-3cc8-44b6-b70f-7aab587245b1
FCOM.DSC.34.12.1.1 PFD 09 AUG 2017 1608

_e11aedaa-ecd0-493c-b7d1-4ad04dbb5d4e
FCOM.DSC.34.12.1.2 MFD (ND 04 JUN 2019 1608

Page)
_eda97f63-7d5e-4ef1-a9a4-2389eb895aef
FCOM.DSC.34.12.1.3 IESI 11 APR 2017 1608

_e0409373-fdbe-4290-8b99-440d4f0a7bd5
FCOM.DSC.34.12.2.1.1 HSI ON 10 OCT 2017 1608

PFD
_28af5c79-8dec-40d7-a3ff-0e80c0f50f69
FCOM.DSC.34.12.2.2.1 Mini ND 11 APR 2017 1608

Arc Mode
_8b60a400-b3a6-4955-abc2-b98d34599dcd
FCOM.DSC.34.12.2.2.2 Mini ND 09 APR 2020 1608

Rose Mode
_33c42a83-5c2c-4c86-911d-d88058ac2fee
FCOM.DSC.34.12.3.1 ND on 12 OCT 2017 1608

MFD
_420d7fe2-d61e-4ac6-84c9-39cce150805d
FCOM.DSC.34.12.3.2 Symbols 06 JUN 2016 1608

_8168e488-ac04-4b24-80ad-0868ec535562
FCOM.DSC.34.12.4.1 ND display 06 AUG 2021 1608

after AHRS1+2 failure
_02c4e6d1-4fe0-4e8a-a314-e3fdf19803a8
FCOM.DSC.34.12.5.1 Selection 30 AUG 2017 1608

with MCP
_6ced2a84-50b1-4747-9694-753c96e94c49
FCOM.DSC.34.12.5.2 ND 06 JUN 2016 1608

Overlay
_ea23033d-480b-4479-b4e4-fe1a64b0c1e6
FCOM.DSC.34.12.6.1.1 ILS 06 JUN 2016 1608

Tuning
_b911ce9c-e247-4f32-aa5a-f43bc8846ff7
FCOM.DSC.34.12.6.1.2 VOR 06 JUN 2016 1608

Tuning
_fdec0e4e-c874-484a-9afb-66c38b09210d
FCOM.DSC.34.13.1.1.1 General 17 JUL 2018 1608

_4abaa29d-8a5f-4bae-a59c-5f514e1c7c36
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.34.13.1.2.1.1 Mode 28 MAY 2018 1608
1
_6127ffec-2579-4edd-b776-1b577c02f219
FCOM.DSC.34.13.1.2.1.2 Mode 28 MAY 2018 1608

2
_419d3c5c-8bbe-4863-b66d-0fb12e6beb49
FCOM.DSC.34.13.1.2.1.3 Mode 28 MAY 2018 1608

3
_9ec919b3-309c-4ae4-a25e-7bb7b80e4af8
FCOM.DSC.34.13.1.2.1.4 Mode 28 MAY 2018 1608

4
_6d59d6f6-9c86-4c90-8647-fe583f93bed7
FCOM.DSC.34.13.1.2.1.5 Mode 28 MAY 2018 1608

5
_2083c899-f60b-4c5f-b2d9-f425bc8cb6bf
FCOM.DSC.34.13.1.2.1.6 Mode 06 MAR 2019 1608

6
_e52cabf2-81a3-41ad-81e6-81d93ff15451
FCOM.DSC.34.13.1.2.2.1 Terrain 31 MAY 2018 1608

and Obstacle Awareness
_40cb2620-adf4-4537-9d4a-f507a73fde33
FCOM.DSC.34.13.1.2.2.2 29 MAY 2018 1608

Convergence Envelope
_294372dc-e0a1-466d-8f27-67f7f0044554
FCOM.DSC.34.13.2.1 GPWS 21 MAY 2019 1608

Selector
_1d5b0666-1e79-4f1e-bbc5-536d998efe9b
FCOM.DSC.34.13.2.2 GPWS 21 MAY 2019 1608

Light
_0a128fae-e9a1-47f8-ab65-8ab15a298066
FCOM.DSC.34.13.2.3 TERR 23 MAY 2019 1608

Guarded pb
_b75f0e46-3113-4e83-9888-8fb6d9d1a920
FCOM.DSC.34.13.2.4 Pull Up - 05 AUG 2021 1608

GPWS Pushbutton
_79b61d85-30b5-4e1b-ba14-7d6f7d6de16c
FCOM.DSC.34.13.2.5 TAWS Soft 04 JUN 2019 1608

Controls - VCP OVLY tab
_561183e1-9b0e-48c5-a793-6eb0a78c1ba1
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.34.13.2.6 Terrain 29 MAY 2019 1608
Background Display
_a7bea190-943f-4ca5-813f-c8f30498c9fb

Supply
_d13b5f8b-287a-4408-8431-3aa564dc7937
FCOM.DSC.34.13.4.1.1 TAWS 30 APR 2021 1608

reactive modes - Alert
_5cc84717-d7dd-4e41-a828-051cc1636266
FCOM.DSC.34.13.4.1.2 TAWS 13 JUL 2018 1608

predictive modes - Alert
_3a5242d7-c973-4b2d-8e94-6e3ca0a0620d
FCOM.DSC.34.13.4.1.3 TAWS- 28 MAY 2019 1608

Alert
_008acee4-fdda-412c-b746-9e041cbf9148
FCOM.DSC.34.13.4.1.4 13 JUL 2017 1608

_b74e23c6-f919-449d-bc55-0e356b44def3
FCOM.DSC.34.19.2 ATC with 07 MAY 2021 1608

ADS-B-OUT Function Active
_e3ccb5b6-e337-4677-9493-68d769e5efc5

_f1cf6848-e184-454d-b892-dd73848bbc11
FCOM.DSC.35.1.2 Flight Crew 17 NOV 2017 1608

Members
_6e5b3e50-d016-43a7-b239-030373eecf37
FCOM.DSC.35.1.3 Cabin Crew 21 MAR 2016 1608

Portable Unit
_217ba5be-73cb-469c-9dac-58ea42ba8b91
FCOM.DSC.35.1.4 Passengers 22 NOV 2017 1608

_ef1548f1-0ce5-4cba-bb38-7837cf2890a8
FCOM.DSC.35.2.1 Oxygen Panel 09 APR 2020 1608

_6871c983-8e86-4dff-9061-cb63faac2838
FCOM.DSC.35.2.2 Flight Crew 16 DEC 2020 1608

Oxygen Mask
_f16e2e14-2513-4f6c-848a-e77e60fe1221
FCOM.DSC.35.2.3 Underside Of 09 APR 2020 1608

Regulator
_6d199004-0988-4677-8ee1-4c37835d0e43
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.35.2.4 Display on SD 09 APR 2020 1608
Cabin Page
_84f0f4da-e5fe-467c-82b1-cd2cb6c6ede0
FCOM.DSC.35.3.1 Electrical 24 NOV 2016 1608

Supply
_46dc6d65-1cfb-4a4a-97ac-e3acd9274538
FCOM.DSC.35.4.1 OXYGEN LO 31 JUL 2017 1608

PR-Alert
_d21eddc3-e362-482c-b3cb-e592119a729d
FCOM.DSC.35.5.1 Schematics 17 NOV 2017 1608

_02bfdf42-1929-499f-83b1-1b4c3a484909

_19a1201b-3a88-4c88-930a-57c4d1448a5e
FCOM.DSC.36.1.2 Air Bleed 23 MAR 2016 1608

_8ca28d8d-ea3f-4358-84b7-e78f9ca0a773
FCOM.DSC.36.1.3 Isolation 17 NOV 2017 1608

_61d9a29b-5e36-44d0-bde4-ae1d4a00d86b
FCOM.DSC.36.1.4 Crossfeed 20 MAY 2019 1608

_b46eaa19-591c-4aaa-900c-2d15401ae5d7
FCOM.DSC.36.1.5 Wing Leading 23 MAR 2016 1608

Edge Ventilation
_60f5c131-52e7-4bfc-b8ae-d4dc3f48e862
FCOM.DSC.36.1.6 Leak 02 OCT 2017 1608

Detection System
_445a23d1-2102-4337-8e5b-ba25db079a9a
FCOM.DSC.36.1.7 Overheat 26 SEP 2017 1608

Control System
_48e3731d-b3c0-48b4-afe3-f012bd334539
FCOM.DSC.36.1.8 Overpressure 23 MAR 2016 1608

Control System
_4c98ed7c-9c78-4f37-8a32-afed028317aa
FCOM.DSC.36.1.9 HP Bleed Air 23 MAR 2016 1608

Thermal Protection
_e5f61d76-6bbe-4dc2-b4db-ed2fa5b73200
FCOM.DSC.36.2.1 AIR BLEED 29 MAY 2019 1608

Panel
_2b78c5c2-00ba-4444-a1a2-1cd3179d1c97
FCOM.DSC.36.2.2 Cabin SD 09 AUG 2017 1608

Page
_193f5d44-24fb-43d2-943b-96617ef600d8
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.36.3.1 Electrical 09 AUG 2017 1608
Supply
_c5e8e1b3-b943-438b-b5b4-c50dfd544b05
FCOM.DSC.36.4.1 ENG BLEED 07 APR 2020 1608

1(2) FAULT-Alert
_5276b6d3-f346-4ea9-9fea-da7219dbef9d
FCOM.DSC.36.4.2 BLEED 1(2) 31 JUL 2017 1608

OVHT-Alert
_46830597-ca36-470b-88f4-9ba7dec5d834
FCOM.DSC.36.4.3 BLEED 1(2) 31 JUL 2017 1608

LEAK-Alert
_ced157b0-3623-4fb7-bd41-75c8b9ba2dbf
FCOM.DSC.36.4.4 AIR BLEED X 28 MAY 2019 1608

VALVE OPEN-Alert
_7da3f4bb-de60-4790-8a71-be7ada2ada0a
FCOM.DSC.36.5.1 RH 09 APR 2020 1608

Maintenance Panel
_2049b5c9-673f-4a08-a681-8347da6954d5
FCOM.DSC.36.6.1 Schematic 23 MAR 2016 1608

_96419618-4f76-4a7c-a164-734ecdba03b1
FCOM.DSC.38.1.1 Description 09 MAR 2016 1608

_47cb524a-4d0f-42c0-97ad-082bf0d9d1c6
FCOM.DSC.38.1.2 Electrical 09 MAR 2016 1608

Supply
_e0c119f1-83f1-4825-94b2-ba9f157d126d
FCOM.DSC.52.1.1 Doors 08 APR 2016 1608

Location
_2efaa89b-17a1-470b-a116-518f5081a679
FCOM.DSC.52.1.2 Entry Door 17 FEB 2021 1608

_dc11622e-74ad-4132-a5c7-9820e171f203
FCOM.DSC.52.1.3 Service Door 17 FEB 2021 1608

_3c3d3cb9-987d-4ea1-bd8f-d54f86f82fda
FCOM.DSC.52.1.4 Internal Door 06 FEB 2020 1608

_f081caa7-01ca-43d2-bd9c-d6358d2b9332
FCOM.DSC.52.1.5 Cargo Door 30 NOV 2017 1608

_66425040-31aa-4e69-a4d4-6e63a6419ca4
FCOM.DSC.52.1.6 Forward 08 APR 2016 1608

Avionics Access Hatch
_27a5651a-f7eb-4735-a445-aae9c211ec31
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.52.1.7 Cockpit 08 APR 2016 1608
Communication Hatch
_c70b44ad-9c4c-4e19-a5a0-aabfee821a41
FCOM.DSC.52.1.8 Emergency 17 FEB 2021 1608

Exits
_b4a2ce21-861e-4c60-a724-898da4af045c
FCOM.DSC.52.2.1 DOORS 04 JUN 2019 1608

Panel
_d19cf0c1-182a-4e5e-82ce-d7593b9ed6f9
FCOM.DSC.52.2.2 Display on SD 06 JUL 2017 1608

Cabin Page
_2aaf4810-5e0b-4e67-9667-5d63322cc3b0
FCOM.DSC.52.2.3 Cabin Signs 11 OCT 2017 1608

Messages
_719d0101-ed0d-4476-8121-46baf3884283
FCOM.DSC.52.3.1 Electrical 24 OCT 2017 1608

Supply
_6a518f14-7ae0-44ae-9e90-b34411c4be52
FCOM.DSC.52.4.1 DOORS 14 OCT 2020 1608

UNLK IN FLIGHT-Alert
_beb6683e-39cd-4496-91a0-acb7925df8a1

_a2c0925d-6cad-4fc5-8c67-5fa2bab31576
FCOM.DSC.70.1.2 External View 08 APR 2016 1608

(Right)
_273db0b4-8266-4918-8dce-cf6f40b81ced
FCOM.DSC.70.1.3 External View 09 APR 2020 1608

(Left)
_ca082a72-ecc4-4b43-bd70-a7f8a0e42f46
FCOM.DSC.70.2.1 Engine 16 APR 2021 1608

_31af80ff-319b-47e6-85f5-b1758f629d4e
FCOM.DSC.70.2.2 Fuel System 02 OCT 2017 1608

_b9057e9b-5516-4179-baac-532e331f1586
FCOM.DSC.70.2.3 Lubrication 20 OCT 2017 1608

System
_d76b1afd-acf8-455d-af9e-c765d5d84de2
FCOM.DSC.70.2.4 Ignition 30 APR 2020 1608

System
_8046fe18-4837-404f-ab82-21e01f8a6845
FCOM.DSC.70.2.5 Air Inlet 02 OCT 2017 1608

_ea9dbcfe-6029-4649-b825-f974989c82e8
FCOM
1608 / 45 LEDM

Date
_29b38c24-b36e-4fb2-acab-3b63b79f5fe1
FCOM.DSC.70.2.6.2 Propeller 12 OCT 2017 1608

Brake
_75f678e3-e094-4b12-90f6-ceec17672d7c
FCOM.DSC.70.2.6.3 21 NOV 2019 1608

Engagement Logic
_dad9340d-3d96-405c-ae78-7525b8cb6eed
FCOM.DSC.70.2.6.4 Propeller 12 OCT 2017 1608

Valve
_4741066c-b2d2-4999-ad46-8daba7ccdc19
FCOM.DSC.70.2.6.5 PEC 12 OCT 2017 1608

_b91c5d58-863f-44df-adf4-bf5997a9f01b
FCOM.DSC.70.2.6.6 PIU 12 OCT 2017 1608

_b883e692-947d-47a7-865d-f4de4aeadbea
FCOM.DSC.70.2.6.7 Propeller 20 NOV 2019 1608

Regulation
_a653f56e-4520-44cb-9985-aa3a659e2554

_139d948f-4205-413c-b59a-3c0c99b00d6e
FCOM.DSC.70.3.2.1.1 Hydro 05 NOV 2019 1608

Mechanical Unit (HMU)
_b5d63869-2ec4-4767-9ede-7e5d8c3da437
FCOM.DSC.70.3.2.1.2 Electronic 20 OCT 2017 1608

Control
_8cab8f9f-51b8-4174-82c5-9a2198ca7a9e
FCOM.DSC.70.3.2.1.3 Propeller 08 APR 2016 1608

Control
_909fd337-6412-4778-8db9-1a71c8da625a
FCOM.DSC.70.3.2.1.4 PWR 29 NOV 2016 1608

MGT Selector
_736b726a-5f9e-4c04-a6bb-c037d5268a33
FCOM.DSC.70.3.2.2.1.1 General 11 OCT 2017 1608

_8a1a87bc-5590-4519-b754-152c22b93700
FCOM.DSC.70.3.2.2.1.2 PLA 11 OCT 2017 1608

Position 1
_339c4136-6ee9-40a8-9104-26324239da6f
FCOM.DSC.70.3.2.2.1.3 PLA 12 NOV 2019 1608

Position 2
_0ff47e4e-44f0-4605-9742-75c5e41152f5
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.70.3.2.2.1 EEC 11 OCT 2017 1608
Failure
_6d49e40c-de49-4b16-959d-38a6561a9606
FCOM.DSC.70.3.2.2.2 Base Law 19 OCT 2017 1608

(EEC off)
_83f8ae3a-09a7-4fa6-afc1-9301611eed01
FCOM.DSC.70.3.2.3.1 Hotel 11 OCT 2017 1608

Mode
_da5d41aa-5fa9-4dfc-9dd4-ba9e3a4589c5
FCOM.DSC.70.3.3.1 Blade Angle 04 OCT 2017 1608

Governing
_b947fe43-64e9-4aad-81b1-8d1b94d10d27
FCOM.DSC.70.3.3.2 Fuel 04 OCT 2017 1608

Governing
_b3589eb5-5e5a-481a-890d-c48aa1c3cd3f
FCOM.DSC.70.3.3.3 Transition 04 OCT 2017 1608

Mode
_71355d35-5452-43f4-8a5d-35b989e0c100

_7ca02232-f583-4626-a56f-6050d882a7e5
FCOM.DSC.70.4.1.2 12 OCT 2017 1608

Components
_8a3c1085-3f76-4c63-ad50-2105cda644e7
FCOM.DSC.70.4.1.3 Arming 08 APR 2016 1608

Conditions
_0ca92d2d-7cfa-4251-bf65-e4cb2d8c0d50
FCOM.DSC.70.4.1.4 Triggering 23 OCT 2017 1608

Conditions
_c3a431f6-336a-4a34-88b4-2f26f54fcea3
FCOM.DSC.70.4.1.5 Sequence 11 DEC 2020 1608

after Trigger
_612972cc-36a6-40fa-8a62-995fde78c824
FCOM.DSC.70.4.1.6 ATPCS 08 DEC 2017 1608

Sequence
_cd969747-9b4b-463f-977c-07a935961bf9
FCOM.DSC.70.4.1.7 ATPCS 28 MAY 2019 1608

Function
_01802fe9-206a-4caa-a530-6e68c1bbd9c4
FCOM.DSC.70.4.2.1 Power 17 OCT 2017 1608

Levers
_89b96e69-da7f-444b-8fca-8c2d6153a631
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.70.4.2.2 Power 02 FEB 2017 1608
Lever Switches
_e5ef2db8-e14a-456c-9fb2-3810617b19d2
FCOM.DSC.70.4.3.1 Idle Gate 08 APR 2016 1608

_77c779aa-a23c-4886-9350-11be1ac8108d
FCOM.DSC.70.4.4.1 Condition 05 NOV 2019 1608

Levers
_ef79af29-fe5c-4134-be42-cc334c8c8dfe
FCOM.DSC.70.4.4.2 Condition 02 FEB 2017 1608

Lever Switches
_1460f7bc-a9af-4a11-a1b5-8b4970abab1f
FCOM.DSC.70.4.5.6 FF-FU 23 NOV 2017 1608

Indicator
_3f5fc554-b701-4ba8-b15a-624af3893869
FCOM.DSC.70.4.5.7 Engine 09 DEC 2020 1608

Indications
_331dabca-66eb-4f61-a8cf-8a27a50e62d2
FCOM.DSC.70.4.6.1 ENG 1 ENG 26 JAN 2022 1608

2 Panel
_3498300a-8bc0-43d8-84f9-ccc1c53e4d10
FCOM.DSC.70.4.6.2 ENG 28 MAY 2019 1608

START Panel
_038adcff-8206-41f2-8d15-d79e1759873a
FCOM.DSC.70.4.6.3 PROP 21 DEC 2017 1608

BRAKE Panel
_3d3fea4b-a35c-435b-98bc-7a0a5cb5b49c
FCOM.DSC.70.4.6.4 PWR MGT 09 OCT 2018 1608

Panel
_809c4193-0bf9-4e20-ac0b-b0c4b36169c0
FCOM.DSC.70.4.6.5 X START 18 OCT 2017 1608

FAIL Light
_f0baaf04-1778-4601-b486-b64f8e43dde0
FCOM.DSC.70.4.6.6 ENG TEST 18 OCT 2017 1608

Panel
_5fd6177c-1f46-4cc6-ae23-2e68fd016dc7
FCOM.DSC.70.6.1 RH 02 APR 2019 1608

Maintenance Panel
_dc44afd8-592a-41f9-974a-53e74391fc37
FCOM.DSC.70.7.1 ENG 1 08 APR 2016 1608

_8e879473-0fd4-4845-b0c9-31e4b4965275
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.70.7.2 ENG 2 19 OCT 2017 1608
_6195cbac-7ec8-43dd-b57b-294b6899b8b0
FCOM.DSC.70.8.1 ENG 1(2) 25 JUN 2019 1608

Flame Out in Flight - Alert
_232b4ab4-e606-4f02-9dbb-75995ef89f81
FCOM.DSC.70.8.2 ABNORMAL 31 JUL 2017 1608

PROP BRK - Alert (with
Indications)
_88c9a90c-7d14-4ca8-88a7-20285e659518
FCOM.DSC.70.8.3 ABNORMAL 18 FEB 2016 1608

PROP BRK - Alert (without
Indications)
_9d26fc30-bfda-4fc7-a0a1-9a63930cec54
FCOM.DSC.70.8.4 EXCESSIVE 04 APR 2019 1608

ITT DURING START - Alert
_ba533dae-d79f-4119-a07e-2d13db6adaff
FCOM.DSC.70.8.5 No ITT During 31 JUL 2017 1608

Start - Alert
_f37dc679-9351-403c-9691-3c1818583139
FCOM.DSC.70.8.6 No NH During 22 DEC 2017 1608

Start - Alert
_6f68f68e-9a08-4ce9-9c00-253e17cdc886
FCOM.DSC.70.8.7 START 1(2) 25 JUN 2019 1608

FAULT- Alert
_ec7daf40-1300-40ef-be00-b8563c4d232a
FCOM.DSC.70.8.8 X Start Fail - 31 JUL 2017 1608

Alert
_9360db13-c28f-40f3-b7d5-bcffc20b2e03
FCOM.DSC.70.8.9 EEC 1(2) 31 JUL 2017 1608

FAULT - Alert
_7c365c6f-5018-4ac0-a736-d01167c10117
FCOM.DSC.70.8.10 EEC 1+2 31 JUL 2017 1608

FAULT - Alert
_ab326bdb-5197-4c3a-b5a5-94499138653d
FCOM.DSC.70.8.11 ENG 1(2) 31 JUL 2017 1608

Over Limit - Alert
_24b9883c-cb29-4e9f-a0b8-e924ee52d1b1
FCOM.DSC.70.8.12 ENG NAC 13 MAR 2019 1608

OVHT - Alert
_10e43f4f-429b-41e6-b2fc-65b66258c46a
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.70.8.13 PROP 1(2) 31 JUL 2017 1608
OVER LIMIT - Alert
_39966e81-da18-42d8-b9e5-2af0769a40c8
FCOM.DSC.70.8.14 Unexpected 07 SEP 2017 1608

100 % NP on One or Two
Engines - Alert
_347f3840-3e82-44ec-850e-56c92b0d96dd
FCOM.DSC.70.8.15 ENG 1(2) Oil 31 JUL 2017 1608

LO PR - Alert
_b3624cb8-fcb0-4790-932e-65512922ff8e
FCOM.DSC.70.8.16 ENG 1(2) Oil 09 DEC 2020 1608

TEMP below 45 °C - Alert
_2ea2c95b-ed5f-4fc8-a781-691b93e14b92
FCOM.DSC.70.8.17 ENG 1(2) Oil 28 MAY 2019 1608

TEMP High - Alert TEMP Below
140 °C
_0c3bfbb4-7f23-4a14-a3db-4a1d0babbdc4
FCOM.DSC.70.8.18 ENG 1(2) Oil 28 MAY 2019 1608

TEMP High - Alert TEMP Above
140 °C
_8ab91ff4-ade2-49ee-9176-bb75df1dcf44
FCOM.DSC.70.8.19 ENG Stall - 18 FEB 2016 1608

Alert
_9c2e7418-5257-402d-a0d0-84d7925ae2a5
FCOM.DSC.70.8.20 LO Pitch in 31 JUL 2017 1608

Flight - Alert
_cf95200e-89d3-4b75-8679-c863a556326c
FCOM.DSC.70.8.21 Single 31 JUL 2017 1608

Engine Operation - Alert
_02505563-330e-44c5-a5ca-9ae271c71d61
FCOM.DSC.70.8.22 Idle Gate 31 JUL 2017 1608

Fail - Alert
_85a8ca28-b487-40fe-8e40-dc3d5e955e29
FCOM.DSC.70.8.23 PEC 1(2) 31 JUL 2017 1608

SGL CH - Alert
_cfb9b082-9167-4980-abe8-a51b8299fa6c
FCOM.DSC.70.8.24 PEC 1(2) 31 JUL 2017 1608

FAULT - Alert
_377e92b2-687d-4a0a-bcfa-e2530d0acd98
FCOM
1608 / 45 LEDM

Date
FCOM.DSC.70.8.25 ENG 1(2) 31 MAY 2019 1608
FIRE - Alert - at Takeoff
_4b2f88d4-5b2f-4408-b6e7-566681ef6717
FCOM.DSC.70.8.26 ENG 1(2) 28 NOV 2017 1608

FIRE - Alert - In Flight
_d3646f62-724e-43a5-b522-05a91ae40662
FCOM.DSC.70.8.27 ENG 1(2) 15 JAN 2016 1608

SEVERE MECHANICAL
DAMAGE - Alert - on Ground
_b3272c84-552a-43b6-b0ff-c9d56d240265
FCOM.DSC.70.8.28 ENG 1(2) 15 JAN 2016 1608

SEVERE MECHANICAL
DAMAGE - Alert - In Flight
_a3c34b94-162e-4a18-a321-512c86d428c2
FCOM.DSC.70.8.29 Fire Loop 1A 04 JUN 2019 1608

(1B) (2A) (2B) Fault - Alert
_ca41d917-e585-4101-8b1e-d92e25081556
FCOM.FMS FMS PILOT’S GUIDE

FCOM.FMS.GEN.01 Disclaimer 10 SEP 2018 1608
_53583040-b7d3-4e8e-ab10-cb1bc6314e21
FCOM.FMS.GEN.02 Guide 10 SEP 2018 1608

Objectives
_f1e311ea-a4ac-4bfd-a9d1-c00ed75d6eb7
FCOM.FMS.GEN.03 Guide 10 SEP 2018 1608

Description
_e84bcad4-79a0-41a2-9e44-4e2d6f1f39e7
FCOM.FMS.GEN.04 Aircraft 10 SEP 2018 1608

Applicability
_efb01999-1dfc-410f-8009-9749eb6e0eff
FCOM.FMS.GEN.05 Author's 10 SEP 2018 1608

Note
_b83486f1-78da-429f-aceb-4cf31c3dc06c
FCOM.FMS.GEN.06 Contact 10 SEP 2018 1608

_d98edf8f-e924-4783-8025-0116c118925b
FCOM.FMS.00.10.01 Chapter 13 SEP 2018 1608

Objectives
_9906dc47-7f65-4531-b3f5-eec36cf10381
FCOM.FMS.00.10.02 General 13 SEP 2018 1608

Contribution for Navigation
_2b947261-be24-41a9-87ae-968ee8970ee2
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.00.10.03 Interfaces 13 SEP 2018 1608
_4426a26f-0a2e-46c3-9e6b-56ea926e94fa
FCOM.FMS.00.20.01.01 At FMS 13 SEP 2018 1608

Power Up
_fcbed704-2e7c-4ac3-88ef-8a0bdcbf8cfa
FCOM.FMS.00.20.01.02 FMS 13 SEP 2018 1608

Selection
_3c9bc20e-1286-40ff-8330-6f7c42b44378
FCOM.FMS.00.20.01.03 FMS 13 SEP 2018 1608

Starting
_34a6b46c-acf1-4544-aa67-29e6675baaad
FCOM.FMS.00.20.02.01.01 INIT 13 SEP 2018 1608

Page
_50ed9e15-3195-4a84-99c6-b8ce2aef5cdb
FCOM.FMS.00.20.02.02.01 13 SEP 2018 1608

Introduction
_ba840a61-9e4a-4ca6-9f0c-d80690b2b463
FCOM.FMS.00.20.02.02.02 POS 13 SEP 2018 1608

INIT (SEQ 1 - STEP 1)
_4e645ed9-d2fb-4db9-9265-bac398fea912
FCOM.FMS.00.20.02.02.03 NAV 13 SEP 2018 1608

DATA (SEQ 1 - STEP 2)
_1dd740ad-1df7-4220-90de-357de9c84000
FCOM.FMS.00.20.02.02.04 13 SEP 2018 1608

UNITS (SEQ 1 - STEP 3)
_f1dbb8c9-5214-43fc-b6e0-18bd3f5dbdb8
FCOM.FMS.00.20.03.01 Takeoff 13 SEP 2018 1608

Weights Initialization (SEQ 2 -
STEP 1)
_83bca3e0-7b3b-445f-b547-b5614ede2249
FCOM.FMS.00.20.03.02 13 SEP 2018 1608

Performance Settings (SEQ 2 -
STEP 2)
_73f978dc-4685-4166-848b-3b23a8712a91
FCOM.FMS.00.20.04.01 FPLN 12 SEP 2018 1608

Initialization (SEQ 2 - STEP 3)
_814ba24c-7b46-475f-af32-00b8872b701b
FCOM.FMS.00.20.05.01 Flight 13 SEP 2018 1608

Plan Initialized
_81d9f004-c222-48c0-bf68-8120d261fa8e
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.00.20.05.02 T.O 13 SEP 2018 1608
Runway or SID Revision (If
Required)
_175f4f98-b463-44ad-9e27-c60f9f14dfa3
FCOM.FMS.00.20.06.01 SEC 13 SEP 2018 1608

Initialization
_df41385c-d4b1-4c04-80d0-f510dcad9b34
FCOM.FMS.00.20.06.02 SEC 13 SEP 2018 1608

Revision
_8f4405d7-4c34-427f-8763-57e4cfcc9471
FCOM.FMS.00.20.06.03 SEC 13 SEP 2018 1608

Performances Initialization
_85aeaaae-b4b3-46b4-bf86-840fcb53d978
FCOM.FMS.00.20.06.04 SEC 13 SEP 2018 1608

Activation (If required)
_26db805d-66b8-4ff8-a6fb-cced65758711
FCOM.FMS.00.20.06.05 SEC 13 SEP 2018 1608

Cancelation (If required)
_5dd3c3ca-aff7-4663-b5b5-c1251fa8ca41
FCOM.FMS.00.20.07.01 13 SEP 2018 1608

Unserviceable VHF NAVAIDS
Deselection
_815d23bd-7bbb-4dc0-9514-fad4cfa45da5
FCOM.FMS.00.20.08.01 Wind 12 SEP 2018 1608

Entry
_e144f722-bbf0-4fbe-bb36-205db6bdb6f8
FCOM.FMS.00.20.09.01 T.O 13 SEP 2018 1608

Weight Update
_4d6ae833-6999-4ad5-942d-a65c5619e1f0
FCOM.FMS.00.30.01.01 13 SEP 2018 1608

Atmospheric Conditions Entry
_04a07c9b-461a-4369-95d9-c7939bb9ac56
FCOM.FMS.00.30.02.01 T.O 13 SEP 2018 1608

Speeds V1 VR V2 Check-Update
_3ced6916-cb8b-4125-a305-bf724bbeac18
FCOM.FMS.00.30.02.02 T.O 12 SEP 2018 1608

Performance Parameters
Confirmation
_6906dfd7-6546-4ca4-9f69-7bdd2b30c6b6
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.00.30.03.01 Last 13 SEP 2018 1608
Changes Before T.O (If Required)
_68a2e8b4-9fa8-4a25-9244-2eb5b8998fd7
FCOM.FMS.00.30.05.01 LNAV- 12 SEP 2018 1608

VNAV Modes Arming
_d8497259-fc46-45e3-8445-086feb7ee2b1
FCOM.FMS.00.30.06.01 MCDU 13 SEP 2018 1608

Pages for Takeoff (Advisory)
_0c903a97-0080-4ef3-ad22-dff006e3b3d5
FCOM.FMS.00.40.02 LNAV- 13 SEP 2018 1608

VNAV Modes Activation at
Takeoff
_7b373449-3586-4f50-b9fd-f0a33bd78ffd
FCOM.FMS.00.40.03 MCDU 13 SEP 2018 1608

Pages for Climb and Cruise
(Advisory)
_6e68a1c7-b79f-4f98-9b2e-c0c481eb24f1
FCOM.FMS.00.50.01 Lateral 13 SEP 2018 1608

Guidance
_26aa0776-091f-4684-bc8a-5deecd4b6d01
FCOM.FMS.00.50.02 Vertical 13 SEP 2018 1608

Guidance
_3eb2df33-a976-4e33-adc4-6143751e5def
FCOM.FMS.00.60.01.01 FPLN 13 SEP 2018 1608

Predictions Monitoring
_429c2583-3218-4b95-b1fd-17d4582ed79a
FCOM.FMS.00.60.01.02 Actual 13 SEP 2018 1608

Navigation Performance (ANP)
Monitoring (If Required)
_89d1f2ac-93be-4655-8646-f5a476c636e9
FCOM.FMS.00.60.02.01.01 Flight 13 FEB 2020 1608

plan revision Mode
_a79b7358-a7e1-4685-a866-41c4c9e793a5
FCOM.FMS.00.60.02.02.01 13 SEP 2018 1608

General DIRECT TO Page
_7306ee72-6e16-473b-960b-7b92b34023b7
FCOM.FMS.00.60.02.02.02 13 SEP 2018 1608

Detailed DIRECT TO Page
_d407aaae-a1ca-4e43-9eca-cd87cb0ed17c
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.00.60.02.03.01 13 SEP 2018 1608
Revision Pages
_7f3522b4-6136-45ec-b9bb-f68899276ef3
FCOM.FMS.00.60.02.04.01 LTRL 13 SEP 2018 1608

REV PAGE - CHECK POS TO
_576d872a-e5db-4276-945a-9d9ee3831b41
FCOM.FMS.00.60.02.04.02 LTRL 29 MAY 2019 1608

REV PAGE - OFFSET
_8266d797-90a7-481f-a466-28ebd0281d5f
FCOM.FMS.00.60.02.04.03 LTRL 13 SEP 2018 1608

REV PAGE - HOLD-HOLDING
PATTERN
_08a81b41-a17a-494c-bf60-71a4e750d94b
FCOM.FMS.00.60.02.04.04 LTRL 12 SEP 2018 1608

REV PAGE - OVERFLY
_7598f132-1020-4204-958a-37ed34891af9
FCOM.FMS.00.60.02.04.05 24 JAN 2019 1608

LATERAL REVISION -
WAYPOINT INSERTION
_d4d4089b-b69b-49d1-8e4f-eabfe7397d34
FCOM.FMS.00.60.02.04.06 LTRL 13 SEP 2018 1608

REV PAGE - NEW
DESTINATION
_46a50934-4395-450d-bfe0-ad2f20de546d
FCOM.FMS.00.60.02.04.07 LTRL 13 SEP 2018 1608

REV PAGE - AIRWAY
INSERTION
_11bf8bb9-fe74-4ee0-a0eb-544cc442e578
FCOM.FMS.00.60.02.04.08 13 SEP 2018 1608

VERT REV PAGE - RTA
_973e30f7-d9be-4168-8d66-ce25087d0511
FCOM.FMS.00.60.02.04.09 13 SEP 2018 1608

VERT REV PAGE - STEP TO
(ALT STEP)
_baf0deda-5e5c-4820-8716-61c4d1ee2f86
FCOM.FMS.00.60.02.04.11 13 SEP 2018 1608

VERTICAL GUIDANCE TO STEP
WAYPOINT
_d1c1cc02-3978-47fa-a007-e9925ff5422c
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.00.60.02.04.12 13 SEP 2018 1608
VERT REV PAGE - ALT CNSTR
_4eeb70e2-e40c-4625-ad7c-ff7de0361cb4
FCOM.FMS.00.60.02.04.13 13 SEP 2018 1608

VERT REV PAGE - SPD CNSTR
_7bf7dcd7-c973-42d7-8335-67cc66d97bf9
FCOM.FMS.00.60.02.04.14 13 SEP 2018 1608

VERT REV PAGE - FLIGHT
PATH ANGLE (ON WPT)
_58a0059c-5736-4afd-8cbe-bab0775ff064
FCOM.FMS.00.60.02.04.15 13 SEP 2018 1608

CLEAR KEY - DATA REMOVAL
OR RESET
_95aa873f-f6dc-469b-bd7a-a3eed6f97192
FCOM.FMS.00.60.02.05.01 13 SEP 2018 1608

TMPY - FPLN Revisions
Activation
_3a1e41b5-f3c9-4f43-b042-03b03a03df4e
FCOM.FMS.00.60.02.06.01 12 SEP 2018 1608

Cancel FPLN Revision (If
Required)
_4dab11e0-ffdd-4dc6-8299-a27bb0ad0da6
FCOM.FMS.00.60.03.01 Arrival 20 MAY 2019 1608

Procedure Selection
_626f0ab6-e7e7-4eac-aca9-f02bb8251a63
FCOM.FMS.00.60.03.02 Specific 13 SEP 2018 1608

Approaches Procedure
_9f14a6fe-e03e-44dd-923f-75744526d572
FCOM.FMS.00.60.03.03 QNH 13 SEP 2018 1608

and Wind at Destination
_8e99786c-f513-459b-b11c-5e05fe46657e
FCOM.FMS.00.60.03.04 20 MAY 2019 1608

Temperature Compensation
_892bb7c1-f5fd-4057-954d-3442300c550d
FCOM.FMS.00.60.03.05 13 SEP 2018 1608

Approach Speeds Check
_ba57bd40-7fd7-4330-8e31-ca6e334db347
FCOM.FMS.00.70.01 Arrival 13 SEP 2018 1608

Procedure Revision (If Required)
_4c544b2e-3732-4edf-bd28-9ac3083b93e4
FCOM
1608 / 45 LEDM

Date
Guidance During Descent
_bafb802e-6105-4af1-8144-8c86d7efce97

DIRECT TO
_b5ec923f-5fa7-4e0a-8684-6706a630af83
FCOM.FMS.00.70.05 VECTOR 13 SEP 2018 1608

TO FINAL (for LPV or LP
Approach)
_9004b276-fe7e-4d95-a96d-71cbbfa9b94c
FCOM.FMS.00.80.01 FMS 13 SEP 2018 1608

Guided Approach Procedures
_a2ddeb62-2f19-4c6e-a847-0a65905e067c
FCOM.FMS.00.80.02 End of 13 SEP 2018 1608

FPLN
_b44e4706-e8d4-4134-8f14-8bb078343ead
FCOM.FMS.00.90.01 Missed 13 SEP 2018 1608

Approach
_27a3cb99-05c5-4642-a820-e3b0c059734c
FCOM.FMS.01.10.01 Introduction 03 OCT 2018 1608

_a225b506-533d-423f-8b05-a12055646025
FCOM.FMS.01.10.02 System 03 OCT 2018 1608

Interfaces
_51583102-1550-4ea2-8f30-0c59564f7337
FCOM.FMS.01.10.03 Cockpit 03 OCT 2018 1608

Interfaces
_7b54203d-be6a-43c2-861a-8971682686f3
FCOM.FMS.01.20.01.01 03 OCT 2018 1608

Description
_6a5cdf5e-d505-4573-aec0-14e99d18fba6
FCOM.FMS.01.20.01.02 DU 03 OCT 2018 1608

Power Up
_fb2f158e-d2d9-4cb4-b499-4dbb1d201072
FCOM.FMS.01.20.01.03 DU Start 03 OCT 2018 1608

Process
_a5096886-d82f-4812-a20c-fed39e30b067
FCOM.FMS.01.20.02.01 FMS 04 MAY 2021 1608

Software and Databases
_e8ea5131-a3d2-4436-9654-d92d60a09136
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.01.20.03.01 FMS 03 OCT 2018 1608
Operation Modes
_d6642c56-a4a5-4792-8eeb-5b9b852fa3c7
FCOM.FMS.01.20.04.01 Dual 03 OCT 2018 1608

FMS Configuration
_e62e0598-7190-44a7-bab3-9d369a0b1ba0
FCOM.FMS.01.20.05.01 03 OCT 2018 1608

Introduction
_7157938d-9514-4c99-848d-06e801b3f919
FCOM.FMS.01.20.05.02 Flight 13 FEB 2020 1608

Plans
_e1569ee8-0fc8-4d53-88ae-94cb6b69ab3e
FCOM.FMS.01.20.05.03 03 OCT 2018 1608

Performance Predictions
_82e6e2e2-9ffc-462e-b94e-648d2e19cda2
FCOM.FMS.01.20.05.04 03 OCT 2018 1608

Localization
_b1491bb8-f3bf-42d6-aeee-74239f046901
FCOM.FMS.01.20.05.05 03 OCT 2018 1608

Navigation
_6ec8d033-8c23-42d8-8733-7ab84d1605de
FCOM.FMS.01.20.05.06 03 OCT 2018 1608

Guidance
_83abf76c-927c-4cbd-8095-93dc829c5a78
FCOM.FMS.01.20.06.01 03 OCT 2018 1608

Limitations
_cd499069-e887-4f37-9ec3-cfe6776dbe15
FCOM.FMS.01.30.01.01.01 19 SEP 2018 1608

FGCP
_68cbe68f-5c95-4b30-a14d-36cb9b5c4849
FCOM.FMS.01.30.01.02.01 Index 19 SEP 2018 1608

Control Panel (ICP)
_b81bcc0a-a83e-48de-9ad3-f6df71401d42
FCOM.FMS.01.30.01.03.01 19 SEP 2018 1608

Description
_747b21eb-c18f-4209-a436-122dc521cdba
FCOM.FMS.01.30.01.03.02 FMA 19 SEP 2018 1608

Area
_f5e1c910-947e-4ef8-949c-48f866ad4f9e
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.01.30.01.03.03 28 JAN 2019 1608
Attitude Display Indicator Area
_7c86799b-e66e-4cde-83cb-0bc696e01caf
FCOM.FMS.01.30.01.03.04 11 MAR 2021 1608

Airspeed Area
_6b963e8a-c081-4812-893a-c23e18024fdb
FCOM.FMS.01.30.01.03.05 19 SEP 2018 1608

Altitude Area
_2bb6628b-c2fb-4cd5-82f3-691eca32193e
FCOM.FMS.01.30.01.03.06 19 SEP 2018 1608

Vertical Speed Area
_97995f12-0317-431b-8f8f-79f41a92a383
FCOM.FMS.01.30.01.03.07 20 MAY 2019 1608

Navigation Area
_53033754-64d7-4a01-9e04-d8b5a3820810
FCOM.FMS.01.30.01.04.01 19 SEP 2018 1608

Description
_6881d81c-4ee0-4c48-96c4-3992ff074d3d
FCOM.FMS.01.30.01.04.02 MFD 19 SEP 2018 1608

- Navigation Display (ND) Format
_8acb167f-1544-4779-8aac-a9e2b0fd35a1
FCOM.FMS.01.30.01.04.03 MFD 07 DEC 2018 1608

PERF INIT Page
_4b751f01-024a-4c69-a265-c792c41c7308
FCOM.FMS.01.30.01.04.04 VCP 19 SEP 2018 1608

_89b5988f-e5f6-429b-84cb-c2ef7605e818
FCOM.FMS.01.30.01.04.05 VCP 12 NOV 2021 1608

NAV PAGE
_81606fb6-7a92-401d-b7a7-d2520ed21867
FCOM.FMS.01.30.01.04.06 VCP 19 SEP 2018 1608

PERF Page
_226c2a37-5f88-4701-8e80-e820ed95c6fb
FCOM.FMS.01.30.01.05.01 19 SEP 2018 1608

Description
_adfc7a78-c1b0-4365-a7fc-fb587acf3736
FCOM.FMS.01.30.01.05.02 TRIM 19 SEP 2018 1608

Area
_46c6814c-f58f-461b-9d8f-8e1973bc4a23
FCOM.FMS.01.30.01.05.03 19 SEP 2018 1608

Engine Display Area
_10d29850-1d84-493f-8f13-7ce849f1d0f9
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.01.30.01.05.04 19 SEP 2018 1608
Permanent Data Area
_6b178361-a9b9-4d4c-b17e-e4eb2f6beaaf
FCOM.FMS.01.30.02.01.01 19 SEP 2018 1608

Introduction
_1b3cdb95-62b4-49b6-a0ab-072e395f74a3
FCOM.FMS.01.30.02.02.01 GO 19 SEP 2018 1608

AROUND pb
_ae32f097-570b-40ec-a843-d894a4db4e59
FCOM.FMS.01.30.02.03.01 19 SEP 2018 1608

Description
_88f25cfe-91b4-4a8b-a858-3858f6f29699
FCOM.FMS.01.30.02.03.02 19 SEP 2018 1608

Overview
_ee11e617-59d8-498b-87e8-161f9a8b281d
FCOM.FMS.01.30.02.03.03 19 SEP 2018 1608

Indicators
_4459c840-4b16-4ed1-be8b-46ced48ec016
FCOM.FMS.01.30.02.03.04 19 SEP 2018 1608

Command Keys
_435c1ff9-7ec5-4672-ad65-3c22042e7ffa
FCOM.FMS.01.30.02.03.05 20 MAY 2019 1608

Menu Key
_7bba8f02-b819-45ad-a2cc-4667b5885880
FCOM.FMS.01.30.02.03.06 FMS 19 SEP 2018 1608

PAGES Keys
_a585531b-c184-4641-b414-5477c9502382
FCOM.FMS.01.30.02.03.07 19 SEP 2018 1608

FPLN Key
_015ac43d-8457-4da1-b0f9-fed309833fdd
FCOM.FMS.01.30.02.03.08 DTO 19 SEP 2018 1608

Key
_3b2aca29-97e7-4223-b0d6-94a1e1484037
FCOM.FMS.01.30.02.03.09 19 SEP 2018 1608

PERF Key
_3b520097-b6d8-4d84-b784-2e5cf7df14b1
FCOM.FMS.01.30.02.03.10 MSG 19 SEP 2018 1608

Key
_21671dcb-e88a-47d7-b92e-ff4dc60c363f
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.01.30.02.03.11 19 SEP 2018 1608
PROG Key
_5ec1c0ba-9130-4a4d-9a18-c0b534642eb7
FCOM.FMS.01.30.02.03.12 19 SEP 2018 1608

DATA Key
_6ef494b0-0409-423b-9a0d-19fcd5d17fd5
FCOM.FMS.01.30.02.03.13 19 SEP 2018 1608

VNAV Key
_f1e2d43a-520b-415c-81b1-ddd762bb55a4
FCOM.FMS.01.30.02.03.14 MRK 19 SEP 2018 1608

Key
_9f80a807-4935-4ec1-b44a-bc7f912f2dbc
FCOM.FMS.01.30.03.01 19 SEP 2018 1608

Symbology
_a85a3362-c6ce-461f-81ba-a9b3282896bd
FCOM.FMS.02.10.01 Access to 11 SEP 2018 1608

the FMS Initialization
_5de75899-44cb-4b37-8e23-8b1e8541048a
FCOM.FMS.02.10.02 FMS 11 SEP 2018 1608

Position Initialization
_30c3fcd2-30d0-4ecc-bba5-078db54d2e55
FCOM.FMS.02.10.03 Units 11 SEP 2018 1608

_3bd405d5-58d5-4bf1-931b-226b5315cb7e
FCOM.FMS.02.20.01.01 FPLN 11 SEP 2018 1608

Display
_e75f249f-6365-4f9c-89dd-6236ade8594e
FCOM.FMS.02.20.02.01 11 SEP 2018 1608

Description
_01742ee9-a8ae-4d04-9416-c34b18b712ab
FCOM.FMS.02.20.02.02 FPLN 11 SEP 2018 1608

INIT Page
_f3cea876-d859-462d-84ef-a6636768311f
FCOM.FMS.02.20.02.03 ROUTE 05 AUG 2021 1608

SEL Page
_aa4da849-512c-481c-9b56-7ae18aed4420
FCOM.FMS.02.20.03.01 FPLN 11 SEP 2018 1608

Activation
_3c3f4a97-5e91-4585-af0f-3a6ea808f7d9
FCOM.FMS.02.20.04.01.01 10 SEP 2018 1608

Lateral - Vertical Revisions
_cbd0cec1-3ff5-4f9d-b614-d258fd9836c9
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.20.04.02.01 11 SEP 2018 1608
Departure and Destination
Airports
_aec81c32-a3f5-4ddd-a9b9-1d85a01f2e0a
FCOM.FMS.02.20.04.02.02 04 MAY 2021 1608

Departure Procedure
_bf0b6281-c130-4c82-85ae-14c54d1d2e36
FCOM.FMS.02.20.04.02.03 11 SEP 2018 1608

Arrival Procedure
_24d2158d-da9e-4c18-9535-e61ed77947c7
FCOM.FMS.02.20.04.02.04 11 SEP 2018 1608

Alternate Airport
_f456aaa2-e6e1-4bca-a0d1-b2e0f02d3e45
FCOM.FMS.02.20.04.03.01 10 SEP 2018 1608

Waypoints
_fa620e0f-e75a-43e4-b5e3-f557206c1a6c
FCOM.FMS.02.20.04.03.02 10 SEP 2018 1608

Airways
_cdd9cba1-0ff3-40f0-b23c-87bc1a3514e6
FCOM.FMS.02.20.04.03.03 10 SEP 2018 1608

Lateral DIRECT TO
_9073c3f3-628b-4cae-b014-aac44d7ff21c
FCOM.FMS.02.20.04.03.04 11 SEP 2018 1608

Vector to Final
_05990cef-8dc6-4ab1-b5fa-8e0e457c5539
FCOM.FMS.02.20.04.03.05 11 SEP 2018 1608

Discontinuity
_c57f2b5e-b6e5-4b6e-8700-815271d7afef
FCOM.FMS.02.20.04.04.01 LTRL 11 SEP 2018 1608

REV Page
_560dc204-6b9e-4e00-83b8-882a42c05279
FCOM.FMS.02.20.04.04.02 11 SEP 2018 1608

Waypoint Turn Transition -
OVERFLY - FLY-BY
_ce4b1bde-1433-460a-a3d0-20cb49ed090a
FCOM.FMS.02.20.04.04.03 Hold 11 SEP 2018 1608

- Holding Pattern
_abc9dbea-eafd-47a9-9a06-c7c4f73e58a3
FCOM.FMS.02.20.04.04.04 10 SEP 2018 1608

OFFSET
_eafd3eb5-d091-48e0-b61c-f87f1c0e046c
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.20.04.04.05 11 SEP 2018 1608
CHECK POS TO [ ]
_d22dedb1-2557-4d41-b0ee-3099c78f0fbc
FCOM.FMS.02.20.04.04.06 11 SEP 2018 1608

NEXT WPT [ ]
_a3b43474-a1a3-4a4b-9732-2779242e33aa
FCOM.FMS.02.20.04.04.07 NEW 11 SEP 2018 1608

DEST [ ]
_1fe3354a-0f17-45ea-bf8b-4b4a11e17620
FCOM.FMS.02.20.04.05.01 11 SEP 2018 1608

VERT REV Page
_701f110c-bee4-48f5-826d-6ca8ded55dfb
FCOM.FMS.02.20.04.05.02 11 SEP 2018 1608

Vertical DIRECT TO
_0ad4fedd-b586-4bbe-8a60-b37f7eec5da3
FCOM.FMS.02.20.04.05.03 11 SEP 2018 1608

STEP TO
_a14369da-6b26-48fb-8bb1-5cff6c784a16
FCOM.FMS.02.20.04.05.04 RTA 10 SEP 2018 1608

- Time Constraint
_402dd97c-c278-4e33-a5fd-5081246a4445
FCOM.FMS.02.20.04.05.05 ALT 13 JAN 2020 1608

CNSTR - Altitude Constraint
_72307a58-a180-4e18-98c9-121fcff45dfc
FCOM.FMS.02.20.04.05.06 SPD 11 SEP 2018 1608

CNSTR - Speed Constraint
_a4dcea3f-6f0c-4a01-ba2a-a364b963ea7a
FCOM.FMS.02.20.04.05.07 11 SEP 2018 1608

Inbound Flight Path Angle (FPA)
Constraint
_cfbe06d7-d66f-4d49-bc32-d0e30165e152
FCOM.FMS.02.20.05.01 FPLN 11 SEP 2018 1608

Sequencing
_82aee8c3-3a35-4f8d-bd1f-b32560eabd90
FCOM.FMS.02.20.06.01 FPLN 10 SEP 2018 1608

Ending
_0fcc073c-8771-4c91-9dc2-37fded1a2573
FCOM.FMS.02.20.07.1 FPLN 07 DEC 2018 1608

Cancellation
_30d7c3f0-b219-435f-be9a-e35dac67aede
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.30.01 TMPY 11 SEP 2018 1608
Opening
_d8e86abd-5262-4cad-96f6-fbf13f94482d
FCOM.FMS.02.30.02 TMPY 11 SEP 2018 1608

Display
_7924da8a-73ee-436f-84b0-fab3dba0b98a
FCOM.FMS.02.30.03 TMPY 11 SEP 2018 1608

Revisions
_785db1c7-d3b7-4f32-b4de-4c8209063fa8
FCOM.FMS.02.30.04 TMPY 11 SEP 2018 1608

Sequencing
_40528fad-0a29-4ba0-b727-1b5e1b7f782b
FCOM.FMS.02.30.05 TMPY 11 SEP 2018 1608

Cancellation
_d616d1c9-5428-4c4f-afaa-8d70dfed122b
FCOM.FMS.02.30.06 TMPY 11 SEP 2018 1608

Closing and Execution
_c04a05c2-dae5-48a4-b1bd-9f6f0c614abe
FCOM.FMS.02.40.01 SEC 11 SEP 2018 1608

Initialization
_43906565-6304-45eb-948a-95d9c1be961a
FCOM.FMS.02.40.02 SEC 11 SEP 2018 1608

Display
_6f33a3b4-85d6-4f3e-bab2-67e60b617353
FCOM.FMS.02.40.03 SEC 11 SEP 2018 1608

Revisions
_a8b69ea5-cf0e-4792-8131-b17c46a398e0
FCOM.FMS.02.40.04 SEC 11 SEP 2018 1608

Saving
_8d1cb762-6a6a-45e2-9a9f-5bf1720327e1
FCOM.FMS.02.40.05 SEC 11 SEP 2018 1608

Cancellation
_3a699709-e0d7-496f-9853-6539f9cf815e
FCOM.FMS.02.40.06 SEC 11 SEP 2018 1608

Activation
_646273c6-d3ae-4e2d-ac19-6b3e0a3be798
FCOM.FMS.02.50.01.01 10 SEP 2018 1608

Initialization
_5344c0ab-dd48-49be-9495-488cddc093d1
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.50.02.01 Primary 11 SEP 2018 1608
Flight Conditions
_4f6ce6b2-8a7d-4097-ace3-935a2dfaf93a
FCOM.FMS.02.50.03.01 11 SEP 2018 1608

Introduction
_5d236932-d822-4507-994d-c18894d984a1
FCOM.FMS.02.50.03.02 Takeoff 10 SEP 2018 1608

Conditions
_e0a9dbf6-a521-42dd-8018-fc6b7896704b
FCOM.FMS.02.50.03.03 Cruise 11 SEP 2018 1608

Conditions
_79889f8c-9b2d-46db-97e9-4eb561e76658
FCOM.FMS.02.50.03.04 11 SEP 2018 1608

Approach Conditions
_8c976dde-9fcc-4b63-983e-416287394bfb
FCOM.FMS.02.50.04.01.01 11 SEP 2018 1608

Introduction
_66751721-4a57-43aa-ae54-89508ba56d8f
FCOM.FMS.02.50.04.02.01 11 SEP 2018 1608

Description
_9905e2ce-8e05-4c00-9725-808595aa2e9b
FCOM.FMS.02.50.04.02.02 11 SEP 2018 1608

Simplified Model - Cruise Mean
Wind
_5c759420-0eaf-4cf3-a078-cf89704f772a
FCOM.FMS.02.50.04.02.03 11 SEP 2018 1608

Precise Model - Multi Wind Profile
_be282a84-f709-4ab7-aeb0-5692f35d1d26
FCOM.FMS.02.50.04.02.04 Wind 11 SEP 2018 1608

at Destination
_304da622-310b-418f-80df-de9bbd756375
FCOM.FMS.02.50.04.02.05 11 SEP 2018 1608

Current Wind
_683f3276-2463-435a-94a7-2a32b7f073b6
FCOM.FMS.02.50.04.03.01 QNH 11 SEP 2018 1608

_3bf2986b-6f05-4014-9cf6-33a5c61c25f5
FCOM.FMS.02.50.04.03.02 11 SEP 2018 1608

Temperature
_5c7096b0-e1c7-4de8-b6f9-5afa417f7dd4
FCOM.FMS.02.50.04.04.01 Icing 10 SEP 2018 1608

_7048198f-cd82-4402-b749-df23e0feb369
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.60.01 General 11 SEP 2018 1608
Description
_779cd5f9-0398-4a6c-8ad9-4f47b7b71c39
FCOM.FMS.02.70.01 Initialization 11 SEP 2018 1608

and Revisions
_4a15025a-5308-439a-bceb-f099d146674e
FCOM.FMS.02.70.02 SEC PERF 11 SEP 2018 1608

Cancellation
_17768dab-aa21-429a-a72f-075e87ce74b6
FCOM.FMS.02.70.03 SEC PERF 11 SEP 2018 1608

Activation
_a5abe361-b873-46f3-b720-0bafb24ffa68
FCOM.FMS.02.80.01.01 11 SEP 2018 1608

Navigation Source
_1c91f155-f8a0-4858-9306-89bf374c9a4b
FCOM.FMS.02.80.02.1 07 DEC 2018 1608

Introduction
_547bac04-674c-4f10-a5eb-6a534275ef09
FCOM.FMS.02.80.02.2 07 DEC 2018 1608

Operational Range
_42bb363f-46a8-42d5-85c4-dcd1f23c71ed
FCOM.FMS.02.80.02.3 Multi- 07 DEC 2018 1608

sensors Configurations
_cff84fe6-e5fd-4e0f-bc17-3175e5669c76
FCOM.FMS.02.80.02.4 FMS 11 SEP 2018 1608

Position Fixing Mode
_987cbcd6-0a1a-4bf8-b892-5d8b27012a8f
FCOM.FMS.02.80.02.5 FMS 22 JAN 2021 1608

Localization Mode
_b0c68605-bd1f-4fe1-acf4-6f28485f7f61
FCOM.FMS.02.80.02.6 Controls 22 JAN 2021 1608

_792c0ea9-eec4-49c8-8e5c-157d615ed6d9
FCOM.FMS.02.80.02.7 ND 11 SEP 2018 1608

Display
_f73e2fba-6422-44e5-aba1-23c2d1b54415
FCOM.FMS.02.80.03.01 11 SEP 2018 1608

Introduction
_f478b248-effc-49a6-acf1-dab00096f04d
FCOM.FMS.02.80.03.02 ND and 11 SEP 2018 1608

PFD - Navigation Area
_dd894266-8d23-4b07-ba68-a1f3e51a5b21
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.80.03.03 PFD - 11 SEP 2018 1608
ADI
_ae224cee-6ed1-4ef4-8689-d45f98773e93
FCOM.FMS.02.80.03.04 MCDU 11 SEP 2018 1608

_c25562d3-d684-4ae1-bd32-0cb199a2fc61
FCOM.FMS.02.80.04.01 Vertical 11 SEP 2018 1608

Navigation
_8620bf01-9bfa-4f5a-89e3-ae65dd447c55
FCOM.FMS.02.80.05.01 11 SEP 2018 1608

Introduction
_f9ddbfe8-4aa1-4eb1-a8d2-99c52e08475e
FCOM.FMS.02.80.05.02 NAV 11 SEP 2018 1608

Frequencies Channels
_39087edb-7c89-4cc2-ac53-052964b4eaa9
FCOM.FMS.02.80.05.03 AUTO - 04 MAY 2021 1608

Manual Tuning
_e224c60a-4226-414f-9b5a-21d97789a4a3
FCOM.FMS.02.80.05.04 VHF 11 SEP 2018 1608

Navaids Deselection
_ddb58756-66a3-49ca-8dc9-822685118344
FCOM.FMS.02.80.05.05 Display 11 SEP 2018 1608

and Control
_3a820aad-a833-4ed1-8c1b-91e199a4ba32
FCOM.FMS.02.80.05.06 Display 11 SEP 2018 1608

ND and PFD - Navigation Area
_3834033c-bcaa-456c-a22e-af4090f3ef3f
FCOM.FMS.02.90.01.01 11 SEP 2018 1608

Principles Summary
_fab7caba-6fa9-4072-b7eb-96c53859fa26
FCOM.FMS.02.90.02.01 11 SEP 2018 1608

Introduction
_1741bcbc-6a95-4ecf-81f5-c1720345203a
FCOM.FMS.02.90.02.02 LNAV 11 SEP 2018 1608

Arming
_5341b4c2-fd9b-4a07-8897-ee3ac07283fc
FCOM.FMS.02.90.02.03 LNAV 11 SEP 2018 1608

Activation
_66e35ab1-2dfe-447b-9509-a1543633dd93
FCOM.FMS.02.90.02.04 LNAV 11 SEP 2018 1608

De-Activation
_47c23913-11b0-40bf-9cfc-39fea0c843c5
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.90.02.05 LNAV 11 SEP 2018 1608
Disarming
_a566e668-90b5-4fac-ab85-7e0f26e5bc72
FCOM.FMS.02.90.02.06 Lateral 11 SEP 2018 1608

Guidance Indications
_1e676601-d63d-440c-9fd5-4f63c6328c26

Guidance Advisory
_4f748cb3-acdc-42f8-b6cd-8ca128ab359d
FCOM.FMS.02.90.04.01 11 SEP 2018 1608

Introduction
_265a6441-2974-4af5-a7e1-acdfcd07554a
FCOM.FMS.02.90.04.02 VNAV 11 SEP 2018 1608

IAS Mode
_06611d1a-e1b9-4a02-b15a-c6870cbfacef
FCOM.FMS.02.90.04.03 VNAV 11 SEP 2018 1608

ALT Mode
_6cbcb1da-146b-4873-ba10-e7321450e4fe
FCOM.FMS.02.90.04.04 VNAV 11 SEP 2018 1608

VS Mode
_710ff103-8310-479d-89ee-fb64b44d79c6
FCOM.FMS.02.90.04.05 VNAV 11 SEP 2018 1608

PATH Mode
_f96de733-946d-4639-b075-81780bee8f68
FCOM.FMS.02.90.04.06 V-FP 11 SEP 2018 1608

Mode
_590cba12-b2ae-448c-8c80-819c46b990c4

Guidance Indications
_54de4b40-28e6-4af2-8268-82fe05de6424
FCOM.FMS.02.100.01.01 FOB 11 SEP 2018 1608

_f2e4f37e-01f1-4ed9-a035-646628aaa329
FCOM.FMS.02.100.01.02 EFOB 11 SEP 2018 1608

_c4f396c2-a466-4ffc-a562-511e923c491d
FCOM.FMS.02.100.01.03 Fuel 11 SEP 2018 1608

Reserve
_2669f494-37ba-4b28-8ca8-55a9328107d9
FCOM.FMS.02.100.01.04 11 SEP 2018 1608

Engines Fuel Flows
_83a4882a-a4e0-417f-9a33-5687133f2a15
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.100.02.01 11 SEP 2018 1608
Introduction
_1b3e5433-8cc2-4b45-ad5e-a5503019f41d

Plan Pages
_32c930bd-9baa-4c88-93fb-871aac6b5c64
FCOM.FMS.02.100.02.03 11 SEP 2018 1608

CRUISE Page
_461c5837-2341-41a1-a7d7-e436899a5896
FCOM.FMS.02.100.02.04 PROG 11 SEP 2018 1608

1-3 Page
_cb6239b5-ef3b-418d-ada8-cd67aee13a68
FCOM.FMS.02.100.02.05 PROG 11 SEP 2018 1608

2-3 Page
_a00a4384-af19-4536-a554-fa8ebf237150
FCOM.FMS.02.100.02.06 LTRL 11 SEP 2018 1608

REV Page
_ab0d8216-65c6-44a5-a0cc-934d750adb6f
FCOM.FMS.02.100.02.07 RTA 11 SEP 2018 1608

Indications
_10abd23d-1d68-4968-886f-f07f53c71e83
FCOM.FMS.02.100.02.08 11 SEP 2018 1608

HOLDING AT Page
_8089f758-17a4-4dc0-8759-38fd08ea7d1a
FCOM.FMS.02.100.02.09 11 SEP 2018 1608

DIRECT TO - DTO BEAM Page
_f975718f-af1f-46de-b866-d37802c8ba0c
FCOM.FMS.02.100.02.10 CO- 11 SEP 2018 1608

ROUTE - PLT ROUTE Pages
_e3775f3d-af71-460a-8d86-877b03abc80f
FCOM.FMS.02.100.03.01 11 SEP 2018 1608

Caution
_2ded2f49-618f-4e84-9f08-370198cdb840
FCOM.FMS.02.100.03.02 11 SEP 2018 1608

Altitude Constraint Indications
_43713a79-4100-48f5-8410-29c9fa9853d5
FCOM.FMS.02.100.03.03 FPA 10 SEP 2018 1608

Constraint
_9d6b3607-d882-46eb-8285-cafe3b8cd26f
FCOM
1608 / 45 LEDM

Date
Profile
_f59e26dd-c530-41b3-be7c-e7f43eb46dcd
FCOM.FMS.02.100.03.05 07 DEC 2018 1608

Altitude Intercept - Profile
Intercept
_f0d2b0d8-02b9-46cf-8c55-27dbe58d9581
FCOM.FMS.02.100.03.06 One 11 SEP 2018 1608

Engine Out Ceilings
_f7a5186f-0373-4042-9db1-a46196598fcf
FCOM.FMS.02.100.03.07 One 11 SEP 2018 1608

Engine Out Ceilings (Boost)
_0f221640-9b9b-41db-b70e-a50c862baba9
FCOM.FMS.02.100.04.01 11 SEP 2018 1608

Caution
_1bc355e7-8777-484f-8376-360d9c0db779
FCOM.FMS.02.100.04.02 IAS 11 SEP 2018 1608

_38981b8f-3a5f-4db9-b27f-e5d6a5d55e75
FCOM.FMS.02.100.04.03 VS 11 SEP 2018 1608

_8f6ca7d6-9716-433a-873c-0054774a5901
FCOM.FMS.02.100.05.01.01 11 SEP 2018 1608

Introduction
_5d3459e9-d215-4ea2-9af1-add32b8d71d4
FCOM.FMS.02.100.05.02.01 11 SEP 2018 1608

Localization Error - EPE
(Estimated Position Error)
_ba864734-5612-441f-873a-d7018ac35494
FCOM.FMS.02.100.05.02.02 11 SEP 2018 1608

Navigation Error
_64ab9705-3dcf-4448-bfd5-9413137b5579
FCOM.FMS.02.100.05.03.01 11 SEP 2018 1608

Navigation Performance Integrity
_4ed379c7-6d24-4d06-83dd-c7cfba0af001
FCOM.FMS.02.100.05.04.01 11 SEP 2018 1608

Navigation Performance
Availability and Continuity
_d07488cf-5d0a-4d4d-ba2c-80c1b53838b7
FCOM.FMS.02.100.06.01 11 SEP 2018 1608

Introduction
_5e6ea274-9944-4722-b7f6-af2d830c793b
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.100.06.02 RNAV 11 SEP 2018 1608
1 Operations
_64fdd525-7d01-47ec-b4c6-130c44565c22
FCOM.FMS.02.100.06.03 RNP 11 SEP 2018 1608

Operations
_f4759a0e-7253-4a48-a5b9-be0c924748ac
FCOM.FMS.02.100.06.04 RNP 11 SEP 2018 1608

AR Operations
_f6dfeb82-1580-4f57-9466-ae4484f74f13

Areas
_fb3f884d-112c-4d18-85a8-6babfa61d3ec
FCOM.FMS.02.110.01.01 11 SEP 2018 1608

Introduction
_11e600a9-c621-4c57-8b64-9280823fc3f7
FCOM.FMS.02.110.02.01 11 SEP 2018 1608

Schematic
_fc104be8-bb73-4393-a37d-6a2c8e19f23b
FCOM.FMS.02.110.02.02 11 SEP 2018 1608

Databases Identification
_5abb937b-74aa-4c62-9ae2-26176ef294e4
FCOM.FMS.02.110.02.03 11 SEP 2018 1608

Introduction FMS Databases
_a7a481e8-b488-4685-9a80-bd8f0453abcc
FCOM.FMS.02.110.03.01 STD 11 SEP 2018 1608

DB Description
_48862203-fb92-4db8-90cf-e61210f05236
FCOM.FMS.02.110.03.02 STD 11 SEP 2018 1608

AIRAC Cycles Management
_dea6a39a-6213-4e3b-b909-d4a8a594fa05
FCOM.FMS.02.110.03.03 STD 11 SEP 2018 1608

DATA Access
_5d761a82-c58a-4edb-be44-f584182d49d0
FCOM.FMS.02.110.03.04 STD 11 SEP 2018 1608

DATA Definition
_a85fa983-3b6d-4d83-aab5-8ca8d3933404
FCOM.FMS.02.110.04.01 11 SEP 2018 1608

Identification
_d0570b94-5fe0-484f-a409-6ae7d8d12e1d
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.110.04.02 11 SEP 2018 1608
Description
_1f49feb9-c008-4fd3-b36d-3aa39c4da94a
FCOM.FMS.02.110.04.03 Access 11 SEP 2018 1608

and Use
_16241b9b-80d4-44a2-9301-ee17ec156b96
FCOM.FMS.02.110.05.01.01 11 SEP 2018 1608

Identification
_1209be54-a3bc-4abb-b3bb-433c3f56d5ef
FCOM.FMS.02.110.05.02.01 11 SEP 2018 1608

Description
_f8d004fc-912a-43f3-9ff2-8d6c087ac22e
FCOM.FMS.02.110.05.03.01 11 SEP 2018 1608

Introduction
_77a1c12a-805b-4dc4-ae7f-77e8b351822d
FCOM.FMS.02.110.05.03.02 11 SEP 2018 1608

Undefined Data Insertion
_fdacd64e-628c-405f-82e0-0e625d63c5dc
FCOM.FMS.02.110.05.03.03 11 SEP 2018 1608

Direct Data Insertion into the Pilot
Database
_f424b90a-cd29-42e8-82d0-feb2320d74b0
FCOM.FMS.02.110.05.04.01 PLT 11 SEP 2018 1608

Airports
_8da00b72-8398-4410-a8e5-9d1d7ec8c2d7
FCOM.FMS.02.110.05.04.02 PLT 11 SEP 2018 1608

VHF Navaids
_c79ce9a1-74bd-4395-b028-db6e7bc9b5da
FCOM.FMS.02.110.05.04.03 PLT 11 SEP 2018 1608

Waypoint
_28693ea3-3d84-47d9-8b26-1f5cbb39374a
FCOM.FMS.02.110.05.04.04 PLT 11 SEP 2018 1608

Route
_1af3cf9d-a68e-4eae-89de-76cf7ebdb24f
FCOM.FMS.02.110.05.05.01 11 SEP 2018 1608

Introduction
_56963bd0-248a-4f92-b2ad-e3ce9f3e5fa2
FCOM.FMS.02.110.05.05.02 11 SEP 2018 1608

Save
_8cb68507-b3e9-43a8-ac82-b0b50a177ce1
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.02.110.05.05.03 11 SEP 2018 1608
Reset
_2e0d92b9-37fe-49e4-9bb1-a0ec65d8f770
FCOM.FMS.02.110.06.01 Marker 11 SEP 2018 1608

_a31e8abf-3ba2-4a11-b6dd-b7a1a15ad3a5
FCOM.FMS.03.10.01.01 17 SEP 2018 1608

Messages Annunciators and
Short Messages
_0291d3da-6551-4a4b-8fbc-ce0627535b61
FCOM.FMS.03.10.02.01 General 17 SEP 2018 1608

_76bec5cd-f794-4b74-98f7-4e352a894480
FCOM.FMS.03.10.02.02 AIM 13 SEP 2018 1608

_02974952-9327-424b-8e56-d05671617b7c
FCOM.FMS.03.10.02.03 AIR 17 SEP 2018 1608

_fa852e74-9ec3-4821-a7aa-0f29c173d1db
FCOM.FMS.03.10.02.04 ALN (If 17 SEP 2018 1608

IRS installed)
_29883529-531a-44bc-b969-80ae81b8f50d
FCOM.FMS.03.10.02.05 APP 17 SEP 2018 1608

_ecbf5c73-6ce6-4a40-97ce-a51355d0f407
FCOM.FMS.03.10.02.06 CFG 17 SEP 2018 1608

_664490e8-9a09-4360-8776-848ff28c8d3a
FCOM.FMS.03.10.02.07 CMD 17 SEP 2018 1608

_12b2e9f1-d0db-4688-ae0b-56807f39aa2c
FCOM.FMS.03.10.02.08 CTK 17 SEP 2018 1608

_12def7d7-a0be-41bc-a340-d00f12ba3822
FCOM.FMS.03.10.02.09 DTA 17 SEP 2018 1608

_396ab2d8-b511-4f18-bd3c-b76306cee93b
FCOM.FMS.03.10.02.10 FAL 17 SEP 2018 1608

_318612b4-bda7-4c64-b2c0-2af4dc12c72d
FCOM.FMS.03.10.02.11 FFF 17 SEP 2018 1608

_7948b522-5534-4aa0-98d0-4ebf0cb60d4b
FCOM.FMS.03.10.02.12 FMS 17 SEP 2018 1608

_2d1ae422-206e-4e3d-b767-e4cc69540c0d
FCOM.FMS.03.10.02.13 FPL 17 SEP 2018 1608

_b60a54a4-0493-43bc-94e1-ff57c45f5f6b
FCOM.FMS.03.10.02.14 GPS 17 SEP 2018 1608

_e9cfaa60-1e06-47c7-92d0-79980c1ed53d
FCOM.FMS.03.10.02.15 HDG 17 SEP 2018 1608

_e4342033-f053-411f-a770-607dafe7ed7e
FCOM
1608 / 45 LEDM

Date
FCOM.FMS.03.10.02.16 HIL 17 SEP 2018 1608
_66cc636c-7aa5-4cc3-9357-5273bf6baedc
FCOM.FMS.03.10.02.17 INI 17 SEP 2018 1608

_e51e99de-59a3-4c69-a930-be5bd256c098
FCOM.FMS.03.10.02.18 ISA 20 MAY 2019 1608

_cf01db37-f1ad-4577-a3ff-4d7ff33ef5ff
FCOM.FMS.03.10.02.19 LAB 17 SEP 2018 1608

_75e7873d-15cb-40e9-ba60-fe8a697b400f
FCOM.FMS.03.10.02.20 POS 17 SEP 2018 1608

_6601ed55-15b4-4db9-a666-435bd9773d33
FCOM.FMS.03.10.02.21 RADIO 17 SEP 2018 1608

NAVIGATION
_c2c8158d-adab-4194-bb6c-3e630dbd412e
FCOM.FMS.03.10.02.22 RNP 17 SEP 2018 1608

_22f54095-5432-4590-bdb7-59a5101a6d8c
FCOM.FMS.03.10.02.23 VAR 17 SEP 2018 1608

_cd6cd6ee-8391-4657-9670-09327977700c
FCOM.FMS.03.10.02.24 WGT 17 SEP 2018 1608

_87ed3857-3ae8-41b4-b73e-6bcb88544890
FCOM.FMS.03.10.03.01 17 SEP 2018 1608

Scratchpad
_1053ee87-1775-407b-8792-0c89e95fd9ce
FCOM.FMS.03.20.01 ND 17 SEP 2018 1608

Messages
_10dcd01f-33bd-4a9d-b043-429f6395f292
FCOM.FMS.03.30.01 FMA 17 SEP 2018 1608

_31e6fd2a-a7eb-4683-9c74-c9edddc4394a
FCOM.FMS.03.30.02 Attitude - 17 SEP 2018 1608

Navigation - Guidance Area
_b8227793-9ae8-4b26-894a-5efe2b6a5ad1
FCOM.FMS.03.30.03 Navigation 17 SEP 2018 1608

Area
_ffff1ef0-1cae-40e4-9d9f-61835a587cdb
FCOM
1608 / 45 LOM
FCOM List of Modifications Page n°01
Modification Title Applicability

Number
00021 LOGO LIGHTS INSTALLATION ON A/C 1&2. 1608
00129 AIR CONDITIONING - LOW PRESSURE, 1608
GROUND CONNECTION INSTALLATION ON
PROVISION.
00319 ICE AND RAIN PROTECTION INNER WING 1608
DEICING INSTALLATION.
00597 FLIGHT CONTROLS.ELEVATOR & ROLL 1608
CONTROL PROTECTION AGAINST THE WIND
GUST ON GROUND.
01132 AIR CONDITIONING - CABIN PRESSURE - 1608
CONTROL & MONITORING - RELOCATE
OUTFLOW VALVES ( PRODUCT. SCHEME)
01233 ADDITION OF PILOT COMMUNICATION DOOR 1608
(SERIAL SOLUTION)
01297 OXYGEN - REPLACE EQUIPMENT BY 1608
INTERCHA- NGEABLE LIGHTENED EQUIPMENT
01466 NAVIGATION - REPLACE AHRS'S BY 1608
EQUIPMENT "-934" NAVIGATION
01603 ELECTRICAL POWER - T.R.U. - INSTALLATION 1608
ON FULL PROVISION
01751 LANDING GEAR - BRAKE ASSY - REPLACE 1608
PRESSURE PLATES
02141 WATER/WASTE - TOILET TANK - INSTALL DC 1608
MOTOR
02729 ENTRY DOOR IMPROVEMENTS 1608
03037 PNEUMATIC - ECS - MODIFY ISOLATING VALVE 1608
OPENING CONTROL IN TAXIING
03059 ICE AND RAIN PROTECTION - INSTALL 1608
EMERGENCY DE-ICING SYSTEM
03262 ICE AND RAIN PROTECTION - ICE DETECTION- 1608
INSTALL AN ICING INDICATOR LIGHT
03305 IGNITION - MODIFY THE CONTROL SYSTEM 1608
03530 FLIGHT CONTROLS -ELEVATOR INSTALL 1608
CLUTCH RECONDITIONING DEVICE
(PROD.SOLUTION)
FCOM
1608 / 45 LOM

Number
03713 POWER PLANT: INSTALL PW 127E ENGINE 1608
03986 LANDING GEAR - NLG EMERGENCY 1608
EXTENSION SYSTEM ADD FREE FALL
ASSISTER
04019 DOORS - PASSENGER / CREW DOOR - 1608
REPLACE 2ND HAND RAIL BY SEMI
AUTOMATIC ONE.
04050 ICE & RAIN PROTECTION - AIRFOIL AND 1608
PROPELLER DE-ICING - INSTALL AN
AUTOMATIC CYCLE SELECTION CONTROL.
04083 OXYGEN - INSTALL AN OXYGEN 1608
DISTRIBUTION ADAPTED TO THE NEW
INTERIOR LAYOUT (PRODUCTION)
04111 IGNITION - CHANGE "CONTINUOUS RELIGHT 1608
"TO " MANUAL IGNITION" ON AIRCRAFT
EQUIPPED WITH AUTOMATIC RELIGHT.
04116 ATR42-72 - HYDRAULIC POWER - RELOCATE 1608
GREEN PUMP CONTROL CIRCUIT BREAKER
04169 STANDARD PRACTICES - ENGINE - GENERAL - 1608
ADAPT FLIGHT IDLE.TECHNI.
04233 INDICATING & RECORDING SYSTEMS - 1608
REPLACE DFDR BY AN EUROCAE ED55 SSFDR
04372 FLIGHT CONTROLS - AILERON AND TAB - 1608
INSTALL AILERONS FITTED WITH SPRING
TABS WITH GUST LOCK
04422 ATR - ENTRY DOOR INBD HANDLE AND 1608
2HAND-RAIL OPERATING
MECHANISMIMPROVEMENT.
04462 GENERAL - INCREASE ATR42-500 VFE 15 1608
FROM 170 TO 180KTS.
04476 COMMUNICATIONS - REPLACE THE CVR BY A 1608
EUROCAE ED56A SSCVR
04540 WINGS - INB & OUTB FLAPS - DELETE 1608
DEFLECTORS
04584 PNEUMATIC - AIR LEAK DETECTION SYSTEM - 1608
REPLACE SENSING ELEMENTS
FCOM
1608 / 45 LOM

Number
04601 ATR 42-500 - SUPPRESSED PROPELER 1608
COMMAND 77 % NP
04650 FUEL - QUANTITY INDICATION - ADD LOW 1608
LEVEL DETECTION SYSTEM.
04718 GENERAL - OPERATE ATR42-500 AIRCRAFT 1608
ON NARROW RUNWAYS
05016 NAVIGATION - NEW RADAR PRIMUS P660 1608
05017 COMMUNICATIONS - CABIN AND FLIGHT 1608
CREWCALL SYSTEM - ADD "EMER CALL"ON A
NEW LOOK CONFIGURATION ATTENDANT
HANDSET
05046 INDICATING & RECORDING SYSTEMS - 1608
REPLACE DFDR (DIGITAL FLIGHT DATA
RECORDER)
05067 LIGHTS - PAX COMPARTMENT EXT. LIGHTING - 1608
REPLACE ESCAPE PATH MARKING SYSTEM
05078 OXYGEN - REPLACE OXYGEN MASKS BOXES 1608
IN THE COCKPIT
05377 EQUIPMENT/FURNISHINGS - WIRING FOR 1608
COCKPIT ENTRANCE SECURISED
05403 NAVIGATION - CERTIFICATION OF GNSS P- 1608
RNAV
05434 EQUIPMENT/FURNISHINGS - INSTALL DOOR 1608
ON ELECTRICAL PROVISION
05460 EQUIPMENT/FURNISHINGS - RENOVATION 1608
DRESSING COCKPIT
05465 EQUIPMENT/FURNISHINGS - SECURIZED 1608
DOOR - REPLACE FITTINGS ON STRUCTURE
05567 INDICATING/RECORDING SYSTEM - INSTALL 1608
AND ACTIVATE MPC
05603 INDICATING/RECORDING SYSTEM - DELETE 1608
FDEP (A/C WITHOUT ACARS)
05730 GENERAL - TAKE OFF AT RESERVE TAKE OFF 1608
(100% POWER) ON ATR 42-500
05948 NAVIGATION- INSTALL NEW AVIONICS SUITE 1608
FCOM
1608 / 45 LOM

Number
05965 NAVIGATION - INSTALL 2ND GPS FOR NEW 1608
AVIONICS SUITE
06230 NAVIGATION - ADAPT AVIONICS SUITE ON 1608
ATR42-500
06518 EQUIPMENT/FURNISHINGS - INSTALL 1608
ARMONIA CABIN ON ATR42 STANDARD
CONFIGURATION
06521 NAVIGATION - REPLACE AVIONICS SUITE 1608
SOFTWARE BY L2B2
06560 EQUIPMENT/FURNISHINGS - REPLACE 1608
SEVERAL OVERHEAD PANEL INDICATIONS
FOR COCKPIT COLOR CONSISTENCY
06754 NAVIGATION - REPLACE T2CAS COMPUTER 1608
(INTEGRATION OF CHANGE 7.1)
06783 ELECTRICAL POWER - EXTERNAL POWER - 1608
MODIFY AC & DC GPU DOORS
06977 INDICATING/RECORDING SYSTEMS - NAS 1608
SOFTWARE ENHANCEMENT (STANDARD 2)
07029 NAVIGATION - UPDATE SOFTWARE ASDB & 1608
ACD
07075 Communications - Replace CVR microphone and 1608
CVR Control Unit
07123 NAVIGATION - INSTALL GPS SBAS 1608
07144 NAVIGATION - REPLACE FGCP BY ONE WITH 1608
VNAV P/B
07169 NAVIGATION - ADS-B OUT V0 ACTIVATION ON 1608
XPDR RCZ-852
07180 NAVIGATION - ACTIVATE LPV FUNCTION 1608
07181 NAVIGATION - ACTIVATE VNAV FUNCTION 1608
07227 EQUIPMENT/FURNISHINGS - INSTALL ATR 42 1608
STANDARD PROVISION FOR GALLEYS
07236 EQUIPMENT/FURNISHINGS - PROVISION FOR 1608
ELECTRONIC TABLET DEVICE
07245 COMMUNICATIONS - REPLACE VHF 4000 TO 1608
RESTORE NAS INTERFACE
FCOM
1608 / 45 LOM

Number
07380 NAVIGATION - REPLACE GPS SBAS 1608
07401 COMMUNICATIONS - REPLACE SSCVR (90 1608
DAYS ULB)
07474 INDICATING/RECORDING SYSTEMS - NAS 1608
SOFTWARE ENHANCEMENT (STANDARD 3)
07574 EQUIPMENT/FURNISHINGS - INSTALL CABIN 1608
VIDEO SURVEILLANCE SYSTEM
07578 COMMUNICATIONS - INSTALL DL/ACARS ON 1608
PROVISION AND ACTIVATE SYSTEM
07587 INDICATING/RECORDING SYSTEMS - 1608
REPLACE CLOCK CHRONOMETER
07616 AIR CONDITIONING - REPLACE DOUBLE 1608
TEMPERATURE INDICATOR
07619 ELECTRICAL POWER - REPLACE ELECTRICAL 1608
POWER MEASUREMENT ASSEMBLY (E.P.M.A)
07668 ELECTRICAL POWER - REPLACE BATTERIES 1608
BY LOW MAINTENANCE BATTERIES
07736 Installation of Vibration Monitoring System (VMS) 1608
07739 ELECTRICAL POWER - REPLACE AMMETER 1608
BATTERY CHARGE DISCHARGE
07783 NAVIGATION - INSTALL T3CAS IN T2CAS 1608
CONFIGURATION
07818 NAVIGATION - ACTIVATE T3CAS XPDR 1608
FUNCTION TO ADS-B NRA CONFIGURATION
07819 NAVIGATION; MODIFY T3CAS XPDR 1608
INSTALLATION TO ADS-B RAD
CONFIGURATION
07886 ELECTRICAL GENERATION - REMOVE GREEN 1608
CAPS ON PRIMARY CIRCUIT BREAKERS
07970 NAVIGATION - INSTALL NAS SOFTWARE 1608
UPDATE (STANDARD 3.1)
10046 NAVIGATION - REPLACE GPS1 SBAS TO FIX 1608
ERRONEOUS POSITION
FCOM
1608 / 45 LOM

Number
10143 EQUIPMENT/FURNISHINGS - REPLACE WATER 1608
EXTINGUISHER WITH HALON FREE UL
EXTINGUISHER IN CABIN.
10193 EQUIPMENT/FURNISHINGS - REPLACE 1608
STANDARD PILOT/COPILOT SEATS (CHANGE
SPRINGS, LEVERS AND NEW PLACARDS)
10224 ENGINE - REMOVE TORQUE SENSOR 1608
HARNESS - AFU
FCOM
1608 / 45 CRT
FCOM Cross Reference Table Page n°01
FSN MSN Registration Model

0501 1608 VT-UDA 42-500
FCOM
1608 / 45 CRT
FCOM Cross Reference Table Page n°02
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
OEB.
FCOM
1608 / 45 OEB
FCOM LIST OF EFFECTIVE OEBs Page n°01
Identification Title / Applicability

OEB 10 Issue 1 Before Taxi Normal Procedure
01 DEC 2013 1608
OEB 25 Issue 1 Propeller Blade Pitch Change Mechanism Damage
01 DEC 2014 1608
OEB 27 Issue 1 Uncommanded Autofeather
01 APR 2015 1608
OEB 32 Issue 1 ENGINE FIRE WARNING
02 NOV 2017 1608
OEB 35 Issue 2 Prolonged loss or erroneous distance on DME-4000
13 MAR 2020 1608
OEB 45 Issue 1 Reset of Takeoff Speeds Set Manually when Performing
Annunciator Light Tests or Icing Test
01 FEB 2019 1608
OEB 49 Issue 1 Temporary ENG 1(2) OIL LO PR procedure
15 NOV 2019 1608
OEB 56 Issue 1 Potential temporary loss of all Cockpit Display Systems
03 MAY 2021 1608
OEB.
FCOM
1608 / 45 OEB
FCOM LIST OF EFFECTIVE OEBs Page n°02
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
OPERATIONS ENGINEERING BULLETINS
1608 / 45
FCOM Page n°03
##DELETE-PAGE-START##
GENERAL DESCRIPTION
_ec5c2bd5-583c-49c2-8638-675887b6c604 03 APR 2019
An Operations Engineering Bulletin (OEB) is issued to rapidly inform operators of any
deviations from initial design objectives that have a significant operational impact. An OEB
provides the operators with technical information and temporary operational procedures that
address these deviations.
ATR strongly recommends that all Operators rapidly apply the OEB corrective actions as soon
as they become available.
OEB CONTENT AND MANAGEMENT
An OEB:
- Is temporary and usually focuses on one operational subject.
- Is included in the OEB section of both the FCOM and QRH. The procedural part of OEB
(OEB PROC) is provided in the OEB section of the QRH to ensure easy access by flight
crew.
- Remains applicable until the appropriate corrective actions are completed.
- Contains information that is recommended by ATR. It is not approved by Airworthiness
Authorities.
- If the procedures contained in the OEB differ from the procedures in the AFM, the AFM
remains the reference.
Note
Following the installation of the OEB corrective modification/Service Bulletins (SB): if an
Operator re-installs any spare equipment for which there was an associated OEB, it is the
Operator’s responsibility to ensure that the OEB be applied again for the applicable aircraft.
OEB IN THE FCOM
The content of each OEB includes:
- The reason for issue,
- The Aircraft type/Modification applicability,
- The corrective actions that cancel the OEB (if available),
- The OEB operational procedure(s) to be applied.
DISTRIBUTION
OEB’s are distributed to all FCOM holders and to others who need advice of changes to
operational information. The Operator shall provide flight crews with the content of the OEB
without delay.
FCOM LIST OF EFFECTIVE OEB’s
The List of Effective Operations Engineering Bulletins (LOEB) enables to review all the
Operations Engineering Bulletins (OEBs) that are applicable to the fleet.
Identification Title / Applicability

OEB 12 Issue 01 Cockpit Voice Recorder
N 07 JAN 07 1051 1065 1084 1117 1182 1228
cont'd…
1608 / 45
FCOM Page n°04
cont'd…
The FCOM LOEB consists of:

- The "Identification" field which identifies the OEB with its Identification Number, Issue
and the date at which the OEB content was issued/changed.
- The “Status” of the OEB:
o The "N" letter indicates a New OEB, or
o The "R" letter indicates a Revised OEB, or
o The "E" letter indicates an aircraft applicability change on the OEB.
- The "Title" field provides the OEB title.
- The “Applicability” of the OEB referencing the MSN’s to which the OEB applies.
REVIEW OF THE OEB
In accordance with the Standard Operating Procedures, and before each flight, the flight crew
must review all OEBs that are applicable to their aircraft. If the OEB conditions are applicable,
the flight crew must apply the operational procedure(s) in the OEB section of the QRH.
##DELETE-PAGE-END####DELETE-PAGE-START##
OEB 10/1
1608 / 45 OEB 10
FCOM Page n°05
OEB 10 Issue 1
Associated with QRH OEB Proc N°: OEB 10/1
Before Taxi Normal Procedure
_403e3285-4d65-4481-9d25-2eb85d408de1 18 APR 2019
Approved by: Head of Flight Tests (EV)
- This OEB covers a significant operational issue. Non-compliance with this OEB may have
a significant impact on the operations of the aircraft. ATR recommends that operators
apply this OEB without delay.
- The procedural part of this OEB is provided for insertion into the QRH.
- ATR recommends that all operators rapidly incorporate the corrective Service Bulletins/
actions that cancel this OEB when they become available.
Reason for Issue: When starting ENG 1 as mentioned in FCOM Normal Procedure
“BEFORE TAXI”, DC GEN 2 FAULT may occur during the first
ENG 1 cross-start of the day, with low OAT.
Applicable to: All aircraft fitted with Mod 5948 and 6521
Cancelled by:
After installation of corrective modification(s)/SB(s), if an Operator reinstalls any equipment
affected by this OEB, it is the Operator's responsibility to ensure that the recommendations
given in this OEB are applied again for the applicable aircraft.
Operations Engineering Bulletins are issued by ATR, as the need arises, to quickly transmit
new or revised operational procedures or limitations changes. They are distributed to all
FCOM holders and to others who need advice of changes to operational information.
The information in the OEB is recommended by ATR. It is not approved by Airworthiness
Authorities. If the procedures contained in this OEB differ from the procedures in the AFM, the
AFM remains the reference.
cont'd…
OEB 10/1
1608 / 45 OEB 10
FCOM Page n°06
cont'd…
Before Taxi Normal Procedure

_eb339db7-45d6-4e3b-abe9-a73500dd3fd1 25 JUN 2018
Explanation
When starting ENG 1 as mentioned in FCOM Normal Procedure “BEFORE TAXI”, DC GEN 2
FAULT may occur during the first ENG 1 cross-start of the day, with low OAT.
Procedure
Start-up sequence continues, on battery only, with a temporary loss of DU 1/3/5. EWD and
ENG SECONDARY page remain available on DU 2 and 4 respectively to ensure engine
parameter monitoring. Once engine 1 start-up is completed, DU 1/3/5 recover automatically,
and a DC GEN 2 reset has to be carried on.
END OF OEB 10
OEB 25/1
1608 / 45 OEB 25
FCOM Page n°07
OEB 25 Issue 1
Propeller Blade Pitch Change Mechanism Damage
_7228e28b-7cc5-4b55-82ee-98368832a4f9 30 APR 2021
Reason for Issue: This OEB is issued to inform and provide operators with
operational recommendations about in-service events of sudden
and high power plant vibrations resulting from mechanical
damages on the propellers.
Applicable to: All ATR equipped with PEC.
Cancelled by:
cont'd…
OEB 25/1
1608 / 45 OEB 25
FCOM Page n°08
cont'd…
Propeller Blade Pitch Change Mechanism Damage

_e6f4d1ef-063c-441c-9bfc-b0c9dd6a2e60 30 APR 2021
Explanation
This OEB is issued to inform and provide operators with operational recommendations about
in-service events of sudden and high power plant vibrations resulting from mechanical
damages on the propellers.
TYPICAL EVENT DESCRIPTION:
Investigations showed that all the reported events occurred in the following context:
- On engine 2
- During descent at high speed (close to VMO)
- When reducing PL towards FI.
Subsequent associated symptoms:
- Sudden and high power plant vibrations
- Abnormal power plant parameters
- Transient or steady alerts (PEC or ACW Faults).
Investigations are in progress to identify the root cause of the reported events and define
appropriate corrective actions.
Procedure
Even if all the reported cases occurred on engine 2, the recommended procedure aims at
confirming/identifying the affected engine first and then to shut it down.
The identification of the affected engine can be performed thanks to engine parameters
fluctuations monitoring or alerts displayed on one side.
However, the identification may be less obvious depending on the damages and the level of
vibrations. In this case, the following procedure will request to perform Power Lever and
Propeller speed variations on one engine at a time and to assess which engine makes
vibrations change (increase or decrease).
In any case, every vibration occurrence is to be reported to maintenance.
If the power levers has to be reduced to flight idle position during descent at high speed (close
to VMO), it is recommended to perform a smooth and progressive power levers reduction.
IN CASE OF SUDDEN AND HIGH VIBRATIONS

▶ ICING CONDITIONS......................................... ......................................... CHECK
Unbalanced blade icing may also generate propeller vibrations.
In this case Refer to AFM - Procedure for Icing Conditions, or Refer to AFM - QRH
SEVERE ICING procedure.
▶ ENG PARAMETERS......................................... ......................................... CHECK
Check for any fluctuations of power plant parameters that may indicate the affected
engine, mainly TQ and NP. Check also for transient or steady alerts (PEC, ACW faults or
any other alerts) that may be associated with power plant vibrations and indicate the
affected engine.
cont'd…
OEB 25/1
1608 / 45 OEB 25
FCOM Page n°09
cont'd…
If affected engine cannot be identified via engine parameters, flight crew should move one
PL at a time: it may help to determine the affected side, as the vibrations level and
frequency may change with PL position.
■ IF AFFECTED ENGINE IS IDENTIFIED
▶ PL (affected eng)............................................. ............................................. FI
▶ CL (affected eng).............................................................. FTR THEN FUEL S.O.
LAND ASAP
▶ SINGLE ENG OPERATION procedure........................... ........................... APPLY
■ IF AFFECTED ENGINE CANNOT BE IDENTIFIED
▶ PL 2...................................................... ...................................................... FI
▶ CL 2.......................................................................................................... FTR
■ IF VIBRATIONS SIGNIFICANTLY CHANGE
Engine 2 failure is suspected and should be shut down.
▶ CL 2..............................................................................................FUEL S.O.
LAND ASAP
▶ SINGLE ENG OPERATION procedure......................... ......................... APPLY
■ IF VIBRATIONS PERSIST
Restore engine 2 and same check repeated on engine 1.
▶ CL 2.................................................. .................................................. AUTO
▶ PL 2............................................... ............................................... AS RQRD
▶ PL 1.......................................................................................................... FI
▶ CL 1...................................................................................................... FTR
■ IF VIBRATIONS SIGNIFICANTLY CHANGE
Engine 1 failure is suspected and should be shut down.
▶ CL 1..........................................................................................FUEL S.O.
LAND ASAP
▶ SINGLE ENG OPERATION procedure................................................APPLY
END OF OEB 25
OEB 27/1
1608 / 45 OEB 27
FCOM Page n°10
OEB 27 Issue 1
Uncommanded Autofeather
_b782c19c-f279-475d-9d07-4604f04563ee 18 APR 2019
Reason for Issue: This OEB is issued to provide operators with operational
recommendations about in-service events of uncommanded
autofeather: a situation where a propeller untimely goes in feather
while its engine is still running.
Applicable to: All aircraft fitted with AFU
Cancelled by:
cont'd…
OEB 27/1
1608 / 45 OEB 27
FCOM Page n°11
cont'd…
Uncommanded Autofeather
_21f12523-3ff7-4ee4-8f05-fecbd32f16c7 04 NOV 2019
Explanation
This OEB is issued to provide operators with operational recommendations about in-service
events of uncommanded autofeather: a situation where a propeller untimely goes in feather
while its engine is still running.
The symptoms associated to an uncommanded auto-feather are:
- Propeller speed (NP) decreases to or near to zero, while its engine torque (TQ) briefly
peaks and then goes to zero and,
- NH drops to around 73 % and remains steady.
Any loss of NP and TQ should be dealt as an engine failure. Engine should be shut down. It
should be re-started only in emergency.
At takeoff:
In case of uncommanded autofeather, the ENG FLAME OUT AT TAKE OFF procedure is
applicable.
Note: Depending on the root cause of the uncommanded autofeather, the affected propeller
may unfeather upon PWR MGT selector to MCT. In any case ATR recommends due to a
potential system unreliability proceeding with the ENG FLAME OUT AT TAKEOFF procedure
till to the engine shutdown is complete.
During any other phase of flight:
The analysis of in-service events has shown that the ENG FLAME OUT IN FLIGHT procedure
does not apply to uncommanded autofeather symptoms, because NH never drops below 30 %
Actions are in progress to review the operational documentation.
Procedure
TAKEOFF NORMAL PROCEDURE

As a normal practice, at takeoff the ATPCS must be checked armed and announced Refer
to Takeoff. If it is not armed while both power levers are in the notch, or in the case of
intermittent arming / disarming of the ATPCS, the takeoff has to be interrupted, as for any
other anomaly intervening during the takeoff run.
ANY LOSS OF NP AND TQ MUST BE DEALT AS AN ENGINE FAILURE
● AT TAKEOFF
▶ ENG 1(2) FLAME OUT AT TAKE OFF procedure.................... .................... APPLY
● AT ANY OTHER PHASE OF FLIGHT
▶ PL (affected eng)............................................. ............................................. FI
▶ CL (affected eng).............................................................. FTR THEN FUEL S.O.
LAND ASAP
▶ SINGLE ENG OPERATION procedure........................... ........................... APPLY
END OF OEB 27
OEB 32/1
1608 / 45 OEB 32
FCOM Page n°12
OEB 32 Issue 1
ENGINE FIRE WARNING
_b6044fa0-19cd-4b1e-aa2f-c041fe3df796 24 JUL 2019
Reason for Issue: This OEB is issued to inform and provide operators with
operational recommendations following in-service events of
spurious ENG FIRE warnings that occurred in the following
conditions:
- During steep slope descent at low speed (around 130 kt to
final approach speed),
- In landing configuration (Gear Down, Flaps 30 or 35) set at
high altitude,
- Power Levers durably maintained at Flight Idle.
Applicable to: All ATR aircraft.
Cancelled by:
cont'd…
OEB 32/1
1608 / 45 OEB 32
FCOM Page n°13
cont'd…
ENGINE FIRE Warning

_991cad58-ad82-43cb-97a9-097088b275a6 24 JUL 2019
Explanation
This OEB is issued to inform and provide operators with operational recommendations
following in-service events of spurious ENG FIRE warnings that occurred in the following
conditions:
- During steep slope descent at low speed (around 130 kt to final approach speed),
- In landing configuration (Gear Down, Flaps 30 or 35) set at high altitude,
In such conditions, the nacelle ventilation is reduced and the nacelle temperature may reach
the engine fire detection threshold triggering the ENG FIRE warning.
In some of these in-service events associated with the above conditions, the ENG FIRE
warning stopped when the Power Levers were advanced above Flight Idle position
Operational recommendations
ATR recommends to plan and to perform a standard 3° to 5° descent flight path from top of
descent, in clean configuration, IAS 240 kt. If for any reason, during the final descent in
landing configuration, the power levers have to be set in flight idle this shall be for temporary
flight path corrections only.
In addition, ATR reminds that stated spurious ENG FIRE warning is associated with
temperature increase in the nacelle with no evidence of fire. However, any ENG FIRE warning,
even temporary, must be reported to operator’s maintenance in order to conduct the
appropriate nacelle inspections and subsequent maintenance actions if required
Procedure
Procedure in case of ENG FIRE warning, in landing configuration, with PL at FI
Following procedure has to be applied only in the following conditions:
- During steep slope descent at low speed (around 130 kt to final approach speed), and
- In landing configuration (Gear Down, Flaps 30 or 35) set at high altitude, and
cont'd…
OEB 32/1
1608 / 45 OEB 32
FCOM Page n°14
cont'd…
■ If ENG 1(2) FIRE warning during steep slope descent in landing configuration with PL
at FI
▶ PL 1+2 ...................................... ...................................... ADJUST ABOVE 10% TQ
TQ increase improves the nacelle ventilation
■ If ENG 1(2) FIRE warning stops before 10 s
▶ PL 1+2 ......................................................................MAINTAIN ABOVE 10% TQ
LAND ASAP
■ If ENG 1(2) FIRE warning persists after 10 s
▶ ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE IN FLIGHT procedure...........
...............................................................................................................APPLY
▶ MAINTENANCE REPORT................................... ................................... PERFORM
Note
Nacelles must be inspected in accordance with the appropriate maintenance procedures.
END OF OEB 32
OEB 35/2
1608 / 45 OEB 35
FCOM Page n°15
OEB 35 Issue 2
Prolonged loss or erroneous distance on DME-4000
_ab4f4d03-1cac-4f4a-a86b-f0fb10995efa 24 MAR 2020
Reason for Issue: Non-reproducible loss or erroneous DME distance within radio
range has been reported. The distance values are replaced by
dashes “---” and no DME caution are displayed on EWD.
Applicable to: All aircraft fitted with Mod 05948
Cancelled by:
cont'd…
OEB 35/2
1608 / 45 OEB 35
FCOM Page n°16
cont'd…
Prolonged loss or erroneous distance on DME 4000

_f24b5365-2534-412a-920c-5fb2f3fdffcd 24 MAR 2020
Explanation
DME-4000 occurrences have been described in service. DME occurrences are random and
not related to a systematic pattern of navaid, route or phase of flight. DME-4000 occurrences
belong to two categories:
Prolonged loss of distance:
The prolonged loss of distance accounts for 90 % of DME-4000 occurrences.
The distance values are replaced by dashes “---” and no DME caution is displayed on EWD.
This DME prolonged loss may affect DU#1&2 (left side, CPT) or/and DU#4&5 (right side, F/O).
In such case, it has been observed that the reset of the affected DME C/Bs restores the
system.
Erroneous distance:
The erroneous distance accounts for 10 % of DME-4000 occurrences.
The DME value displayed is inconsistent with the actual distance between aircraft and tuned
navaid.
Investigated occurrences show that the erroneous distance indication is not related to any real
navaid. If an erroneous DME distance is suspected, flight crew should check for discrepancies
in excess of NM by comparison with all other means of navigation (FMS, other DME, etc…).
ATR action
Investigations are in progress to identify the root cause of the reported events and to define
appropriate corrective actions.
Procedure
As general good practice use FMS capability to keep a good redundancy in navigation
including distance information.
In case of confirmed DME LOSS or ERRONEOUS DME (within operational
coverage)
● On ground or in flight
■ If DME lost on captain side
▶ DME C/B 1............................................. ............................................. IDENTIFY
▶ DME C/B 1................................................ ................................................ PULL
● After 10 seconds
▶ DME C/B 1............................................................................................PUSH
■ If DME lost on F/O side
▶ DME C/B 2............................................. ............................................. IDENTIFY
▶ DME C/B 2................................................ ................................................ PULL
▶ DME C/B 2............................................................................................PUSH
cont'd…
OEB 35/2
1608 / 45 OEB 35
FCOM Page n°17
cont'd…
● In approach with DME mandatory

▶ GO AROUND............................................ ............................................ PERFORM
● When workload permits
■ If DME lost on captain side
▶ DME C/B 1........................................... ........................................... IDENTIFY
▶ DME C/B 1.............................................. .............................................. PULL
▶ DME C/B 1............................................ ............................................ PUSH
■ If DME lost on F/O side
▶ DME C/B 2........................................... ........................................... IDENTIFY
▶ DME C/B 2.............................................. .............................................. PULL
▶ DME C/B 2............................................ ............................................ PUSH
● In all other approach (DME not mandatory)
▶ APPROACH..........................................................................................CONTINUE
Note
If DME LOSS on both sides, reset DME C/B 1 then DME C/B 2.
Note
If reset is unsuccessful, maintenance action required.
Note
ATR recommends to reset DMEs only one time per flight.
END OF OEB 35
OEB 45/1
1608 / 45 OEB 45
FCOM Page n°18
OEB 45 Issue 1
Reset of Takeoff Speeds Set Manually when Performing Annunciator Light Tests or
Icing Test
_849d9848-f582-4ea0-acee-56ead19ebf33 30 JAN 2019
Reason for Issue: This OEB is issued to inform operators about in-service
occurrences of FMS takeoff speeds automatic reset when
performing an annunciator light test or icing test.
Applicable to: All aircraft fitted with Mod 5948.

Cancelled by:
cont'd…
OEB 45/1
1608 / 45 OEB 45
FCOM Page n°19
cont'd…
Reset of Takeoff Speeds Set Manually when Performing Annunciator Light

Tests or Icing Test
_29696a3a-7674-4654-b2ac-41d670dc550b 30 JAN 2019
Explanation
This OEB is issued to inform operators about in-service occurrences of FMS takeoff speeds
automatic reset when performing an annunciator light test or icing test.
When limited runway takeoff speeds (V1, VR, V2) are set manually in the FMS and if the flight
crew performs:
- an annunciator light test or
- an icing test,
in some circumstances, the limited takeoff speeds may be replaced by Non Limited takeoff
speeds without any alerting nor validation status change (speeds remain green).
ATR action
Investigations are in progress to identify the root cause of the reported events and define
appropriate corrective action.
Procedure
● When limited runway takeoff speeds set manually in the FMS
■ If annunciator light test or icing test is performed
▶ TAKEOFF SPEEDS........................................ ........................................ CHECK
Note
If necessary, re-enter and validate takeoff speeds
END OF OEB 45
OEB 49/1
1608 / 45 OEB 49
FCOM Page n°20
OEB 49 Issue 1
Temporary ENG 1(2) OIL LO PR procedure
_e90941c4-cb98-4ada-bdab-59ed35c3c03d 07 OCT 2020
Reason for Issue: Additional instructions following an ENG 1(2) OIL LO PR alert
Applicable to: All aircraft fitted with PW 127 series
Cancelled by:
cont'd…
OEB 49/1
1608 / 45 OEB 49
FCOM Page n°21
cont'd…
Temporary ENG 1(2) OIL LO PR procedure

_89f4dc29-88a4-41bd-a1d7-788925035d86 07 OCT 2020
Explanation
Following an event that occurred during flight test, it was established that engine oil pressure
can be recovered in specific case by moving CL to FTR position for a short period of time.
This OEB is issued to provide operators with additional instructions in case of engine oil low
pressure alert.
Procedure
In case of ENG 1(2) OIL LO PR alert, the flight crew must:
- not use the Electronic Check List for ENG 1(2) OIL LO PR
- disregard the ENG 1(2) OIL LO PR procedure contained in the PRO/NNO/ABN/70-
POWER PLANT
- apply the following procedure:
▶ PL (affected ENG)................................................. ................................................. FI

■ On ENG SD page, if ENG OIL PRESS in red range and LO PR label
▶ CL (affected ENG)............................................. ............................................. FTR
■ If ENG OIL PRESS no longer in red range
▶ CL (affected ENG)..................................................................................AUTO
▶ ENGINE NORMAL OPERATIONS : RESUME
MAINTENANCE ACTION REQUIRED
■ If ENG OIL PRESS still in red range
▶ CL (affected ENG)..................................... ..................................... FUEL S.O.
▶ LAND ASAP
▶ SINGLE ENG OPERATION procedure ( A70.12 ) .................. .................. APPLY
cont'd…
OEB 49/1
1608 / 45 OEB 49
FCOM Page n°22
cont'd…
■ On ENG SD page, if ENG OIL PRESS in red range and no LO PR label

▶ CL (affected ENG)............................................. ............................................. FTR
■ If ENG OIL PRESS no longer in red range
▶ CL (affected ENG)..................................................................................AUTO
▶ ENGINE NORMAL OPERATIONS : RESUME
■ If ENG OIL PRESS still in red range
■ If LO PR label
▶ ENG RESTART IN FLIGHT procedure ( A70.09 ) ................ ................ APPLY
■ If LO PR label still missing
▶ LAND ASAP
▶ SINGLE ENG OPERATION procedure ( A70.12 ) ................ ................ APPLY
■ On ENG SD page, if ENG OIL PRESS in normal range and LO PR label
▶ ALERT : DISREGARD
▶ OIL PRESS LOCAL ALERT : MONITOR
Note
Flight with an engine running and the propeller feathered is not permitted ( Refer to AFM -
Engine Parameters).
END OF OEB 49
OEB 56/1
1608 / 45 OEB 56
FCOM Page n°23
OEB 56 Issue 1
Potential temporary loss of all Cockpit Display Systems
_ab1cbd4e-8026-466f-a809-12856b94401e 04 MAY 2021
Reason for Issue: This OEB is issued to prevent potential temporary loss of all
Cockpit Display Systems.
Applicable to: All aircraft fitted with Mod 05948
Cancelled by:
cont'd…
OEB 56/1
1608 / 45 OEB 56
FCOM Page n°24
cont'd…
Potential temporary loss of all Cockpit Display Systems

_7c66bf9f-5854-47a8-98cc-205f0918f5af 04 MAY 2021
Explanation
This OEB is issued to provide operators with operational recommendations following reported
in-service events of temporary loss of all Cockpit Display Systems (including IESI) caused by
temporary loss of electrical power supply.
The below procedure aims at preventing a potential loss of all Cockpit Display Systems by
activating the Transformer Rectifier Unit (TRU) during the “BEFORE TAXI ” Normal procedure
and deactivating the TRU during the “AFTER LANDING ” Normal procedure.
The activation of the TRU limits the impact of such electrical failure event by maintaining the
power supply of :
- DC EMER BUS,
- DC ESS BUS,
- DC STBY BUS,
- AC STBY BUS,
Consequently, in case of such electrical failure, DC GEN 1+2 FAULT Emergency procedure
triggers and must be applied.
Additional information :
As the TRU will be used continuously during the flight, in case of TRU failure :
- Cockpit effects :
o AUTO-PILOT (AP) disconnection (If AP is engaged when the failure occurs),
Note: AP remains available.
o TRU arrow light comes off (on overhead panel)
Note: This can be confirmed by checking TRU status on AC-DC Electrical SD
system page.
- Flight crew action :
o No crew action is required.
o Maintenance action will be required at destination.
Procedure
To prevent the temporary loss of all Cockpit Display Systems (including IESI), the TRU must
be set ON during the “Before Taxi” Procedure and must be set OFF during the “After Landing”
Procedure.
Use of “BEFORE TAXI” and “AFTER LANDING” Electronic Check Lists is prohibited.
The flight crew must use the QRH
The flight crew must apply :
Normal Procedure:
cont'd…
OEB 56/1
1608 / 45 OEB 56
FCOM Page n°25
cont'd…
● BEFORE TAXI NORMAL PROCEDURE

▶ TRU..................................................................................................ON & CHECK
CHECK ARROW light comes on.
● AFTER LANDING NORMAL PROCEDURE
▶ TRU................................................................................................................OFF
Normal Check list
● BEFORE TAXI CHECK LIST
▶ TRU..................................................................................................ON & CHECK
● AFTER LANDING CHECK LIST
▶ TRU................................................................................................................OFF
END OF OEB 56
##DELETE-PAGE-END##
OEB 56/1
1608 / 45 OEB 56
FCOM Page n°26
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
GEN.
FCOM
1608 / 45 TOC
GENERAL INFORMATION
Introduction GEN
FCOM Chapters GEN
FCOM Revision GEN
Manual Structure GEN
Data Module (DM) Identification and Heading GEN
Data Modules Links (Refer to – see) GEN
Levels of Importance in the Contents GEN
Definition GEN
Unit Conversion GEN
Glossary of Standard Nomenclature GEN

GEN.
FCOM
1608 / 45 TOC
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°03
1 Introduction
_2332b3ed-5886-4a9c-9f78-ad8b9a8191b1 22 NOV 2017
The Flight Crew Operating Manual (FCOM) is the operational document issued by ATR which
provides all the necessary information to be used for on ground and in flight operations.
This manual is meant to be used by the flight crew in flight and by Airlines Operational
Engineering departments for flight preparation and training. It provides information on ATR
aircraft technical description, limitation values, procedures and performance characteristics.
Any questions or suggestions regarding the content of this manual should be sent by email :
Refer to : Ops.support@atr-aircraft.com
ATR provides a manual which reflects the aircraft configuration at delivery and issues the
subsequent revisions to reflect configuration changes as a result of the embodiment of ATR
approved modifications. The operator’s FCOM content is extracted from the aircraft model
envelope reflecting the specific configuration of the operator’s fleet.
The Cross Reference Table (CRT) gives the list of applicable aircraft concerned by the manual
with the corresponding Fleet Serial Number (FSN), Manufacturer Serial Number (MSN),
Registration Number and Model.
The operators/owners are responsible for informing ATR without delay of the effective changes
to the aircraft configuration made after delivery through ATR Service Bulletin (SB) in order to
receive the relevant documentation updates.
SB accomplishment reports must also be sent by email:
Refer to : techdesk@atr-aircraft.com
ATR will not provide documentation updates, and thus will not assume the responsibility of any
effect on the FCOM due to:
- Modifications installed by third parties without an ATR SB, and/or
- Modifications installed through an ATR SB, if ATR is not informed of the SB embodiment.
##DELETE-PAGE-END##
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°04
2 FCOM Chapters
_41c0fd72-acd0-4ee9-befc-536d5c24b560 09 DEC 2020
- OEB – (Operations Engineering Bulletins): Provides the list of all the applicable
OEBs for a given Fleet/aircraft. Operations Engineering Bulletins are issued by ATR as
the need arises to transmit technical or procedural information before the technical
solutions development.
- GEN – (General Information): Provides information on FCOM content and structure. It
also describes the general process of the operational documentation management.
- LIM - (Limitation): Contains all the values and operational parameters related to
systems, speeds and weights limitations.
- PRO - (Procedure): Procedure chapter is divided into four sub-chapters as follows:
o PRO-GEN - (Procedure General Information): Provides useful guidelines in
order to guaranty a standard interpretation of the procedures (philosophy, symbol,
abbreviations)
o PRO-NNO – (Procedure Non-Normal Operations): Provides all the known
procedures to be accomplished in other scenarios than regular operation
This chapter is also divided into three parts:
- EMR – (Emergency Procedures) contains Airworthiness Authorities
approved actions to be followed in the event of a serious failure,
- ABN –(Abnormal Procedures) contains ATR and authorities approved
procedures that provide the actions to be followed in the case of failures that
are not considered as emergencies,
- ASU – (Additional System Use) contains system related guidelines for
situations not described thru the ABN chapter.
o PRO-NOP – (Procedure - Normal Operations): Provide all the procedures to
be used in operations with no failure. Normal operation procedures are divided into
three chapters:
- NSU - Normal System Use contains all the system related guidelines to
follow during the flight or for flight preparation. It provides detailed information
about systems start-up, operation and shut-down.
- NOR – Normal Procedures contains all the usual procedure and check
lists to be considered during Flight preparation, taxi and flight phases. These
procedures are executed from memory.
- ANOR – Additional Normal Procedures provides actions to be followed
in particular conditions such as rough weather, and useful data such as flight
patterns.
o PRO-SPO – (Procedure – Special Operations): Provides specific limitations,
procedures and performance in order manage special operations such as high
altitude, ETOPS or runway state.
- PER - (Performance): Provides aircraft performance for all ground and flight phases.
- DSC - (Systems Description): Provides detailed descriptions of all the aircraft
systems. This chapter is divided following ATA order breakdown.
- FMS – (FMS Pilot’s guide): Provides relevant need-to-know information reflecting the
recommended principles to use the FMS.
##DELETE-PAGE-END##
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°05
3 FCOM Revision
_130ef532-5bfc-4652-b5df-97d5452d91b4 22 NOV 2017
FCOM revisions are planned by ATR in order to ensure consistency of the contents taking into
account the constant evolution and update of the operational documentation. The List of
Normal Revision (LNR) page gathers the revision numbers and dates.
For each revision, a new List of Effective Data Module (LEDM) is issued. For each Data
Module, the LEDM provides its status (N= New, R=Revised, empty=unchanged). In addition,
the individual applicability per MSN is also stated.
For all revised Data Modules (DM), the Reason of Normal Revision (RNR) pages provide
information on their potential correction/evolution.
4 Manual Structure
_c752eb82-cbef-4034-b0dd-0bc3f0dd28ea 23 NOV 2017
The FCOM is built and managed around a tree structure composed of Master Publication
Module (MPM) Entries, Containers and Data Modules (DM) for the following purpose:
- MPM Entries constitute the chapter arrangement and the documentary path to access
the contents,
- Containers represent the subjects of the contents,
- DMs constitute the content filtered in accordance with the aircraft configuration.
The example below shows the documentary path: DSC.22.1.02.11 Flight Guidance and
Control Panel (FGCP):
ICN-XX-Y-000000-T-FB429-01300-A-02-N
5 Data Module (DM) Identification and Heading
_1717489d-1107-4b60-88ab-cf684fbc9dd9 22 NOV 2017
1
_d04f589c-70e5-404c-b80e-1f0f5cda3df7 2 3 NEW 4 0.3
5 ALL
ICN-XX-Y-000000-T-FB429-01301-A-01-N
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°06
cont'd…
1 DM title
2 Unique DM identification code
3 DM status (NEW, REV or empty)
4 DM Revision number (independent of the Manual revision version)
5 Effectivity (ALL or MSN/FSN/Registration Number list depending on operator’s
publication option)
Moreover, FCOM DM issued from the AFM are tagged with the mention AFM DATA as shown
in the example below:
ICN-XX-Y-000000-T-FB429-01302-A-01-N
6 Data Modules Links (Refer to – see)
_1e0b498d-a405-4e8e-a646-2ead39afe9d0 22 NOV 2017
1) External “Refer to” links
In the PDF version of the FCOM, the Data Module contents can refer to other part of the
manual using external hyperlinks as in the example below:
_02a195fc-5988-4ea2-a34e-2cecb9fb978d NEW 0.2

ALL
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 (Refer to CONTROLS) for
standby navigation purpose.
ICN-XX-Y-000000-T-FB429-01303-A-01-N
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°07
cont'd…
Note
Click on the link in order to access the linked chapter.
2) Internal “See” links
Internal hyperlinks are also displayed in order to refer to particular information within the
Data Module as in the example below:
_6f1fc7f8-5077-424e-97b3-1c54ed4b3fd0 Valid 1.3

NO CRITERIA / NAR / NMR
In icing conditions, two kinds of DHR have to be considered:
performed in icing conditions (See example 1)
performed in icing conditions until OAT = 5 °C, and in normal conditions for OAT greater
than 5 °C (See example 2 ).
1) Example 1
Refer to DHR Examples in Icing

Conditions): Zp (ic) = 11 500 ft.
The height above the ceiling is: 25 000 - 11 500 = 13 500 ft.
Refer to 200 kt IAS DESCENT, the distance to reach the ceiling of 11 500 ft is: 250
31 = 219 Nm.
2) Example 2
ICN-XX-Y-000000-T-FB429-01304-A-01-N
Note
Click on the link in order to access the linked information.
7 Levels of Importance in the Contents
_5f595d86-e1eb-4b29-8964-17f5ba4d13cd 22 NOV 2017
The information displayed in FCOM Data Modules can be supported by levels of importance
following their impact in the procedure/content.
There are three levels of importance which are displayed as below:
Level 1......................................................................................................Regular information
Level 2....................................................................................................Additional information
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°08
cont'd…
Level 3......................................................................................................Optional information

8 Definition
_5d2c877a-669c-495a-bcff-8b9e39b6e884 21 DEC 2017
8 DEFINITION
The following definitions of Warning, Caution, Note are extracted from, CS-25 (Chapter
AMC 25.1581, paragraph 3-e) and adapted to ATR flight operational documentation as
applicable.
When a Warning, Caution, or Note is applied to a flight crew procedure, the Warning,
Caution, or Note may be followed by flight crew action “CHALLENGE….. RESPONSE” as
shown below:
Note
Note
- Any procedure or technique, etc... considered essential to emphasize.
- Used as advisory information or as a reference.
Caution
CAUTION
- An operating procedure, technique, etc... that may result in damage to equipment
if not carefully followed.
- Used when possible corrective action is needed.
▶ CHALLENGE ........................................ ........................................ RESPONSE
Warning
WARNING
- ANY PROCEDURE OR TECHNIQUE, ETC... THAT MAY RESULT IN INJURY
OR LOSS OF LIFE IF NOT CAREFULLY FOLLOWED.
- USED FOR AN IMMEDIATE CORRECTIVE ACTION
▶ CHALLENGE ........................................ ........................................ RESPONSE
▶ LAND ASAP
Land as soon as possible at the nearest airport where a safe landing can be made. This
information is applicable to a time-critical situation.
##DELETE-PAGE-END##
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GENERAL INFORMATION
1608 / 45
FCOM Page n°09
9 Unit Conversion
_4bcfe869-9ab9-4414-a995-b71be9e9dec0 29 MAY 2019
METRIC→US US→METRIC
1 millimeter (mm) = 0.0394 inch (in) 1 inch (in) = 25.4 millimeters (mm)
1 meter (m) = 3.281 feet (ft) 1 foot (ft) = 0.3048 meter (m)
1 meter (m) = 1.094 yard (yd) 1 yard (yd) = 0.914 meter (m)
1 kilometer (km) = 0.540 nautical mile (nm) 1 nautical mile (nm) = 1.852 kilometer
(km)
0 5 10 15 20 25 30 35 inches
L 0 .1 .2 .3 .4 .5 .6 .7 .8 .9 1
meter
E
N
G
T feet
0 5 10 15 20 25 30
H
0 1 2 3 4 5 6 7 8 9 10
meter
0 1 2 3 4 5 nautical miles
0 1 2 3 4 5 6 7 8 9 10
meters x 1000
ICN-XX-Y-000000-T-FB429-01305-A-02-N
1 meter/second (m/s) = 3.281 Feet/Second 1 foot/second (ft/s) = 0.3048 meter/

(ft/s) second (m/s)
1 kilometer/hour (km/h) = 0.540 knot (kt) 1 knot (kt) = 1.852 kilometer/hour (km/h)
S feet/second
0 5 10 15 20 25 30
P
E 0 1 2 3 4 5 6 7 8 9 10
E meters/second
D knots
0 1 2 3 4 5
0 1 2 3 4 5 6 7 8 9 10
kilometers/hour
ICN-XX-Y-000000-T-FB429-01306-A-01-N
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°10
cont'd…
1 gramme (g) = 0.0353 ounce (oz) 1 ounce (oz) = 28.35 grammes (g)
1 kilogramme = 2.205 pounds (lb) 1 pound (lb) = 0.4535 kilogramme (kg)
1 ton (t) = 2 205 pounds (lb) 1 pound (lb) = 0.0004535 ton (t)
0 1 2 3 ounces
0 1 2 3 4 5 6 7 8 9 10
grammes
W
E
I pounds
0 5 10 15 20
G
H 0 1 2 3 4 5 6 7 8 9 10
T kilogrammes
pounds
0 5000 10000 15000 20000
0 1 2 3 4 5 6 7 8 9 10
tons
ICN-XX-Y-000000-T-FB429-01307-A-01-N
1 Newton (N) = 0.2248 pound-force (lbf) 1 pound-force (lbf) = 4.448 Newtons (N)
1 deca Newton (daN) = 2.248 pound-force 1 pound-force (lbf) = 0.4448 deca Newton
(lbf) (daN)
F
O Pound-force (lbf)
R 0 5 10 15 20
C
E 0 1 2 3 4 5 6 7 8 9 10
Newtons (N)
ICN-XX-Y-000000-T-FB429-01308-A-01-N
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°11
cont'd…
1 bar = 14.505 pound force per square inch 1 pound force per square inch (P.S.I.) =
(P.S.I.) 0.0689 bar
P 1 millibar (mbar) = 0.0145 P.S.I. 1 P.S.I. = 68.92 millibar (mbar)
R
E
P.S.I
S
S 0 5 10 15
U 0 1 2 3 4 5 6 7 8 9 10
R Millibars x 100
E
ICN-XX-Y-000000-T-FB429-01309-A-01-N
1 liter (l) = 0.2642 U.S. Gallons 1 U.S. Gallon = 3.785 liters (l)
1 cubic meter (m³) = 264.2 U.S. Gallons 1 U.S. Gallon = 0.003785 cubic meter
(m³)
V
O US Gallons
L
0 5 10 15 20 25
U
M 0 1 2 3 4 5 6 7 8 9 10
E Liters x 10
ICN-XX-Y-000000-T-FB429-01310-A-01-N
1 meter x deca Newton (m.daN) 1 pound-force x inch (lbf.in)

= 88.50 pound-force x inch (lbf.in) = 0.0113 meter x deca Newton (m.daN)
M
O
pound-force x inch (x100)
M
E 0 1 2 3 4 5 6 7 8 9
N
0 1 2 3 5 6 7 8 9 10
T
meters x deca Newton
U
M
ICN-XX-Y-000000-T-FB429-01311-A-01-N
cont'd…
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GENERAL INFORMATION
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cont'd…
T t (C°) = 5/9 { t (F°) – 32} t (F°) = 9/5 t (C°) + 32
E
M
°F
P
E -60 -40 -20 0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320
R -60 -40 -20 0 20 40 60 80 100 120 140 160

A °C
T
U
R
E ICN-XX-Y-000000-T-FB429-01312-A-01-N
10 Glossary of Standard Nomenclature
_3473513c-92bc-4e37-ac7d-074a852a0df7 03 MAY 2021
AAS..........................................................................................Anti-icing Advisory System

ABN..................................................................................................................Abnormal
ABV........................................................... ........................................................... Above
A/C........................................................... ........................................................... Aircraft
AC................................................... ................................................... Alternating Current
ACARS.................... .................... Aircraft Communication Addressing and Reporting System
ACAS.................................... .................................... Airborne Collision Avoidance 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
ACS..............................................................................................Air Conditioning System
ACW...................................... ...................................... Alternating Current Wild Frequency
ADC.................................................. .................................................. Air Data Computer
ADF............................................ ............................................ Automatic Direction Finding
ADI.............................................. .............................................. Attitude Director Indicator
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ADN................................................ ................................................ Avionic Data Network

ADS.................................................... .................................................... Air Data System
ADS-B............................. ............................. Automatic Dependent Surveillance - Broadcast
ADU..................................................................................................Advisory Display Unit
AFCS........................................ ........................................ Automatic Flight Control System
AFDX................................................. ................................................. Avionic Full Duplex
A/FEATH................................................. ................................................. Auto Feathering
AFM................................................................................................Airplane Flight Manual
AFR....................................................................................................................Airframe
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
AIDS......................................... ......................................... Aircraft Integrated Data System
AIL........................................................................................................................Aileron
ALD..............................................................................................Actual Landing Distance
ALT......................................................................................................................Altitude
ALTM..................................................................................................................Altimeter
ALTN..................................................................................................................Alternate
ANN....................................................... ....................................................... Annunciator
AOA..................................................... ..................................................... Angle of attack
AP.......................................................... .......................................................... Auto-Pilot
APC..................................................................................................Active Phase Control
APM......................................... ......................................... Aircraft Performance Monitoring
APP......................................................... ......................................................... Approach
APS............................................................................................Ambient Pressure Sensor
ARINC....................................... ....................................... Aeronautical Radio Incorporated
ARM......................................................................................................................Armed
A/S........................................................... ........................................................... Antiskid
ASAP................................................................................................As Soon As Possible
ASCB................................... ................................... Avionics Standard Communication Bus
ASD............................................................................................Accelerate Stop Distance
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cont'd…
ASI................................................... ................................................... Air Speed Indicator

ASTR................................................................................AC Stand by Bus Transfer Relay
ASYM..............................................................................................................Asymmetry
ATC........................................................................................................Air Traffic Control
ATE............................................. ............................................. Automatic Test Equipment
ATPCS................................ ................................ Automatic Take off Power Control System
ATT......................................................................................................................Attitude
ATTND....................................................... ....................................................... Attendant
AUTO................................................................................................................Automatic
AUX....................................................................................................................Auxiliary
AVAIL........................................................ ........................................................ Available
AZ........................................................... ........................................................... Azimuth
AZWF............................................. ............................................. Actual Zero Fuel Weight
BARO..............................................................................................................Barometric
BAT........................................................... ........................................................... Battery
BC................................................................................................................Back Course
BITE............................................... ............................................... Built in Test Equipment
BLW........................................................... ........................................................... Below
BPCU.............................................. .............................................. Bus Power Control Unit
BPU................................................................................................Battery Protection Unit
BRG.......................................................... .......................................................... Bearing
BRK........................................................... ........................................................... Brake
BSPS....................................... ....................................... Bleed Switching Pressure Sensor
BSC............................................... ............................................... Battery Start Contactor
BTC................................................... ................................................... Bus Tie Contactor
BTR...................................................... ...................................................... Bus Tie Relay
BXR................................................................................................Battery Transfer Relay
cont'd…
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cont'd…
CAB........................................................... ........................................................... Cabin

CAC..............................................................................................Crew Alerting Computer
CAC..................................................................................................Core Avionic Cabinet
CAN..............................................................................................Controller Area Network
CAP....................................................................................................Crew Alerting Panel
CAPT......................................................... ......................................................... Captain
CAS....................................................................................................Calibrated Airspeed
CAT......................................................... ......................................................... Category
C/B............................................................................................................Circuit Breaker
CBV......................................................................................................Cross Bleed Valve
CCAS..............................................................................Centralized Crew Alerting System
CCW.................................................. .................................................. Counter clockwise
CD........................................................................................................Coefficient of Drag
CDI............................................................................................Course Deviation Indicator
CDL............................................ ............................................ Configuration Deviation List
CDLS....................................................................................Cockpit Door Locking System
CDS............................................... ............................................... Cockpit Display System
CDTS............................... ............................... Compressor Discharge Temperature Sensor
CDU......................................................................................................Cabin Display Unit
CFC.......................................... .......................................... Constant Frequency Contactor
CFR........................................... ........................................... Code of Federal Regulations
CG..........................................................................................................Center of Gravity
CHAN..................................................................................................................Channel
CHC................................................... ................................................... Charge Contactor
CHG.......................................................... .......................................................... Charge
C/L......................................................... ......................................................... Check List
CL................................................................................Condition Lever or Coefficient of Lift
CLA................................................ ................................................ Condition Lever Angle
CLB........................................................................................................................Climb
CLR............................................................ ............................................................ Clear
CM..............................................................................................................Crew Member
CNTNR..............................................................................................................Container
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CNTR................................................................................................................Contactor
CNTRS................................................................................................................Contrast
COM.................................................... .................................................... Communication
COMPT........................................................................................................Compartment
COMPTR..................................................... ..................................................... Computer
CONFIG................................................... ................................................... Configuration
CONT..............................................................................................................Continuous
CORRECT.................................................... .................................................... Correction
CPA............................................. ............................................. Closest Point of Approach
CPCS........................................ ........................................ Cabin Pressure Control System
CPL.................................................. .................................................. Auto Pilot Coupling
CPM.............................................. .............................................. Core Processing Module
CRC........................................... ........................................... Continuous Repetitive Chime
CRG........................................................... ........................................................... Cargo
CRS......................................................................................................................Course
CRT.................................................. .................................................. Cathode Ray Tube
CRZ........................................................... ........................................................... Cruise
CTL........................................................... ........................................................... Control
CVR............................................... ............................................... Cockpit Voice Recorder
CW......................................................... ......................................................... Clockwise
DADC............................................ ............................................ Digital Air Data Computer

DADS.............................................. .............................................. Digital Air Data System
DC....................................................... ....................................................... Direct Current
DCA....................................................................................Data Concentration Application
DEC......................................................... ......................................................... Decrease
DELTA P.............................................. .............................................. Differential Pressure
DEV......................................................... ......................................................... Deviation
DFDR........................................... ........................................... Digital Flight Data Recorder
DGAC........................................................................Direction Générale de l'Aviation Civile
DGR..................................................................................................................Degraded
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DH............................................................................................................Decision Height
DIFF........................................................ ........................................................ Differential
DIM..............................................................................................................Light Dimmer
DISC....................................................... ....................................................... Disconnect
DISCH....................................................... ....................................................... Discharge
DIST......................................................... ......................................................... Distance
DLK.......................................................... .......................................................... Datalink
DM................................................................................................................Data Module
DME......................................... ......................................... Distance Measuring Equipment
DN..........................................................................................................................Down
DSPL....................................................................................................................Display
DU........................................................ ........................................................ Display Unit
EADI............................................................................Electronic Attitude Director Indicator

EASA....................................... ....................................... European Aviation Safety Agency
EBCC.................................... .................................... Emergency Battery Charge Contactor
EBTC.......................................... .......................................... Emer Bus Transfer Contactor
ECL.................................................. .................................................. Electronic Checklist
ECS.......................................... .......................................... Environmental Control System
ECU................................................................................................Electronic Control Unit
E/E......................................................................................................Electrical/Electronic
EEC............................................................................................Electronic Engine Control
EFB................................................. ................................................. Electronic Flight Bag
EFCP................................................. ................................................. EFIS Control Panel
EFIS...................................... ...................................... Electronic Flight Instrument System
EFOB..........................................................................................Estimated Fuel On Board
EFVS......................................... ......................................... Enhanced Flight Vision System
EGHR................................................................................External Ground Handling Relay
EGPWS............................. ............................. Enhanced Ground Proximity Warning System
EHSI................................... ................................... Electronic Horizontal Situation Indicator
EHV............................................... ............................................... Electro Hydraulic Valve
cont'd…
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cont'd…
ELEC........................................................ ........................................................ Electrical

ELEV......................................................... ......................................................... Elevator
ELV....................................................................................................................Elevation
EMER...................................................... ...................................................... Emergency
ENG......................................................................................................................Engine
EPC............................................................................................External Power Contactor
EPE..............................................................................................Estimated Position Error
EQPT....................................................... ....................................................... Equipment
ERACKV..........................................................................Emergency Ram Air Check Valve
ERAV............................................ ............................................ Emergency Ram Air Valve
ERIU........................................... ........................................... Engine Rating Interface Unit
ERP................................................. ................................................. Eye Reference Point
ESS......................................................... ......................................................... Essential
ET....................................................... ....................................................... Elapsed Time
ETOPS................ ................ Extended-range Twin Engine Operations Performance Standard
EVS.............................................. .............................................. Enhanced Vision Sensor
EWD........................................... ........................................... Engine and Warning Display
EXC..........................................................................External Power/Service Bus Contactor
EXH.......................................................... .......................................................... Exhaust
EXT.......................................................... .......................................................... External
FAA....................................................................................Federal Aviation Administration

FAF......................................................................................................Final Approach Fix
FAIL............................................................................................................Failed, Failure
FAR........................................................................................Federal Aviation Regulations
FCOC.............................................. .............................................. Fuel Cooled Oil Cooler
FCOM......................................... ......................................... Flight Crew Operating Manual
FCU........................................................................................................Fuel Control Unit
FCV................................................... ................................................... Flow control Valve
FD....................................................... ....................................................... Flight Director
FDA.............................................. .............................................. Flight Display Application
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cont'd…
FDAU........................................... ........................................... Flight Data Acquisition Unit

FDEP.............................................. .............................................. Flight Data Entry Panel
FEATH..............................................................................................................Feathered
FF.......................................................... .......................................................... Fuel Flow
FGCP...................................... ...................................... Flight Guidance and Control Panel
FGS............................................... ............................................... Flight Guidance System
FI......................................................................................................................Flight Idle
FL......................................................... ......................................................... Flight Level
FLT............................................................ ............................................................ Flight
FMA............................................................................................Flight Mode Annunciators
FMS............................................ ............................................ Flight Management System
F/O........................................................ ........................................................ First Officer
FOB..................................................... ..................................................... Fuel On Board
FODU........................................ ........................................ Feeder Overheat detection Unit
FOS............................................. ............................................. Flight Operations Software
FOV..............................................................................................................Field of View
FPA.................................................... .................................................... Flight Path Angle
FPLN....................................................... ....................................................... Flight Plan
FPV................................................... ................................................... Flight Path Vector
FQI................................................................................................Fuel Quantity Indication
FSN....................................................................................................Fleet Serial Number
FSV....................................................................................................Flow Sensor Venturi
FTO...................................................... ...................................................... Final Take Off
FTR......................................................................................................................Feather
FU....................................................................................................................Fuel Used
FWA............................................. ............................................. Flight Warning Application
FWD....................................................................................................................Forward
FWS................................................................................................Flight Warning System
GA......................................................... ......................................................... Go Around

GAL........................................................... ........................................................... Galley
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cont'd…
GC.................................................. .................................................. Generator Contactor

GCR............................................. ............................................. Ground Clutter Reduction
GCU............................................... ............................................... Generator Control Unit
GDM................................................................................................Group of Data Module
GEN........................................................ ........................................................ Generator
GI......................................................... ......................................................... Ground Idle
GMT................................................................................................Greenwich Mean Time
GND.......................................................... .......................................................... Ground
GNSS...................................... ...................................... Global Navigation Satellite System
GPS............................................. ............................................. Global Positioning System
GPU.................................................. .................................................. Ground Power Unit
GPWS............................................................................Ground Proximity Warning System
G/S........................................................ ........................................................ Glide Slope
GS...................................................... ...................................................... Ground Speed
GXS.................................... .................................... ACW Generator/Service Bus Contactor
HBOV....................................... ....................................... Handling Bleed Overboard Valve

HBV..................................................................................................Handling Bleed Valve
HD........................................................ ........................................................ Head Down
HDG....................................................................................................................Heading
HDLG........................................................ ........................................................ Handling
HEBTC........................................................................Hot Emer Battery Transfer Contactor
HF............................................................................................................High Frequency
HFOM............................................ ............................................ Horizontal Figure Of Merit
HI.............................................................. .............................................................. High
HLD..........................................................................................................................Hold
HMBTC........................................................................Hot Main Battery Transfer Contactor
HMD............................................... ............................................... Head Mounted Display
HMU................................................ ................................................ Hydromechanical Unit
HOBV............................................ ............................................ Handling Overboard Valve
HP..............................................................................................................High Pressure
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HPV................................................. ................................................. High Pressure Valve

HSI............................................ ............................................ Horizontal Situation Indicator
HTG.......................................................... .......................................................... Heating
HU......................................................................................................................Head Up
HYD......................................................... ......................................................... Hydraulic
IAF................................................... ................................................... Initial Approach Fix

IAS......................................................................................................Indicated Air Speed
IASC.......................................... .......................................... Integrated Air System Control
ICAO................................... ................................... International Civil Aviation Organisation
ICP.................................................. .................................................. Index Control Panel
IDT............................................................. ............................................................. Ident
IEP......................................................................................................Ice Evidence Probe
IESI................................... ................................... Integrated Electronic Standby Instrument
I.F................................................ ................................................ Intermediate Frequency
IFR................................................ ................................................ Instrument Flight Rules
IGN........................................................... ........................................................... Ignition
ILS............................................. ............................................. Instrument Landing System
IMC..........................................................................Instrumental Meteorological Conditions
IMU.............................................. .............................................. Inertial Measurement Unit
IN..........................................................................................................Inertial Navigation
INC.......................................................... .......................................................... Increase
IND.......................................................... .......................................................... Indicator
IN/HG.................................................. .................................................. Inches of Mercury
INHIB......................................................................................................................Inhibit
INOP....................................................... ....................................................... Inoperative
INS.............................................. .............................................. Inertial Navigation System
INST........................................................ ........................................................ Instrument
INT......................................................... ......................................................... Interphone
INU................................................ ................................................ Inertial Navigation Unit
INV........................................................... ........................................................... Inverter
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cont'd…
IOM....................................................................................................Input Output Module

IPD................................................ ................................................ Inter-Pupillary Distance
IRS.............................................. .............................................. Inertial Reference System
ISA................................................................................International Standard Atmosphere
ISOL......................................................... ......................................................... Isolation
ISV................................................ ................................................ Isolation Shut-off Valve
ITT.............................................. .............................................. Inter Turbine Temperature
JAA.............................................. .............................................. Joint Aviation Authorities

JAR............................................ ............................................ Joint Aviation Requirements
JIC.................................................. .................................................. Job Instruction Card
LAT........................................................... ........................................................... Lateral

LAV.......................................................... .......................................................... Lavatory
LBA....................................................................................................Lowest Blade Angle
LDG.......................................................... .......................................................... Landing
LDTA...................................... ...................................... Landing Distance at Time of Arrival
LEDM.......................................... .......................................... List of Effective Data Module
L/G..............................................................................................................Landing Gear
LH.......................................................... .......................................................... Left Hand
LIM....................................................................................................................Limitation
LMG..................................................... ..................................................... Left Main Gear
LMU................................................. ................................................. Light Managing Unit
LNAV.................................................. .................................................. Lateral Navigation
LO.............................................................. .............................................................. Low
LOC......................................................... ......................................................... Localizer
LOM...................................................... ...................................................... List of MODs
LOS..............................................................................................................Line Of Sight
LP....................................................... ....................................................... Low Pressure
cont'd…
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cont'd…
LRU................................................ ................................................ Line Replaceable Unit

LT............................................................................................................................Light
LVL............................................................ ............................................................ Level
MAC............................................. ............................................. Mean Aerodynamic Chord

MAN.......................................................... .......................................................... Manual
MAP........................................................................................................Ground Mapping
MAX..................................................................................................................Maximum
MBCC........................................ ........................................ Main Battery Charge Contactor
MBTC.......................................... .......................................... Main Bus Transfer Contactor
MC............................................................................................................Master Caution
MCDU............................................................................Multi Function Control Display Unit
MCP........................................... ........................................... Multi Function Control Panel
MCT..............................................................................................Maxi Continuous Thrust
MDA............................................. ............................................. Minimum Descent Altitude
MEA............................................. ............................................. Minimum en route Altitude
MECH................................................................................................................Mechanic
MEL.............................................. .............................................. Minimum Equipment List
MFC.............................................. .............................................. Multi Function Computer
MFCU.......................................... .......................................... Mechanical Fuel Control Unit
MFD................................................ ................................................ Multi Function Display
MFW............................................... ............................................... Minimum Flight Weight
MGT...................................................... ...................................................... Management
MIC................................................................................................................Microphone
MIN....................................................................................................................Minimum
MIP............................................... ............................................... Main Instruments Panel
MISC..................................................... ..................................................... Miscellaneous
MIXTS..........................................................................................Mix Temperature Sensor
MKR......................................................................................................................Marker
MLG.................................................. .................................................. Main Landing Gear
MLS............................................ ............................................ Microwave Landing System
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cont'd…
MLW............................................. ............................................. Maximum Landing Weight

MMEL........................................ ........................................ Master Minimum Equiment List
MMO............................................ ............................................ Maximum Operating Mach
MMPU............................................................................................Multi Media Player Unit
MOD....................................................... ....................................................... Modification
MP................................................................................................Maintenance Procedure
MPC.............................................. .............................................. Multi Purpose Computer
MPU..................................................................................................Micro Processor Unit
MSA................................................................................................Minimum Safe Altitude
MSG........................................................ ........................................................ Messages
MSIS.......................................... .......................................... Minimum Severe Icing Speed
MSN........................................... ........................................... Manufacturer Serial Number
MTOW............................................ ............................................ Maximum Takeoff Weight
MW..................................................... ..................................................... Master Warning
MZFW......................................................................................Maximum Zero Fuel Weight
NAC.......................................................... .......................................................... Nacelle

NACA..............................................................National Advisory Committee for Aeronautics
NAMS......................................... ......................................... New Air Management System
NAV........................................................ ........................................................ Navigation
ND........................................................................................................Navigation Display
NDB..................................................Non Directional Beacon or Navigation Database (GPS)
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
NOTAM................................................. ................................................. Notice To Airmen
cont'd…
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cont'd…
NP............................................... ............................................... Propeller Rotation Speed

NPU............................................. ............................................. Navigation Processor Unit
NUC............................................. ............................................. Non Uniformity Correction
NVM..................................................................................................Non Volatile Memory
N/W....................................................... ....................................................... Nose Wheel
NWS................................................ ................................................ Nose Wheel Steering
OAT..............................................................................................Outside Air Temperature

OBS................................................................................................Omni Bearing Selector
OSD............................................ ............................................ Operational Suitability Data
OT........................................................ ........................................................ Other Traffic
OTF.............................................. .............................................. Optical tracker Fixed unit
OUTB........................................................ ........................................................ Outboard
OVBD....................................................... ....................................................... Overboard
OVERTEMP.............................................. .............................................. Overtemperature
OVHD....................................................... ....................................................... Overhead
OVHP......................................................................................................OverHead Panel
OVHT........................................................ ........................................................ Overheat
OVLY......................................................... ......................................................... Overlay
OVRD........................................................ ........................................................ Override
OVSPD............................................................................................................Overspeed
OXY.......................................................... .......................................................... Oxygen
PA................................................... ................................................... Passenger Address

PAX........................................................ ........................................................ Passenger
PBE......................................... ......................................... Protective Breathing Equipment
PBN....................................................................................Performance Based Navigation
PCU................................................ ................................................ Propeller Control Unit
PDPS....................................... ....................................... Pack Discharge Pressure Sensor
cont'd…
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cont'd…
PDTS..........................................................................Pack Discharge Temperature Sensor

PEBMV..............................................................Parking/Emergency Braking Metering Valve
PEC............................................ ............................................ Propeller Electronic Control
PF......................................................... ......................................................... Pilot Flying
PFD................................................ ................................................ Primary Flight Display
PFTS......................................... ......................................... Power Feeder Thermal Sensor
PIPS.......................................... .......................................... Pressure Inlet Pressure Senor
PITS....................................................................................Pack Inlet Temperature Sensor
PIU................................................ ................................................ Propeller Interface Unit
PL........................................................ ........................................................ Power Lever
PLA.................................................. .................................................. Power Lever Angle
PM............................................................................................................Pilot Monitoring
PNL........................................................................................................................Panel
POS.......................................................... .......................................................... Position
PR......................................................................................................................Pressure
PRESS........................................................................................................Pressurization
PRIM....................................................................................................................Primary
PRKG......................................................... ......................................................... Parking
PROC....................................................... ....................................................... Procedure
PROP........................................................ ........................................................ Propeller
PROX SW................................................ ................................................ Proximity Switch
PRSOV................................... ................................... Pressure Regulating & Shut Off Valve
PRV............................................. ............................................. Pressure Regulating Valve
PSEU........................................ ........................................ Proximity Switch Electronic Unit
PSI................................................ ................................................ Pound per Square Inch
PSU............................................... ............................................... Passenger Service Unit
PSV..................................................................................................Propeller Servo Valve
PT............................................................. ............................................................. Point
PT................................................. ................................................. Proximity traffic TCAS
PTB..........................................................................................................Power Trim Box
PTS...................................... ...................................... Pack Temperature Sensor Channels
PTT.............................................. .............................................. Push to talk, Push to test
PTW....................................................................................................Pitch Thumb Wheel
PVCU....................................................................................Power and Video Control Unit
cont'd…
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cont'd…
PVM............................................... ............................................... Propeller Valve Module

PWM.............................................. .............................................. Pulse Width Modulation
PWR........................................................... ........................................................... Power
QAR............................................... ............................................... Quick Access Recorder

QRC................................................................................................Quick Release Control
QRH............................................ ............................................ Quick Reference Handbook
QRT................................................................................................Quick Reference Table
QT............................................................. ............................................................. Quart
QTY.......................................................... .......................................................... Quantity
RA..................................................................Resolution Advisory TCAS or Radio Altimeter

RAD/ALT.................................................. .................................................. Radio Altitude
RAD/INT................................................ ................................................ Radio/Interphone
RAIM................................. ................................. Receiver Autonomous Integrity Monitoring
RARV............................................ ............................................ Ram Air Regulating Valve
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
RGB................................................. ................................................. Reduction Gear Box
RH..................................................................................................................Right Hand
RLY............................................................ ............................................................ Relay
RMA......................................... ......................................... Radio Management Application
cont'd…
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cont'd…
RMG........................................................................................................Right Main Gear

RMI..............................................................................................Radio Magnetic Indicator
RMS........................................................................................Radio Management System
RNAV................................................... ................................................... Area Navigation
RNP................................................................................Required Navigation Performance
RPM................................................................................................Revolution Per Minute
RQD......................................................... ......................................................... Required
RQRD........................................................ ........................................................ Required
RTO.................................................... .................................................... Reserve Takeoff
RTOW......................................................................................Regulatory Take-Off Weight
RUD.......................................................... .......................................................... Rudder
RVDT................................... ................................... Rotary Variable Differential Transducer
RWS................................................. ................................................. Reactive Windshear
RWY....................................................................................................................Runway
RWYCC............................................ ............................................ Runway Condition Code
SAT................................................ ................................................ Static Air Temperature

SB...................................................... ...................................................... Service Bulletin
SBAS.................................... .................................... Satellite Based Augmentation System
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
SELCAL................................................. ................................................. Selective Calling
SFV....................................................... ....................................................... Safety Valve
SG........................................................................................................Symbol Generator
SGL........................................................... ........................................................... Single
SGU............................................... ............................................... Symbol Generator Unit
cont'd…
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cont'd…
SHP.................................................. .................................................. Shaft Horse Power

SID.......................................... .......................................... Standard Instrument Departure
SMA.......................................... .......................................... System Maintenance Advisory
SMK......................................................................................................................Smoke
SMKG........................................................ ........................................................ Smoking
SO........................................................... ........................................................... Shut-Off
S.O........................................................... .......................................................... Shut-Off
SOV............................................................................................................Shut Off Valve
SPD........................................................... ........................................................... Speed
SPLR.......................................................... .......................................................... Spoiler
SPLY.......................................................... .......................................................... Supply
SPS....................................... ....................................... Single-point Performance Software
SSR.......................................... .......................................... Secondary Surveillance Radar
STAB........................................................ ........................................................ Stabilizer
STAR................................................... ................................................... Standard Arrival
STBY......................................................... ......................................................... Standby
STR..........................................................................................Service Bus Transfer Relay
STRG..................................................................................................................Steering
SURV...................................................... ...................................................... Surveillance
SVCE......................................................... ......................................................... Service
SVS..............................................................................................Synthetic Vision System
SWM..........................................................................................................Switch Module
SYNPHR....................................................................................................Synchrophaser
SYS......................................................................................................................System
T2CAS............................. ............................. Traffic and Terrain Collision Avoidance System

T3CAS............................. ............................. TAWS, TCAS and Transponder combined unit
TA................................................. ................................................. Traffic Advisory TCAS
TAD............................................. ............................................. Terrain Awareness Display
TAS..................................................... ..................................................... True Air Speed
TAT................................................. ................................................. Total Air Temperature
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°30
cont'd…
TAWS..................................... ..................................... Terrain Awareness Warning System

TBD................................................... ................................................... To be Determined
TCAS............................... ............................... Traffic Alert and Collision Avoidance System
TCF............................................... ............................................... Terrain Clearance Floor
TCS................................................................................................Touch Control Steering
TCV............................................. ............................................. Temperature Control Valve
T/D..................................................................................................................Time Delay
TD........................................................ ........................................................ Type Design
TEMP............................................................................................................Temperature
TGT........................................................... ........................................................... Target
TIC.................................................. .................................................. Turbine Inlet Control
TK............................................................................................................................Tank
TLU........................................................................................Travel Limiting Unit (Rudder)
TM....................................................... ....................................................... Torque Motor
T.O........................................................................................................................Takeoff
TOD................................................... ................................................... Take-Off Distance
TOR...................................................... ...................................................... Take-Off Run
TOW.................................................... .................................................... Take Off weight
TQ............................................................ ............................................................ Torque
TRU............................................................................................Transformer Rectifier Unit
TSCU........................................ ........................................ Torque Signal Conditioning Unit
TTG................................................................................................................Time To Go
UBC................................................. ................................................. Utility Bus Contactor

U/F......................................................... ......................................................... Underfloor
UHF..................................................................................................Ultra High Frequency
UNCPL....................................................... ....................................................... Uncouple
UNDV..................................................... ..................................................... Undervoltage
UNLK....................................................................................................................Unlock
USB.................................................... .................................................... Upper SideBand
UTLY........................................................... ........................................................... Utility
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°31
cont'd…
V1...................................................... ...................................................... Decision Speed

V2................................................................................................Second Segment Speed
VCCU......................................................................................Video Cabin Command Unit
VCP................................................. ................................................. Virtual Control Panel
VENT....................................................... ....................................................... Ventilation
VENTS................................................................................Ventilated Temperature Sensor
VERT....................................................................................................................Vertical
VFOM.............................................. .............................................. Vertical Figure Of Merit
VFR......................................................................................................Visual Flight Rules
VHF................................................. ................................................. Very High Frequency
VMC........................................ ........................................ Visual Meteorological Conditions
VMO............................................ ............................................ Maximum Operating Speed
VNAV....................................................................................................Vertical Navigation
VOR......................................................................................VHF OMNI Directional Range
VPRL......................................................................................Vertical Path Reference Line
VR...................................................... ...................................................... Rotation Speed
VS..............................................................................................................Vertical Speed
VSI................................................................................................Vertical Speed Indicator
VU......................................................... ......................................................... Visual Unit
WARN........................................................ ........................................................ Warning

WAT........................................................................................Weight Altitude Temperature
WBM........................................... ........................................... Weight and Balance Manual
WE............................................................................................................Water Extractor
WOW.................................................. .................................................. Weight On Wheel
WPT......................................................... ......................................................... Waypoint
W/S........................................................ ........................................................ Windshear
WS...................................................... ...................................................... Water Sprayer
WX...................................................... ...................................................... Weather Mode
WXR..........................................................................................................Weather Radar
cont'd…
GEN.
GENERAL INFORMATION
1608 / 45
FCOM Page n°32
cont'd…
X.............................................................. .............................................................. Cross

XFEED...................................................... ...................................................... Cross feed
XFR.......................................................... .......................................................... Transfer
XPDR............................................................................................................Transponder
YD................................................................................................................Yaw Damper
ZA...................................................... ...................................................... Aircraft Altitude

Z CAB.................................................... .................................................... Cabin Altitude
ZCTH..........................................................................................Theoretical Cabin Altitude
ZFW................................................... ................................................... Zero Fuel Weight
ZP..................................................... ..................................................... Pressure Altitude
ZPRL............................................ ............................................ Zero Pitch Reference Line
ZRA............................................... ............................................... Radio Altimeter Altitude
##DELETE-PAGE-END##
LIM.
FCOM
1608 / 45 TOC
LIMITATIONS
GENERAL LIMITATIONS LIM.1
. Introduction.................................................................................................. page 01
. Kinds of Operation........................................................................................ page 01
. Minimum Flight Crew.....................................................................................page 01
. Performance Configuration............................................................................page 01
. Maximum Operating Altitude......................................................................... page 01
. Maneuvering Limit Load Factors....................................................................page 01
. Dispatchability.............................................................................................. page 02
. Maximum Number of Seats............................................................................ page 02
WEIGHT AND LOADING LIM.2
1. WEIGHT............................................................................................................ page 01
2. CERTIFIED CENTER OF GRAVITY ENVELOPE....................................................page 01
3. LOADING - UNLOADING.................................................................................... page 03
SPEEDS LIM.3
1. AIRSPEEDS.......................................................................................................page 01
2. STALL SPEEDS................................................................................................. page 02
3. MINIMUM CONTROL SPEEDS............................................................................ page 03
4. OPERATING SPEED...........................................................................................page 05
OPERATIONAL PARAMETERS LIM.4
1. ENVIRONMENTAL............................................................................................. page 01
2. WIND LIMITATION.............................................................................................. page 01
3. RUNWAY........................................................................................................... page 04
4. ICING CONDITIONS........................................................................................... page 04

LIM.
FCOM
1608 / 45 TOC
SYSTEMS LIM.5
21. AIR CONDITIONING........................................................................................... page 01
22. AUTO FLIGHT....................................................................................................page 01
23. COMMUNICATIONS........................................................................................... page 01
24. ELECTRICAL POWER........................................................................................ page 02
27. FLIGHT CONTROLS...........................................................................................page 02
29. HYDRAULIC POWER......................................................................................... page 02
30. ICE AND RAIN PROTECTION............................................................................. page 03
31. INDICATING AND RECORDING SYSTEMS.......................................................... page 03
32. LANDING GEAR................................................................................................ page 03
33. LIGHTS............................................................................................................. page 03
34. NAVIGATION......................................................................................................page 04
35. OXYGEN........................................................................................................... page 18
52. DOORS............................................................................................................. page 19
70. POWER PLANT..................................................................................................page 19

LIM.1
LIMITATIONS
1608 / 45 GENERAL LIMITATIONS

FCOM Page n°01
1 Introduction
_7166e16e-c844-4707-82e4-0b99b2916a2b 03 NOV 2016
This section includes the Airplane Flight Manual limitations required by regulations.
CAUTION
- The limitations of the Airplane Flight Manual (EASA basis) are clearly identified
- The additional limitations are defined in order to optimize aircraft operations
- All references to airspeed and altitude relate to indicated airspeed and pressure
altitude, unless otherwise noted.
2 Kinds of Operation
_39c36470-bd17-4491-9888-80a05bc67d9a 25 SEP 2015
AFM DATA
The aircraft is certified in the transport category for day and night operations, in the following
conditions when the appropriate equipment and instruments required by the airworthiness
and operating regulations are approved, installed and in an operable condition:
- VFR and IFR
- Flight in icing conditions
- Reverse thrust taxi (single or twin engine).
3 Minimum Flight Crew
_4e716386-fd2a-4057-8be2-86720ae8d222 25 SEP 2015
AFM DATA
2 Pilots.
4 Performance Configuration
_a5d7fe61-e842-49a8-9b72-151b89e0924d 22 DEC 2017
Refer to PERFORMANCE for associated performances.
AFM DATA
Refer to AFM - PERFORMANCE - AIRCRAFT CONFIGURATION for aircraft configuration
associated with certified performances.
5 Maximum Operating Altitude
_5e0f199b-a433-4e46-8d33-496abde00c11 25 SEP 2015
AFM DATA
Maximum Operating Altitude....................................... ....................................... 25 000 ft
6 Maneuvering Limit Load Factors
_50f667d9-e2a5-4754-b6ff-2f59e971a16f 25 SEP 2015
AFM DATA
Gear and flaps retracted....................................... ....................................... +2.5 g to -1 g
Gear and/or flaps extended....................................... ....................................... +2 g to 0 g
##DELETE-PAGE-END##
LIM.1
LIMITATIONS
1608 / 45 GENERAL LIMITATIONS

FCOM Page n°02
7 Dispatchability
_a958bded-609d-4f1a-93c4-5d12a50c5124 18 SEP 2017
In the case of failed or missing equipment / part, refer to MMEL / CDL for aircraft dispatch.
8 Maximum Number of Seats
Maximum Number of Passenger Seats
_65c35a0e-6ca5-4e70-86e3-f483f3eeae5f 25 SEP 2015
AFM DATA
60
##DELETE-PAGE-END##
LIM.2
LIMITATIONS
1608 / 45 WEIGHT AND LOADING

FCOM WEIGHT Page n°01
1 WEIGHT
1.1 Structural Limitations
_2228dfda-fd56-4225-af4a-d3a513b3a203 07 MAR 2016
MAXIMUM WEIGHT kg
TAXI 18 770
TAKEOFF 18 600
LANDING 18 300
ZERO FUEL 16 700
1.2 Performance Limitations
_d9fdcf93-3353-474a-b6fc-fbf2883a62e3 21 OCT 2016
Maximum takeoff weight and maximum landing weight may be reduced by performance
requirements related to the following (Refer to PERFORMANCE) :
- Climb performance (first and second segment, final takeoff and en route, approach and
landing climb)
- Available runway length (takeoff and landing)
- Tyre limit speed
- Brake energy limit, observe BRK TEMP alert for takeoff
- Obstacle clearance (takeoff and en route)
- En route and landing weight.
2 CERTIFIED CENTER OF GRAVITY ENVELOPE
2.1 Certified Center of Gravity Envelope
_cf6e2dbd-2709-40eb-8637-d1acb4bb7657 28 MAY 2019
The limits of the center of gravity are given in percentage of the Mean Aerodynamic Chord
(MAC), landing gear extended.
The MAC is 2.285 m long.
Station 0 is 2.362 m forward of the fuselage nose.
The distance from station 0 to reference chord leading edge is 11.425 m.
cont'd…
LIM.2
LIMITATIONS

FCOM CERTIFIED CENTER OF GRAVITY ENVELOPE Page n°02
cont'd…
11 13 15 17 19 21 23 25 27 29 31 33 35 %MAC
19
18
17
16
15
14
13
12
11
10
9
Index -50 -40 -30 -20 -10 0 10 20 30 40 Index
ICN-4X-Y-000000-T-FB429-00250-F-01-N
MTOW : 18 600 kg
MLW : 18 300 kg
MZFW : 16 700 kg
WARNING
CERTIFIED CENTER OF GRAVITY ENVELOPE MUST NOT BE USED FOR
OPERATIONAL PURPOSE. PROPER OPERATIONAL CENTER OF GRAVITY ENVELOPE
MUST BE DEFINED. REFER TO WBM - WBM LIM.1.16: OPERATIONAL CENTER OF
GRAVITY ENVELOPE FOR FURTHER DETAILS.
##DELETE-PAGE-END##
LIM.2
LIMITATIONS

FCOM LOADING - UNLOADING Page n°03
3 LOADING - UNLOADING
3.1 Loading - Unloading Instruction
_2fbc5f8d-4e75-45f5-b4ac-b2c59220c55e 30 NOV 2020
The aircraft must be loaded in accordance with the loading instructions given in the WEIGHT
AND BALANCE manual.
##DELETE-PAGE-END##
LIM.2
LIMITATIONS

FCOM LOADING - UNLOADING Page n°04
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
FCOM AIRSPEEDS Page n°01
1 AIRSPEEDS
1.1 Maximum Operating Speed VMO-MMO
_0613c62d-0749-4923-9da6-f48181657b54 08 DEC 2017
The flight crew shall not intentionally exceed this limit, in any flight phase.
VMO ...................................................................................................................... 250 kt
MMO ............................................................ ............................................................ 0.55
1.2 Maximum Design Maneuvering Speed VA
_4ba6dba5-27ba-425a-b434-37b715b18897 06 OCT 2017
Full application of roll and yaw controls should be limited to speeds below VA. Maneuvers
involving angles of attack near the stall should be limited to speeds below VA.
VA ........................................................................................................................ 160 kt
CAUTION
Rapid and large alternating controls inputs, especially in combination with large changes in
pitch, roll or yaw (e.g. large sideslip angles) may result in structural damage at any speed,
including below maneuvering speed VA.
CAUTION
When elevators are uncoupled, dual opposite inputs from left and right control columns are
strictly forbidden as it may result in structural damage at any speed, including below
maneuvering speed VA.
1.3 Maximum Flaps Extended Operating Speeds VFE
_1d68acdb-d49b-4477-9e0b-35b58b328c3f 22 MAY 2017
FLAPS 15....................................................... ....................................................... 180 kt
FLAPS 25....................................................... ....................................................... 160 kt
FLAPS 35....................................................... ....................................................... 150 kt
1.4 Maximum Landing Gear Extended and Operating Speeds VLE-VLO
_f98950b4-133f-4034-a593-6bd53af6d77e 22 MAY 2017
VLE ........................................................... ........................................................... 180 kt
VLO during extension................................................................................................170 kt
VLO during retraction................................................................................................160 kt
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
FCOM STALL SPEEDS Page n°02
2 STALL SPEEDS
2.1 Stall Speeds
_75a24d19-0792-4722-8597-6daaa678ff42 06 JAN 2017
VSR - CAS (kt) FLAPS / GEAR

115
0 / UP
110
105
100 15 / UP
95
25 / UP
25 / DOWN
90
35 / DOWN
85
80
75
WEIGHT (x 1000 kg)

70
12 13 14 15 16 17 18 19
26 28 30 32 34 36 38 40 42
WEIGHT (x 1000 lb)
ICN-4X-Y-000000-T-FB429-00011-C-02-N
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
FCOM MINIMUM CONTROL SPEEDS Page n°03
3 MINIMUM CONTROL SPEEDS
3.1 V1 LIMITED BY VMCG
3.1.1 Flaps 15
_10b70604-2c37-4753-801a-c854bec4e299 28 NOV 2017
CAUTION
Increase by 1.5 kt for takeoff with air conditioning on.
V1 LIMITED BY VMCG (FLAPS 15)
(kt CAS)
104
100
-1000
0
1000
2000
3000
4000
5000
6000 96
7000
8000
8500
92
AIRPORT PRESSURE ALTITUDE (ft)
88
84
80
-40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE (° C)
ICN-4X-Y-000000-T-FB429-00019-E-02-N
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
3.2 VMCA
3.2.1 Flaps 15
_28c8b67f-9a5d-4f45-ad34-f8c988a23403 28 NOV 2017
MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15)
(kt CAS)
104
-1000
0
1000
2000 100
3000
4000
5000
6000
7000
8000
8500 96
92
AIRPORT PRESSURE ALTITUDE (ft)
88
84
80
-40 -30 -20 -10 0 10 20 30 40 50 60
OUTSIDE AIR TEMPERATURE (° C)
ICN-4X-Y-000000-T-FB429-00020-E-02-N
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
3.3 VMCL
3.3.1 Landing VMCL
_f04ad220-c690-4183-bc9c-fb23dbb8fa58 22 MAY 2017
FLAPS 35..............................................................................................................96.5 kt
FLAPS 25........................................................ ........................................................ 96 kt
FLAPS 15..............................................................................................................98.5 kt
4 OPERATING SPEED
4.1 GENERAL
4.1.1 General
_1bfc4494-008c-469a-bb57-51af3b45f1c6 19 SEP 2017
Different speed types are used to operate an aircraft. Some of them enable the flight crew to
manage the flight while maintaining some margins from critical areas, whereas others are
mainly used for navigational and performance optimization purposes.
Operating speeds are built from limit speeds and margins application (multiplicator-coefficients)
to determine the flight envelope of the aircraft.
4.2 MAN - AUTO SPEED PHILOSOPHY
4.2.1 MAN - AUTO SPEED philosophy
_bb64b374-90fa-4766-ad7a-e822d128b4fb 06 OCT 2017
The avionic suite provides 2 selectable speeds:
- AUTO speed: (magenta bug on the PFD speed scale) is the managed speed computed
by the FMS. It depends on: flaps lever, power management, normal/icing conditions,
number of operative engines.
This managed speed ensures safe speeds to operate the aircraft in all flight phases.
AUTO speed is upper limited by maximum speed (Vmax) and lower limited by operational
minimum speed (Vmin OPS).
- MAN speed: (cyan bug on the PFD speed scale) is the pilot manual selected speed.
Note
Refer to CONTROLS for more details on PFD indications
4.3 DEFINITION
4.3.1 Operating Speeds
_a3463c00-c4db-4f73-a10f-76655c0f3580 06 JAN 2017
V1 V1 is the maximum speed at which the flight crew
can decide to reject the takeoff and is ensured to
stop the aircraft within the limits of runway.
VLOF Speed at which the lift overcomes the weight.
VR Speed at which rotation is initiated to reach V2 at
35 ft height.
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
FCOM OPERATING SPEED Page n°06
cont'd…
V2 Takeoff, safety speed reached at 35 ft height with

one engine failed and providing second segment
climb gradient not less than the minimum (2.4 %).
Vmin OPS Minimal flight speed based on flying conditions
and aircraft configuration.
VmLB Minimum maneuver speed, in Low Bank (15 °
MAX), depending on flaps configuration (VmLB0,
VmLB15….) and phase of flight.
VmHB Minimum maneuver speed, in High Bank (27 °
MAX), depending on flaps configuration (VmHB0,
VmHB15…) and phase of flight.
VFTO Final Takeoff speed used during Final Segment
with one engine inoperative and providing climb
gradient not less than the minimum (1.2 %).
VREF Final approach reference speed for the
determination of the certified landing distance.
VAPP Final Approach speed is the operational speed
used during landing taking into account
corrections (Wind/Gust/Failure).
VGA Go-Around Speed
VFGA Final Go-Around Speed. Best climb gradient
speed after the go-around acceleration altitude.
The higher value between Final Takeoff (VFTO)
and Drift-down speed.
4.3.2 Limit Speeds
_ef0361cf-e190-4133-83c4-06f66ddaa4e8 10 MAR 2017
VS Conventional stall speed, when the lift suddenly
collapses. At that moment, the load factor is
always less than one.
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
VS1g Stall speed which corresponds to the maximum lift

coefficient, just before the lift starts decreasing. At
that moment, the load factor is still equal to one.
VS = 0.94 x VS1g
VSR 1 g stall speed for a specified configuration. It is

function of the aircraft weight
VMO Maximum operating speed. Refer to LIM.3.2.1
Maximum Operating Speed VMO-MMO.
MMO Maximum operating mach. Refer to LIM.3.2.1
Maximum Operating Speed VMO-MMO.
VA Maximum design maneuvering speed. Refer to
LIM.3.2.2 Maximum Design Maneuvering Speed
VA.
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.
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 (takeoff 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.
Refer to LANDING VMCL.
VFE Maximum speed for each Flaps Extended. Refer
to LIM.3.2.3 Maximum Flaps Extended Operating
Speeds VFE.
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
VLE Maximum speed with Landing gear Extended

Refer to LIM.3.2.4 Maximum Landing Gear
Extended and Operating Speeds VLE-VLO.
VLO Maximum speed to Operate Landing gears
(Lowering, Retracting). Refer to LIM.3.2.4
Maximum Landing Gear Extended and Operating
Speeds VLE-VLO.
4.4 MINIMUM MANEUVER SPEEDS (VMHB-VMLB)
4.4.1 Introduction
_50decdbf-091a-4462-ba86-0c3c2611837d 10 MAR 2017
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 Refer to LIM.3.2.1
Stall Speeds or by V2 when applicable.
4.4.2 Normal Conditions
_2071fbb0-21df-4721-8f77-239040ef7484 06 JAN 2017
FLAPS VmHB VmLB

0 1.22 VSR
15 1.23 VSR and not less than V2
25 VMCL during approach Not used
35 Not used
4.4.3 Icing Conditions
_6a6e54a2-0528-48a6-a6ca-1bbfe4c9226b 19 SEP 2017
The minimum maneuver speeds defined for normal conditions must be increased and the new
value enforced whenever ice accretion:
- Is possible (flight in atmospheric icing conditions)
- Exists (ice accretion developing or residual ice).
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
FLAPS VmHB VmLB

0 1.5 VSR 1.45 VSR
1.21 VSR
T/O - 2nd segment
1.27 VSR
15 1.41 VSR
Final Takeoff
1.35 VSR
En-route
1.36 VSR gear up approach
1.29 VSR
25 1.36 VSR gear down final
Go-around
approach
35 1.35 VSR Not used
CAUTION
For obstacle clearance, the en-route configuration with engine failure is FLAPS 15 at a
minimum speed of 1.35 VSR if ice accretion is observed.
Note
Refer to SPEEDS for V SR and VMCL speed values.
In order to determine these speeds in a more pilot oriented manner, an operating data booklet
included in QRH is provided in which relevant minimum maneuver/operating speeds are
directly given for all weights.
4.4.4 Recommended Conservative Maneuvering Speed
_f64e59b5-9bc6-4215-b52c-19eb49252432 06 OCT 2017
When performance consideration does not decide use of minimum maneuver speeds, the
following conservative maneuvering speeds are recommended.
They cover all weight, for high bank operational maneuver, at all flight conditions (normal or
icing):
- FLAPS 0: 175 kt
- FLAPS 15: 145 kt
- FLAPS 25: 135 kt
- FLAPS 35: 125 kt
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
4.5 TAKEOFF SPEEDS
4.5.1 TAKEOFF SPEEDS
_72559ece-cf71-4d08-91f3-0679f7d65eaf 03 NOV 2016
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
4.6 V1 - VR - V2
4.6.1 V1 - VR - V2
_8ac0542c-ad8e-4195-86a5-5d6147d2d454 29 APR 2020
- Non Limiting (NL) V1 / VR / V2 are read from the QRH, matching conservative actual
TOW and are also automatically computed by the FMS.
Note
Do not use example for operations.
- Else V1 / VR / V2 are read in relation with the method described in chapter (Refer to
TAKEOFF SPEEDS VALUES) or FOS chart. The takeoff speeds must be inserted
manually in TAKEOFF PERF page of the MCDU.
Note
Note
1) If the TOW is below the RTOW (limitation), you must read V1 / VR / V2 given by the
method used to determine the limitation (FOS or FCOM)
2) SPS (Single-point Performance Software) provides V1 / VR / V2 and VmLB considering
NL or limiting runway conditions.
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
The takeoff speeds are automatically displayed by the FMS on PFD.

4.7 VFTO
4.7.1 VFTO
_b49b407b-306a-486e-9db5-7ea399f0ffdb 26 OCT 2016
The value of Final Takeoff speed is read from QRH based on prevailing normal conditions
(VmLB0) or icing conditions (VmLB15).
Note
Example not to be used for operations.
4.8 CRUISE SPEEDS
4.8.1 Minimum Speeds
_11d06831-dcc4-45c4-b702-0bffa49841bc 19 SEP 2017
The minimum maneuver speed in flight is VmLB FLAPS 0 in normal conditions or VmLB FLAPS
0 in icing conditions.
The minimum maneuver in drift down operation is VmLB FLAPS 0 in normal condition or VmLB
FLAPS 15 in icing conditions.
This speed ensures the highest altitude versus distance in climb, and the best lift-to-drag ratio
speed during descent.
The value of mini en-route and drift down speed are read from QRH based on prevailing
normal conditions (VmLB0) or icing conditions (VmLB0 or VmLB15).
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
Note
4.8.2 Recommended Cruise Speed
_e9d00279-9415-4da0-9300-ff453f732b9a 25 AUG 2016
The recommended value of cruise speed is read from QRH in relation with the flight level,
weight and Δ ISA.
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
Note
Example not to be used for operations
4.9 LANDING SPEED
4.9.1 Landing Speed
_db179aee-50e0-4014-b326-d7db13cb352b 28 NOV 2019
1) Final Approach Reference Speed (VREF)
VREF = MAX {VmHB35; VMCL}
2) Final Approach Speed (VAPP)
VAPP = VREF + Correction*
cont'd…
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
cont'd…
* Correction : The highest of

- Wind Factor
Or
- Following a failure.
3) Wind Factor
The highest of
- 1/3 of the headwind component
Or
- The gust reported.
With a maximum wind factor of 15 kt.
Wind factor is added to give extra margin against turbulence, risk of windshear etc.
Null wind final approach speed is read from the QRH versus actual landing weight.
Here are two examples how to determine wind factor:
1) Landing RWY 24, expected wind 31024G30KT
Cross wind: 23 kt
Head wind: 8 kt
Gust: 30-24 = 6 kt
Wind Factor = Min [Max ((1/3*8), 6), 15] = Min [Max (3, 6), 15] = Min (6, 15) = 6
2) Landing RWY 24, expected wind 35010G21KT
Cross wind: 9 kt
Tail wind: 3 kt
Gust: 21-10 = 11 kt
Wind Factor = Min (11,15) = 11
Note
##DELETE-PAGE-END##
LIM.3
LIMITATIONS
1608 / 45 SPEEDS
4.10 GO-AROUND SPEED (VGA)
4.10.1 Go-Around Speed (VGA)
_71f2d78a-189f-4329-9cbd-def3ec1b0940 26 OCT 2016
Normal conditions: VGA = 1.23 VSR (25 °) or 1.1 VMCA whichever is higher.
Icing conditions: VGA = 1.29 VSR (25 °) or 1.1 VMCA whichever is higher.
Go-around speed is read from the QRH versus actual landing weight.
Note
Example not to be used for operations.
4.11 MINIMUM SPEED FOR FLAPS RETRACTION
4.11.1 Minimum Speed For Flaps Retraction
_669c3cee-625b-499d-9561-c3481017c886 03 NOV 2016
It is VmLB of the next flap setting.
Example:
- VmLB0: Minimum speed to retract flaps from 15 ° to 0 °.
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LIM.4
LIMITATIONS
1608 / 45 OPERATIONAL PARAMETERS

FCOM ENVIRONMENTAL Page n°01
1 ENVIRONMENTAL
1.1 Environmental Envelope
_eaf91684-37c2-4227-896e-16b04214b80b 04 MAR 2021
AFM DATA
ALTITUDE (ft)
25.000
20.000
ISA
15.000
FLIGHT
10.000
8.500
5.000
T/O & LANDING
0
-1.000
(°C)
-70 -50 -40 -30 -20 0 +20 +50
-54 -35
OUTSIDE AIR TEMPERATURE
ICN-XX-Y-000000-T-FB429-00021-D-02-N
Note
Refer to LIM.SYSTEMS.POWER PLANT.Fuel System for fuel temperature limitation.
2 WIND LIMITATION
2.1 Tailwind
_664c0c7b-2691-496e-8313-0d3e49c5a057 06 JAN 2017
AFM DATA
Takeoff and Landing
Tailwind limit..................................................... ..................................................... 15 kt
Note
The limitation for tailwinds greater than 10 kt reflects the capability of the aircraft as
evaluated in terms of airworthiness but does not constitute approval for operations under
tailwinds exceeding 10 kt in case such operational approval is required by the National
Authorities to the Operators.
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LIMITATIONS

FCOM WIND LIMITATION Page n°02
2.2 Crosswind
_e2277871-f1f5-466a-8f33-f34cd7159833 12 NOV 2021
AFM DATA
The maximum demonstrated crosswind on dry runway is:
Takeoff......................................................... ......................................................... 45 kt
Landing FLAPS 25.................................................................................................. 45 kt
Landing FLAPS 35.................................................................................................. 44 kt
cont'd…
LIM.4
LIMITATIONS

FCOM WIND LIMITATION Page n°03
cont'd…
1) Non-Dry Runway Maximum Recommended Crosswind depending on Runway

surface descriptor and RWYCC :
RWYCC – Maximum
Pilot report Recommended
Runway surface Reported Depth mm
of runway Crosswind
descriptor (inch)
braking
action T.O and LDG
FROST -
WET -
STANDING WATER ≤ 3 mm (1/8’’)
5–GOOD 37 kt
SLUCH ≤ 3 mm (1/8’’)
DRY SNOW ≤ 3 mm (1/8’’)
WET SNOW ≤ 3 mm (1/8’’)
SPECIALLY PREPARED
-
WINTER RUNWAY 4-GOOD to
30 kt
COMPACT SNOW (OAT MEDIUM
-
≤ -15 °C)
SLIPPERY WET -
COMPACT SNOW (OAT
-
≤ -15 °C)
3 mm < depth ≤ 50 mm
DRY SNOW
(1/8’’ < depth ≤ 2’’)
DRY SNOW ON TOP OF 3-MEDIUM 22 kt
≤ 50 mm (≤ 2’’)
COMPACT SNOW
3 mm < depth ≤ 20 mm
WET SNOW
(1/8’’ < depth ≤ 3/4’’)
WET SNOW ON TOP OF
≤ 20 mm (≤ 3/4’’)
COMPACT SNOW
STANDING WATER 3 mm < depth ≤ 12.7 mm 2-MEDIUM to
22 kt
SLUSH (1/8’’ < depth ≤ 1/2’’) POOR
ICE - 1–POOR 15 kt
For crosswind operations, Refer to OPERATIONS IN WIND CONDITIONS

##DELETE-PAGE-END##
LIM.4
LIMITATIONS

FCOM RUNWAY Page n°04
3 RUNWAY
3.1 Runway Slope
_12c30841-cefa-466f-b78b-45bbe6fd7787 06 JAN 2017
AFM DATA
Maximum mean runway slope......................................... ......................................... ±2 %
For operations on runways slope beyond 2 %, Refer to RUNWAYS SLOPE BEYOND 2 %.
4 ICING CONDITIONS
4.1 Ground Icing Conditions
_70b81fac-b235-4cc1-b62f-12ba722dc327 28 NOV 2017
AFM DATA
● Ground Icing conditions exist when:
- OAT on the ground is at or below 5 °C and,
- Surface snow, standing water or slush is present on the ramps, taxiways and runways.
● Operation in ground icing conditions:
- For associated procedures Refer to ATMOSPHERIC ICING CONDITIONS.
- For advisory information on contaminated runways penalties Refer to CONTAMINATED
RUNWAY (ADVISORY MATERIAL) and Refer to FCOM.PERFORMANCES.
4.2 Atmospheric Icing Conditions
_09e3cbc1-f76c-4904-9f05-780a4032208b 04 MAR 2021
AFM DATA
● Atmospheric icing conditions exist when:
- OAT on the ground and for takeoff is at or below 5 °C
- TAT in flight is at or below 7 °C
- Visible moisture in any form is present (such as clouds, fog, mist, rain, snow, sleet, or
ice crystals).
● Operation in atmospheric icing conditions:
Takeoff is prohibited when frost, snow or ice is adhering to the wing, tail, control
surfaces, engine air inlets or propellers.
For more information about aircraft surfaces contamination, Refer to Preflight Check.
Some systems must be operative in icing conditions Refer to LIM.5.30.1 Ice and Rain
Protection.
##DELETE-PAGE-END##
LIM.4
LIMITATIONS

FCOM ICING CONDITIONS Page n°05
4.3 Severe Icing Conditions
_d9df816a-de30-4524-8883-420eea0d990d 06 JAN 2017
AFM DATA
WARNING
SEVERE ICING MAY RESULT FROM ENVIRONMENTAL CONDITIONS OUTSIDE OF
THOSE FOR WHICH THE AIRCRAFT IS CERTIFICATED.
FLIGHT IN FREEZING RAIN, FREEZING DRIZZLE, OR MIXED ICING CONDITIONS
(SUPER COOLED LIQUID WATER AND ICE CRYSTALS) MAY RESULT IN ICE BUILD UP
ON PROTECTED SURFACES EXCEEDING THE CAPABILITY OF THE ICE PROTECTION
SYSTEM, OR MAY RESULT IN ICE FORMING AFT OF THE PROTECTED SURFACES.
THIS ICE MAY NOT BE SHED USING THE ICE PROTECTION SYSTEMS, AND MAY
SERIOUSLY DEGRADE THE PERFORMANCE AND CONTROLLABILITY OF THE
AIRCRAFT.
● 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)
● During flight, severe icing conditions that exceed those for which the aircraft is
certificated are determined by the following:
- Ice covering all or a substantial part of the unheated section of either side window,
and/or
- Unable to reach or maintain target speed,
and/or
- The following secondary indications:
o Water splashing and streaming on the windshield
o Unusually extensive ice accumulated on the airframe in areas not normally
observed to collect ice
o Accumulation of ice on the lower surface of the wing, aft of the protected area
o Accumulation of ice on the propeller spinner farther aft than normally observed.
● Operations in severe icing conditions
If one of these fact is observed, immediately request priority handling from Air Traffic Control
to facilitate a route or an altitude change to exit the icing conditions. Apply procedure
specified in the Emergency Procedures chapter, Refer to EMERGENCY PROCEDURES.
The autopilot may mask tactile cues that indicate adverse changes in handling
characteristics. So, the use of the autopilot is prohibited when:
- Severe icing defined above exists, or
- Unusual lateral trim requirements are encountered while the aircraft is in icing
conditions, or
- Autopilot trim warnings are encountered while the aircraft is in icing conditions.
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FCOM ICING CONDITIONS Page n°06
PAGE
INTENTIONALLY
LEFT BLANK
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1608 / 45 SYSTEMS
FCOM AIR CONDITIONING Page n°01
21 AIR CONDITIONING
21.1 Pressurization
_a7fc672d-de27-491d-8c90-733fdeffaf65 07 MAR 2016
AFM DATA
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
22 AUTO FLIGHT
22.1 Automatic Flight Control System
_2eddd154-e20c-4b40-841e-7e027aeaa1d3 24 JUN 2019
Note
For CAT II operation, Refer to CAT 2 APPROACH.
AFM DATA
Minimum height for AP engagement after takeoff........................................................100 ft
Autopilot authority domain is limited to 27 ° in high bank and 15 ° in low bank
Minimum height for AP use in single source configuration, do not use AP/YD in single source
configuration (one ADC and/or one AHRS lost):
- Below 1 000 ft AGL, or
- With stall warning inoperative, or
- With IAS below 160 kt.
NAV mode for VOR approach with either AP or FD is authorized only if:
- A collocated DME is available, and
- DME HOLD is not selected.
Minimum height for use of either AP or FD:
- Except during takeoff or approach................................ ................................ 1 000 ft
- VS or IAS mode during approach ....................................................................160 ft
- V-FP mode during approach (LNAV/VNAV approach).................... .................... 160 ft
- L-GS mode during approach (LPV approach) ......................... ......................... 160 ft
- CAT I APP mode............................................................................................160 ft
23 COMMUNICATIONS
23.1 ACARS
Limitations
_ebb9f37b-036d-411a-9c6f-b56371b3da94 06 MAR 2019
ACARS is approved as a ”non essential” system for the transmission of Departure Clearance
(DCL) and Digital Automatic Terminal Information Service (D-ATIS) in accordance with ED-85
and ED-89A.
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
FCOM ELECTRICAL POWER Page n°02
cont'd…
This approval does not constitute an operational approval. DCL and D-ATIS messages can be
transmitted and received over ACARS if they are verified per approved operational procedures.
Terminal Weather Information for Pilots (TWIP) and Oceanic Clearance (OCL) functions are
not certified and must not be used for flight management.
24 ELECTRICAL POWER
24.1 Transformer Rectifier Unit (TRU)
_742dc391-71af-431a-b9e0-ebe52244cfca 01 JUN 2021
AIRWORTHINESS DIRECTIVE: EAD 2021-0120-E

The TRU must be set to ‘ON’ during before taxi procedure application and must be set to
‘OFF’ during after landing procedure application.
27 FLIGHT CONTROLS
27.1 Flaps
_45c194a4-4b36-4162-ac33-256aff611625 28 NOV 2017
AFM DATA
Holding with any flaps extended is prohibited in icing conditions (except for single engine
operations).
29 HYDRAULIC POWER
29.1 Hydraulic Fluids
_7393315a-afcf-46f7-8eaf-6ccd588f53ef 07 MAR 2019
AFM DATA
All hydraulic fluids compliant with technical specification : NSA 307110
Compliant fluids are listed in the AMM (Chapter 20, 20-31-30)
29.2 Hydraulic Pumps
_72def889-3ed2-4956-88fc-737c5a9ac763 01 OCT 2018
ACW pumps data:
- Nominal fluid flow : 7.9 l/min (2.1 US gal/min) at 197 bar (2 850 psi)
- Nominal pressure : 206.9 bar (3 000 psi) at zero fluid flow
- Electric motor speed 6700 thru 9700 RPM.
DC AUX pump data:
- Nominal fluid flow: 2.6 l/min (0.7 US gal/min) at 197 bar (2 850 psi)
- Nominal pressure : 206.9 bar (3 000 psi) at zero fluid flow
- Electric motor speed 10300 RPM.
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FCOM ICE AND RAIN PROTECTION Page n°03
30 ICE AND RAIN PROTECTION
30.1 Ice and Rain Protection
_1f431dc4-7cb1-44d2-a881-0c3321d4803d 21 OCT 2016
1) Icing Conditions
AFM DATA
All icing detection lights must be operative before a night flight.
The ice detector must be operative.
31 INDICATING AND RECORDING SYSTEMS
31.1 Instrument Marking
_8f781152-545d-4e21-9284-22576d66108f 10 MAR 2017
AFM DATA
Red arc or radial line : minimum and maximum limits.
Amber arc : caution area.
Green arc : normal area.
32 LANDING GEAR
32.1 Landing Gear
_2866706a-c8f0-4242-b25e-3808d8d200e1 28 NOV 2017
AFM DATA
Do not perform pivoting (sharp turns) upon a landing gear with fully braked wheels except in
case of emergency.
In case of ground speed over 165 kt all tyres must be replaced.
Towbarless towing is prohibited, unless the towbarless towing operations are performed in
compliance with the appropriate operational requirements (Refer to JAR-OPS-1 for
Commercial Air Transportation) using towbarless towing vehicles that are designed and
operated to preclude damage to the aeroplane nose wheel steering system or which provide
a reliable and unmistakable warning when damage to the steering system may have
occurred. Towbarless towing vehicles that are specifically accepted for ATR aircraft are listed
in ATR Service Letter 42-09-5001.
33 LIGHTS
33.1 Cabin Lighting
_0cc722a5-4ccc-4aba-a025-0dc013e1dfa4 07 MAR 2016
AFM DATA
Before each flight, use the general cabin lighting system for at least 15 min.
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LIMITATIONS
1608 / 45 SYSTEMS
FCOM NAVIGATION Page n°04
34 NAVIGATION
34.1 FMS
34.1.1 General
_4f8f127a-40f2-4640-8f03-a67068ccc0ca 04 MAR 2021
The FMS Thales 220 in association with two GPS TOPSTAR T200NG LPV:
- Complies with ETSO/TSO C146C class Delta 4, ETSO/TSO C145C class Beta 3
- Is installed in compliance with, AC20-138C for navigation specifications identified below
- Complies with Performance Based Navigation (PBN) requirements for the following PBN
navigation specifications in IFR flights:
The PBN capabilities are:
o Basic RNP1
o RNAV 1&2
o RNAV 5
- Has been demonstrated to meet Basic RNP1 requirements in accordance with AC90-105
- Has been demonstrated to meet RNAV 1/2 requirements in accordance with TGL10 and
AC90-100A
- Has been demonstrated to meet RNAV 5 requirements in accordance with AMC20-4.
- And:
o RNP APCH (LNAV)
o RNP APCH (LNAV/VNAV).
o RNP 4 or RNAV 10
o RNP APCH (LP/LPV)
- Has been demonstrated to meet primary means of navigation in oceanic/remote areas in
accordance with FAA Notice 8400.12B or equivalent (AMC20-12)
- Has been demonstrated to meet the RNP APCH 0.3/1 Nm requirements including APV
Baro-VNAV approach in accordance with AMC20-27/AC90-105 and AC20-138C
- Has been demonstrated to meet LP approach and LPV-APV SBAS approach
requirements in accordance with AMC20-28/AC20-138C
34.1.2 Limitations
_37b4b61a-b0d4-4181-a832-f311efb374d0 04 MAR 2021
The operators must apply to their national authority to get an approval to conduct operations.
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…
- This system is approved for RNAV En-route continental and RNAV terminal area
operations.
- Operator must ensure that the Navigation Database supplier holds an EASA Type 2
LOA, or equivalent, in order to comply with EUROCAEED-76 /RTCA DO-200A
documents and to provide data compatible with avionics system (FMS Thales 220).
Operator must in addition implement a process to ensure that Navigation Database is up-
to-date with current AIRAC cycle.
The crew must check prior the flight that the FMS Navigation Database is up-to-date.
Note
This system is approved in any of the following configurations: AP/FD , FD only or raw
data.
- This system is also approved as a supplemental navigation way for conventional En-
route, continental operations, conventional terminal operations (SID/STAR) and
conventional non-precision approach (e.g. NDB, VOR/DME,...) provided:
o Approved navigation equipment, other than RNAV (GNSS), required for the
approach to be flown (at destination and at any required alternate airport) is
installed and operational.
Note
ILS, LOC, LOC, LDA and SDF approaches are not taken into account.
o When the system is used to fly non-precision approach not promulgated as RNAV
(GNSS) approach, rawdata (conventional navigation information) is displayed to
verify the correct RNAV (GNSS) guidance.
- If GNSS must be used for RNAV 10 (oceanic/remote area), RNAV 5 (if DME are not
available), RNAV 1 or 2, or for approach phases, the availability of the GPS integrity
(RAIM or FDE function) must be checked by the operator using prediction tool available
in the GNSS during the pre-flight planning phase or any other approved tool.
1) FMS Predictions
Distance, time, and fuel prediction deviations have been quantified as follows.
a) Climb
In the range ISA -20 °C to ISA +20 °C, 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.
b) Cruise
Prediction deviations are lower than 5 % in the whole environmental envelope.
c) Descent
Prediction deviations are lower than 5 % in the whole environmental envelope.
3 RNAV Terminal Area Operations Limits
RNAV Operations Capability
_26f5cbbb-b9af-4b6d-86e7-a3f1cdfc21ff 28 NOV 2017
Before terminal RNAV operations, operator and / or flight crew must check capability based on
Minimum Equipment List.
##DELETE-PAGE-END##
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LIMITATIONS
1608 / 45 SYSTEMS
LNAV - Operational Limitations
LNAV - Operational Limitations
_56226989-845c-4b60-816a-9e076019c308 04 MAR 2021
Single or dual GPS receiver configuration is approved for RNAV approach with LNAV minima
provided:
- The flight crew respects the published LNAV minimum (LNAV/VNAV minimum must not
be used),
- The published approach procedure is referenced to WGS84 coordinates,
- Before starting the approach, flight crew checks that at least one FMS and one GPS
receiver is operating and no RNAV approach limitation message is displayed on FWS
status,
- APPR annunciation is displayed in green on PFDs (HSI) for final approach,
Note
Pilots intending to conduct a LNAV procedure must be on the leg at least 2 Nm before
FAF.
- RNAV approaches with LNAV minima are recommended only if a LNAV approach
procedure is available at destination or at alternate airport,
- For dual GPS receiver configuration:
o No flight crew action for RNAV approaches with LNAV minima in case of a single
GPS receiver loss.
- For single GPS receiver configuration:
o RNAV approaches with LNAV minima must be aborted in case of GPS loss unless
visual references are sufficient all along the approach up to landing.
- The FMS has an advisory VNAV capability,
Note
VDEV function must be permanently cross-checked by conventional means (primary
altimeters displays).
- Temperature compensation function can be used.
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LIMITATIONS
1608 / 45 SYSTEMS
LNAV-VNAV - Operational Limitations
_45668eaa-3b6c-4c0f-a916-3fa93839ef98 04 MAR 2021
Single or dual GPS receiver configuration is approved for RNAV approach with LNAV/VNAV
minima ( APV Baro-VNAV approach) provided:
- The flight crew respects the published DA,
- Before starting the approach, flight crew checks that at least one FMS and one GPS
receiver is operating and no RNAV approach limitation message is displayed on FWS
status,
- For final approach, APPR annunciation is displayed in green on PFDs (HSI); also, lateral
and vertical deviations are displayed with black background,
Note
Pilots intending to conduct a LNAV/VNAV procedure must be on the leg at least 2 Nm
before FAF.
- RNAV approaches with LNAV/VNAV minima are recommended only if a LNAV/VNAV
approach procedure is available at destination or at alternate airport,
- For dual GPS receiver configuration:
o No flight crew action for RNAV approaches with LNAV/VNAV minima in case of a
single GPS receiver loss.
- For single GPS receiver configuration:
o RNAV approaches with LNAV/VNAV minima must be aborted in case of GPS loss
unless visual references are acquired and can be maintained up to landing.
- Temperature compensation function must be used whenever temperature at destination
is outside the published temperature range,
- VNAV performances were demonstrated for approach with FPA up to 4.2 °.
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LIMITATIONS
1608 / 45 SYSTEMS
LPV - Operational Limitations
_de8f8aec-c6d0-41e3-b092-b73110afe257 04 MAR 2021
Dual GPS SBAS configuration is approved for RNAV approach with LPV minima (APV SBAS
approach) provided:
- The flight crew checks that path ID on PFDs is correct (Identical to the path ID published
to the current chart),
- Before starting the approach, flight crew checks that two GPS receivers are available
and at least one FMS available, and no LPV approach limitation message is displayed on
FWS status or on alert window,
- For final approach, LPV annunciation is displayed in green on PFDs (FMA); also, lateral
Note
Pilots intending to conduct a LPV procedure must be on the leg at least 2 Nm before
FAF.
- RNAV approaches with LPV minima are recommended only if a LPV approach procedure
is available at destination or at alternate airport,
- RNAV approaches with LPV minima shall be aborted in case of GPS Alerts mentioned in
Refer to AFM - FMS unless visual references are acquired and can be maintained up to
landing,
- For operations, before LPV final approach, temperature compensation function can be
used,
- LPV operation is authorized for approaches slopes up to 4.5 ° ; for LPV steep approach,
up to 5.5 ° (One engine operating) and up to 6 ° (All engines operating).
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LP - Operational Limitations
_6798791c-f547-48b6-9dec-acbcbbf7aeaf 04 MAR 2021
Dual GPS SBAS configuration is approved for RNAV approach with LP minima (APV SBAS
approach) provided:
- The flight crew checks that path ID on PFDs is correct (Identical to the path ID published
to the current chart),
- Before starting the approach, flight crew checks that two GPS receivers are available
and at least one FMS available and no LP or LPV approach limitation message is
displayed on FWS status or on alert window,
- For final approach, LP annunciation is displayed in green on PFDs (FMA); also, lateral
Note
Pilots intending to conduct a LP procedure must be on the leg at least 2 Nm before
FAF .
- RNAV approaches with LP minima are recommended only if a LP approach procedure is
available at destination or at alternate airport,
- RNAV approaches with LP minima shall be aborted in case of GPS Alerts mentioned in
Refer to AFM - FMS unless visual references are acquired and can be maintained up to
landing,
- For operations, before LP final approach, temperature compensation function can be
used.
34.2 TAWS
34.2.1 Limitations
TAWS
_a7b84c74-9a7a-4817-8a65-b86b79a8eb49 19 MAY 2021
TAWS 1
1) Navigation is not to be predicted on the use of the terrain display.
Note
The Terrain display is designed 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 flight crew altimeter for correct terrain
alerting
4) QFE operation is prohibited with TAWS.
5) If ILS 2 glideslope signal is inoperative, mode 5 alert is inhibited.
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34.3 ATC - XPDR
34.3.1 ATC function
_af6030d8-6bf0-4705-a5c3-1b90808c4ebc 05 DEC 2018
The installed transponder system is able to respond to interrogations in Modes A, C, S and to
broadcast ADS-B out version 2 extended squitters.
System is fully compliant to CS ACNS subpart D “Certification and acceptable means of
compliance for airborne communications, navigation and surveillance systems” for Elementary
Surveillance, Enhanced Surveillance functions and ADS-B function (requirements CS
ACNS.D.ELS/EHS and CS ACNS.D.ADSB).
The installed ADS-B OUT system has been shown to meet the equipment requirements of 14
CFR 91.227.
ADS-B out function is compliant with requirement for ADS-B RAD airspace
34.4 PBN CAPABILITIES
34.4.1 PBN Capabilities
_9d81132b-4dca-44f6-91cd-8efa818b2388 04 MAR 2021
PBN capability of the Aircraft RNAV system is RNAV10, RNAV5, RNAV2, RNAV1, RNP4,
RNP2 , RNP1, RNP APCH (LNAV ) , RNP APCH (LNAV/VNAV) and RNP APCH (LPV).
Minimum Equipment Required:
Minimum required equipment to enter RNAV 10 airspace is:
- 2 RNAV systems, implying:
o 2 FMS with a current and valid navigation database (DU2 AND DU4 both
functional)
o 2 MCDUs
o 2 GNSS receivers, required for all flight time outside radio NAVAIDS coverage and
capable of Fault Detection & Exclusion (FDE)
- NAV SOURCE selection available on FGCP
- 1 PFD
- 1 ND.
Minimum required equipment to enter RNAV 5 airspace is:
- 1 RNAV system, implying:
o 1 FMS with current and valid navigation database (DU2 or DU4 functional)
o 1 MCDU (controlling the operative FMS)
o 1 VOR and 1 DME capable of VOR/DME and /or DME/DME position computation
and/or 1 GNSS receiver
- 1 PFD
- 1 ND.
Minimum required equipment to enter RNAV1/RNAV2 airspace is:
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…

o
1 FMS with a current and valid navigation database (DU2 or DU4 functional)
o
1 MCDU (controlling the operative FMS)
o
1 DME capable of DME/DME position computation and/or 1 GNSS receiver (GPS
may be required for RNAV1 terminal procedures)
- 1 CDI (NAV lateral deviation)
- 1 PFD
- 1 ND.
Minimum required equipment to enter RNP4 airspace is:
o 2 FMS with a current and valid navigation database ( DU2 AND DU4 both
functional)
o 2 MCDUs
o 2 GNSS receivers, required for all flight time outside radio NAVAIDS coverage and
capable of Fault Detection & Exclusion (FDE)
- 1 PFD
- 1 ND.
Minimum required equipment to enter RNP2 oceanic and remote continental navigation
airspace is:
o 2 FMS with a current and valid navigation database (DU2 AND DU4 both
functional)
o 2 MCDUs
o 2 GNSS receivers capable of Fault Detection & Exclusion (FDE) and Receiver
Autonomous Integrity Monitoring (RAIM)
- 1 PFD
- 1 ND
Minimum required equipment to enter RNP2 continental en-route navigation airspace is:
o 1 FMS with current and valid navigation database (DU2 or DU4 functional)
o 1 GNSS receiver capable of Fault Detection & Exclusion (FDE) and Receiver
Autonomous Integrity Monitoring (RAIM)
- 1 PFD
- 1 ND
Minimum required equipment to enter RNP1 airspace is:
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…

o 1 FMS with a current and valid navigation database (DU2 or DU4 functional)
o 1 GNSS receiver
- 1 PFD
- 1 ND.
Minimum required equipment to start RNP APCH (LNAV) operations:
o 1 FMS with a current and valid navigation database (DU2 or DU4 both functional)
o 1 GNSS receiver
- 1 ND
- 1 PFD
- 1 ICP
- 1 AHRS
- 1 ADC.
Minimum required equipment to start RNP APCH (LNAV/VNAV) operations:
o 1 GNSS receiver
- NAV SOURCE selection available on FGCP with NAV and APP and VNAV selections
available
- 1 CDI (with lateral and vertical deviation indications available)
- 1 ND
- 1 PFD
- 1 ICP
- 1 AHRS
- 1 ADC.
Minimum required equipment to start RNP APCH (LP) operations:
o 1 MCDU (controlling the operative FMS — Except for Vector to Final (VTF))
o 2 GNSS receivers
- NAV SOURCE selection available on FGCP with NAV and APP selections operative
- 1 CDI (with lateral deviation indication available)
- 1 ND
- 1 PFD
- 1 AHRS
- 1 ADC.
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…
Minimum required equipment to start RNP APCH (LPV) operations:

o 1 MCDU (controlling the operative FMS — Except for Vector to Final (VTF))
o 2 GNSS SBAS receivers
- TAWS
- Radio Altimeter
- 1 CDI (with lateral and vertical deviation indications available)
- 1 ND
- 1 PFD
- 1 AHRS
- 1 ADC.
34.4.2 PBN OPERATION
_bec6b075-4bbc-4d0e-8e5c-93cc39583da8 07 MAR 2019
For all PBN operations listed here-in:
- If the missed approach procedure is based on conventional means (NDB, VOR, DME),
all related navigation equipment must be installed and serviceable.
- The associated ground based navaids must also be operational.
Prior to start a RNP2 operation, the flight crew must set manually RNP value to 2 NM in the
FMS. At the end of the operation, the flight crew must clear manual RNP value to restore RNP
value auto setting.
Note
For all RNAV operations listed here bellow, the Fault Detection & Exclusion (FDE) or the
Receiver autonomous integrity monitoring (RAIM) must be functional.
For all RNP operations described here bellow, the FDE (or RAIM) and the on-board
performance monitoring and alerting capabilities must be functional.
The FMS 220 is RF leg capable, and is certified for RNP AR only. Note that MOD 7182 is
mandatory to perform RNP AR.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
34.5 TCAS
34.5.1 Limitations
_a76b9c99-8b5e-4532-920d-a9894276c9c6 20 FEB 2020
The limitations in Section LIM 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 flight crew must not initiate escape maneuvers using information from the traffic
display only or from a traffic advisory (TCAS) only.
These displays and advisory are designed only for assistance in visually locating the
traffic and do not have the resolution necessary for use in evasive maneuvering.
3) When an RA occurs, the pilot flying shall respond immediately to RA displays and aural
alerts, maneuvering as indicated, unless doing so would jeopardize the safe operation of
the aircraft.
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
coordinated maneuver by the intruder.
4) Escape maneuvering should be made with the autopilot disengaged, and limited to the
minimum required to comply with the RA. The flight crew must immediately return to the
previous ATC clearance when the TCAS “CLEAR OF CONFLICT“ voice message is
announced.
5) Before performing RA’s climb or increase climb, the flight crew should select the
appropriate engine power setting on the power MGT selector and, if necessary, manually
adjust CL 1+2.
6) When a climb or increase climb RA occurs with the aircraft 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.
7) Because of the limited number of inputs to TCAS for determination of aircraft
performance inhibits, there are instances where inhibiting RA’s 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 operation, and abnormal
configurations such as landing gear not retracted or stick pusher/shaker failure.
The table (Refer to LIM.5.34.5.2 Climb Resolution Advisory Flight Envelope) outlines the
parameters used in the development of the performance inhibits. This table does not
consider worst turboprop flight conditions particularly operation using minimum operation
airspeeds as are sometimes required (e.g. obstacle clearance or ATC constraints). In all
cases, stall warning must be given in priority over climb RA commands.
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…
Note
- TCAS is viewed as a supplement to the flight crew who, with the aid of the ATC
system, has the primary responsibility for avoiding mid-air collisions.
- TCAS activates hybrid surveillance function. Hybrid surveillance function enable
two types of traffic tracking:
o Active tracking: TCAS interrogates other aircraft transponders.
o Passive tracking: ADS-B signal of equipped aircraft is used to calculate
their positions
Passive tracking may present an extended detection range compared to active
tracking using basic TCAS interrogation / reply protocol
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.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
34.5.2 Climb Resolution Advisory Flight Envelope
_82e9c552-d641-462d-b75e-e91c98964be8 05 DEC 2018
FLIGHT ENVELOPE IN WHICH CLIMB RESOLUTION ADVISORY CAN BE ACHIEVED

WITHOUT STICK PUSHER / SHAKER ACTIVATION
FLIGHT WEIGHT POWER FLAPS GEAR AIRSPEED
REGIME ALTITUDE
INITIAL MIN.
TEMP
FAR25/
Takeoff JAR25 Takeoff 15/25 Up V2 +20 1.13 VSR
Climb limit
Spin up
to go-around
FAR25/
power during
Approach JAR25 15/25 Up 1.51 VSR 1.13 VSR
maneuver from
Climb limit
power for level
flight
Spin up
to go-around
Landing
FAR25/ power during Transition
Transitioning Dn to
JAR25 maneuver from from VAPP +10 1.13 VSR
to go-around Up
Climb limit power required 35 to 25
at RA
for 3 ° Glide
Slope
Higher of
Critical Wt /
Power for level Long 1.13 VSR if
ALT giving
En route flight increased Up Up Range defined or
1.3 g to Buffet
to MCT Cruise buffet
onset
onset
Temperature range up to ISA +27 °C

Altitude range: En route 0 25 000 ft
Takeoff 0 6 000 ft
Approach
and 0 7 000 ft
landing
Wings level assumed
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
34.5.3 Inhibition Schemes
_f37ad7ce-d53c-46f6-b683-761ab4c0b16b 05 DEC 2018
NON ICING CONDITIONS

CONFIGURATION RA CLIMB RA INCREASE CLIMB
FLAPS 0 AUTHORIZED AUTHORIZED
FLAPS 15 T.O AUTHORIZED INHIBITED
FLAPS 15 Approach AUTHORIZED INHIBITED
FLAPS 25 Landing AUTHORIZED INHIBITED
ICING CONDITIONS
CONFIGURATION RA CLIMB RA INCREASE CLIMB
FLAPS 0 AUTHORIZED AUTHORIZED
Note
1) Flight crew is authorized to deviate from the current ATC clearance to the extent
necessary to comply with a TCAS resolution advisory.
2) Maneuvers based solely on information displayed on the traffic display are prohibited.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
FCOM OXYGEN Page n°18
35 OXYGEN
35.1 Minimum Bottle Pressure
_53d5d86d-1ecd-4f0d-96cb-228f99570e21 03 MAY 2021
1900
(minutes)
-10 0 10 20 30 40 0 50 100 150
ICN-4X-Y-350000-T-FB429-00030-A-01-N
- Fig. 1 : Available Flight Time after Decompression -
Reference : Cabin Temperature or OAT, the highest one, on ground

Temperature
: 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 min and a flight continuation
at an altitude below 13 000 ft.
A 25 % pax oxygen consumption is considered.
In the case of smoke emission, the system protects the flight crew members during 15 min.
Note
Refer to national operational regulations to define minimum oxygen quantity requirement.
Minimum oxygen pressure charts :
- Unusable oxygen quantity
- Normal system leakage
- Reference temperature errors.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
FCOM DOORS Page n°19
52 DOORS
52.1 Cargo Door Operation
_5c5010fd-2cbe-42d8-8139-ef06ea0c245c 07 MAR 2016
AFM DATA
Do not operate cargo door with a lateral wind component of more than 45 kt.
52.2 Cockpit Door Security System
_6b9257f3-32a6-4fd3-b177-c4ff2ece2c99 07 MAR 2016
AFM DATA
Cockpit door must be checked closed and locked before taxi.
70 POWER PLANT
70.1 ENGINES
70.1.1 Overtorque Limit
_03788e69-0a60-407c-ad4f-1c6bd2a88505 20 SEP 2019
TQ (%)
REFER TO MAINTENANCE MANUAL
137
122
RECORD IN ENG LOG BOOK

117 (except when note below applies)
T
0 20 s 10 mn
ICN-4X-Y-000000-T-FB429-00026-E-03-N
Note
Operation up to 117 % torque is time unlimited when NP is below 90 %.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
FCOM POWER PLANT Page n°20
70.1.2 Overtemperature Limit for Starting
_034fe4b3-04ba-4c55-93c1-413da6afebc0 03 NOV 2016
ITT (°C)
REPORT TO MAINTENANCE
950
840
800
T
0 5s 20 s
ICN-4X-Y-000000-T-FB429-00027-B-01-N
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
70.1.3 ITT Limitation Engine Operating
_36cc6920-c573-4efd-9bd2-334771235d4b 03 NOV 2016
ITT (°C)
900
REPORT TO MAINTENANCE
840
800
T
0 20 s
ICN-4X-Y-000000-T-FB429-00028-E-01-N
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
70.1.4 ITT Limitation at Normal Takeoff Rating
_8f8a63b1-9deb-49e2-b858-0984bba8221d 07 MAR 2016
AFM DATA
ITT T6 (° C)
780
765
760
740
720
-40 -30 -20 -10 0 10 15 30 40 50

OAT (° C)
ICN-4X-Y-000000-T-FB429-00025-E-01-N
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
70.1.5 Engine Parameters
_54fe770b-c3a6-423e-a01d-197f1a34b7dc 20 FEB 2020
AFM DATA
Operating limits with no unscheduled maintenance action required.
Beyond these limits Refer to maintenance manual.
OIL
POWER TIME TQ ITT NH NL NP OIL TEMP
PRESS
SETTING LIMIT (%) (°C) (%) (%) (%) (°C)b
(PSI)
RESERVE
10 min f 100 a 800 103.2 104.2 101 55 to 65 0 to 125
TAKEOFF
NORMAL
5 min 90 a e 101.9 101.4 101 55 to 65 0 to 125
TAKEOFF
MAXIMUM
NONEg 100 a 800 103.2 104.2 101 55 to 65 0 to 125
CONTINUOUS
40
GROUND 66
minimum -40 to 125
IDLE minimum d
HOTEL MODE 715 55 to 65 125

20 s 137 840 104.3 106.5 106 40 to 100
TRANSIENTh
5s 120
106 c
OTHER
20 min 140
-54
STARTING 5s 950
minimum
a Value linked to 100 % NP.
b The flight crew must maintain the oil temperature above 45 °C in order to ensure protection for the engine air inlet
against ice accumulation.
The ENG 1(2) OIL TEMP LO alert is displayed on EWD if the oil temperature is below 45 °C and the engine is running.
c Authorized to achieve a flight provided that TQ does not exceed 85 % in CLB and 84 % in CRZ.
d Up to 75 % NH only.
e ITT limits depend on outside air temperature. Refer to LIM.5.70.1.4 ITT Limitation at Normal Takeoff Rating.
f Time beyond 5 min is for single engine operations only.
g MCT rating is the MAX power certified for continuous use. Only for in-flight emergencies use the MCT.
h Transient is defined as change in temperature caused by movement of the PLA or CLA or an altitude change.
Note
Flight with an engine running and the propeller feathered is not permitted.
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
70.2 OIL SYSTEM
70.2.1 Oil System
_1d528ba4-ca6a-4f90-95e0-7aeda8c07461 21 OCT 2016
AFM DATA
Refer to specification PWA 521 type II .
70.3 STARTER
70.3.1 Starter
_a67b7d33-cb4f-458c-abea-8de9db88f2d8 07 MAR 2016
AFM DATA
3 starts within 1 min 30 s maximum combined starter running time followed by 4 min OFF.
70.4 FUEL SYSTEM
70.4.1 Anti Icing Additive
_b619741a-4859-4df4-8a79-29278462e540 12 NOV 2021
The approved anti-icing additives shall comply with the current revision of the specifications,
and are permitted with a maximum concentration per volume:
MAXIMUM CONCENTRATION
ADDITIVE
PERMITTED (% by volume)
Diethylene Glycol Monomethyl Ether
(DIEGME)
conforming to MIL-DTL-85470, ASTM D4171 0.15
Type III, UK Defence Standard 68–252, Joint
Service Designation AL–41, DCSEA 745/A
Russian Fluid I
(Ethylene Glycol Monoethyl Ether) 0.3
conforming to GOST 8313
Russian Fluid IM
(50/50 blend of fluid I with methanol, a
mixture of GOST 8313 and GOST 2222 in 0.3
equal parts by weight conforming to TU6–10–
1458)
70.4.2 Refueling
_dec9d2ab-9c2a-4037-85b7-0846c0f408df 07 MAR 2016
AFM DATA
Maximum pressure....................................................................................3.5 bar (50 psi)
##DELETE-PAGE-END##
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
70.4.3 Usable Fuel
_a348d74f-0169-420c-831d-f350049f02a5 07 MAR 2016
AFM DATA
Total quantity of fuel usable in each tank ............................... ............................... 2 250 kg
Note
Fuel remaining in the tanks when quantity indicators show zero is not usable in flight.
70.4.4 Fuel Unbalance
_30b4139e-a842-47ea-ad53-26e1af7cc519 21 OCT 2016
AFM DATA
Maximum fuel unbalance........................................... ........................................... 550 kg
70.4.5 Fuel Feeding
_0ee0db76-b99a-492f-b017-cdb704674acc 07 MAR 2016
AFM DATA
Each electrical pump is able to supply one engine in the whole flight envelope.
One electrical pump and associated jet pump are able to supply both engines in the whole
flight envelope.
70.4.6 Fuel
_23fd279d-e6f9-4dfb-beb6-9669a2b225c3 07 MAR 2019
AFM DATA
Acceptable fuels : Jet A, Jet A1, JP5 and RT, TS1.
Use of JP4 and Jet B is prohibited.
Note
Refer to Consumable Material Data (CMD) to check permitted fuel additives.
70.4.7 Fuel Temperature
_0243e85b-8bb4-4336-9028-4837871679b2 07 MAR 2019
AFM DATA
- For flight preparation, a minimum fuel temperature must be taken into account to ensure
adequate relight:
o -34 °C JET A, JET A1 and RT, TS1.
o -26 °C for fuel type JP5.
- Maximum temperature:
o 57 °C for fuel types JET A, JET A1, JP 5 and RT, TS1.
70.5 PROPELLERS
70.5.1 Propellers
_18888a3a-628d-4b3f-b358-0721a5904c7f 21 OCT 2016
AFM DATA
TWO HAMILTON STANDARD HS 568 F-1
cont'd…
LIM.5
LIMITATIONS
1608 / 45 SYSTEMS
cont'd…
1) Ground Operation
AFM DATA
- Avoid static operation between 41.6 % and 62.5 % NP
- Avoid use of feather above 66.6 % TQ
- Perform engine run up into the wind.
2) Ground or Flight Operation
AFM DATA
Refer to the propeller maintenance manual in case of propeller overspeed or overtorque.
3) Flight Operation
AFM DATA
ATR aircraft are protected against a positioning of power levers below the flight idle stop
in flight by an IDLE GATE device.
Any attempt to override this protection is prohibited.
Such positioning may result in loss of aircraft control or may result in an engine
overspeed condition and consequent loss of engine power.
##DELETE-PAGE-END##
PRO.GEN
FCOM
1608 / 45 TOC
PROCEDURE EXPLANATION .GEN.1
1. PROCEDURE EXPLANATION............................................................................. page 03

Introduction.................................................................................... page 03
Definition - Flight Crew.....................................................................page 03
Procedure Application......................................................................page 03
Procedures Initiation........................................................................page 03
5 Procedure Presentation.......................................................................... page 04
Emergency and Abnormal Procedure................................. page 04
Normal Procedure............................................................ page 06

Task sharing................................................................................... page 06
Failure Consequences Analysis........................................................ page 06
Takeoff Alert Inhibition..................................................................... page 07
Electronic Check-Lists Use...............................................................page 08
PRO.GEN
FCOM
1608 / 45 TOC
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.GEN
PROCEDURES
1608 / 45 GENERAL INFORMATION

FCOM PROCEDURE EXPLANATION Page n°03
1 PROCEDURE EXPLANATION
1.1 Introduction
_76303464-b967-4783-abc5-9da2e043740e 13 DEC 2017
The procedures contained in this chapter have been established and recommended by the
aircraft manufacturer for a correct use of the aircraft. There are three main chapters cover in
this section:
- NNO: Emergency and Abnormal procedures.
- NOP: Normal procedures.
- SPO: Special operations.
1.2 Definition - Flight Crew
_67adecf8-3b52-486b-a150-d05f8a13250a 10 MAR 2017
CAPT Refers to Captain, occupying the left hand seat.
F/O Refers to First Officer, occupying the right hand
seat.
PF PF is the Pilot Flying.
PM PM is the Pilot Monitoring.
1.3 Procedure Application
_b2df60ac-e910-413b-ac01-463d9805561f 13 DEC 2017
The Emergency and Abnormal Procedures represent the actions applicable in an event of
failures to ensure adequate safety for the completion of the flight.
They are applied based on the “Read and Do”? principle except for the memory items.
Generally, the associated alerts warn the flight crew of aircraft system failures:
- Master Warning + Continuous Repetitive Chime + local alert light.
- Master Caution + Single Chime + local alert light.
Normal Procedures consist of flight preparation, system test, and normal procedure by flight
phases. The normal procedure is used when all systems are operating normally, and that all
automatic functions are used normally.
1.4 Procedures Initiation
_2f7864eb-b1c1-46b3-b99e-b8d16473820f 10 MAR 2017
No action shall be initiated (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 procedure initiation, flight crew must assess the situation as a whole, taking into
consideration the failures (when fully identified) and the constraints imposed.
##DELETE-PAGE-END##
PRO.GEN
PROCEDURES

5 Procedure Presentation
Emergency and Abnormal Procedure
_9099036b-f45c-4bf0-a00c-db9e4c22d911 03 APR 2019
The FCOM procedures provides additional details and explanations related to the failed
system compare to AFM and QRH. As much as practical, nomenclature to identify a push
buttons, switches, selectors, lights…, in the procedures follow the cockpit panel’s labeling.
The emergency and abnormal procedures titles are arranged as much as practical, in this
order: name of system, then function, then system’s state and finally the phase (when
applicable).
When a procedure applies to either one of the two identical aircraft systems, it is indicated as
SYSTEM 1(2). When procedure is applicable to dual system failure, then it is indicated as
SYSTEM 1+2.
cont'd…
PRO.GEN
PROCEDURES

cont'd…
In general, the emergency and abnormal procedures are presented in three parts in the
FCOM:
1) Alert
The alert box provides associated system failure information such as:
-
Condition: reason for the alert.
-
Visual: local and master visual warnings/alerts message.
-
Aural: audio alerts (Continuous Repetitive Chime (CRC), Single Chime (SC),
Clacker, …).
2) Procedure
1) Memory Item
-
Memory item are BOXED.
-
Boxed actions are considered time-critical and should be memorized and executed
from memory.
2) Actions
-
Actions are identified by the symbol ►.
-
Actions can be immediate in the form of ►CHALLENGE………RESPONSE, or
lasting in the form of ► SYSTEM STATE or ACTION or VALUE : DESCRIPTION.
- A lasting action can be for the remaining of flight, phase, or as long as a condition
exist.
3) Conditions
-
When an action(s) is dependent of a condition the condition is identified by the
symbol ■.
4) Phases
-When actions have to be applied at phase of procedure/flight is identified by the
symbol ●.
5) Information
-
Applicable information associated with an action of failure situation is presented in
all capital letters without any symbol e.g. MAINTENANCE ACTION REQUIRED,
AP CAN BE REENGAGED.
6) Layer
- When applicable, a Layer (in gray) is displayed below an action to provide
additional information/ explanation that are helpful.
Note
Warning, Caution & Note found in the procedures are in accordance with the
definition presented in the General section (Refer to GEN.8 Definition).
3) Additional Information and/or Lost Equipment List
cont'd…
PRO.GEN
PROCEDURES

cont'd…
- When applicable, Additional Information section following a procedure provides

supplementary information for associated failed system.
- For systems that supply power or information to other systems or subsystems a
Lost Equipment List is provided listing equipment impaired as a result of the failure.
Normal Procedure
_f4d98366-83eb-4783-9504-bf853b21696a 21 DEC 2017
The FCOM normal procedure is a detail sequence of actions recommended by ATR for normal
operation. In addition, to this normal procedure section for normal but non-routine operation
some procedures and additional explanation can be found in the Additional Normal Procedures
(Refer to ADDITIONAL NORMAL PROCEDURES) and Special Operations (Refer to SPECIAL
OPERATIONS.
The normal procedure section covers pre-flight preparation (cockpit & exterior inspections as
well as system tests), normal operation by flight phase, and operation in atmospheric icing
condition.
The sequencing of actions of the normal procedure is presented in “task sharing display” as it
relates to the area responsibility for the crew (CAPT or F/O) or as pilot flying and monitoring
(PF or PM). The nomenclature and format of Actions, Conditions, Phases, Information, Layer
Warning, Caution, and Note are consistent with emergency and abnormal procedures.
1.5 Task sharing
_a3697dd5-9564-43c5-b284-f3515bd8d594 21 DEC 2017
The general task sharing shown below should be applicable to all procedures. The
responsibility of the pilot's flying should remain the same during normal and abnormal situation
and throughout the application of Emergency and abnormal procedure. However, in order to
maintain a balance workload when executing emergency/abnormal procedure using the QRH,
the pilot flying (PF) should assume the responsibility of the radio communication.
At all times, the AFCS should be coupled to the PF side by CPL selection.
PF is in charge of: PM is in charge of:

Flight Path Flight path & systems monitoring
Navigation Communication
Aircraft configuration Checklist reading
Procedure initiation Execution of called actions by PF
ICN-XX-Y-000000-T-FB429-00016-A-02-N
1.6 Failure Consequences Analysis
_d132efdd-00df-40f8-a082-c13b9e41e3a0 12 MAR 2021
The flight crew must assess the failures when fully identified and the constraints it imposes and
make decision based on the remaining aircraft capabilities with the awareness of the current
operational situations (condition, environment, and/or constraint).
cont'd…
PRO.GEN
PROCEDURES

cont'd…
a) System Reset
At flight crew discretion, one RESET of a failed system associated to an amber caution may be
performed by selecting the related pb (push-button) OFF (for 3 s) then ON except for systems
listed below. If the failure alert disappears, continue normal operation and record the event in
the aircraft maintenance logbook for information. If not, apply the associated abnormal
procedure.
For the following systems the flight crew should strictly follow the abnormal procedure and
RESET only when it is called by the abnormal procedure:
- ECU / EEC.
- PEC.
- CAB PRESS MODE SEL.
- BAT CHG (EMER & MAIN).
In case of BLEED LEAK, or BUS FAULT alerts, do not reset the associated systems
BLEED VALVE pb or GEN pb.
b) Circuit Breaker (C/B) Reset
CAUTION
Circuit Breaker (C/B) must not be RESET by the flight crew unless otherwise specified in the
operational documentation by ATR.
- Flight Crew may REENGAGE a tripped circuit breaker ONLY IF HE/SHE JUDGES IT IS
NECESSARY FOR A SAFE CONTINUATION OF THE FLIGHT. In this case only ONE
reengagement should be attempted. If the failure alert disappears, continue normal
operation, if not apply the associated abnormal procedure.
- Regardless the outcome on system behavior, when reengaging a tripped C/B, the flight
crew must make a « Maintenance Action Required » entry in the Aircraft maintenance
logbook describing the event.
WARNING
DO NOT REENGAGE THE C/B OF THE FUEL PUMP(S).
Note
Due to many customization possibilities of the C/B panels, before taking any action on a C/B,
the flight crew must crosscheck that the C/B label corresponds to the affected system.
1.7 Takeoff Alert Inhibition
_ccc5c747-c921-4aa3-8f80-1c29780953f3 22 DEC 2017
For takeoff, all alerts are inhibited except for the following alerts:
cont'd…
PRO.GEN
PROCEDURES

cont'd…
WARNING CAUTION
- ENG FIRE - ENG OVER LIM
- ENG FLAME OUT - ENG PROP LIM
- LDG GEAR NOT DN - ENG OIL TEMP LOW
- CONFIG - ENG OIL TEMP HIGH
- NAC OVHT - ENG PROP NP
- PROP BREAK - FLAPS JAM
- FLAPS UNLK - FLAPS ASYM
- PITCH DISC - PITCH TRIM ASYM
- EXCESS CAB ΔP - FLT CTL TLU
- EXCESS CAB ALT - AIL LOCK LIT
- AP PITCH TRIM
- A-ICING SEL
- PITCH MISTRIM
- AILERON MISTRIM
- AHRS NOT ALIGN
- RUDDER MISTRIM
- YAW AUTOTRIM
- MAINT PANEL
Then the inhibition is canceled when:

- Automatically at landing gear retraction or,
- by pressing the RCL pb.
1.8 Electronic Check-Lists Use
_a10f0f5c-9682-4f9d-a4f4-ecaef0795cb9 21 DEC 2017
Upon procedure completion, PM must tick each item, to acknowledge that the action is
completed.
cont'd…
PRO.GEN
PROCEDURES

cont'd…
- Importance of procedure pending message:

Pending procedure notice needs to be carefully considered when displayed. It indicates
that associated procedure needs to be performed.
- Importance of the PROCEDURE COMPLETED item:
The PROCEDURE COMPLETED item is displayed at the end of each started procedure
provided all its items have been ticked. Ticking this item is the only way to complete a
procedure.
- Importance of IF statements:
Following each procedure of IF proposition, PM must carefully read and understand the
different alternatives. PM must then obtain PF’s approval and confirmation to select the
related IF alternative.
Once an IF case has been selected, PM must carefully read and understand related
procedure and its associated subtitle. PM must then obtain PF’s approval and
confirmation to execute the procedure.
- Awareness of STATUS:
Flight crew must open and review the statuses during recall.
- DU failure:
Neither DU fault procedure exists nor related reference is made in FWS, FCOM or QRH.
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1608 / 45 TOC
EMERGENCY PROCEDURES .NNO.EMR
EMR. EMERGENCY PROCEDURES............................................................................. page 03

EMR.01 INTRODUCTION................................................................................... page 03
EMR.24 ELECTRICAL POWER...........................................................................page 03
EMR.26 FIRE PROTECTION.............................................................................. page 06
EMR.27 FLIGHT CONTROLS............................................................................. page 14
EMR.70 POWER PLANT.................................................................................... page 14
EMR.99 MISCELLANEOUS................................................................................ page 22
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1608 / 45 NON NORMAL OPERATIONS

FCOM EMERGENCY PROCEDURES Page n°03
EMR EMERGENCY PROCEDURES
EMR.01 INTRODUCTION
EMR.01.01 Introduction
_49827bca-d1ef-4584-93c8-ad2cb0a4124b 21 OCT 2016
- The recommended procedures contained in this chapter have been established by the
aircraft manufacturer and approved by the Airworthiness Authorities for application in the
event of a serious failure
- It is assumed that in general, all failures are indicated by the operation of specific system
warnings and/or by direct observation
- Actions recommended may result in the loss of systems not associated with the failure
- Whenever fire is encountered on the aircraft, landing at the nearest suitable airport is
recommended.
After any fire suppression or smoke evacuation procedure (even though smoke has been
dissipated), fire suppression shall be confirmed visually. Else land as soon as possible
- Whenever a fire extinguisher is discharged in the cockpit, the flight crew should go to
100 % oxygen.
EMR.24 ELECTRICAL POWER
DC GEN 1+2 FAULT - Alert
_f472c547-d6ca-49e1-9c86-dde23a56dcfc 21 JUL 2017
CONDITION VISUAL AURAL
DC generation channels inoperative - MW light flashing red CRC
- DC GEN 1+2 red message on EWD
- Both DC GEN FAULT amber message on
AC/DC SD page
- Both DC BUS OFF amber message on
AC/DC SD page
- INV 2 FAULT amber message on AC/DC SD
page
- Both AC BUS OFF amber message on
AC/DC SD page
- UTLY BUS and UTLY BUS 2 SHED amber
message on AC/DC SD page
- Both DC GEN FAULT lights on
overhead panel
- Both DC BUS OFF lights on overhead panel
- AC BUS 2 INV FAULT light on
overhead panel
- Both AC BUS OFF lights on overhead panel
- DC SVCE/UTLY BUS SHED light on
overhead panel
- Both amber arrows lights on batteries
indicator
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC GEN 1+2 FAULT
_0bd75b2e-10aa-4207-b229-28c586fbcec0 04 MAR 2021
E24.01 DC GEN 1+2 FAULT
-
▶ PF ................................................................................................................ CAPT
▶ DC GEN 1.................................................. .................................................. RESET
▶ DC GEN 2.................................................. .................................................. RESET
■ If one generator recovered
▶ DC GEN 1(2) FAULT procedure ( A24.15 ) .......................... .......................... APPLY
■ If no generator recovered
▶ HYD GREEN PUMP ......................................................................................OFF
▶ TRU ..............................................................................................................ON
TRU ON recover the EMER, ESS and STBY busses from ACW generator(s).
■ If no TRU arrow light
▶ MAX IMC FLIGHT TIME : 30 min
▶ TRU ................................................... ................................................... OFF
▶ LAND ASAP
▶ BAT sw .................................................. .................................................. OVRD
▶ CAB PRESS RATE knob ................................................9 O'CLOCK (MAN position)
Automatic pressurization lost.
▶ CAB PRESS MODE SEL ....................................... ....................................... MAN
▶ AVIONICS VENT EXHAUST MODE .............................. .............................. OVBD
▶ F/O ATT/HDG ............................................................................................ SYS 1
▶ F/O ADC ................................................. ................................................. SYS 1
■ If stall warning inoperative
▶ AP USE : PROHIBITED
■ If IAS <160 kt and/or below 1 000 ft AGL
▶ AP and/or YD USE : PROHIBITED
■ If none of the conditions quoted above exists
AP and/or YD CAN BE REENGAGED
▶ COM / SURV / NAV ..........................................................................USE MCDU 1
▶ XPDR ............................................... ............................................... SET XPDR 1
▶ ATC (VHF 1) ............................................................................................NOTIFY
Only VHF 1 is available.
▶ MIN CAB LT ..................................................................................................OFF
▶ TLU sw ................................................. ................................................. LO SPD
TLU AUTO mode is lost, use MAN MODE.
MAN MODE acts on TLU standby actuator which remains powered.
■ When TLU LO SPEED label appears
cont'd…
PRO.NNO
PROCEDURES

cont'd…
▶ TLU sw ................................................................................................ AUTO

When TLU sw is set to AUTO position, TLU standby actuator electrical power is off.
■ If IAS above 180 kt
▶ LARGE RUDDER INPUT........................................................................AVOID
▶ STICK PUSHER-SHAKER FAULT procedure ( A27.13 ) ................ ................ APPLY
Both stick pusher and/or stick shaker are lost without FAULT alarm.
▶ SIDE WINDOWS pb ........................................... ........................................... OFF
▶ WINDSHIELD HTG pb ......................................... ......................................... OFF
▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30.06 ) .......... .......... APPLY
▶ AUTO PRESS FAULT procedure ( A21.10 ) ......................... ......................... APPLY
▶ BUS EQUIPMENT LIST ...................................... ...................................... CHECK
Refer to STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS
(FCOM-PROCEDURES-NNO-ABN-24-ELECTRICAL-POWER-4-LOST EQUIPMENT
LIST-1-STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS)
▶ PFD IAS : PERIODICALLY COMPARE WITH IESI
▶ HDG & TK : PERIODICALLY X CHECK WITH STBY COMPASS
● For approach
▶ PAX INSTRUCTIONS ..........................................................................USE PA
Cabin signs are not supplied in emergency.
▶ HYD X FEED .............................................. .............................................. ON
To recover green hydraulic system
● At touchdown
▶ IDLE GATE lever .......................................... .......................................... PULL
_ae9ffe94-1b05-40d7-82c2-e0d20da05366 11 MAY 2021
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.
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PRO.NNO
PROCEDURES

EMR.26 FIRE PROTECTION
SMOKE or FUMES
_7d2c74a9-e6e1-4855-8fb5-15c18e9b8b95 23 DEC 2020
E26.01 SMOKE OR FUMES
-
■ If smoke/fumes in the cockpit
▶ CREW OXY MASKS..................................... ..................................... DON / 100 %
▶ GOGGLES.................................................. .................................................. DON
▶ CREW COMMUNICATIONS..................................................................ESTABLISH
▶ RECIRC FANS 1+2.............................................. .............................................. OFF
▶ AP .......................................................... .......................................................... ON
▶ CABIN CREW COMMUNICATIONS............................. ............................. ESTABLISH
Cabin crew can provide useful information to identify smoke source and to assess the
situation.
CAUTION
ELEC SMK warning may be triggered by an air conditioning smoke source.
▶ SMOKE / FUMES SOURCE .................................. .................................. IDENTIFY
■ If electrical smoke/fumes identified
▶ ELECTRICAL SMOKE procedure ( E26.02 ) ......................... ......................... APPLY
■ If air conditioning smoke/fumes identified
▶ AIR COND SMOKE procedure ( E26.03 ) ........................... ........................... APPLY
■ If FWD SMK comes on or smoke/fumes in FWD zone of aircraft
▶ FWD SMOKE procedure ( E26.04 ) ............................... ............................... APPLY
■ If AFT SMK comes on or smoke/fumes in aft zone of aircraft
▶ AFT SMOKE procedure ( E26.06 ) ................................ ................................ APPLY
■ If smoke/fumes source not identified
Note
Refer to QRH PRO/NNO/EMR/26/SMOKE SOURCE DETECTION provides additional
guidance to identify smoke/fumes source.
▶ ELECTRICAL SMOKE procedure ( E26.02 ) ......................... ......................... APPLY
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PRO.NNO
PROCEDURES

SMOKE SOURCE DETECTION
SMOKE or FUMES SOURCE DETECTION
_abfacd78-3e24-4101-a4cd-2fbe750f4c31 17 FEB 2021
- If smoke/fumes initially comes out of the ventilation outlets, the crew may suspect air
conditioning smoke.
- Upon an engine failure or in case of engine abnormal parameters, smoke/fumes may
come from the bleed air system of the engine. In this case, air conditioning smoke can be
considered.
- If the smoke/fumes is detected while an equipment is declared faulty or with a C/B
tripped off, the crew may suspect that smoke/fumes is coming from this equipment.
- Burning equipment may be smelt or may enter the cockpit before ELEC SMK warning
activation.
- Recirculation fans can propagate smoke/fumes in all the pressurized areas. Therefore,
several smoke warnings may be triggered.
ELECTRICAL SMOKE - Alert
_3134e7cd-ad9a-4c06-b72a-bcf3f70cbbb3 21 JUL 2017
Smoke detected in the avionics - MW light flashing red CRC
ventilation circuit - ELEC SMK red message on EWD
- ELEC SMK red message reverse video on
Cabin SD page
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PRO.NNO
PROCEDURES

ELECTRICAL SMOKE
_50eded2b-d359-4f7f-b1eb-1f4e07b3d10e 23 DEC 2020
E26.02 ELECTRICAL SMOKE
-
▶ SMOKE or FUMES procedure ( E26.01 ) ............................. ............................. APPLY
CAUTION
ELEC SMK warning may be triggered by an air conditioning smoke source
▶ AVIONICS VENT EXHAUST MODE.................................................................. OVBD
▶ AIR FLOW................................................... ................................................... HIGH
To ensure avionics compartment ventilation
▶ DC SVCE & UTLY BUS........................................... ........................................... OFF
▶ DC BTC .......................................................................................................... ISOL
Auto isolation is prepared on the main electrical system by opening the BTC.
▶ ICING CONDITIONS : LEAVE AND AVOID
Leave and avoid icing conditions to anticipate the loss of ACW powered anti icing systems
when ACW GEN 1+2 are switched OFF
▶ ACW GEN 1 + 2................................................ ................................................ OFF
▶ SUSPECTED EQUIPMENT........................................ ........................................ OFF
If the smoke is detected while an equipment is declared faulty, the crew may suspect that
smoke is coming from this equipment.
Suspected equipment may be shut off one by one.
■ If smoke source not identified
▶ LAND ASAP
▶ ACW GEN 1+2 LOSS procedure ( A24.09 ) ....................................................APPLY
■ If smoke source identified
▶ OPERATING EQUIPMENT......................................................................RESTORE
Note
Restore ACW GEN, DC BTC and/or DC SVCE & UTLY BUS if appropriate
▶ AFFECTED EQUIPMENT FAULT PROCEDURES..................... ..................... APPLY
● When ∆P below 1 psi
▶ OVBD VALVE ......................................................................................FULL OPEN
▶ AVIONICS VENT EXHAUST MODE............................... ............................... NORM
To avoid pressurization malfunction, in order to recover air evacuation capability through
EXTRACT FAN, OVBD VALVE is selected FULL OPEN and AVIONICS VENT EXHAUST
MODE NORM.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AIR COND SMOKE
_4ecc7cff-5fd9-42e3-b76b-1c14ebdb7175 23 DEC 2020
AIR COND SMOKE E26.03

-
▶ PACK VALVE 1................................................. ................................................. OFF
▶ MAX FL : 200/MEA
CAUTION
Air conditioning smoke may trigger an ELEC SMK warning. Do not apply ELECTRICAL
SMOKE procedure in this case.
■ If smoke persists
▶ PACK VALVE 1................................................ ................................................ ON
▶ PACK VALVE 2................................................................................................OFF
▶ ENG PARAMETERS : CAREFULLY MONITOR
■ If ENG 1(2) OVER LIM amber message on EWD
- OR -
■ Total loss of NL indication
- OR -
■ Engine abnormality clearly identified (NH, NL, ITT indications, noise, surge...)
CAUTION
Identify the engine that shows signs of abnormal operation in order to avoid shutting down
the safe engine.
▶ PL (affected ENG)............................................... ............................................... FI
▶ CL (affected ENG)................................ ................................ FTR THEN FUEL S.O.
▶ LAND ASAP
▶ SINGLE ENG OPERATION procedure ( A70.12 ) ............................................APPLY
_2608200b-ce51-4e2c-a391-38879c81de27 15 JAN 2016
Establish flight crew communication. Avoid interphone position to minimize interference from
oxygen mask breathing noise. Check oxygen mask at 100 %.
FWD SMOKE - Alert
_0e576d38-2029-4b9f-8e7b-a5a8f3fed76c 21 JUL 2017
Smoke detected in the forward cargo - MW light flashing red CRC
compartment - FWD SMK red message on EWD
- Associated FWD SMK red indication on SD
cabin page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FWD SMOKE - Alert - Cargo Version Only
_fa365bd1-6a32-4255-93ff-aab05210cdfc 28 JAN 2021
Smoke detected in the forward cargo - MW light flashing red CRC
compartment - FWD SMK red message on EWD
- Associated FWD SMK red indication on SD
Cabin page
- If a container smoke detector detect smoke,
associated CNTNR SMK red LT comes on on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FWD SMOKE
_057ea1a6-e8c4-4158-a983-ef79edf9da04 23 DEC 2020
FWD SMOKE E26.04

-
■ If passenger configuration
▶ CABIN CREW (PA)................................ ................................ ADVISE FOR ACTION
Identifying and extinguishing the smoke source is of cabin crew responsibility. The cabin
crew must use halon portable and wear a PBE if necessary. The FWD cargo door or
curtain (if equipped) must remain closed to reduce smoke contamination in the cabin
area. Good coordination between flight and cabin crew is essential. It is important that the
cabin crew estimates and informs the flight crew on the density of smoke and the severity
of the situation.
▶ AVIONICS VENT EXHAUST MODE ............................... ............................... OVBD

▶ AIR FLOW.................................................. .................................................. HIGH
▶ EXTRACT AIR FLOW lever ................................... ................................... CLOSED
To ensure cargo ventilation without cabin or cockpit contamination
▶ LAND ASAP
● When ∆P below 1 psi
▶ OVBD VALVE ..................................................................................FULL OPEN
▶ AVIONICS VENT EXHAUST MODE .......................................................... NORM
To avoid pressurization malfunction, in order to recover air evacuation capability
through EXTRACT FAN.
■ If cargo configuration
CAUTION
FWD SMK warning may be triggered by an air conditioning smoke source.
▶ CAB ALT .......................................... .......................................... MAX INCREASE
▶ CREW OXY MASKS................................................................................AS RQRD
Oxygen masks are necessary when:
- Smoke or fumes are in the cockpit (with mask in 100 % mode), or
- Cabin altitude is above FL100 (with mask in diluted mode).
■ If dual bleed operation
▶ ENG BLEED 2.............................................. .............................................. OFF
■ If dual pack operation
▶ PACK VALVE 2............................................................................................OFF
▶ CAB VENT AIR FLOW.......................................... .......................................... OFF
▶ FLT COMPT TEMP SEL ..................................................................................HOT
▶ LAND ASAP
cont'd…
PRO.NNO
PROCEDURES

cont'd…
■ If immediate landing is not possible

▶ FL : 160/HIGHER (FL 200 is recommended)
■ When EXCESS CAB ALT warning is triggered
▶ CAB ALT .............................................................. MAINTAIN MAX INCREASE
Note
Other smoke detection alarms maybe triggered during smoke evacuation process.
Disregard them.
_b4812ca3-5feb-469a-91b7-10217f0f7a68 22 MAY 2019
- To minimize interference from oxygen mask breathing noise, avoid the use of interphone
position. Check oxygen mask at 100 %.
- A large fire extinguisher (3 kg - 7 lb) is available at the left front locker.
AFT SMOKE - Alert
_7af0aa17-9008-4b65-aa1e-85bcea120fa2 21 JUL 2017
Smoke detected in the aft cargo - MW light flashing red CRC
compartment - AFT SMK red message on EWD
- OR - - LAV SMK red message or AFT COMPT SMK
red message reverse video on Cabin SD page
Smoke detected in the lavatory
AFT SMOKE - Alert - Cargo Version Only
_5e4f35b9-1c87-4023-b216-0e6812a6a8f7 28 JAN 2021
Smoke detected in the aft cargo - MW light flashing red CRC
compartment - AFT SMK red message on EWD
- AFT SMK red message reverse video on
Cabin SD page
- If a container smoke detector detect smoke,
associated CNTNR SMK red LT comes on on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AFT SMOKE
_0af7a442-901d-41b5-bbfa-0c5b1f3bb452 23 DEC 2020
AFT SMOKE E26.06

-
■ If passenger configuration
▶ CABIN CREW (PA)................................ ................................ ADVISE FOR ACTION
Identifying and extinguishing the smoke source is of cabin crew responsibility. The cabin
crew must use halon portable extinguisher through the extinguisher connector, next to the
FAP, and wear a PBE if necessary. The aft cargo door or curtain (if equipped) must
remain closed to reduce smoke contamination in the cabin area. Good coordination
between flight and cabin crew is essential. It is important that the cabin crew estimates
and informs the flight crew on the density of smoke and the severity of the situation.
▶ AIR FLOW.................................................. .................................................. HIGH
▶ LAND ASAP
■ If cargo configuration
CAUTION
AFT SMK warning may be triggered by an air conditioning smoke source.
▶ CAB ALT .......................................... .......................................... MAX INCREASE
▶ CREW OXY MASKS................................................................................AS RQRD
Oxygen masks are necessary when:
- Smoke or fumes are in the cockpit (with mask in 100 % mode), or
- Cabin altitude is above FL100 (with mask in diluted mode).
■ If dual bleed operation
▶ ENG BLEED 2.............................................. .............................................. OFF
To avoid over pressure in air duct, select BLEED 2 to OFF prior CAB VENT AIR FLOW.
■ If dual pack operation
▶ PACK VALVE 2............................................................................................OFF
▶ CAB VENT AIR FLOW.......................................... .......................................... OFF
▶ FLT COMPT TEMP SEL ..................................................................................HOT
▶ LAND ASAP
■ If immediate landing is not possible
▶ FL : 160/HIGHER (FL 200 is recommended)
● When EXCESS CAB ALT warning is triggered
▶ CAB ALT .............................................................. MAINTAIN MAX INCREASE
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note
Other smoke detection alarms maybe triggered during smoke evacuation process.
Disregard them.
EMR.27 FLIGHT CONTROLS
PITCH CONTROL JAM AT TAKEOFF OR LANDING
_e2d6a6fe-cd3a-4bd2-a65d-c2f93ffd7cfc 04 MAR 2021
E27.01 PITCH CONTROL JAM AT TAKEOFF OR LANDING
-
▶ MAX IAS : 180 kt
▶ CONTROL COLUMNS............................................................................UNCOUPLE
▶ FREE CONTROL COLUMN........................................................................IDENTIFY
Only one elevator operates.
▶ PF..................................... ..................................... FREE CONTROL COLUMN SIDE
▶ PITCH DISCONNECT procedure ( A27.07 ) ......................................................APPLY
PITCH CONTROL JAM AT TAKEOFF OR LANDING - Additional Information
_1ca39ff7-1ff5-4a21-870f-15209cc64d5f 24 NOV 2020
To uncouple elevators and override jam , both pilots must accomplish one after the other a firm
action on their own control column in the way required by the flight path.
The force required for one of the channels to yield is approximately 50 daN at low speed.
If uncoupling is unsuccessful, when trajectory under control and above safety altitude, apply
opposite effort on both control columns.
If right hand pitch control line is jammed, autopilot is not available. Do not re-engage autopilot
after disconnection.
Stick pusher acts on left hand elevator. If left hand control column is jammed, stick pusher
must be considered inoperative.
After uncoupling, only one pilot has control and actuates one elevator only.
EMR.70 POWER PLANT
ENG 1(2) FIRE - Alert - at Takeoff
_4b2f88d4-5b2f-4408-b6e7-566681ef6717 31 MAY 2019
Fire signal - MW light flashing red CRC
- ENG 1(2) FIRE red message on EWD
- FIRE 1(2) red message flashing reverse
video on EWD engine indications
- Red light in associated FIRE handle
- FUEL SO red light in associated CL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) FIRE AT TAKEOFF
_a59ac6be-ceda-4256-adc0-efba27c1cca1 04 MAR 2021
ENG 1(2) FIRE AT TAKEOFF E70.01

-
Note
Captain may decide to shut down affected engine before reaching acceleration altitude, but
not before 400 ft AGL
● WHEN AIRBORNE
▶ LDG GEAR................................................... ................................................... UP
● AT ACCELERATION ALTITUDE
▶ PWR MGT .................................................................................................... MCT
Disarm ATPCS, set maximum continuous power to remaining engine.
● AT VFTO
■ If normal conditions
▶ FLAPS............................................................................................................0
■ If icing conditions
▶ FLAPS : MAINTAIN 15°
▶ PL (affected ENG).............................................................................................. FI
▶ FIRE HANDLE (affected ENG).................................... .................................... PULL
Fire handle light remains on as long as a fire is detected.
■ If fire persists after 10 s
10 s delay enables airflow to decrease, which result in a better efficiency of the agent
▶ AGENT 1 (affected ENG)..........................................................................DISCH
■ If fire persists 30 s after AGENT 1 DISCH
▶ AGENT 2 (affected ENG)................................... ................................... DISCH
▶ LAND ASAP
▶ BLEED (operating ENG)..................................................................OFF (if necessary)
▶ ATC...................................................... ...................................................... NOTIFY
▶ ENG (affected) : DO NOT RESTART
▶ SINGLE ENG OPERATION procedure ( A70.12 ) ....................... ....................... APPLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) FIRE - Alert - In Flight
_d3646f62-724e-43a5-b522-05a91ae40662 28 NOV 2017
In flight engine fire - MW light flashing red CRC
ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - In Flight
_a3c34b94-162e-4a18-a321-512c86d428c2 15 JAN 2016
Severe mechanical damage in flight can be recognized by: Any abnormal NIL NIL
noises
- OR -
Any abnormal vibrations
- OR -
Non–response of the engine to power lever movement
- OR -
Severe variations of the engine parameters: TQ, NH, fuel flow, ITT, loss of
power....etc
ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE IN FLIGHT
_a82963e0-df9b-43e1-a3fe-b607b9a30dc1 04 MAR 2021
E70.02 ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE IN

-
FLIGHT
▶ PL (affected ENG)................................................ ................................................ FI
▶ CL (affected ENG)................................. ................................. FTR THEN FUEL S.O.
▶ FIRE HANDLE (affected ENG)..................................... ..................................... PULL
Fire handle light remains on as long as a fire is detected.
■ If fire persists after 10 s
10 s delay enables airflow to decrease, which result in a better efficiency of the agent
▶ AGENT 1 (affected ENG)..............................................................................DISCH
▶ LAND ASAP
▶ ATC...................................................... ...................................................... NOTIFY
▶ ENG (affected) : DO NOT RESTART
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) FIRE - Alert - on Ground
_def3564a-289d-4a92-a967-01d5d9e9cd57 21 JUL 2017
On ground engine fire - MW light flashing red CRC
ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - on Ground
_b3272c84-552a-43b6-b0ff-c9d56d240265 15 JAN 2016
Severe mechanical damage on ground can be recognized by: Any NIL NIL
abnormal noises
- OR -
Any abnormal vibrations
- OR -
Non–response of the engine to power lever movement
- OR -
Severe variations of the engine parameters: TQ, NH, fuel flow, ITT, loss of
power....etc.
ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE ON GROUND
_57751aa9-ee1c-400c-9bf1-83f854c2e5e2 04 MAR 2021
ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE E70.03

-
ON GROUND
▶ AIRCRAFT......................................................................................................STOP
Set PL on GI position, reverse as required
▶ BRAKE HANDLE........................................................................................PARKING
▶ CL 1+2......................................... ......................................... FTR THEN FUEL S.O.
▶ FIRE HANDLE (affected ENG)..................................... ..................................... PULL
■ If fire persists
▶ AGENT 1 (affected ENG)..............................................................................DISCH
▶ ATC (VHF 1)................................................ ................................................ NOTIFY
Only VHF 1 available on battery
■ If evacuation required
▶ EMERGENCY EVACUATION (ON GROUND) procedure ( E99.05 ) ..................APPLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) FLAME OUT - Alert - at Takeoff
_4667fe83-c468-4a49-b7b5-e8f73c8aa6a3 21 JUL 2017
Engine flame out - MW light flashing red CRC
- OR - - ENG 1(2) OUT red message on EWD
- AUTO FTR reverse video on EWD engine
ATPCS sequence
indications
- UPTRIM reverse video on EWD engine
indications
ENG 1(2) FLAME OUT - Alert - without Indication - at Takeoff
_8a52f0c4-57ad-4a20-803b-755a5e07bd1f 23 MAR 2016
An engine flame out can be recognized by: Sudden asymmetry, increase in NIL NIL
aircraft vibration and /or buffeting
- OR -
TQ decrease
- OR -
Rapid ITT decrease
- OR -
NH decrease
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) FLAME OUT AT TAKEOFF
_beaeea00-d0b1-475c-917a-f41e40c3920d 10 OCT 2017
ENG 1(2) FLAME OUT AT TAKEOFF E70.04

-
▶ AUTOFEATHER............................................................................................CHECK
▶ UPTRIM................................................... ................................................... CHECK
■ If no UPTRIM
▶ PL 1 + 2..........................................................................ADVANCE TO THE RAMP
● WHEN AIRBORNE
▶ LDG GEAR................................................... ................................................... UP
■ If NO BLEEDS 1 + 2 FAULT
▶ BLEEDS 1 + 2.............................................. .............................................. OFF
To compensate possible ATPCS failure.
● AT ACCELERATION ALTITUDE
▶ ALT MODE.................................................. .................................................. SET
● AT VFTO
▶ PL 1 + 2............................................ ............................................ IN THE NOTCH
▶ PWR MGT .................................................................................................... MCT
Disarm ATPCS, set maximum continuous power to remaining engine and prepare for
restart
▶ IAS MODE......................................................................................................SET
■ If normal conditions
▶ SPD TGT ......................................................................................CHECK VFTO
▶ FLAPS..................................................... ..................................................... 0°
▶ SPD TGT ..........................................................CHECK VFTO ICING FLAPS 15°
▶ FLAPS : MAINTAIN 15°
▶ PL (affected eng)............................................... ............................................... FI
▶ CL (affected eng).................................................................. FTR THEN FUEL S.O.
▶ BLEED (operating eng)................................. ................................. OFF (if necessary)
▶ ATC ............................................................................................................NOTIFY
■ If damage
▶ FIRE HANDLE (affected eng)..................................... ..................................... PULL
Enables closure of the FUEL ENG LP VALVE
■ If no damage
Note
Engine relight may be performed at flight crew discretion.
▶ ENG RESTART IN FLIGHT procedure ( A70.09 ) ........................................APPLY
cont'd…
PRO.NNO
PROCEDURES

cont'd…
■ If no restart
▶ SINGLE ENG OPERATION procedure ( A70.12 ) ........................................APPLY
ENG 1+2 FLAME OUT - Alert
_e07546e7-53d4-47f4-ae55-8f4bc0bbabb7 21 JUL 2017
Both engine flame out - MW light flashing red CRC
- ENG 1+2 OUT red message on EWD
ENG 1+2 FLAME OUT - Alert - without Indication
_efc85c29-1ea0-47a8-b566-fd3695c3ca17 15 JAN 2016
An engine flame out can be recognized by: Increase in aircraft vibration NIL NIL
and /or buffeting
- OR -
TQ decrease
- OR -
Rapid ITT decrease
- OR -
NH decrease
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1+2 FLAME OUT
_a088d0cd-c1f5-41f8-b3db-fb01cd83441f 04 MAR 2021
ENG 1+2 FLAME OUT E70.05

-
▶ PF ................................................................................................................ CAPT
▶ PL 1 + 2....................................................... ....................................................... FI
■ If NH drops below 30 %
▶ CL 1 + 2....................................... ....................................... FTR THEN FUEL S.O.
▶ OPTIMUM SPEED............................................ ............................................ VmHB
Note
In order to determine VmHB:
- In landing configuration, Refer to OPSDATA, or
- In other configurations, Refer to PER.6.3.1 Reduced Flaps Landing Configuration
VAPP.
▶ FUEL SUPPLY............................................... ............................................... CHECK
Use engine secondary SD page to access fuel data.
▶ ATC (VHF1)..................................................................................................NOTIFY
▶ ENG START selector ...................................... ...................................... START A & B
● RELIGHT SEQUENCE ON ENG 2 THEN ENG 1
▶ ENG START pb ................................................................................................ON
● When NH above 10 %
▶ CL ...................................................... ...................................................... FTR
▶ ENG RELIGHT : MONITOR
▶ CL .................................................. .................................................. AS RQRD
▶ PL .................................................. .................................................. AS RQRD
■ If no restart
▶ CL ....................................... ....................................... FTR THEN FUEL S.O.
■ If only one engine recovered
▶ SYSTEMS (affected)....................................... ....................................... RESTORE
▶ APM ..............................................................................................................OFF
■ If NO engine recovered
▶ ENG START selector .............................. .............................. OFF & START ABORT
▶ FUEL PUMPS 1 + 2............................................ ............................................ OFF
CAUTION
Do not select avionics vent exhaust mode to OVBD.
▶ FORCED LANDING procedure ( E99.06 ) ........................... ........................... APPLY
-OR-
cont'd…
PRO.NNO
PROCEDURES

cont'd…
▶ DITCHING procedure ( E99.03 ) ................................. ................................. APPLY

EMR.99 MISCELLANEOUS
BOMB ON BOARD
_2b93c24e-4da1-403c-94d4-ec8ab5af4582 20 FEB 2020
E99.01 BOMB ON BOARD
-
▶ ATC...................................................... ...................................................... NOTIFY
▶ LANDING ELEVATION..........................................................................SET CAB ALT
▶ ALT SEL................................. ................................. DESCENT TO CABIN ALTITUDE
▶ LOAD FACTORS : AVOID
▶ BOMB : HANDLE CAREFULLY AND AVOID SHOCKS
PLACE BOMB NEAR SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO THE
DOOR HANDLE
SURROUND IT WITH DAMPING MATERIAL
▶ CABIN CREW OXYGEN AND FIRE EXTINGUISHER............ ............ MOVE FORWARD
▶ PAX ................................ ................................ MOVE FORWARD/CRASH POSITION
● When Z aircraft = Z cabin
▶ APPROACH CONFIGURATION................................................................FLAPS 15
▶ LDG GEAR................................................ ................................................ DOWN
▶ AUTO PRESS DUMP............................................ ............................................ ON
▶ SERVICE DOOR........................................... ........................................... UNLOCK
▶ LAND ASAP
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

COCKPIT DOOR LOCKING SYSTEM
_b7b305b6-04c8-47d7-8b38-6c2fd94f541c 04 MAR 2021
COCKPIT DOOR LOCKING SYSTEM E99.02

-
■ If Electrical Power Lost
▶ MANUAL LOCK BOLT.............................. .............................. CLOSE POSITION
Note
When the door is locked with the manual bolt, the emergency access to the cockpit is
not available
It is recommended that at least two crew members must remain in the cockpit during
that time
■ If cockpit door is jammed in closed position and need to exit the cockpit
▶ THIRD OCCUPANT SEAT (if any)..............................................................FOLD UP
▶ TWO HORIZONTAL LATCHES ON THE LEFT PANEL DOOR....... ....... CHECK OPEN
▶ COCKPIT DOOR LOCKING SYSTEM sw............................. ............................. OFF
Cockpit door locking system switch is behind the first officer seat.
▶ DOORS................................................... ................................................... PUSH
■ If cockpit door still jammed in closed position
▶ ELECTRICAL PLUG ON TOP LEFT OF THE LEFT DOOR........ ........ DISCONNECT
▶ FOUR RED SAFETY PINS FROM THE DOORS......................................REMOVE
▶ VERTICAL DOOR HANDLE................................... ................................... OPEN
▶ DOORS..................................................................................PUSH & REMOVE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DITCHING
_d7df47b5-ef9a-43dc-a51b-01c3827c613e 04 MAR 2021
E99.03 DITCHING
-
● Preparation
▶ ATC (VHF1 or HF)......................................................................................NOTIFY
If both engines lost, use VHF1.
▶ XPDR 1.................................................... .................................................... 7700
▶ CABIN CREW (PA).......................................... .......................................... NOTIFY
▶ CABIN AND COCKPIT...................................... ...................................... PREPARE
Notify cabin crew of nature of the emergency and state intentions.
Specify available time.
Loose equipment secured.
Survival equipment prepared.
Belts and shoulder harnesses locked.
▶ GPWS ..................................................... ..................................................... OFF
▶ TERR...................................................... ...................................................... OFF
Avoids nuisance warnings.
▶ SIGNS...................................................... ...................................................... ON
▶ EMER EXIT LT ................................................ ................................................ ON
▶ LANDING ELEVATION......................... ......................... SET PRESSURE ALTITUDE
▶ EMER LOC XMTR............................................. ............................................. MAN
● For approach
The amber FAULT light of the Cabin Pressure Mode selector comes on.
▶ LDG GEAR : KEEP UP
■ If no engine operates
▶ HYD AUX PUMP pb pedestal ................................. ................................. PRESS
● Within 10 s
▶ FLAPS (if available).......................................... .......................................... 35
▶ PACKS 1+2.................................................. .................................................. OFF
▶ OVBD VALVE.......................................... .......................................... FULL CLOSE
▶ CABIN REPORT............................................ ............................................ OBTAIN
● At 500 ft AGL
▶ DITCH pb ........................................................................................................ON
● Just before ditching
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note
In case of night ditching, both engines shut down is performed at captain’s discretion as
no landing lights available with propellers feathered.
▶ BRACE FOR IMPACT........................................ ........................................ ORDER
▶ FLARE ....................................................................................................INITIATE
▶ OPTIMAL PITCH ATTITUDE........................................ ........................................ 9°
▶ CL 1+2........................................ ........................................ FTR THEN FUEL S.O.
▶ FIRE HANDLES 1+2........................................... ........................................... PULL
▶ FUEL PUMPS 1+2............................................. ............................................. OFF
● For evacuation
■ If one of the aft door is under the water line
▶ DOOR : DO NOT OPEN
▶ EVACUATION (PA)....................................................................................INITIATE
Only PA is available on battery to communicate with cabin crew.
▶ ATC (VHF1)............................................... ............................................... NOTIFY
Notify ATC the nature of the emergency encountered and state intentions. In the event
ATC cannot be contacted, select code A77 or transmit the distress message on one of the
following frequencies (VHF) 121.5 MHz or (HF) 8 364 KHz. Only VHF1 is available on
battery.
● Before leaving aircraft
▶ EMER LOC XMTR................................. ................................. CHECK EMITTING
▶ BAT ..................................................... ..................................................... OFF
Battery is kept ON until leaving the aircraft to ensure cabin communication on PA
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_545c43fb-5a88-43c2-9c9c-a540adb5b7f4 09 JUL 2019
The ditching direction mainly depends on the wind direction, and on the state of the sea. These
factors may be considered as follows:
1) Wind direction:
- This may be determined by observing of the waves, which move and break
downwind.
- Spray from the wave tops is also a reliable indicator.
2) Wind speed:
- The following guidelines can be used to evaluate wind speed:
o A few white crests: 8-17 kt
o Many white crests: 17-26 kt
o Streaks of foam along the water: 23-35 kt
o Spray from the waves: 35-43 kt
3) Sea state:
- This is best determined from a height of 500 to 1 000 ft.
- At a lower altitude, the swell direction may be less obvious than the wave direction,
even though the waves are much smaller.
4) When there is no swell, align into the wind. In the presence of swell, and provided that
drift does not exceed 10 °, ditch parallel to the swell and as nearly into wind as possible.
If drift exceeds 10 °, ditch into the wind. The presence of drift on touchdown is not
dangerous, but every effort should be made to minimize roll.
Touch down with approximately 9 ° of pitch, and minimum aircraft vertical speed.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note: This illustration is given as an example. it is not necessary the LH wing which is down.
WATER LEVEL AT SUNK WING SIDE

WATER LEVEL AT UP WING SIDE
ICN-XX-Y-520000-T-FB429-00028-B-03-N
- Fig. 1 : AIRCRAFT ATTITUDE IN CASE OF DITCHING -

##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EMERGENCY DESCENT
_4dc6bcd4-6d75-4df6-936c-2957ccc89e3d 04 MAR 2021
E99.04 EMERGENCY DESCENT
-
▶ CREW OXY MASKS......................................... ......................................... AS RQRD
If cabin air is not contaminated, oxygen may be used with oxygen diluter selector in N
position.
▶ CREW COMMUNICATIONS........................................................................AS RQRD
▶ GOGGLES................................................................................................AS RQRD
▶ DESCENT................................................. ................................................. INITIATE
▶ PL 1+2........................................................ ........................................................ FI
▶ CL 1+2..................................................................................................100% OVRD
CL are selected 100% OVRD to increase drag and therefore the rate of descent.
▶ OXYGEN PAX SUPPLY....................................... ....................................... AS RQRD
▶ IAS : VMO/MMO (or less if structural damage is suspected)
Maximum airspeed is MMO/VMO. But if structural damage is suspected reduce speed as
appropriate and maneuver with care. Landing gear may be extended in order to increase
rate of decent.
▶ SIGNS................................................................................................................ON
▶ ATC ............................................................................................................NOTIFY
Notify ATC the nature of the emergency encountered and state intentions. In the event ATC
can not be contacted, select code A77 or transmit the distress message on one of the
following frequencies (VHF) 121.5 MHz or (HF) 8 364 KHz. Only VHF 1 is available on
battery.
▶ MEA ............................................................................................................CHECK
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EMERGENCY EVACUATION (ON GROUND)
_9d94a5cb-a461-49e5-9ebb-d233509dc7d4 20 FEB 2020
EMERGENCY EVACUATION (ON GROUND) E99.05

-
▶ AIRCRAFT................................................... ................................................... STOP
▶ ATC (VHF1)..................................................................................................NOTIFY
Only VHF 1 available on battery.
▶ AUTO PRESS DUMP............................................. ............................................. ON
▶ MIN CAB LT ................................................... ................................................... ON
Lateral lighting strip lights.
▶ CABIN CREW (PA)........................................................................................NOTIFY

▶ CL 1+2......................................... ......................................... FTR THEN FUEL S.O.
▶ FIRE HANDLES 1+2............................................ ............................................ PULL
▶ AGENTS............................................ ............................................ DISCH AS RQRD
Both agents can be discharged on the same engine OR one agent per engine (e.g. ENG 1
AGENT 1 & ENG 2 AGENT 1)
▶ ENG START selector ................................................................OFF & START ABORT
▶ FUEL PUMPS 1+2..............................................................................................OFF
▶ EMER EXIT LT ....................................................................................................ON
▶ EVACUATION (PA)........................................... ........................................... INITIATE
During an emergency evacuation on ground, PA should be used to communicate with cabin
crew.

▶ BAT ....................................................... ....................................................... OFF
Battery is kept ON until leaving the aircraft to ensure cabin communication on PA.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FORCED LANDING
_69d72e33-336a-44f6-8489-5a48c5ed284c 20 FEB 2020
E99.06 FORCED LANDING
-
● Preparation
▶ ATC (VHF 1 or HF).......................................... .......................................... NOTIFY
If both engines lost, use VHF 1.
▶ XPDR 1.................................................... .................................................... 7700
Notify cabin crew of nature of the emergency and state intentions.
Specify available time.
Survival equipment prepared.
Belts and shoulder harnesses locked.
▶ GPWS ..................................................... ..................................................... OFF
▶ TERR...................................................... ...................................................... OFF
Avoids nuisance warnings.
▶ SIGNS...................................................... ...................................................... ON
▶ EMER EXIT LT ................................................ ................................................ ON
▶ EMER LOC XMTR............................................. ............................................. MAN
● For approach and landing
▶ LDG GEAR..................................................................................DOWN AS RQRD
■ If no engine operates
▶ HYD AUX PUMP pb pedestal....................................................................PRESS
● Within 10 s
▶ FLAPS (if available).......................................... .......................................... 35
● Just before landing
Note
In case of night forced landing, both engines shut down is performed at captain’s
discretion as no landing lights available with propellers feathered.
cont'd…
PRO.NNO
PROCEDURES

cont'd…

▶ FUEL PUMPS 1+2............................................. ............................................. OFF
● When aircraft has stopped
▶ BRAKE HANDLE (if available)................................. ................................. PARKING
▶ AGENTS.................................................. .................................................. DISCH
Both agents can be discharged on the same engine or one agent per engine (e.g. ENG 1
AGENT 1 & ENG 2 AGENT 1
Only PA is available on battery to communicate with cabin crew.
▶ ATC (VHF1)............................................... ............................................... NOTIFY
Notify ATC the nature of the emergency encountered and state intentions. In the event
ATC cannot be contacted, select code A77 or transmit the distress message on one of the
following frequencies (VHF) 121.5 MHz or (HF) 8 364 KHz. Only VHF 1 is available on
battery.
▶ EMER LOC XMTR................................. ................................. CHECK EMITTING
▶ BAT ..................................................... ..................................................... OFF
Battery is kept ON until leaving the aircraft to ensure cabin communication on PA
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

SEVERE ICING
_168d18fc-2233-48a4-b76f-179f40e73dd8 04 MAR 2021
E99.08 SEVERE ICING
-
▶ IAS : ICING BUG + 30 kt (or ICING BUG IF FLAPS 15 EXTENDED)
ICING BUG + 30 kt (or ICING BUG if flaps 15 ° are extended) increases margin towards
stall, manoeuvrability and Total Air Temperature. It also reduces AOA.
▶ PWR MGT ................................................... ................................................... MCT
▶ PL 1+2........................................................................................................ADJUST
PL position must be adjusted to increase power. PLs can be advanced to the Ramp, or to
the Wall if necessary.
▶ CL 1+2................................................................................................ 100 % OVRD
It helps removing ice on the propeller
Descent should be initiated to help increasing IAS above ICING BUG +30 kt (or ICING BUG
with flaps 15 °) and to escape from severe icing condition.
Severe icing environmental conditions have a limited vertical extent. A descent of few
thousand feet will be probably enough to exit such conditions. Nevertheless, severe icing
detection cues shall be monitored to confirm that the altitude decrease was large enough to
exit these conditions (for more information Refer to IN FLIGHT ICING CONDITIONS).
▶ MEA / RECOMMENDED MAXIMUM ICING FLIGHT LEVEL............... ............... CHECK
CAUTION
Firmly hold control column and wheel to avoid non-expected aircraft movements at AP
disengagement
▶ AP ....................................................................................................DISENGAGE
Autopilot can hide indications that point out adverse changes in aircraft handling
qualities.The aim of disengaging the AP is to assess the aircraft handling Refer to IN
FLIGHT ICING CONDITIONS for tactile cues.
■ If not able to accelerate and maintain IAS above ICING BUG + 30 kt with flaps 0
- OR -
■ If not able to accelerate and maintain IAS above ICING BUG with flaps 15
▶ MAX BANK ANGLE: 15 °
If acceleration above ICING BUG + 30 kt (or ICING BUG with flaps 15 °) has to be delayed
for operational reasons, IAS must be maintained above ICING BUG + 10 kt and bank angle
must be limited to 15 ° to keep sufficient margin towards stall (by reducing AOA). The flight
crew must be aware that FD can give order with bank angle greater than 15 °. If
DEGRADED PERF or INCREASE SPEED APM alerts are not triggered, the flight crew must
be aware that FD can give order with bank angle greater than 15 °.
▶ SEVERE ICING CONDITION.................................... .................................... ESCAPE
cont'd…
PRO.NNO
PROCEDURES

cont'd…
▶ ATC...................................................... ...................................................... NOTIFY

Severe icing condition is an emergency situation.
■ If abnormal aircraft roll behavior
▶ STALL procedure ( E99.09 ) .................................... .................................... APPLY
● As long as aircraft is not clear of ice
▶ FLAPS : DO NOT RETRACT
If flaps were extended for any reason to FLAPS 15, maintain flaps position until the
aircraft is clear of ice.
● For landing
▶ APPROACH CONFIGURATION ............................. ............................. FLAPS 15
After having encountered severe icing, residual ice build-up may remain on
unprotected parts of the aircraft, including on the horizontal stabilizer. In such case,
extending the flaps to 30 ° (35° for 42-500) may lead to pitch control abnormalities;
therefore it is requested to maintain the flaps at 15 ° throughout the approach and
perform a reduced flap landing.
HIGH BANK TURNS CAN BE PERFORMED
▶ REDUCED FLAPS LANDING procedure ( A27.05 ) .................. .................. APPLY
Note
Refer to PRO.NNO.ABN.30.5.A30.16 SEVERE ICING DETECTION for information on
severe icing indications.
_fd1fd613-6542-49b9-b4c6-639c5eb6c698 26 JUL 2019
1) Severe icing conditions usually occur within a range of altitude and atmospheric
conditions.
The flight crew is expected to do everything it can to escape severe icing conditions.
Whatever the phase of flight, the aims of flight crew actions is to maintain airspeed
ABOVE ICING BUG + 30 kt.
For these reasons, it is recommended to consider descent taking into account minimum
safety altitude :
- Increase speed and lower the angle of attack.
- Enable to reach a flight level with higher SAT and possibly return to positive
temperature.
If in climb, the flight crew should consider level off or initiate a descent to a lower level.
2) Refer to ADVERSE WEATHER
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Approach to Stall - Alert
_a70f3e29-246b-47c8-bdc5-3336ce7cdd6c 15 JAN 2016
Stick shaker activation NIL Cricket
- OR -
Aerodynamic buffeting (Vibrations)
- OR -
Reduced pitch control
STALL - Alert
_912e9bdb-6373-44e3-b149-4d67f4d20d9e 15 JAN 2016
Stick pusher activation - STICK PUSHER on both FMA NIL
- OR -
Unusual aircraft roll
- OR -
Inability to maintain altitude or arrest
rate of descent
STALL
_58995808-e615-41b3-8bb9-b0f2175ed226 28 NOV 2017
E99.09 STALL
-
▶ CONTROL COLUMN........................................... ........................................... PUSH
Reduce the Angle Of Attack.
▶ ENG PWR ..............................................................................................INCREASE
■ If FLAPS 0
▶ FLAPS............................................. ............................................. EXTEND TO 15
Increase margin above stall and lift coefficient – Reduce the Angle Of Attack
▶ BANK................................................................................................WINGS LEVEL
WARNING
▶ STICK PUSHER ACTIVATION : NO OPPOSITE ACTION
▶ FLAPS : DO NOT RETRACT
▶ RUDDER : USE WITH CARE
▶ ATC ............................................................................................................NOTIFY
● When out of stall
▶ FLIGHT PATH.................................. .................................. RECOVER SMOOTHLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_244ce2c4-86e8-47a4-ae31-d933ae6257c1 20 DEC 2017
Refer to ANOR-FLIGHT CHARACTERISTICS-STALL.
UNRELIABLE AIRSPEED INDICATION - Alert
_bce530c4-9a9a-4b2b-980a-ce2d09d11002 15 JAN 2016
Both ADC disagree, AP (if engaged) disengages being not able to identify NIL NIL
the valid ADC
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

UNRELIABLE AIRSPEED INDICATION
_17126473-ecbb-4038-b964-be6d1df70cb1 04 MAR 2021
E99.10 UNRELIABLE AIRSPEED INDICATION
-
CAUTION
Unreliable airspeed indication procedure has to be applied only when the three airspeed
sources (both ADC and IESI) indications differ.
▶ AP/YD ..............................................................................................................OFF
▶ FD ................................................................................................................ STBY
▶ PITCH : MAINTAIN
▶ TQ : MAINTAIN
■ If at takeoff or GA below 1 500 ft
▶ PITCH........................................... ........................................... 8 ° IMMEDIATELY
▶ ICING CONDITIONS....................................................................................ESCAPE
Pitots obstruction may be due to the severe icing.
▶ VOLCANIC ASHES CONDITIONS................................ ................................ ESCAPE
Pitots obstruction may be due to volcanic ashes.

Autopilot computer uses airspeed data to compute deflection of rudder. With erroneous
airspeed, autopilot orders inappropriate deflections. It can result in severe structural
damages and lost of control of the aircraft
▶ PROBES HTG ........................................................................................CHECK ON
▶ DE/ANTI ICING........................................................................................CHECK ON
▶ APM ........................................................ ........................................................ OFF
STALL ALARM STILL RELIABLE
Stall alert is triggered by angle of attack.
▶ GPS SPEED INFORMATION (IF AVAILABLE)........................... ........................... USE
● Takeoff phase, at or above acceleration altitude
▶ ALTITUDE : MAINTAIN AT LEAST 20 s
▶ FLAPS................................................................................................................0
▶ PITCH.............................................................................................................. 8 °
LAND AT NEAREST SUITABLE AIRPORT
● Climb
▶ TLU sw .................................................................................................... LO SPD
▶ PWR MGT .................................................. .................................................. CLB
▶ PL 1+2................................................... ................................................... NOTCH
▶ PITCH................................... ................................... ADJUST FOLLOWING TABLE
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Altitude (ft) 5 000 10 000 15 000 20 000

Normal conditions pitch 8° 6° 5° 4°
Icing conditions pitch 7° 5° 4° 3°
● Cruise
▶ ALTITUDE : MAINTAIN
▶ TLU sw .................................................. .................................................. HI SPD
Note
Average pitch around 0 ° at cruise speed.
▶ PWR MGT .................................................. .................................................. CRZ
▶ PL 1+2................................................... ................................................... NOTCH
● Descent
▶ TLU sw .................................................. .................................................. HI SPD
▶ PITCH : MAINTAIN AT -2.5 °
▶ PL 1+2......................................... ......................................... ADJUST TO 30 % TQ
● Initial Approach
CAUTION
Perform transition from clean to LDG configuration in level flight. Refer to ALTIMETER.
If possible, maintain level flight during 30 s between each configuration update.
▶ TLU sw .................................................................................................... LO SPD
▶ TQ ..................................... ..................................... ADJUST FOLLOWING TABLE
TQ (Altitude of 3 000 ft)
Aircraft configuration - Average speed
14 T 16 T 18T
FLAPS 0 - 180 kt 35 % 40 % 45 %
FLAPS 15 - 150 kt 30 % 35 % 40 %
FLAPS 35 - 130 kt 45 % 45 % 50 %
▶ FLAPS....................................................... ....................................................... 15
▶ LDG GEAR................................................ ................................................ DOWN
▶ PWR MGT ................................................... ................................................... TO
▶ FLAPS....................................................... ....................................................... 35
● Final Approach
▶ PL 1+2........................................................................................ADJUST 35 % TQ
▶ Before Landing procedure ( 21 ) ....................................................................APPLY
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note
Set an average pitch of -5 ° for a 3 ° slope approach.
_79b2aaa7-8ace-4e15-ad1c-9b1f98cc5710 10 FEB 2021
Drift of all the airspeed indications occurs if pitots is partially or fully obstructed.
An unreliable airspeed indication may be detected by:
- a discrepancy between both ADC airspeeds, and
- the impossibility to identify which ADC is failed after a comparison with IESI.
Be aware of the difference with an isolated drifting. In case of erroneous airspeed indication,
see IAS DISAGREE procedure (Refer to AFM - procedure).
##DELETE-PAGE-END##
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FCOM
1608 / 45 TOC
ABNORMAL PROCEDURES .NNO.ABN
ABN. ABNORMAL PROCEDURES............................................................................... page 03

ABN.01 INTRODUCTION................................................................................... page 03
ABN.21 AIR CONDITIONING..............................................................................page 03
ABN.22 AUTO FLIGHT.......................................................................................page 11
ABN.23 COMMUNICATIONS..............................................................................page 18
ABN.24 ELECTRICAL POWER...........................................................................page 22
ABN.27 FLIGHT CONTROLS............................................................................. page 52
ABN.28 FUEL................................................................................................... page 69
ABN.29 HYDRAULIC POWER............................................................................ page 76
ABN.30 ICE AND RAIN PROTECTION................................................................ page 84
ABN.31 INDICATING AND RECORDING SYSTEMS............................................. page 96
ABN.32 LANDING GEAR..................................................................................page 120
ABN.34 NAVIGATION...................................................................................... page 127
ABN.36 PNEUMATIC....................................................................................... page 170
ABN.70 POWER PLANT.................................................................................. page 173
ABN.99 MISCELLANEOUS...............................................................................page 199
PRO.NNO
FCOM
1608 / 45 TOC
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NNO
PROCEDURES

FCOM ABNORMAL PROCEDURES Page n°03
ABN ABNORMAL PROCEDURES
ABN.01 INTRODUCTION
ABN.01.1 Introduction
_83461db9-ea9b-4041-bdbf-69a578f6a025 05 JAN 2017
- The recommended procedures contained in this chapter have been established by the
aircraft manufacturer and approved by the Airworthiness Authorities as acceptable
procedures for a proper use of the aircraft
- They provide the actions to be followed in case of failures that are not considered as
emergency cases (these cases are covered in the Emergency Procedures chapter, Refer
to EMERGENCY PROCEDURES)
- Only particular operations that are considered useful to highlight are presented.
Procedures that are considered to be “basic airmanship” are therefore not covered.
ABN.21 AIR CONDITIONING
ABN.21.1 AIR CONDITIONING
DUCT 1(2) OVHT-Alert
_687232ae-c333-430c-b51c-4323060aa1be 31 AUG 2017
Overheat in the duct (T duct > 92 °C/ - MC light flashing amber SC
200 °F) - AIR DUCT 1(2) OVHT amber message on
EWD
- TEMP OVHT amber message on Cabin SD
page
- Associated TEMP SEL OVHT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DUCT 1(2) OVHT
_11468264-b6cf-4de4-a867-98fcc909ef67 28 NOV 2017
A21.01 DUCT 1(2) OVHT

▶ TEMP SEL (affected side).................................................................................. MAN
OVHT alert light remains as long as overtemperature is detected in the duct. It is not
inhibited in MAN mode.
▶ COMPT TEMP selector (affected side)............................... ............................... COLD
If alert disappears, COMPT TEMP manual control is required.
▶ DUCT TEMPERATURE : MONITOR
Note
Make sure DUCT temperature remains positive to avoid possible pack turbine damage.
■ If alert persists
▶ PACK VALVE (affected side)...................................... ...................................... OFF
If alert does not disappear, the temperature control valve is jammed open. Pack valve has
to be closed.
● At high altitude
▶ LARGE RAPID POWER CHANGES : AVOID
PACK 1(2) VALVE FAULT-Alert
_b69f6e72-8717-45b2-b25e-7a0b43ccf327 04 OCT 2017
Pack valve position disagrees with - MC light flashing amber SC
commanded or overheat - AIR PACK amber message on EWD
downstream of the compressor (T > - PACK FAULT amber message on Cabin SD
204 °C / 393 °F) page
- Associated PACK VALVE FAULT amber light
on overhead panel
PACK 1(2) VALVE FAULT
_2920dd9e-f5d2-4839-a270-df0cfca9ec64 28 NOV 2017
A21.02 PACK 1(2) VALVE FAULT

▶ PACK VALVE (affected side)................................................................................OFF
▶ LARGE RAPID POWER CHANGE : AVOID
It may generate engine surges.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PACK 1+2 VALVES FAULT-Alert
_3925888d-0357-4870-8693-5859d0889c61 28 APR 2020
Pack valve position disagrees with - MC light flashing amber SC
commanded or overheat - AIR PACK 1+2 amber message on EWD
downstream of the compressor (T > - Both PACK FAULT amber message on
204 °C / 393 °F) Cabin SD page
- Both PACK VALVE FAULT amber lights on
the overhead panel
PACK 1+2 VALVES FAULT
_87f45607-b5f9-41b1-815e-dc8f8432eac6 05 MAR 2021
PACK 1+2 VALVES FAULT A21.03

▶ MAX FL : 100 or MEA
No air enters in the cabin. Leaks will increase cabin altitude.
▶ MAX FLIGHT TIME : 80 min
This flight time value is established to limit CO2 concentration to 3% in the cabin.
● When ΔP < 1 psi
▶ OVBD VALVE........................................... ........................................... FULL OPEN
▶ CAB PRESS RATE knob ........................ ........................ 9 O’CLOCK (MAN position)
▶ CAB PRESS RATE knob ............................... ............................... MAX INCREASE
RECIRC FAN 1(2) FAULT
_b7c1277a-7829-4387-8474-ef7002aaf06d 22 DEC 2017
RECIRC FAN 1(2) FAULT A21.06

▶ RECIRC FAN (affected side)................................................................................OFF
RECIRC FAN 1(2) FAULT-Alert
_56843dcf-31f1-474f-a35d-75b268931faf 10 JUL 2019
Recirculation fan underspeed or fan - MC light flashing amber SC
electrical motor overheat - AIR RECIR FAN 1(2) amber message on
EWD
- Associated RECIRC FAN FAULT amber light
on overhead panel
- Associated RECIRC amber message on
Cabin SD page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.21.2 AVIONICS VENT
AVIONICS VENT EXHAUST MODE FAULT-Alert
_fc6d6293-8361-467f-a2ce-b178deaff138 25 JUL 2017
Underspeed or overheat of extract - MC light flashing amber SC
fan (T > 90 °C/ 194 °F) - AIR VENT EXH amber message on EWD
- EXHAUST FAULT amber message on Cabin
SD page
- EXHAUST MODE FAULT amber light on
overhead panel
AVIONICS VENT EXHAUST MODE FAULT
_dc18174f-d87b-4047-9c62-5976026493cc 01 FEB 2016
A21.08 AVIONICS VENT EXHAUST MODE FAULT

▶ EXHAUST MODE.............................................. .............................................. OVBD
OVBD position controls partially open the OBVD valve and stops the extract fan.
Ventilation air discharges overboard instead of being directed to the underfloor valve.
ΔP between cabin and outside air ensures ventilation.
OVBD VALVE FAULT
_e892b4a1-a2c2-4728-b969-e780ec8c2317 26 OCT 2016
A21.09 OVBD VALVE FAULT

■ If ΔP > 1 psi
▶ OVBD VALVE : DO NOT SELECT FULL OPEN POSITION
■ If engine 1 running, in flight or on ground
Overrides OVBD position.
■ If engine 1 not running, on ground
Overrides OVBD position.
_9a1e7ae0-c3ae-4fab-acbb-35a406fafd95 26 OCT 2016
OVBD VALVE automatically closes after engine 1 start (OIL LO PRESS signal). If it remains
open, after FULL CLOSE selection, maintenance action is required.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

OVBD VALVE FAULT-Alert
_d6ea8be5-965f-4149-9af1-65d8e7fafabc 25 JUL 2017
OVBD valve position not - MC light flashing amber SC
corresponding with aircraft condition - AIR OVBD amber message on EWD
- OVBD VALVE amber message on Cabin SD
page
- FAULT amber light on overhead panel
ABN.21.3 PRESSURIZATION
AUTO PRESS FAULT-Alert
_27a18dfe-790a-4f8f-b610-1237d44c51d6 26 JUL 2017
Digital controller failure - MC light flashing amber SC
- AIR AUTO PRESS amber message on EWD
- FAULT amber light on CAB PRESS
MOD SEL pb
- AUTO PRESS amber message on Cabin SD
page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AUTO PRESS FAULT
_840538b9-f542-468b-9d3f-202570c694de 20 FEB 2020
A21.10 AUTO PRESS FAULT

▶ CAB PRESS RATE knob ....................................................9 O'CLOCK (MAN position)
▶ CAB PRESS MODE SEL ......................................... ......................................... MAN
▶ CAB PRESS RATE knob ..............................AS RQRD TO ADJUST TARGET CAB ALT
FL 140 170 200 220 240 250
TARGET
CAB ALT 2 500 3 300 4 200 5 200 6 200 6 700
(ft)
● Before descent
■ If CAB ALT above landing elevation
▶ CAB PRESS RATE knob ................................. ................................. DECREASE
▶ CAB ALT RATE................................ ................................ ADJUST 400 ft/min DN
■ If CAB ALT below landing elevation
▶ CAB PRESS RATE knob ....................................................................INCREASE
▶ CAB ALT RATE...................................................... ADJUST 1 000 ft/min UP MAX
● When CAB ALT = landing elevation
▶ CAB PRESS RATE knob ..............................9 O'CLOCK (MAN position) & MONITOR
● After landing
▶ CAB PRESS RATE knob ............................... ............................... MAX INCREASE
CABIN ALTITUDE-Alert
_4c828a69-264b-4dab-a623-a97b9742f79d 05 APR 2019
9 500 ft < Cabin altitude < 10 000 ft - MC light flashing amber SC
- CAB ALT amber message on EWD
CABIN ALTITUDE
_663a313d-27b7-4f22-a803-e52d300e1b9d 01 FEB 2016
A21.11 CABIN ALTITUDE

▶ CABIN ALTITUDE : MONITOR
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

CABIN DELTA P-Alert
_4a286686-75d4-4480-a3e9-d4bb39998967 22 NOV 2017
6.25 psi < Cabin ΔP < 6.6 psi - MC light flashing amber SC
- OR - - CAB ΔP amber message on EWD
-0.5 psi < Cabin ΔP < -0.2 psi
CABIN DELTA P
_11949651-86a6-4d13-8e1d-2f22d18131c0 01 FEB 2016
CABIN DELTA P A21.12

▶ CABIN ΔP : MONITOR
EXCESS CAB ALT-Alert
_8f6cff4f-4f77-4e47-a395-9011679d752b 04 APR 2019
Cabin altitude > 10 000 ft (inhibited - MW light flashing red CRC
on ground and during 2 min after - EXCESS CAB ALT red message on EWD
takeoff) - Red reverse video ALT flashing on Air Cabin
SD page
EXCESS CAB ALT
_51062107-8c24-4ed8-bf29-b3510963112e 07 MAR 2019
EXCESS CAB ALT A21.13

▶ CAB PRESS indicator ......................................... ......................................... CHECK
■ If rapid decompression
▶ EMERGENCY DESCENT procedure ( E99.04 ) ..............................................APPLY
■ If cabin altitude > 10 000 ft confirmed
▶ CAB PRESS RATE knob ...................... ...................... 9 O'CLOCK (MAN POSITION)
▶ CAB PRESS MODE SEL........................................ ........................................ MAN
▶ CAB PRESS RATE knob ................................... ................................... DECREASE
■ If EXCESS CAB ALT persists
▶ CREW OXY MASKS........................................... ........................................... DON
▶ CREW COMMUNICATIONS................................. ................................. ESTABLISH
▶ OXYGEN PAX SUPPLY..................................... ..................................... AS RQRD
▶ OXYGEN PRESSURE........................................ ........................................ CHECK
▶ DESCENT........................................ ........................................ INITIATE AS RQRD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_b9e45447-9f1d-46b7-bd53-d0eefa0b85e5 01 FEB 2016
Check first pressurization system fault.
If pressurization system fault, apply appropriate procedure and manual regulation.
If normal indication, start descent.
EXCESS CAB DELTA P-Alert
_a3592a6b-a3f1-4600-8410-1c4639ece9e8 22 NOV 2017
Differential pressure > 6.6 psi - MW light flashing red CRC
- EXCESS CAB Δ P red message on EWD
- The ΔP value is displayed white on red
background on Cabin SD page
- DIFF PRESS local indicator exceeds
6.6 psi on the cabin SD page
EXCESS CAB DELTA P
_40fe8e77-b971-42fb-8877-9a6fa6f918a7 04 MAR 2021
A21.14 EXCESS CAB DELTA P

▶ CAB PRESS RATE knob.......................... .......................... 9 O'CLOCK (MAN position)
▶ CAB PRESS RATE knob................................. ................................. MAX INCREASE
■ If EXCESS CAB DELTA P persists
▶ DESCENT ............................................... ............................................... INITIATE
Note
Closing of the pack valves may trigger EXCESS CAB ALT alert
▶ PACK VALVE 1+2............................................................................................OFF
▶ MAX FLIGHT TIME : 80 min
This flight time value is established to limit CO2 concentration to 3% in the cabin.
● When ΔP < 1 psi
▶ OVBD VALVE......................................... ......................................... FULL OPEN
NEGATIVE CABIN DELTA P-Alert
_00bc55ae-0c75-4a64-8f8e-19668ca977bf 01 AUG 2017
CAB ΔP < –0.5 psi - MW light flashing red CRC
- NEGATIVE CAB Δ P red message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

NEGATIVE CABIN DELTA P
_5a650114-1b14-4267-be3f-64fa14e22cd5 08 APR 2020
NEGATIVE CABIN DELTA P A21.15

▶ MAN CAB ALT knob............................. ............................. 9 O'CLOCK (MAN position)
▶ MAN CAB ALT knob ................................... ................................... MAX DECREASE
▶ AIRCRAFT RATE OF DESCENT....................................................................ADJUST
ABN.22 AUTO FLIGHT
ABNORMAL FLIGHT CHARACTERISTICS IN ROLL-Alert
_48c3565e-48d4-476b-9525-cd61f0babb5d 25 JUL 2017
When aileron servo motor reaches a - MC light flashing amber SC
second torque value threshold - AILERON MISTRIM amber message on
EWD
- AILERON MISTRIM amber message on
FMA (Amber message, reverse video flashing
7 seconds, then steady)
ABNORMAL FLIGHT CHARACTERISTICS IN ROLL
_ae3f55c1-0bd0-4afc-8517-4c7679f4b44b 25 JAN 2017
ABNORMAL FLIGHT CHARACTERISTICS IN ROLL A22.01

▶ CONTROL COLUMN & WHEEL............................................................HOLD FIRMLY
▶ AP........................................................................................................DISENGAGE
▶ AIL TRIM.................................................. .................................................. ADJUST
● When aileron trim adjusted
AP CAN BE REENGAGED
_0a9f49b7-6575-4278-960f-cd5b7ff6bef5 04 AUG 2017
Ailerons forces are affected by external conditions such as:
- Prolonged exposure to severe icing
- Deicing/anti icing holdover time exceeded
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AILERON MISTRIM-Alert
_5d88f18b-caf6-40ff-b690-f20e80e39e74 19 DEC 2017
When aileron servo motor reaches a - MC light flashing amber SC
second torque value threshold - AILERON MISTRIM amber message on
EWD
- AILERON MISTRIM amber message on
- Cyan arrow appears on EWD
AILERON MISTRIM
_1c46a2ad-019f-41af-96cd-823e1cf18acb 10 MAR 2017
A22.03 AILERON MISTRIM

▶ AP........................................................................................................DISENGAGE
▶ AIL TRIM.................................................. .................................................. ADJUST
AP CAN BE REENGAGED
_3ef56db8-e2bb-4f1c-8616-38848dd25377 04 AUG 2017
AP PITCH TRIM FAIL-Alert
_748e01b6-e4bd-42b0-b789-cf3fc83c13ca 26 JUL 2017
AFCS PITCH Autotrim function - MC light flashing amber SC
failure - AP PITCH TRIM amber message on EWD
- AP PITCH TRIM FAIL amber message on
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AP PITCH TRIM FAIL
_8c211880-e590-4918-a158-5e7b7c3a4ec5 25 JAN 2017
AP PITCH TRIM FAIL A22.04

▶ AP ................................................... ................................................... DISENGAGE
▶ PITCH TRIM................................................................................................ADJUST
● When pitch trim adjusted
AP CAN BE REENGAGED
ENHANCED BC CAPTURE DEGRADED POSITION-Alert
_fd37168b-78aa-4518-bb0b-166adbf0e805 04 JUL 2019
The enhanced BC capture mode is - MC light flashing amber SC
not available because the accuracy - ENHANCED BC* amber message on EWD
of the aircraft estimated position
error (EPE) is not sufficient.
ENHANCED BC CAPTURE DEGRADED POSITION
_daa2d9f0-8b83-4ec9-9bd0-be80f52a3d11 01 AUG 2017
ENHANCED BC CAPTURE DEGRADED POSITION A22.06

Expect Overshoot.
Note
Enhanced capture unserviceable.
ENHANCED BC CAPTURE INCORRECT SOURCE-Alert
_8985c0eb-e390-48e6-bc2d-d48933f09bc5 19 JUN 2018
FGCP course and FMS NAV - MC light flashing amber SC
database course value mismatches. - ENHANCED BC* amber message on EWD
ENHANCED BC CAPTURE INCORRECT SOURCE
_158135b6-e27a-4e2a-a7cf-7386451565f4 31 JUL 2017
ENHANCED BC CAPTURE INCORRECT SOURCE A22.07

▶ COURSE (ON COUPLED SIDE).................................. .................................. ADJUST
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENHANCED LOC CAPTURE DEGRADED POSITION-Alert
_8ba3cfcd-1d00-428a-b72b-2c8e269a57df 04 JUL 2019
The enhanced LOC capture mode is - MC light flashing amber SC
not available because the accuracy - ENHANCED LOC* amber message on EWD
of the aircraft estimated position
error (EPE) is not sufficient.
ENHANCED LOC CAPTURE DEGRADED POSITION
_04b3b6ee-ec90-47df-aa76-2dbd732b3b88 31 JUL 2017
A22.08 ENHANCED LOC CAPTURE DEGRADED POSITION

Expect Overshoot.
Note
Enhanced capture unserviceable.
ENHANCED LOC CAPTURE INCORRECT SOURCE-Alert
_28aae709-69db-4475-8556-8d03a81bfdbd 19 JUN 2018
FGCP course and FMS NAV - MC light flashing amber SC
database course value mismatche. - ENHANCED LOC* amber message on EWD
ENHANCED LOC CAPTURE INCORRECT SOURCE
_f0ea7d27-8a9a-49e0-95f5-b7b814203edf 31 JUL 2017
A22.09 ENHANCED LOC CAPTURE INCORRECT SOURCE

▶ COURSE (ON COUPLED SIDE).................................. .................................. ADJUST
EXCESSIVE LATERAL TRIM REQUIRED-Alert
_4bd80000-e366-4d1d-98f4-30ecbf983c2e 12 MAY 2016
Excessive lateral trim required NIL NIL
EXCESSIVE LATERAL TRIM REQUIRED
_5a106993-5ad8-4e42-841b-823fb884f8c4 25 JAN 2017
A22.10 EXCESSIVE LATERAL TRIM REQUIRED

▶ AP........................................................................................................DISENGAGE
▶ AIL TRIM.................................................. .................................................. ADJUST
AP CAN BE REENGAGED
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_c1cd4b8c-5a14-449c-9e11-20e52022c05f 29 NOV 2017
FGCP LOSS-Alert
_f3286971-36bb-4cd6-a623-7f9ef2a31eba 19 JUN 2018
All FGCP channel are lost. - MC light flashing amber SC
- FGCP LOSS amber message on EWD
FGCP LOSS
_f1de0fea-509b-431b-9df7-4f52f80d5f64 09 AUG 2017
FGCP LOSS A22.11

▶ PF....................................................................................................................CM1
▶ AP........................................................................................................DISENGAGE
● During approach
▶ GO-AROUND........................................................................................PERFORM
CAUTION
ALTITUDE ALERT AND FD BARS ARE LOST
Note
For RNAV trajectory follow track on ND.
● In short final
▶ YD............................... ............................... DISENGAGE WITH RUDDER PEDALS
Note
1) Use IESI for ILS and VOR approaches
2) If NAV SOURCE was FM before failure only, RNAV and LPV VTF approaches are
available in RAW DATA
3) If failure occurs on ground, return to parking.
_f7236ce5-81c2-4944-90c0-aac8bb8a1573 08 SEP 2017
FGCP panel and associated FGCP functions (altitude target, course setting, and AFCS mode
selection) are lost.
AP and YD cannot be engaged. If AP or YD is engaged before the failure, it remains engaged
and if it is disengaged, it cannot be reengaged.
Note
YD can be disengaged by pressing rudder pedals.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FGCP SINGLE CHANNEL-Alert
_73ae57ed-864d-4162-8bea-d12fd25e701f 19 JUN 2018
One FGCP channel is lost. - MC light flashing amber SC
- FGCP SGL CH amber message on EWD
FGCP SINGLE CHANNEL
_f2497b5d-badd-4681-8731-f1990536869d 21 DEC 2017
A22.12 FGCP SINGLE CHANNEL

NO FLIGHT CREW ACTION REQUIRED.
Note
ILS CAT 2 is prohibited.
PITCH MISTRIM-Alert
_df50d05b-2d74-45d1-9060-0a816b357d0e 16 OCT 2017
AP trim threshold limit is exceeded - MC light flashing amber SC
- PITCH MISTRIM amber message on EWD
- PITCH MISTRIM amber message on FMA
(Amber message, reverse video flashing 7
seconds, then steady)
- The pointer of the Pitch Trim Position
Indicator becomes amber on EWD
PITCH MISTRIM
_02cd79bc-76c3-488e-900b-c8abfe72795e 27 NOV 2017
A22.13 PITCH MISTRIM

▶ AP ................................................... ................................................... DISENGAGE
▶ PITCH TRIM................................................................................................ADJUST
● When pitch trim adjusted
AP CAN BE REENGAGED
_05b115de-2630-4f8a-a64e-c498a8c34927 29 NOV 2017
- Elevator hinge moment can be affected by external conditions
- One of the most regular cause is takeoff with ice remaining on the tail (deicing/anti icing
holdover time exceeded)
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

RUDDER MISTRIM-Alert
_aaf2c864-1882-4bc0-a669-4b21b4f3e18a 26 JUL 2017
When rudder servo motor reaches a - MC light flashing amber SC
second torque value threshold - RUDDER MISTRIM amber message on
EWD
- RUDDER MISTRIM amber message on
- The pointer of the Yaw Trim Position
RUDDER MISTRIM
_ed705f5e-079b-432c-b228-865c110a6b77 01 FEB 2017
RUDDER MISTRIM A22.14

▶ RUDDER PEDALS................................... ................................... BLOCK WITH FEET
To prevent unexpected rudder paddle movement
▶ YD ................................................... ................................................... DISENGAGE
▶ RUDDER TRIM............................................................................................ADJUST
● When rudder trim adjusted
AP/YD CAN BE REENGAGED
YAW AUTOTRIM FAILURE-Alert
_1fb2341b-38cc-46c3-a819-aeaf78a34eb8 10 JUL 2019
AFCS YAW Autotrim function failure. - MC light flashing amber SC
- YAW AUTOTRIM amber message on EWD
- YAW AUTO TRIM FAIL amber message on
- The pointer of the Yaw Trim Position
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

YAW AUTOTRIM FAILURE
_c0e40a05-2758-42b7-b0e5-0142dc3b2709 26 JAN 2017
A22.15 YAW AUTOTRIM FAILURE

● When RETRIM message on FMA
▶ RUDDER PEDALS....................................................................BLOCK WITH FEET
To prevent unexpected rudder paddle movement
▶ CONTROL COLUMN AND WHEEL.......................... .......................... HOLD FIRMLY
▶ YD.................................................. .................................................. DISENGAGE
▶ RUDDER TRIM............................................ ............................................ ADJUST
● When rudder trim adjusted
AP/YD CAN BE REENGAGED
YAW DAMPER SINGLE SOURCE-Alert
_e38314ab-8128-4141-be00-6140e3a82351 19 JUN 2018
AHRS or ADC in single source and - MC light flashing amber SC
IAS is below 160 kt. - YD DEGRADED amber message on EWD
YAW DAMPER SINGLE SOURCE
_0a2006f6-83fc-44c2-b3e2-34aaa1b030f5 09 FEB 2021
A22.16 YAW DAMPER SINGLE SOURCE

▶ AP ................................................... ................................................... DISENGAGE
▶ YD ................................................... ................................................... DISENGAGE
CAUTION
USE OF YD IS PROHIBITED IN SINGLE SOURCE FOR IAS BELOW 160 kt.
ABN.23 COMMUNICATIONS
ADS-B FAULT - Alert
ADS-B OUT FAULT - Alert
_6b2eb03f-2ec7-4160-9416-e75124a18728 23 JUL 2021
ADS-B function is lost - MC light flashing amber SC
- ADS-B amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ADS-B FAULT
ADS-B OUT Fault
_bbd7bf1e-28e7-440c-8c62-b884d649f2a3 23 JUL 2021
ADS-B OUT FAULT A23.01

▶ XPDR ........................................ ........................................ CHANGE ACTIVE XPDR
If ADS-B OUT fault is due to a XPDR failure, the change of active XPDR can resolve the
ADS-B OUT fault.
■ If ADS-B OUT fault persists
▶ ATC .................................................... .................................................... NOTIFY
The flight crew should inform the Air Traffic Service Provider (ATSP), as appropriate,
using any published contingency procedures.
AUDIO SEL 1(2) FAULT - Alert
_d2151f8a-34cf-46c8-9259-437805c3a9ff 03 OCT 2017
RCAU Processing board failure - MC light flashing amber SC
- OR - - AUDIO SEL CAPT(F/O) amber message on
EWD
Power loss
- AUDIO SEL FAULT amber light on
associated side panel
AUDIO SEL 1(2) FAULT
_0761eb38-2e41-46ba-a8c1-8082b30a5257 12 MAY 2016
AUDIO SEL 1(2) FAULT A23.02

▶ AUDIO SEL (affected)........................................................................................ALTN
In ALTN mode:
CAPT station (affected) connected to VHF 1
F/O station (affected) connected to VHF 2
RMS 1+2 FAULT-Alert
_c071404f-1676-4f55-8df4-a255142a22b3 25 JUL 2017
Both RMS failure - MC light flashing amber SC
- RMS 1+2 amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

RMS 1+2 FAULT
_11d4422e-f03b-460f-992d-ea4074558a46 28 NOV 2017
A23.03 RMS 1+2 FAULT

▶ VHF 1-VOR/ILS 1 TUNING..................................... ..................................... USE IESI
Only VHF 1 and V/ILS 1 can be tuned via IESI (frequencies and CRS for VOR)
Note
Last tuned freq saved : VHF 2, VOR 2, DME 1 + 2, ADF 1 + 2
▶ ILS CAT2 : PROHIBITED
ATC/TCAS TUNING INOPERATIVE
VHF 1+2 LOSS-Alert
_dc086939-ddcb-4569-950b-4819f1e4c27b 26 JUL 2017
VHF 1+2 failure - MC light flashing amber SC
- VHF 1+2 amber message on EWD
VHF 1+2 LOSS
_35bbd6d3-3746-42f0-bbc5-0439c6c0827a 28 NOV 2017
A23.04 VHF 1+2 LOSS

▶ ATC ........................................................ ........................................................ 7600
XPDR FAULT - Alert
XPDR fault - alert
_a05838b1-d612-4182-a500-271f2eac3dc6 03 DEC 2020
Active XPDR system is lost - XPDR amber message on EWD SC
- MC light flashing amber
XPDR FAULT
_31a415ef-b298-4788-b758-e5b945db3886 27 APR 2020
A23.05 XPDR FAULT

▶ XPDR........................................ ........................................ CHANGE ACTIVE XPDR
VHF EMITTING - Alert
_15da89b6-be1f-4378-b6f4-1040307f7b81 10 MAR 2021
VHF is emitting for more than 29 s - VHF EMITTING amber message on EWD SC
- MC light flashing amber
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

VHF EMITTING
_f31f9fde-70e6-4260-b9ac-f71cadfcbc05 28 JAN 2021
VHF EMITTING A23.07

Note
VHF EMITTING alert may be triggered following a transmission. Any Push To Talk (PTT)
transmission selector or switch (control handwheel, hand-mic, RAD on ACP/steering) is
jammed or stuck in the transmission position TX.
▶ AFFECTED PTT............................................ ............................................ IDENTIFY
▶ AFFECTED PTT............................................................................TRY TO RELEASE
Tone sounds and FAIL is displayed on CAPT/F/O VCP/MCDU as long as PTT is jammed or
stuck.
■ If PTT release is successful
▶ AFFECTED PTT........................................ ........................................ DO NOT USE
Tone stops and FAIL is no longer displayed on CAPT(F/O) VCP/MCDU.
▶ ANY OTHER OPERATIVE PTT.................. .................. PRESS ONCE TO RESTORE
Press PTT to restore VHF 1(2) transmission TX and VHF EMITTING alert is no more
displayed on EWD.
■ If PTT release is not successful
▶ ALL PTT (affected side) ......................................................................DO NOT USE
▶ INT TRANSMISSION KEY (affected side).................................................................
..................................................... SMOOTHLY PUSH UNTIL VHF IS DESELECTED
Tone stops and FAIL is no longer displayed on CAPT(F/O) VCP/MCDU.
▶ VHF 1(2) ACP TRANSMISSION KEY (operative side)....................................SELECT
▶ PTT (operative side).......................... .......................... PRESS ONCE TO RESTORE
Press PTT to restore VHF 1(2) transmission TX and VHF EMITTING alert is no more
displayed on EWD.
_989ecbeb-f473-4ff5-8930-65395e90c6b7 28 JAN 2021
VHF remains available in reception mode RX on the affected side.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.24 ELECTRICAL POWER
ABN.24.1 AC
AC BUS 1 OFF-Alert
_c9f72cd4-e4fc-468b-8503-9ea26897d666 03 AUG 2017
AC BUS not supplied (short circuit - MC light flashing amber SC
protection) - ELEC AC BUS 1 amber message on EWD
page
- AC BUS 1 OFF amber message on AC/DC
SD page
- Associated INV FAULT amber light on
overhead panel
- Associated BUS OFF amber light on
overhead panel
AC BUS 1 OFF
_78b3063d-3f93-4059-96a5-945aae8b549c 21 OCT 2016
A24.01 AC BUS 1 OFF

■ If AC BUS 1 OFF persists after 10 s
In case of inverter failure, AC BUS OFF light comes on during 10 s only due to BTR
temporization. AC BUS is then available. AC BUS failure is effective when the light
persists more than 10 s.
▶ DC BTC......................................................................................................RESET
The reset can help AC BUS 1 recovery as it also controls the BTR.
■ If AC BUS 1 OFF persists
▶ AC BUS 1 LOST EQUIPMENT LIST..........................................................CHECK
Lost Equipment List
_9bbc5c0d-6b93-4757-8f31-31b154e5ebd5 24 OCT 2016
Lost Equipment List
Air Navigation
- BLEED LEAK DETECTOR - RAD ALT
- GPWS
- TCAS
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AC BUS 2 OFF-Alert
_07c0abc1-0826-4ada-b3fc-d97f6617d021 02 AUG 2017
AC BUS not supplied (short circuit - MC light flashing amber SC
protection) - ELEC AC BUS 2 amber message on EWD
page
- AC BUS 2 OFF amber message on AC/DC
SD page
overhead panel
- Associated BUS OFF amber light on
overhead panel
AC BUS 2 OFF
_05d05eda-535c-45e9-818c-32e565545c6e 21 OCT 2016
AC BUS 2 OFF A24.02

■ If AC BUS 2 OFF persists after 10 s
In case of inverter failure, AC BUS OFF light comes on during 10 s only due to BTR
temporization. AC BUS is then available. AC BUS failure is effective when the light
persists more than 10 s.
▶ DC BTC......................................................................................................RESET
The reset can help AC BUS 2 recovery as it also controls the BTR.
■ If AC BUS 2 OFF persists
▶ CABIN TEMP SEL........................................... ........................................... MAN
▶ AC BUS 2 LOST EQUIPMENT LIST..........................................................CHECK
Lost Equipment List
_2eca4767-56f1-46ba-b7e9-79c07df2fe1b 09 JUL 2019
Lost Equipment List
Air Conditioning Communication
- CABIN TEMPERATURE SENSOR FAN - PRINTER
_05bc9bb9-f957-4987-ade3-9355b27b478a 21 MAY 2019
26 V AC STBY BUS not supplied - MC light flashing amber SC
(short circuit protection) - ELEC AC STBY amber message on EWD
- AC STBY BUS isolated on ELEC SD page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

26 V AC STBY BUS FAULT
_06bd5a4a-0ebd-4efe-9f88-fa746c743127 11 FEB 2021
A24.04 26 V AC STBY BUS FAULT

▶ APM ........................................................ ........................................................ OFF
▶ TLU sw ..................................... ..................................... HI or LO SPD based on IAS
▶ SPD TGT ................................................ ................................................ MAN SEL
CAUTION
VminOPS is lost
Flaps extension is not possible
Flaps retraction : 0 ° ONLY possible
● For Approach
▶ REDUCED FLAPS LANDING procedure ( A27.05 ) .................... .................... APPLY
CAUTION
If flaps already in landing position :
In case of GO Around, climb performance is degraded due to flaps in landing position, until
flaps retraction to 0 °
26 V AC STBY BUS FAULT- Lost equipment list
_97ad848e-96aa-4857-947d-0e7b74c7de1d 28 MAY 2019
Flight Controls Ice and rain protection
- Flaps extension - APM
- Flaps retraction except to 0 ° position Indicating and recording
- Flaps position indicator - VminOPS
- Trim indicators - Vfe (Vfe is still displayed but it is not in
- TLU Auto-Mode accordance with current flaps position)
- Trim whooler audio
26 V AC STBY BUS FAULT- Additional information
_395bf86a-1746-4e3c-b2e1-5c0b54f2e8c7 10 OCT 2018
In case of 26 V AC STBY BUS FAULT, only possible flaps movements are :
- From 15 ° to 0 °
- From 25 ° to 0 °
- From 35 ° to 0 °
_deeb6f79-dab3-4e96-8407-9755cdbbc86d 18 MAR 2019
115 V AC STBY BUS not supplied (short circuit protection) NIL NIL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

115 V AC STBY BUS FAULT
_ad4cff9b-ed3a-4c68-87d7-c96658ef6422 18 MAR 2019
115 V AC STBY BUS FAULT A24.05

NO CREW ACTION REQUIRED
_32877847-51db-4394-8309-0349dad6f6bb 28 MAY 2019
Fire protection Indicating and recording
- AFT COMPT/LAV DET FANS - DATA RECORDER
115 V AC STBY BUS FAULT- Additional information
_d8ab729b-8c22-4fac-a7d3-ca72a1fe034e 18 MAR 2019
In case of 115 V AC STBY Bus failure, only DATA RECORDER and AIR AFT DET FAN EWD
alerts are activated.
115 V AC STBY Bus isolation is not displayed on ELEC SD page
ABN.24.2 ACW
ACW BUS 1 OFF-Alert
_6e70353c-2f78-4066-9dc4-8496574669a6 20 DEC 2017
ACW BUS not supplied (short circuit - MC light flashing amber SC
protection) - ELEC ACW BUS 1 amber message on EWD
- If neither ACW BUS is supplied, ELEC ACW
1+2 amber message on EWD
- Associated ACW GEN FAULT amber
message on HYD/ACW SD page
- Associated ACW BUS OFF amber message
on HYD/ACW SD page
- Associated ACW GEN FAULT amber light on
overhead panel
- Associated ACW BUS OFF amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ACW BUS 1 OFF
_7724c0e0-a552-4b7c-9049-b958c62a1c9d 04 MAR 2021
A24.06 ACW BUS 1 OFF

▶ ICE ACCRETION : VISUALLY MONITOR
▶ ACW GEN 1................................................... ................................................... OFF
▶ CAPT SWITCHING ADC ........................................ ........................................ SYS 2
▶ FMA ............................................ ............................................ CHECK & CONFIRM
■ If IAS < 160 kt and/or below 1 000 ft AGL
▶ IAS & ALT : PERIODICALLY COMPARE WITH IESI
BARO SETTING ONLY AVAILABLE ON OPERATIVE SIDE
▶ LANDING ELEVATION.......................... .......................... SET PRESSURE ALTITUDE
■ If single engine operation
▶ HYD X FEED pb ..................................................................................................ON
▶ ANTI ICING PROP 1(2) FAULT procedure ( A30.02 ) ................... ................... APPLY
▶ ANTI ICING HORNS 1(2) FAULT procedure ( A30.01 ) .................. .................. APPLY
▶ ACW BUS 1 LOST EQUIPMENT LIST.............................. .............................. CHECK
▶ AFFECTED EQUIPMENT FAULT PROCEDURE................................................APPLY
■ If IAS disagree
▶ UNRELIABLE AIRSPEED INDICATION procedure ( E99.10 ) ............. ............. APPLY
● After touchdown
▶ TAXI : ON ENG 1+2
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_de521c5b-8350-4616-b8ff-c6d22a26b1d4 18 MAY 2016
Lost Equipment List
Hydraulic Lights
- HYD BLUE PUMP - L LAND Light
Ice and Rain Protection - Left and rear STROBES
- CAPT PITOT HTG - FLT COMP - OVHD (integrated instrument
- CAPT TAT HTG and panel)
- CAPT ALPHA HTG - LH Cabin Pax Reading Lights
- L WINDSHIELD HTG
- ANTI ICING RUD & L ELEV HORNS
- ANTI ICING PROP 1
ACW BUS 2 OFF-Alert
_98798b9e-36ae-4e2d-8576-dd59c29909bb 20 DEC 2017
ACW BUS not supplied (short circuit - MC light flashing amber SC
protection) - ELEC ACW BUS 2 amber message on EWD
- If neither ACW BUS is supplied, ELEC ACW
1+2 amber message on EWD
message on HYD/ACW SD PAGE
- Associated ACW BUS OFF amber message
on HYD/ACW SD PAGE
overhead panel
- Associated ACW BUS OFF amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ACW BUS 2 OFF
_0cc01fc5-db38-413e-a0a3-94de88432d04 04 MAR 2021
A24.07 ACW BUS 2 OFF

▶ ACW GEN 2 ......................................................................................................OFF
▶ F/O SWITCHING ADC .................................................................................... SYS 1
■ If IAS < 160 kt and/or below 1 000 ft AGL
▶ HYD X FEED pb ..................................................................................................ON
▶ ANTI ICING HORNS 1(2) FAULT procedure ( A30.01 ) .................. .................. APPLY
▶ ACW BUS 2 LOST EQUIPMENT LIST.............................. .............................. CHECK
▶ AFFECTED EQUIPMENT FAULT PROCEDURES..............................................APPLY
■ If IAS disagree
● After touchdown
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_3576276a-ed1b-4b0e-bafb-b12dc48c5fbf 08 JUL 2019
Lost Equipment List
Cabin Lights
- Right PAX Reading Lights - TAXI & TO Lights
Electrical power - R LAND Light
- TRU not available - R STROBE Light
Hydraulic
- HYD GREEN PUMP
Ice and Rain Protection
- F/O PITOT HTG
- F/O TAT HTG
- F/O ALPHA HTG
- WINDSHIELD HTG
- ANTI ICING HORNS AIL & R ELEV
- ANTI ICING PROP 2
- ICE DETECTOR
ACW GEN 1(2) FAULT-Alert
_46cadcd4-1357-49cf-a18e-04df0a9e5ac6 26 JUL 2017
One ACW generation channel - MC light flashing amber SC
inoperative - ELEC ACW GEN 1(2) amber message on
EWD
message on HYD/ACW SD PAGE
overhead panel
ACW GEN 1(2) FAULT
_a2785ca0-e701-4a66-89f4-d46fbfae4ecf 12 FEB 2016
ACW GEN 1(2) FAULT A24.08

▶ ACW GEN (affected side)....................................................................................OFF
■ If ACW GEN 2 FAULT
● After touchdown
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ACW GEN 1+2 LOSS-Alert
_78d5cf78-1b75-4443-9001-3833ed1b31c9 26 JUL 2017
ACW total loss - MC light flashing amber SC
- ELEC ACW 1+2 amber message on EWD
- Both ACW GEN FAULT amber message on
HYD/ACW SD PAGE
- Both ACW BUS OFF amber message on
HYD/ACW SD PAGE
- Both ACW GEN FAULT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ACW GEN 1+2 LOSS
_ae060f96-2dc0-476a-bf91-3ae285b2aa20 04 MAR 2021
ACW GEN 1+2 LOSS A24.09

▶ IESI ALT & IAS ........................................................................USE AS REFERENCE
IESI probe are deiced by AC STBY BUS.
▶ ACW GEN 1 + 2................................................ ................................................ OFF
▶ HYD X FEED ............................................ ............................................ CHECK OFF
▶ ACW GEN 1+2 LOSS LOST EQUIPMENT LIST................................................CHECK
▶ AFFECTED EQUIPMENT FAULT procedure......................................................APPLY
▶ HYD BLUE PUMP............................................... ............................................... OFF
▶ HYD GREEN PUMP............................................. ............................................. OFF
▶ LDG DIST (Refer to Landing Distance)....................... ....................... MULTIPLY BY 1.5
Due to loss of normal braking.
● Before landing
LDG GEAR NORMAL OPERATION LOST
▶ LDG GEAR lever ............................................ ............................................ DOWN
No landing gear extension.
▶ BLUE PRESSURE......................................................................................CHECK
The HYD DC AUX PUMP enables flaps extension, maintains the nosewheel steering, and
powers the emergency brake accumulator.
For go-around, flaps will retract with a lower speed than normal.
▶ FLAPS 15............................................... ............................................... AS RQRD
▶ LDG GEAR GRAVITY EXTENSION procedure ( A32.03 ) ................ ................ APPLY
LDG GEAR CANNOT BE RETRACTED.
▶ FLAPS 35............................................... ............................................... AS RQRD
NORMAL BRAKE OPERATION LOST.
Note
"TLU LO SPEED" label on EWD is not visible, check that no TLU FAULT alert is
displayed on EWD or local alert on overhead panel.
● After touchdown
▶ REVERSE............................................... ............................................... AS RQRD
▶ BRAKE HANDLE.......................................................................... EMER/AS RQRD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_b45cc8a3-2509-45bd-82dc-acb1b6e9ef6a 28 JAN 2021
Lost Equipment List
Electrical power Lights
- TRU (not available) - Integrated Normal INST & PANELS Lights
Flight Controls - TAXI & TO Lights
- TLU LO SPEED memo - LAND Lights
Hydraulic - STROBE Lights
- HYD GREEN AND BLUE PUMP
- CAPT PITOT HTG
- CAPT TAT ALPHA HTG
- F/O PITOT HTG
- F/O TAT ALPHA HTG
- WINDSHIELD HTG
- ANTI ICING HORNS
- ANTI ICING PROP 1+2
- ICE DETECTOR
ABN.24.3 DC
BAT Discharge in Flight-Alert
_99903840-62be-49e8-9b9e-c425f9680c3a 26 JUL 2017
Battery(ies) discharge in flight (But - MC light flashing amber SC
DC main sources available) - ELEC BAT DISCH amber message on EWD
- Amber arrow above the MAIN (EMER) BAT
indication on AC/DC SD page
- Left (Right) amber arrow of Emergency
Supply Indicator on overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

BAT Discharge in Flight
_5e1ea62d-2a36-4784-ab19-e5f954e2c929 29 JAN 2021
BAT DISCHARGE IN FLIGHT A24.10

▶ ENG START selector ................................................................OFF & START ABORT
■ If one ACW GEN lost
▶ HYD BLUE PUMP............................................................................................OFF
▶ HYD X FEED....................................................................................................ON
▶ TRU ......................................................... ......................................................... ON
■ If battery discharge stops
▶ NORMAL OPERATIONS : RESUME
MAINTENANCE ACTION REQUIRED.
■ If at least one battery is still discharging
▶ TRU ....................................................... ....................................................... OFF
▶ HYD X FEED ..................................................................................OFF AS RQRD
▶ HYD BLUE PUMP..............................................................................ON AS RQRD
▶ LAND ASAP
_d111efb2-2bb2-4742-8bf4-b19ce6b7f688 29 JAN 2021
Alarm (MC + SC + ELEC BAT DISCH on EWD) is inhibited:
- On ground, or
- On BAT OVRD position, or
- In case of DUAL DC GEN LOSS.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC BUS 1 OFF-Alert
_bfb1f67f-fe2a-4f09-940d-7b24ea407e5c 21 MAY 2019
DC BUS 1 not supplied (short circuit - MC light flashing amber SC
protection) - ELEC DC BUS 1 amber message on EWD
- ELEC DC GEN amber message on EWD
- DC GEN 1 FAULT amber message on
AC/DC SD PAGE
- DC BUS 1 OFF amber message on AC/DC
SD page
PAGE
- UTLY BUS and SVCE SHED amber
- DC GEN 1 FAULT amber light on
overhead panel
- DC BUS 1 OFF amber light on
overhead panel
- AC BUS 1 OFF amber light on
overhead panel
- AC BUS 1 INV FAULT amber light on
overhead panel
- DC SVCE/UTLY BUS SHED amber light on
overhead panel
DC BUS 1 OFF
_6701ce5d-a3fb-4c2b-808d-61f437cda0cf 20 FEB 2020
A24.11 DC BUS 1 OFF

▶ DC GEN 1.................................................... .................................................... OFF
▶ AUTO PRESS FAULT procedure ( A21.10 ) ........................... ........................... APPLY
▶ DC SVCE/UTLY BUS pb : MAINTAIN ON
To be maintained ON with SHED illuminated in order to keep DC UTLY BUS 2 on line.
▶ CAPT IAS & ALT : PERIODICALLY COMPARE WITH F/O
CAPT and STBY static ports anti-icing lost
▶ DC BUS 1 LOST EQUIPMENT LIST................................................................CHECK
▶ AFFECTED EQUIPMENT FAULT procedure......................................................APPLY
Note
Stick pusher is lost.
● At touchdown
▶ IDLE GATE lever ............................................. ............................................. PULL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_a7c0f015-8394-41cf-b8bb-9e24f2446717 10 APR 2019
Lost Equipment List
Air Miscellaneous
- AUTOPRESS - EFB1 PWR (if installed)
- DUCT COCKPIT and Navigation
CABIN TEMPERATURE indicator - WEATHER RADAR
- COMPT COCKPIT and - TAWS
CABIN TEMPERATURE indicator - SELCAL (if installed)
- BLEED LEAK indicator 1+2 - HF #1 (if installed)
- RECIRC FAN 1 - OBSVR AUDIO SYS (if installed)
Flight controls - DME 1 - If two DME are installed, DME
- CAPT STICK PUSHER remains operational
- CAPT STICK SHAKER Power Plant
Ice and Rain protection - AUTO IDLE GATE
- CAPT STATIC PORTS ANTI ICING
- STBY STATIC PORTS ANTI ICING
- CAPT SIDE WINDOWS ANTI ICING
Indicating - Recording Systems
- DU 1
- DU 3
Lights
- CAPT DOME
- CAPT CHARTHOLDER
- CAPT MIP
- STORM light
- CABIN LAT LT (Left)
- ANNUNCIATOR LT TEST
- LMU - PED & LT
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC BUS 2 OFF-Alert
_68371e4d-184b-4be4-b9cd-51ac82203d7e 20 DEC 2017
DC BUS 2 not supplied (short circuit - MC light flashing amber SC
protection) - ELEC DC BUS 2 amber message on EWD
- ELEC DC GEN amber message on EWD
- DC GEN 2 FAULT amber message on
AC/DC SD PAGE
- DC BUS 2 OFF on AC/DC SD PAGE
PAGE
- UTLY BUS and SVCE SHED amber
- DC GEN 2 FAULT amber light on
overhead panel
- DC BUS 2 OFF amber light on
overhead panel
- AC BUS 2 OFF amber light on
overhead panel
- AC BUS 2 INV FAULT amber light on
overhead panel
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC BUS 2 OFF
_10e64b55-9d73-4001-a960-d8ec7d46b746 05 MAR 2021
DC BUS 2 OFF A24.12

▶ DC GEN 2.................................................... .................................................... OFF
▶ PF ........................................................ ........................................................ CAPT
▶ ADC 1(2) FAILURE procedure ( A34.01 ) ..........................................................APPLY
▶ ICP CAPT .................................................... .................................................... USE
ICP F/O lost.
▶ VHF ................................................ ................................................ SELECT SYS 1
▶ ATC ................................................ ................................................ SELECT SYS 1
▶ VOR-ILS ............................................. ............................................. SELECT SYS 1
▶ TLU sw ................................... ................................... HI or LO SPD BASED ON IAS
▶ PAX INSTRUCTIONS.......................................... .......................................... USE PA
▶ DC SVCE / UTLY BUS : MAINTAIN ON
To be maintained ON with SHED illuminated in order to keep DC UTLY BUS 1 and DC
SVCE BUS on line.
▶ DC BUS 2 LOST EQUIPMENT LIST................................................................CHECK
▶ AFFECTED EQUIPMENT FAULT PROCEDURES..............................................APPLY
● For approach
▶ ILS CAT 2 : PROHIBITED
● After touchdown
● At parking
▶ GPU (if available)......................................... ......................................... CONNECT
▶ CL 1......................................................................................................FUEL S.O.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_a7af33fe-c601-4de3-8b2a-4e9c2fc89b5b 29 NOV 2017
Lost Equipment List
Air Miscellaneous
- RECIRC FAN 2 - EFB 2 PWR (if installed)
Doors Navigation
- DOORS AFT Monitoring - F/O ICP
- CDLS SPLY - VOR ILS 2 (CAT II Capability Lost)
Flight controls - ILS #2
- F/O STICK SHAKER - ACARS (if installed)
- TLU AUTO CONTROL - VHF #2
Hydraulic Power - TAWS & TCAS
- HYD PWR AUX PUMP IND - ATC 2
- HYD PWR AUX PUMP AUTO MODE - ADC #2
Ice and Rain protection - GPS 2 (if installed)
- F/O STATIC PORTS ANTI ICING - DOOR VIDEO (if installed)
- F/O SIDE WINDOWS ANTI ICING Power Plant
- F/O WIPER - IDLE GATE CAUTION
Indicating - Recording Systems
- F/O MCDU
- DU 5
Landing Gear
- SECONDARY indicator
Lights
- F/O CHARTHOLDER
- F/O READING Lights
- INTEGRATED INSTRUMENTS Lights
- INTEGRATED PANELS Lights
- TAXI & T.O Lights
- WING Lights
- PAX SIGNS Lights
DC EMER BUS OFF-Alert
_46a4a640-d485-4a47-a11f-e8475bfb73cd 27 JUL 2017
DC EMER BUS no longer supplied. - MC light flashing amber SC
- ELEC DC EMER amber message on EWD
- EMER BUS with amber box on AC/DC SD
page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC EMER BUS OFF
_242e8d7c-05af-4f82-a425-b197ed14624d 10 NOV 2021
DC EMER BUS OFF A24.13

▶ HYD BLUE PUMP............................................... ............................................... OFF
▶ HYD X FEED ......................................................................................................ON
To pressurize blue hydraulic circuit as ACW powered blue hydraulic pump is lost.
▶ TRU ......................................................... ......................................................... ON
■ If DC EMER BUS recovered
CAUTION
Do not restore HYD BLUE PUMP
▶ TRU : MAINTAIN ON
■ If DC EMER BUS not recovered
▶ TRU ....................................................... ....................................................... OFF
▶ VHF 2 / XPDR 2............................................... ............................................... USE
▶ DESCENT................................................................................................INITIATE
▶ STBY PITCH TRIM..................................... ..................................... USE AS RQRD
▶ FLIGHT TIME : MINIMIZE
ENGINE FIRE DETECTION LOST
▶ TLU sw .................................. .................................. HI or LO SPD BASED ON IAS
▶ DC EMER BUS LOST EQUIPMENT LIST......................................................CHECK
■ If ice accretion
▶ DE ICING AIRFRAME FAULT procedure ( A30.07 ) .................. .................. APPLY
▶ DE ICING MODE SEL FAULT procedure ( A30.08 ) .................. .................. APPLY
▶ ANTI ICING PROP 1(2) FAULT procedure ( A30.02 ) ................. ................. APPLY
▶ ANTI ICING HORNS 1(2) FAULT procedure ( A30.01 ) ................ ................ APPLY
● Before landing
▶ N/W STEERING............................................. ............................................. OFF
▶ ANTISKID FAULT procedure ( A32.01 ) ......................................................APPLY
● After touchdown
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_f69a4d07-e887-426c-b5ff-241f6711b88e 18 JAN 2021
Lost Equipment List
Air Fuel
- OVBD VALVE - LP VALVE 1+2 indicator
- UNDERFLOOR VALVE Hydraulic Power
- PNEUMATIC OUTFLOW VALVES - BLUE PUMP CTL
- DITCH PNEUMATIC OUTFLOW VALVES - GREEN PUMP indicator
- CAB PRESS SYSTEM indicator Ice and Rain protection
Auto Flight - AAS CTL indicator
- AUTO PILOT - AAS CTL ALERTS
Communication - WING BOOTS A
- VHF 1 - EMPENNAGE BOOTS A
- CAPT MCP - ENG 1 BOOTS A+B
Electrical Power - PROP 1+2 ANTI ICING CTL
- AC BUS OFF 1+2 indicator - PROP 1+2 ANTI ICING indicator
- ACW BUS OFF 1+2 indicator - HORNS ANTI ICING indicator
- INV 1 FAULT indicator - HORNS ANTI ICING CTL
- DC BUS OFF 1+2 indicator Indicating - Recording Systems
- DC STBY BUS indicator (UNDV/OVRD) - CAPT EFCP
- EMER BAT CHG indicator Landing Gear
Fire Protection - ANTISKID OUTBOARD
- FIRE HANDLE ENG 1+2 indicator - NOSE WHEEL STEERING
- FIRE DETECTION ENG 1+2 Lights
- CLA ENG 1+2 Warning - PYLON
Flight controls - STBY COMPASS
- PITCH TRIM NORMAL COMMAND - LAVATORY (EMER)
- RUDDER TRIM - FRONTS PANELS
- AILERON TRIM Navigation
- TLU POS indicator - ATC 1
- PITCH TRIM PWR TRIM BOX - CPM1
- YAW TRIM PWR TRIM BOX
- RUDDER TLU MAN CTL
DC EMER BUS OFF - Additional information
_0837193a-5f44-48c2-9a07-3cde4057ee25 18 NOV 2019
DC EMER BUS loss alert can be triggered by DC EMER & STBY BUS ON HEBB/DC EMER
BUS tripped (on 130 VU).
Note
This C/B is identified with a green cap as necessary for a safe continuation of the flight.
▪ If DC EMER & STBY BUS ON HEBB/DC EMER BUS is tripped
▶ C/B DC EMER & STBY BUS ON HEBB/DC EMER BUS................................PUSH
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note
Only one reengagement per flight is allowed.
DC ESS BUS OFF-Alert
_0da3681c-7789-4f9b-9b6a-ba5b4fa92fc9 02 AUG 2017
DC ESS BUS not supplied. - MC light flashing amber SC
- ELEC DC ESS amber message on EWD
- ESS BUS with amber box on
SD Electrical s-page.
- Right arrow amber light on overhead panel.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC ESS BUS OFF
_037f27cb-5366-403a-8d73-67aca68d7a24 04 APR 2019
A24.14 DC ESS BUS OFF

▶ HYD X FEED ......................................................................................................ON
▶ TRU ......................................................... ......................................................... ON
■ If DC ESS BUS recovered
▶ HYD GREEN PUMP : KEEP OFF
▶ TRU : MAINTAIN ON
■ If DC ESS BUS not recovered
▶ TRU ....................................................... ....................................................... OFF
▶ PF ........................................................ ........................................................ F/O
▶ DESCENT................................................................................................INITIATE
▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30.06 ) ........... ........... APPLY
▶ PERF PAGE.......................................... .......................................... SELECT TAT 2
▶ CAPT IAS & ALT : PERIODICALLY COMPARE WITH F/O
CAPT and STBY static ports anti-icing lost
▶ DC ESS BUS OFF EQUIPMENT LIST............................. ............................. CHECK
Note
1) At least two crewmembers must remain in the cockpit during all time.
2) When the door is locked with the manual bolt(s), the emergency access to the
cockpit is not available.
▶ COCKPIT DOOR MANUAL BOLT(S).............. .............. MOVE TO CLOSE POSITION
● Before landing
▶ ANTISKID................................................. ................................................. OFF
▶ ANTISKID FAULT procedure ( A32.01 ) ......................................................APPLY
● After touchdown
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_5fa5eef8-6e51-4c40-94a1-26040b9c4e80 10 DEC 2020
Air Electrical Power
- PACK 1+2 - MAIN BAT CHG indicator
- ENG BLEED 1+2 - INV 2 FAULT indicator
- RECIRC FAN 1+2 indicator Fire Protection
- EXTRACT FAN CTL - ALL COMPT SMK DET
Auto Flight Flight controls
- AP DISCONNECT Warning BY EMER- - GUST LOCK AILERON
AUDIO CANCEL Only Fuel
- AP - X FEED VALVE
Communication - FUEL PUMPS 1+2
- AUDIO SYSTEM - TANK QUANTITY 1+2
- PUBLIC ADDRESS Hydraulic Power
- MECHANICAL CALL - GREEN PUMP CTL
- COCKPIT CREW CALL
- CABIN CREW CALL
Doors
- CDLS
- Cockpit Door Control panel FAULT light
_3e6b4d03-1bae-49f1-8c14-8db0f2075ccb 11 DEC 2020
Ice and Rain protection Navigation
- ANTI/DE ICING ISOL VALVES - CPM 2
- SIDE WINDOWS ANTI ICING indicator - IOM-DC 22
- ANTI/DE ICING AUTO MODE - IOM-DC 23
- CAPT WIPER Oxygen
- CAPT AND STBY PROBES indicators - PRESS indicator
Indicating - Recording Systems - PRESS CAUTION
- FDAU - PAX SPLY
- F/O MCP - PAX MASKS DROP CTL
- F/O EFCP Power Plant
Landing Gear - IGNITION 1+2
- ANTISKID INBOARD - STARTING 1+2
Lights - PROP BRK PWR CTL
- LEFT LAND LIGHTS - PROP BRK PWR indicator
- RIGHT LAND LIGHTS
_7863ac50-7e55-4317-830f-eb564cbb3d27 11 JUL 2019
DC ESS BUS supplies systems by two different sectors referenced Part 1 and Part 2. Each
sector supplies different systems.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
In order to identify which systems are lost in case of the loss of a single sector, Refer to
DSC.24.6.9 DC ESS Bus Part 1 and Refer to DSC.24.6.10 DC ESS Bus Part 2
DC GEN 1(2) FAULT-Alert
_61518d5f-a6af-4c31-8e7b-baafff5d2cd1 26 JUL 2017
One DC generation channel - MC light flashing amber SC
inoperative - ELEC DC GEN amber message on EWD
- Associated DC GEN FAULT amber message
on AC/DC SD page
- Associated DC GEN FAULT amber light on
overhead panel
DC GEN 1(2) FAULT
_6596ca1b-6a30-4dc5-b5db-447f37e3d80d 05 JAN 2017
A24.15 DC GEN 1(2) FAULT

▶ DC GEN (affected)..............................................................................................OFF
■ If OAT > ISA +25
▶ MAX FL : 200
Due to ventilation problem of the remaining generator
● After landing
● At parking
■ If DC GEN 2 FAULT
▶ GPU (if available)....................................... ....................................... CONNECT
▶ CL 1..................................................................................................FUEL S.O.
DC STBY BUS FAILURE-Alert
_01b0f716-8086-4890-9337-28e1693e080a 10 JUL 2019
ELEC DC STBY BUS ≤ 19.5 V - MC light flashing amber SC
- ELEC DC SBY BUS amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC STBY BUS FAILURE
_bcfc10ef-4887-4be2-aab5-4d554c3bc51b 12 NOV 2021
DC STBY BUS FAILURE A24.16

■ Only when EMER BAT CHG amber FAULT light is off
▶ EMER BAT CHG ............................................ ............................................ RESET
■ If DC STBY BUS failure persists
▶ HYD BLUE PUMP........................................................................................OFF
▶ HYD X FEED ............................................... ............................................... ON
▶ TRU ................................................................................................................ON
■ If DC STBY BUS recovered
▶ HYD BLUE PUMP : KEEP OFF
■ If DC STBY BUS failure still persists
▶ TRU ..................................................... ..................................................... OFF
▶ HYD X FEED ....................................... ....................................... OFF AS RQRD
▶ HYD BLUE PUMP..........................................................................ON AS RQRD
▶ AVNX IOM 12 + IOM 13 LOSS procedure ( A34.27 ) ....................................APPLY
▶ Refer to STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS ..... ..... CHECK
▶ AFFECTED EQUIPMENTS FAULT PROCEDURES.................. .................. APPLY
● Before landing
▶ LDG GEAR GRAVITY EXTENSION procedure ( A32.03 ) ............ ............ APPLY
▶ REDUCED FLAPS LANDING procedure ( A27.05 ) ................ ................ APPLY
DC STBY BUS UND-V-Alert
_a7e67b09-3773-46ee-9005-00e53f9b9a66 10 JUL 2019
DC STBY BUS UND/V < 19.5 V - MC light flashing amber SC
- ELEC STBY UNDV amber message on
EWD
- OVRD UND/V amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DC STBY BUS UND-V
_a9b6e61f-5be5-4a6e-bc70-00e3f603da84 12 FEB 2016
A24.17 DC STBY BUS UND-V

■ If DC GEN 1+2 operate
▶ HYD BLUE PUMP........................................................................................OFF
▶ HYD X FEED................................................ ................................................ ON
▶ TRU........................................................ ........................................................ ON
■ If STBY BUS UND/V disappears
▶ TRU : KEEP ON
■ If STBY BUS UND/V persists
▶ TRU..................................................... ..................................................... OFF
▶ HYD X FEED ....................................... ....................................... OFF AS RQRD
▶ HYD BLUE PUMP..........................................................................ON AS RQRD
▶ DC STBY BUS FAILURE procedure ( A24.16 ) ............................................APPLY
■ If DC GEN 1+2 FAULT and TRU not available
● For approach only
▶ DC STBY BUS...................................... ...................................... SELECT OVRD
DC SVCE-UTLY BUS SHED-Alert
_986b1052-9569-462f-84b3-6f303f4ebf95 26 JUL 2017
One DC UTLY BUS automatically - MC light flashing amber SC
shed after a source overload - ELEC DC SHED amber message on EWD
- SHED amber message on AC/DC SD page
overhead panel
DC SVCE-UTLY BUS SHED
_61c399f9-5eb3-4116-a673-acbbd716422c 21 OCT 2016
A24.18 DC SVCE-UTLY BUS SHED

▶ DC SVCE/UTLY BUS..................................................................................AS RQRD
In case this pushbutton is selected OFF, it will:
- Confirm automatic shedding of affected DC UTLY BUS
- Shut off the not affected DC UTLY BUS and the DC SVCE BUS.
■ If DC SVCE/UTLY BUS is set to OFF position
▶ DC SVCE/UTLY BUS SHED LOST EQUIPMENT LIST....................................CHECK
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EMER(MAIN) BAT CHG FAULT-Alert
_32382e16-11d2-432f-b2b4-5ec4ea0ece32 27 JUL 2017
Incipient battery thermal runaway - MC light flashing amber SC
- OR - - ELEC BAT CHG amber message on EWD
- Associated CHG FAULT amber message on
Charge contactor failure
AC/DC SD PAGE
- Associated CHG FAULT amber light on
overhead panel
EMER(MAIN) BAT CHG FAULT
_336083b9-daae-473e-bf9c-5dd1290031c4 12 FEB 2016
EMER(MAIN) BAT CHG FAULT A24.19

▶ BAT CHG (affected)............................................................................................OFF
EMER+MAIN BAT CHG LOSS-Alert
_9073d34b-1b20-4b8a-b064-ffa11de2432e 26 JUL 2017
MFC failure leading to dual battery - MC light flashing amber SC
charge contactors loss - ELEC CHG LOSS amber message on EWD
- Both CHG FAULT amber message on
AC/DC SD page
- Both amber arrows lighted on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EMER+MAIN BAT CHG LOSS
_3cc66d3f-96b1-4b10-a7e2-2f0a033e0b64 28 NOV 2017
A24.20 EMER+MAIN BAT CHG LOSS

▶ MFC MODULES (one at a time)................................... ................................... RESET
■ If EMER + MAIN BAT recovered
■ If EMER + MAIN BAT CHG LOSS persists
■ If no BAT arrow
■ If BOTH BAT arrows turned on
▶ HYD BLUE PUMP....................................................................................OFF
▶ HYD X FEED.............................................. .............................................. ON
▶ TRU........................................................ ........................................................ ON
■ If TRU ON
▶ FLIGHT TIME : MINIMIZE (without battery charge)
■ If TRU failure
▶ LAND ASAP
_6d4f20a7-5b3d-4d52-bcf9-31a81713ed65 05 FEB 2016
This case only occurs following a MFC software failure.
INV 1(2) FAULT-Alert
_5580437b-a94d-4e3f-a114-28b587f60faf 27 JUL 2017
Under/Over voltage at INV output - MC light flashing amber SC
- ELEC INV 1(2) amber message on EWD
- Associated INV FAULT amber message on
AC/DC SD page
overhead panel
INV 1(2) FAULT
_1708a7a5-4d8c-48a3-abf9-bf6a81ba49eb 05 APR 2017
A24.21 INV 1(2) FAULT

After 10 s following INV FAULT, the AC BTC is automatically closed causing affected AC
BUS and AC STBY BUS to be supplied from the remaining inverter.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.24.4 LOST EQUIPMENT LIST
ABN.24.4.1 STBY BUSSES AND BAT ONLY LOST EQUIPMENT
LISTS
ABN.24.4.1.1 Air
_30bfe26d-9fb6-408e-853b-8cbfec270d1d 20 DEC 2018
STBY BUS BAT ONLY

(AC + DC) (ACW available)
BLEEDS / PACKS
RECIRC FANS LOST
PRESSU AUTO LOST
ABN.24.4.1.2 Autopilot
_64e2203c-6cfd-4f4e-b1ee-19dcba68ac2f 29 MAY 2019
STBY BUS BAT ONLY

AP SM2 (YAW-AILERON) LOST
AP SM3 (PITCH-ELEVATOR) LOST
AP SM1 (ROLL-RUDDER) LOST
ABN.24.4.1.3 Communication
_3115afbf-356a-4b65-ab10-9461ed933fe1 04 APR 2019
STBY BUS BAT ONLY

VHF # 2 LOST
HF
XPDR # 2 LOST
ABN.24.4.1.4 Flight Controls
_749faae0-d1ba-40d2-8211-b96cf27b9ec9 19 DEC 2018
STBY BUS BAT ONLY

STICK PUSHER LOST
STICK SHAKER LOST
TRIM IND LOST
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.24.4.1.5 Hydraulic
_a2e4af7d-3c74-4a02-b9c3-22ee952663bc 10 APR 2019
STBY BUS BAT ONLY

MAIN PUMPS
AUX PUMP
FLAPS LOST
X FEED VALVE LOST
ABN.24.4.1.6 Indicating and Recording Systems
_e855af74-d9dd-487d-85fa-0c26f769e259 03 JUN 2019
STBY BUS BAT ONLY

FWS NON-AVS AMBER ALERTS LOST
ABN.24.4.1.7 Landing Gear
_2cc1198a-44e4-423e-8b13-5f2008c2cb85 19 DEC 2018
STBY BUS BAT ONLY

L/G RET LOST
L/G EXT EMER ONLY
L/G POS IND MAIN panel LOST OVHD panel LOST
ANTISKID
ABN.24.4.1.8 Lights
_fdcca3dc-a9ad-4b2f-9a3b-f852cac30e3c 19 DEC 2018
STBY BUS BAT ONLY

TAXI AND T.O. Lights LOST
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.24.4.1.9 Navigation
_0aeb3bf8-b28e-43a9-b6df-6b6b204ea3fd 09 DEC 2020
STBY BUS BAT ONLY

AHRS # 2 LOST
ADC # 2 LOST
DME LOST
RADAR LOST
RADIO ALTM LOST
GPS # 1 LOST # 2 LOST
VOR-ILS- ADF BOTH LOST # 2 LOST
IOM DC 12 LOST
IOM DC 13 LOST
ABN.24.4.1.10 Power Plant
_c7b302f2-adf9-402b-a9bf-231ab03549a9 19 DEC 2018
STBY BUS BAT ONLY

FF / FU / OIL TEMP AND PRESS BOTH LOST
AUTO IDLE GATE LOST
PROP BRK
ABN.24.4.1.11 Miscellaneous
_6d481622-59d5-4c4a-bae3-54e7242eb8c6 29 MAY 2019
STBY BUS BAT ONLY

WIPERS F/O LOST
HEATING SIDE WINDOW LOST
MCDU 1 LOST
STATIC PORTS LOST
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.27 FLIGHT CONTROLS
ABN.27.01 FLAPS
FLAPS ASYM-Alert
_f69cbf1b-ccf7-4076-a095-aede20c111e7 27 JUL 2017
Flaps asymmetry of more than 6.7 ° - MC light flashing amber SC
during flaps actuation. - FLAPS ASYM amber message on EWD
- Flap symbol amber on flaps position
indicator on EWD
FLAPS ASYM
_fb241c40-75aa-450f-85f8-47947913854e 05 JAN 2017
A27.01 FLAPS ASYM

▶ FLAPS CONTROL lever ................... ................... NEAR FLAPS PRESENT POSITION
● For approach
FLAPS JAM-Alert
_99a0edd0-33f4-4545-85de-d86631d2883b 27 JUL 2017
Flaps have not reached selected - MC light flashing amber SC
position after 30 s. - FLAPS JAM amber message on EWD
- Flap symbol amber on flaps position
indicator on EWD
FLAPS JAM
_25574cb0-5e59-4522-a5d2-53f17342260c 05 JAN 2017
A27.02 FLAPS JAM

▶ FLAPS CONTROL lever ................... ................... NEAR FLAPS PRESENT POSITION
● For approach
FLAPS UNLK - Alert
_96cc6071-d939-4fd0-b860-f1324485f9ba 27 JUL 2017
Flaps untimely retraction when flaps - MW light flashing red CRC
extended. - FLAPS UNLK red message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FLAPS UNLK
_a91ed06c-4b17-45d6-ad3d-749fd3261183 28 NOV 2017
FLAPS UNLK A27.04

● Before V1
▶ TAKEOFF................................................. ................................................. ABORT
● After V1
VR & V2 SPEED BUGS AUTOMATICALLY INCREASED
● If FLAPS UNLK during approach
▶ VGA ....................................... ....................................... NOT LESS THAN Vmin OPS
● When possible
▶ FLAPS................................................................................................................0
● For approach
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

REDUCED FLAPS LANDING
_b1c5127b-037e-4a6c-8c2d-e7fc75f07137 04 MAR 2021
A27.05 REDUCED FLAPS LANDING

▶ GPWS ..................................................................................................FLAP OVRD
Avoids nuisance warnings on final approach.
▶ STEEP SLOPE APPROACH (≥4.5 °) : PROHIBITED
LDG DIST FLAPS 35
FLAPS APP/LDG SPD
MULTIPLY BY
0 1.35 VmHB0
+ wind effect
15 1.15 VmHB15
+ wind effect
25 1.1 VmHB25
+ wind effect
■ If severe icing procedure applied & aircraft not clear of ice

LDG DIST FLAPS 35
FLAPS APP/LDG SPD
MULTIPLY BY
15 1.22 VmHB15 ICING
+ wind effect +5 kt
Note
Refer to Landing Brake Energy to determine maximum landing weight limited by braking
energy. WHEELS BRK HOT alert may be triggered and wheel fuse plug melting may occur.
Refer to Landing Distance to determine LDG DIST FLAPS 35. Then apply LDG DIST
FLAPS 35 multiplication factor.
Refer to Reduced Flaps Landing Configuration VAPP to determine APP/LDG SPD.
● During flare
▶ PITCH ATTITUDE : DO NOT EXCEED 8 °
Tail strike can occur depending on vertical speed at touchdown.
● For FLAPS 0 landing
● At 10 ft
▶ ENG POWER.................................. .................................. SLOWLY REDUCE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.27.02 PITCH
PITCH CONTROL JAM IN FLIGHT
_3424d208-0ddb-4574-aaa4-a501d78aaaf9 05 MAY 2020
PITCH CONTROL JAM IN FLIGHT A27.06

■ If IAS > 180 kt
▶ IAS.................................................... .................................................... REDUCE
It is necessary to reduce speed below 180 kt or as much as permitted by the residual
manoeuvring authority to avoid important effort to uncouple elevators.
Note
- Apply normal effort on control column
- Use pitch trim to reduce effort on control column
- Reduce PL if flight conditions permit it.
Pitch trim reversal can occur after pitch control jam, use caution when acting on pitch trim
● When IAS reduction is no longer possible or when IAS< 180 kt
▶ CONTROL COLUMNS EFFORT................. ................. REDUCE USING PITCH TRIM
Before to uncouple, use pitch trim to reduce as much as possible the effort applied on
control column to reduce speed. This action is necessary to reduce uncoupling effort and
avoid out of trim uncoupling cases.
▶ CONTROL COLUMNS..........................................................................UNCOUPLE
▶ FREE CONTROL COLUMN......................................................................IDENTIFY
Only one elevator operates
▶ PF........................................................................FREE CONTROL COLUMN SIDE
▶ PITCH DISCONNECT procedure ( A27.07 ) ......................... ......................... APPLY
PITCH CONTROL JAM IN FLIGHT- Additional Information
_119f7822-9865-4d4d-b74f-a7ba832eda82 17 FEB 2020
Effect of jamming location on residual authority and effort to uncouple :
Depending on the location of the pitch control jamming failure the pitch control line can have
some residual authority to maneuver.
The location of the failure will also have an effect of the force require to uncouple the elevator.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
NORMAL PITCH
TRIM CONTROL SWITCH
CONTROL COLUMN
STICK SHAKER STICK SHAKER CONTROL COLUMN
T.R T.R
CABLE TENSION
REGULATOR
AP PITCH
ACTUATOR
STICK PUSHER
ACTUATOR
FLEXIBLE SHAFT
TRIM
TRIM ACTUATOR
ACTUATOR
ELEVATOR ELEVATOR
TAB PITCH UNCOUPLING TAB

MECHANISM
ICN-XX-Y-270000-T-FB429-000 30-A-01-N
Following table illustrates effect of pitch control jamming:
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Jamming location
The nearer the failure location The nearer the failure location
to a control column is to the elevator is
Residual authority on The larger the residual The lower the residual
pitch maneuvering authority is maneuvering authority is
Force required to The larger the force required to The lower the force required to
uncouple uncouple is uncouple is
Deceleration The greater the deceleration The lower the deceleration
capability capability is capability is
Note
The IAS has also an effect on the force required to uncouple elevators
The IAS has to be reduced below 180 kt or as much as permitted by the residual
maneuvering authority, with respects to the minimum operating speeds, to avoid important
effort to uncouple elevators.
- In case of pitch control jam at low speed (below 180 kt), proceed immediately to
uncouple.
- In case of pitch control jam at high speed (above 180 kt ), the IAS reduction has to be
performed by :
o applying normal effort on the control column
o reducing PL (if flight conditions permits)
Note
- Apply normal effort on control column as unintended pitch disconnection could occur in
case of high effort application. Use pitch trim to reduce the effort on control column.
- - If jamming location is near to elevators, the residual pitch authority is negligible
leading to negligible deceleration, but the force required to uncouple is reduced. In this
case, proceed with elevators uncoupling at the current speed.
If jamming location is on the elevator, pitch trim reversal can occur when using pitch-trim (i.e.
use of nose-up pitch trim could lead to accelerate the aircraft). If this the case, do not use
pitch-trim.
Deceleration techniques :
cont'd…
PRO.NNO
PROCEDURES

cont'd…
- If IAS > 180 kt:

o use residual authority of control column to try to reduce speed
o if residual authority of control column is efficient, use pitch trim to reduce effort on
control column
o reduce PL
o when IAS reduction is no longer possible or when IAS < 180 kt:
- if necessary, use pitch trim to reduce effort on control column
- proceed to uncouple
- If IAS < 180 kt:
o proceed to uncouple
If AP engaged :
In case of pitch control jamming with AP engaged:
- Pitch Mistrim message will be triggered
- When AP effort limit is reached (10 daN), AP will automatically disengage.
AP must not be re-engaged during IAS reduction.
Control column uncoupling :
To uncouple elevators and override jam, both pilots accomplish one by one a firm action on
their own column in the way required by the flight condition.
One of the two channels must yield; the force required is:
- Approximately up to 50 daN at low speed whatever the location of the failure, and
regardless of speeds if the failure is located close to the elevator
- Approximately up to 70 daN at higher speeds if the failure is located close to the control
columns
If uncoupling is unsuccessful and speed reduction is no longer possible, when trajectory under
control and above safety altitude, apply opposite efforts on both control columns.
If right hand pitch control line is jammed, autopilot is not available. Do not re-engage autopilot
after disconnection.
As stick pusher acts on left hand elevator, if left hand control column is jammed, stick pusher
must be considered inoperative.
After uncoupling, only one pilot has control and actuates one elevator only. Longitudinal
maneuverability remains sufficient for all flight phases.
PITCH DISCONNECT-Alert Coupling Mechanism
_46c90171-4eba-4d61-a998-e6bcbb172969 27 JUL 2017
Pitch coupling mechanism - MW light flashing red CRC
disconnected. - PITCH DISC red message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PITCH DISCONNECT - Alert Control Column Travel
PITCH DISCONNECT - Alert Control Column Travel
_0b0b61ae-66c0-406d-a4bc-3f62643f2bb9 28 APR 2020
In case of both control columns travel not synchronized. NIL NIL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PITCH DISCONNECT
_38529e6d-7b74-4dc6-b0b4-af5cbf9328a0 05 MAY 2020
A27.07 PITCH DISCONNECT

▶ FREE CONTROL COLUMN(S)....................................................................IDENTIFY
▶ PF .................................... .................................... FREE CONTROL COLUMN SIDE
CAUTION
When elevators are uncoupled, dual opposite inputs from left and right control columns are
strictly forbidden as it may result in structural damage to the horizontal stabilizer.
▶ MAX BANK ANGLE : 30 ° UNTIL FLAPS EXTENSION
PITCH CONTROL EFFICIENCY REDUCED
▶ MIN IAS : NOT LESS THAN Vmin OPS +10 kt
■ If one elevator is stuck to full down position
▶ FLAPS : EXTEND IF NECESSARY
■ If elevator jamming occurs at takeoff
Restriction on speed due to elevator takeoff position.
▶ FLAPS : MAINTAIN IF NECESSARY
■ If other cases
■ If left elevators is jammed
STICK PUSHER MUST BE CONSIDERED INOPERATIVE.
Stick pusher acts on left hand elevator only.
■ If right elevator is jammed
AP CANNOT BE REENGAGED.
● For approach
▶ LAND AT AIRPORT WITH MINIMUM CROSSWIND
▶ IAS ................................... ................................... NOT LESS THAN Vmin OPS +10 kt
▶ SPD TGT ............................................... ............................................... MAN SEL
▶ LDG DIST (Refer to Landing Distance)..........................................MULTIPLY BY 1.15
● During flare
▶ PL 1+2..................................................................................REDUCE SMOOTHLY
● At parking
cont'd…
PRO.NNO
PROCEDURES

cont'd…
■ If pitch disconnect occurred in flight

■ If pitch disconnect occurred on ground
▶ PITCH RECONNECTION ON GROUND procedure ( A27.09 ) ......................APPLY
At landing, Pitch disconnect can occur with the combination of crosswind and:
- Immediate application of reverse, or
- Prompt application of full reverse.
PITCH DISCONNECT- Additional Information
_f803c95f-3fca-4bac-a70c-0d27d5e9189d 17 FEB 2020
After pitch disconnection, if the two control columns are free, PF can be CM1 or CM2 upon
flight crew decision.
PITCH RECONNECT - Alert
_581ce9cc-212c-498a-865c-242e64e07830 27 MAY 2019
Pitch recoupling system activated. - MW light flashing red CRC
- PITCH RECONNCT red message on EWD
PITCH RECONNECT
_58bcc886-5fd2-4ce8-b495-f6890e086865 12 FEB 2016
PITCH RECONNECT A27.08

No crew action
Maintenance action required
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PITCH RECONNECTION ON GROUND
_18035314-b705-4d1c-897c-6e2b5fc99077 07 DEC 2017
A27.09 PITCH RECONNECTION ON GROUND

CAUTION
Do not use the PITCH RECONNECTION ON GROUND procedure after pitch disconnection
in flight.
▶ GUST LOCK........................................................................................................ON
▶ BOTH COLUMNS............................................................................CHECK LOCKED
▶ ELEV CLUTCH pb ................................... ................................... PRESS AND HOLD
■ When PITCH DISCONNECT turns off on EWD
▶ ELEV CLUTCH pb ..................................................................................RELEASE
▶ PITCH RECONNECT ON EWD ..............................................CHECK TURNED OFF
▶ GUST LOCK................................................. ................................................. OFF
▶ BOTH COLUMNS................................... ................................... CHECK COUPLED
PITCH TRIM ASYM-Alert
_c2b72a9d-986a-4f0a-93e1-addb43ba8ea3 27 JUL 2017
Pitch tabs desynchronisation - MC light flashing amber SC
- PITCH TRIM ASYM amber message on
EWD
PITCH TRIM ASYM
_060f45c3-d153-41a5-92eb-d65fb9d98d80 10 MAR 2017
A27.10 PITCH TRIM ASYM

▶ AP DISENGAGEMENT.............................. .............................. CONFIRM MANUALLY
AP automatically disconnects and cannot be reengaged. However, it is recommended to
manually confirm AP disengagement.
▶ NORMAL & STBY PITCH TRIMS : DO NOT USE
▶ PITCH TRIM INOPERATIVE procedure ( A27.12 ) ...................... ...................... APPLY
PITCH TRIM INOPERATIVE-Alert
_3112374f-64f8-40d2-953b-e12fe2be460b 12 FEB 2016
Both normal and standby pitch trim controls inoperative. NIL NIL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PITCH TRIM INOPERATIVE
_8331ebaa-61f0-41e2-97ed-bb76207cd56a 27 NOV 2017
PITCH TRIM INOPERATIVE A27.12

▶ CURRENT CONFIGURATION & SPEED : MAINTAIN AS LONG AS POSSIBLE
To avoid high force on the control column.
● For approach
▶ FLAPS...................... ...................... EXTEND AT VFE FOR EACH CONFIGURATION
▶ IAS ................................... ................................... NOT LESS THAN Vmin OPS +10 kt
▶ SPD TGT ............................................... ............................................... MAN SEL
▶ VAPP (Refer to OPSDATA)..........................................................INCREASE BY 10 kt
Due to landing speed increase.
STICK PUSHER-SHAKER FAULT-Alert
_ebd2fc42-3382-4444-a07d-6926094feec7 27 JUL 2017
Stick pusher / shaker fault - MC light flashing amber SC
- FLT CTL PUSHER amber message on EWD
- STICK PUSHER FAULT amber light in
STICK PUSHER / SHAKER pb
STICK PUSHER-SHAKER FAULT
_ebee2f00-cf4b-4c95-b2e0-1fe331ab21fd 27 NOV 2017
STICK PUSHER-SHAKER FAULT A27.13

▶ STICK PUSHER / SHAKER pb ............................................................................OFF
▶ TCAS ................................................... ................................................... TA ONLY
▶ IAS .................................... .................................... NOT LESS THAN Vmin OPS + 10 kt
VmHB and VmLB increased for all configuration, in order to increase stall margin.
▶ SPD TGT ..................................................................................................MAN SEL

● Below 1 000 ft AGL
● For approach
_57aaf2d4-c4e5-4b4e-8895-42622e3f57cc 12 FEB 2016
If ALPHA probes are not heated, ice accretion could modify alpha probes indication.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
If angle of attack information offsets 4 °, STICK PUSHER / SHAKER FAULT light comes on.
When leaving icing conditions, as soon as alpha probes are cleared of ice,
STICK PUSHER / SHAKER pb could be recovered by selecting it ON.
ABN.27.03 ROLL
AIL LOCK LIT-Alert Gust Lock Disagree
_92862528-a11c-475a-838d-3857534e18a0 27 JUL 2017
Disagree between aileron locking - MC light flashing amber SC
actuators and gust lock control - AIL LOCK LIT amber message on EWD
(temporized alert 8 s)
AIL LOCK LIT-Alert CONFIG
_39dc5c6e-9ae4-477e-bae5-6c41f4f8fd98 27 JUL 2017
Aileron locking actuators not fully - MW light flashing red CRC
retracted and PL on TO position - CONFIG red message on EWD
- OR - - AIL LOCK LIT amber message on EWD
Disagree between aileron locking
actuators and gust lock control
during TO CONFIG test
AIL LOCK LIT
_bdcc48af-6ed8-4d08-afce-13cac417f178 12 NOV 2019
A27.14 AIL LOCK LIT

● Before takeoff
▶ RETURN TO PARKING
Refer to the MMEL. (Refer to MOP.27.70-01-01 GUST LOCK System - Aileron).
● After landing
▶ TAXI WITH CARE (WIND EFFECT)
● At parking
▶ AILERON LOCK : USE ALTERNATE SYSTEM
AILERON JAM-Alert
_a7c23639-35d0-41b1-8e22-28d096fd14ec 12 FEB 2016
Not able to operate control wheel laterally. NIL NIL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AILERON JAM
_d6bee474-2897-4009-926d-3a5e8c201504 27 NOV 2017
AILERON JAM A27.15

▶ MAX BANK ANGLE : 25 °
Due to reduce roll efficiency.
▶ HYD BLUE PUMP............................................... ............................................... OFF
To decrease drag from associated extended spoilers.
▶ HYD AUX PUMP................................................................................................OFF
● For approach
▶ STEEP SLOPE APPROACH (≥ 4.5 °) : PROHIBITED
▶ HYD BLUE PUMP.............................................. .............................................. ON
▶ HYD AUX PUMP............................................... ............................................... ON
▶ VAPP (Refer to OPSDATA)..................... ..................... NOT LESS THAN VREF + 10 kt
▶ SPD TGT ................................... ................................... MAN SEL IF NECESSARY
CAUTION
Do not extend flaps in turn.
● When in landing configuration
▶ HYD BLUE PUMP............................................................................................OFF
▶ HYD AUX PUMP.............................................. .............................................. OFF
● Immediately after touchdown
▶ HYD BLUE PUMP.............................................. .............................................. ON
To recover nose wheel steering.
▶ HYD AUX PUMP............................................... ............................................... ON
SPOILER JAM-Alert
_314537d9-3e6b-49de-ad31-5f4da6cfe7b3 01 JUN 2016
SPLR light turns on at overhead panel with control wheel at neutral NIL NIL
position.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

SPOILER JAM
_d6718e5a-920d-4cb4-a966-7abf7dab93c2 27 NOV 2017
A27.16 SPOILER JAM

▶ MAX BANK ANGLE : 25 °
Due to reduce roll efficiency.
▶ HYD BLUE PUMP............................................... ............................................... OFF
▶ HYD AUX PUMP................................................................................................OFF
● For approach
▶ MAX CROSSWIND : 20 kt (DRY RUNWAY)
▶ HYD BLUE PUMP.............................................. .............................................. ON
▶ HYD AUX PUMP............................................... ............................................... ON
▶ VAPP (Refer to OPSDATA)..................... ..................... NOT LESS THAN VREF + 10 kt
▶ SPD TGT ................................... ................................... MAN SEL IF NECESSARY
CAUTION
Do not extend flaps in turn.
● When in landing configuration
▶ HYD BLUE PUMP............................................................................................OFF
▶ HYD AUX PUMP.............................................. .............................................. OFF
● Immediately after touchdown
▶ HYD BLUE PUMP.............................................. .............................................. ON
▶ HYD AUX PUMP............................................... ............................................... ON
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.27.04 YAW
DUTCH ROLL TENDENCY-RUDDER RELEASABLE CENTERING UNIT FAIL-
Alert
_fc94030a-f8ca-4420-8b0e-e8f5990df71b 27 JUL 2017
Dutch roll oscillation tendency - MC light flashing amber SC
(releasable centering unit clutch - FLT CTL RUD RCU amber message on
energized more than 60 s with Y/D EWD
off)
DUTCH ROLL TENDENCY-RUDDER RELEASABLE CENTERING UNIT FAIL
_5adb2da5-39ba-4e5d-8a68-0b80e36b52bd 21 OCT 2016
DUTCH ROLL TENDENCY-RUDDER RELEASABLE CENTERING A27.17

UNIT FAIL
■ If YD is available
▶ YD .................................................... .................................................... ENGAGE
■ If YD is not available
▶ RUDDER PEDALS : BLOCK MOVEMENT
To prevent unexpected rudder pedal movement.
RUDDER JAM-Alert
_e8c2e5d3-1a1d-45d3-afc6-dca92ead267f 12 FEB 2016
Not able to operate rudder pedals NIL NIL
RUDDER JAM
_44ea68e8-1e01-4a8e-9e42-fd51dd0fd25b 28 NOV 2017
RUDDER JAM A27.18

▶ DIFFERENTIAL POWER........................ ........................ USE TO MINIMIZE SIDESLIP
● For approach
▶ FLAPS....................................................... ....................................................... 35
● At touchdown before power reduction below FI
▶ NOSE.................................................... .................................................... DOWN
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

TLU FAULT-Alert
_7ca7ce1e-a5e4-4624-aa03-5634fe4ee68d 27 JUL 2017
System disagree (target vs actual - MC light flashing amber SC
TLU position) - FLT CTL TLU amber message on EWD
- OR - - TLU FAULT amber light on overhead panel
ADC 1+ 2 FAILURE
- OR -
TLU position synchro failure
TLU FAULT
_ff0d610e-8dfa-4f73-9ef3-85d4f2751254 05 MAR 2021
A27.19 TLU FAULT

● In flight
▶ TLU sw..........................................................................HI or LO SPD based on IAS
In case of ADC 1+2 Failure, set TLU based on IAS read on STBY instrument
Note
Set TLU to HI SPEED above 195 kt
Set TLU to LO SPEED below 195 kt
■ If TLU sw in HI SPD position and TLU FAULT persists after 40 s
It takes 30 s for the actuator to travel to the requested position + 10 s margin.
▶ LARGE RUDDER INPUT..................................... ..................................... AVOID
● Before approach, when IAS < 195 kt
▶ TLU sw......................................................................................................LO SPD
■ If TLU LO SPEED labels remains off after 40 s
TLU is in high speed position, rudder has limited authority.
● For Approach
▶ IAS............................... ............................... NOT LESS THAN Vmin OPS + 10 kt
▶ SPD TGT............................................ ............................................ MAN SEL
▶ LDG DIST (Refer to Landing Distance)................. ................. MULTIPLY BY 1.15
▶ MAX CROSSWIND : 15 kt (Dry runway/TLU HI SPD)
▶ RUDDER LATERAL CONTROL : LIMITED
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.28 FUEL
FUEL 1(2) ABNORMAL TEMP - Alert (Fuel TEMP Greater than 50 Degree
Celsius)
FUEL 1(2) ABNORMAL TEMP - Alert (Fuel TEMP Greater than 50 Degree Celsius)
_b3eabc79-8c4e-4aef-a18d-e3db396d82ed 29 MAY 2019
Fuel temperature is greater than - MC light flashing amber SC
50 °C with engine running - FUEL 1(2) TEMP HI amber message on
EWD
- Amber fuel temperature indication on Engine
SD page
FUEL 1(2) ABNORMAL TEMP-Alert (Fuel TEMP Lower than 0 Degree
Celsius)
_4295fa1b-9fc1-42d1-95d4-a6ef460b2eb2 22 DEC 2017
Fuel temperature lower than 0 °C - MC light flashing amber SC
with engine running - FUEL 1(2) TEMP LO amber message on
EWD
- Amber fuel temperature indication on Engine
SD page
FUEL 1(2) ABNORMAL TEMP
_d5badcac-cc58-4782-922d-d352789a45e0 02 JUN 2016
FUEL 1(2) ABNORMAL TEMP A28.01

■ If FUEL TEMP > 50 °C
May generate engine surges or flame out.
▶ OIL TEMP : MONITOR
Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow reduces fuel
temperature.
▶ ENG PARAMETERS : MONITOR
■ If FUEL TEMP < 0 °C
If repair cannot be done, anti-ice additive will be added for next refuelling in the fuel supply
system.
Note
If repair can not be done, use anti-ice additive for next refueling.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL CLOG-Alert
_05927cb4-59a9-4b19-99dc-4b7b016c60ab 02 AUG 2017
Pressure difference between filter - MC light flashing amber SC
inlet and outlet over 25 psi. - ENG FUEL CLOG amber message on EWD
- CLOG amber message flag on ENG
Secondary SD page
FUEL CLOG
_2022f6a1-edb7-4257-88bf-dc9082c1eb4c 08 DEC 2017
A28.02 FUEL CLOG

■ If FUEL CLOG 1+2 lights come on:
▶ ENG (1+2) PARAMETERS : MONITOR
■ If abnormal engine parameters
▶ LAND ASAP
Note
Fuel contamination may be suspected.
■ If only FUEL CLOG 1(2) light comes on
▶ ENG (affected) PARAMETERS : MONITOR
FUEL FEED LO PR-Alert
_e1dd1bcb-fb04-4b42-8c9d-b9371e3b5cb7 31 JUL 2017
Engine feed low pressure - MC light flashing amber SC
- FUEL FEED LO PR amber message on
EWD
- Associated FEED LO PR amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL FEED LO PR
_22e3cbf6-0d71-4a29-8eac-96e138406950 28 NOV 2017
FUEL FEED LO PR A28.03

▶ FUEL PUMP (affected side)................................. ................................. CONFIRM ON
FEED LO PR light associated with FUEL PUMP RUN light identifies leak in fuel line. It
results in engine run down.
■ If engine runs down
- OR -
■ If fuel quantity decreases significantly
▶ LAND ASAP
CAUTION
X feed valve keep closed
▶ PL (affected ENG) .............................................. .............................................. FI
▶ CL (affected ENG) ................................................................ FTR THEN FUEL S.O.
▶ FUEL PUMP (affected side)....................................... ....................................... OFF
If FUEL PUMP RUN light goes OFF, pump system is defective and a FUEL X FEED
attempt must be performed in order to restore engine supply. Maximum fuel unbalance
has to be considered.
FUEL LEAK DETECTION
_c5c519a6-04c7-43c7-b3a2-890deaf462f4 05 JUL 2019
FUEL LEAK DETECTION A28.04

A fuel leak may be detected by:
- FUEL mismatch or FUEL UNBALANCED alerts frequently generated
- Sum of fuel tanks (1+2) quantity + fuel used (1+2) significantly less than fuel at
departure
- Total fuel quantity decreasing at an abnormal rate
- Fuel unbalance
- Tank emptying too fast (leak from engine or a hole in a tank)
- Excessive fuel flow (leak from engine)
- Fuel smell in the cabin
- Fuel spray from engine or wing tip (leak from engine or hole in tank).
■ If fuel leak suspected:
▶ FUEL LEAK procedure ( A28.05 ) ..................................................................APPLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL LEAK
_2c399503-39ec-45a9-a888-d9f8c0d19764 26 NOV 2017
A28.05 FUEL LEAK

■ If leak confirmed
▶ LAND ASAP
■ If leak from engine (excessive fuel flow or feed spray from engine)
▶ PL (affected ENG) .......................................................................................... FI
▶ CL (affected ENG) ............................................................ FTR THEN FUEL S.O.
▶ FUEL PUMP (affected side)..................................... ..................................... OFF
▶ FIRE HANDLE (affected ENG).................................. .................................. PULL
■ If excessive fuel flow was identified before engine shutdown
FUEL X FEED VALVE CAN BE OPENED.
■ In all other cases
▶ FUEL X FEED : KEEP CLOSED
■ If leak not located
Must remain closed to prevent the leak affecting both tanks.
● Before landing
▶ ATC ......................................................................................................NOTIFY
FUEL LO LVL-Alert
_debe182a-77de-4d2e-b97b-fe222fa38c29 06 FEB 2020
Fuel quantity indication below - MC light flashing amber SC
160 kg (352 lb) - FUEL LO LVL amber message on EWD
- OR - - Associated tank LO LVL amber message on
Engine SD page
Feeder tank not full
- Feeder tank is amber with fuel quantity in
amber on MFD (level between 160 kg and
50 kg) or in red reverse video (level below
50 kg)
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL LO LVL
_93f86aab-8017-4114-b7f5-16a7331c3f5c 20 FEB 2020
FUEL LO LVL A28.06

▶ EXCESSIVE AIRCRAFT ATTITUDES : AVOID
■ If FUEL LO LVL on both tanks
▶ LAND ASAP
■ If FUEL LO LVL on one tank only
■ If leak suspected
▶ FUEL LEAK procedure ( A28.05 ) ..............................................................APPLY
■ If no leak suspected
■ If Fuel Quantity Indication < 160 kg (352 lb)
▶ FUEL X FEED ............................................. ............................................. ON
■ If Fuel Quantity Indication ≥ 160 kg (352 lb)
▶ FUEL COMSUMPTION : MONITOR
▶ UNUSABLE FUEL IN AFFECTED TANK : 130 kg (287 lb)
The feeder jet pump of the affected tank is unavailable..
_f41d681b-9f99-445c-84ff-0d825a861a08 07 FEB 2020
- After fuel pump is selected ON, feeder tank is full within 10 min
- The LO LVL local-alert for each side will be triggered by:
o The fuel remaining indicated on Fuel Quantity Indication, when it is less than
160 kg (352 lb)
o The secondary low level detection system, when feeder tank is not entirely full.
FUEL MISMATCH-Alert
_b6b269d6-568e-4983-8603-45123caf9798 28 JUL 2017
Difference between fuel quantity - MC light flashing amber SC
computed by FMS and fuel - FUEL MISMATCH amber message on EWD
quantities processed by the FCU is
greater than 200 kg (440 lb) during
more than 10 s (on ground) or 60 s
(in flight).
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL MISMATCH
_7edc6479-f656-4485-850a-1294587de1c5 12 FEB 2016
A28.07 FUEL MISMATCH

■ If leak suspected
■ If normal fuel condition
▶ FOB................................... ................................... UPDATE IN CRZ PITCH RANGE
Note
CRZ PITCH RANGE : 3 ° DN ; 5 °UP
_75d27f6a-d690-496a-b760-c3c7283e778f 13 FEB 2020
Spurious FUEL MISMATCH alert could be experienced. Recovery time of the Fuel Quantity
Indication (FQI) accuracy could take more than 1 minute after level off,and could trigger FUEL
MISMATCH alert without any fuel leak.
This alert is no longer displayed, when the difference between FQI and Fuel On Board (FOB)
becomes lower than 100 kg (221 lbs).
FUEL UNBALANCED-Alert
_8da0ea16-1343-4b1c-9901-00a97c429d2a 21 MAY 2019
Discrepancy greater than 200 kg - MC light flashing amber SC
(440 lb) between left and right tanks - FUEL UNBALANCED amber message on
fuel quantities. EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FUEL UNBALANCED
_e5187a5a-038d-4f45-8503-1a06d542c41d 04 MAR 2021
FUEL UNBALANCED A28.08

■ If FUEL LEAK suspected
■ If normal fuel condition
■ If LEFT TANK QTY > RIGHT TANK QTY
▶ FUEL X FEED ........................................................................................IN LINE
Both PUMP RUN lights come on green.
▶ FUEL PUMP LEFT...................................... ...................................... CHECK ON
Check that RUN light is on.
▶ FUEL PUMP RIGHT.......................................... .......................................... OFF
Turn off the electrical pump of the opposite tank. The motive flow valve of the
associated jet pump closes, and the OFF light comes on white.
● When fuel balanced
▶ FUEL PUMP RIGHT......................................... ......................................... ON
RUN light comes on green.
▶ FUEL X FEED......................................................................................X LINE
■ If LEFT TANK QTY < RIGHT TANK QTY
▶ FUEL X FEED ........................................................................................IN LINE
Both PUMP RUN lights come on green.
▶ FUEL PUMP RIGHT..................................... ..................................... CHECK ON
Check that RUN light is on.
▶ FUEL PUMP LEFT........................................... ........................................... OFF
Turn off the electrical pump of the opposite tank. The motive flow valve of the
associated jet pump closes, and the OFF light comes on white.
● When fuel balanced
▶ FUEL PUMP LEFT.......................................... .......................................... ON
RUN light comes on green.
▶ FUEL X FEED......................................................................................X LINE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.29 HYDRAULIC POWER
HYD BLUE (GREEN) LO LVL-Alert
_4b2a93c4-c091-4dc3-93f7-d2b29a2f4446 03 AUG 2017
Tank compartment fluid quantity - MC light flashing amber SC
below 2.5 l - HYD BLUE (GREEN) LO LVL amber
message on EWD
- LO LVL amber message on ACW HYD SD
page
- Associated LO LVL amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD BLUE (GREEN) LO LVL
_773279f9-2031-499b-8fcf-8463d1ce3831 04 MAR 2021
HYD BLUE (GREEN) LO LVL A29.01

■ If blue hydraulic system affected
▶ HYD X FEED........................................... ........................................... CHECK OFF
X FEED remains closed and X FEED valve operation is automatically inhibited.
▶ HYD BLUE PUMP............................................................................................OFF
▶ HYD AUX PUMP.............................................. .............................................. OFF
▶ HYD BLUE SYS LOST EQUIPMENT LIST.......................... .......................... CHECK
● For approach
● At landing
N/W STEERING LOST
▶ DIFFERENTIAL BRAKING : USE
Emergency/Parking Brake system permits at least six applications of braking at full
breaking pressure from the parking brake accumulator.
■ If green hydraulic system affected
▶ HYD X FEED........................................... ........................................... CHECK OFF
X FEED remains closed and X FEED valve operation is automatically inhibited.
▶ HYD GREEN PUMP............................................ ............................................ OFF
▶ LDG DIST (Refer to OPSDATA)......................................................MULTIPLY BY 1.5
▶ HYD GREEN SYS LOST EQUIPMENT LIST..................................................CHECK
● Before landing
NORMAL BRAKING LOST
Note
▶ LDG GEAR GRAVITY EXTENSION procedure ( A32.03 ) .............. .............. APPLY
If go-around to be performed, landing gear will not retract.
● After touchdown
▶ REVERSE............................................. ............................................. AS RQRD
▶ BRAKE HANDLE...................................................................... EMER/AS RQRD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD BLUE SYS LOST EQUIPMENT LIST
_7d62bcad-a994-4250-b37d-b75af802d7e7 29 NOV 2017
Flight Controls Landing Gear
- FLAPS - PARKING BRAKE
- SPOILERS - EMER BRAKE (accumulator allows at least
- N/W STEERING 6 applications of braking force at full braking
Propellers pressure)
- PROP BRAKE
HYD GREEN SYS LOST EQUIPMENT LIST
_8cf94458-301c-43fb-9b3b-3a3d165ab67f 28 JAN 2021
- TLU LO SPEED memo - LDG GEAR EXTENSION
- LDG GEAR RETRACTION
- NORMAL BRAKE
HYD BLUE (GREEN) LO PR-Alert
_e323ef4a-8a3d-4624-9f2f-1c2910e6deab 03 AUG 2017
Pump delivery pressure below - MC light flashing amber SC
1 500 psi - HYD BLUE (GREEN) LO PR amber
message on EWD
- LO PR amber message on ACW HYD SD
page
- Associated pump LO PR amber light on
overhead panel
HYD BLUE (GREEN) LO PR
_098137bc-857a-40d8-a354-0913db80e84e 05 JUL 2019
A29.02 HYD BLUE (GREEN) LO PR

▶ HYD (affected) PUMP ............................................ ............................................ OFF
▶ HYD X FEED................................................... ................................................... ON
Failed system users supplied by the non affected pump.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD BLUE (GREEN) OVHT-Alert
_90cfc113-c088-4afd-a413-7fb943a7d171 03 AUG 2017
Pump housing drain line - MC light flashing amber SC
temperature above 121 °C - HYD BLUE (GREEN) OVHT amber
message on EWD
- OVHT amber message on ACW HYD SD
page
- Associated OVHT amber light on
overhead panel
HYD BLUE (GREEN) OVHT
_e1160674-5890-4625-9943-4f2fd7ee43df 05 JUL 2019
HYD BLUE (GREEN) OVHT A29.03

▶ HYD (affected) PUMP ............................................ ............................................ OFF
▶ HYD X FEED................................................... ................................................... ON
Failed system users supplied by the non affected pump.
An attempt to restore the system may be performed after OVHT alert turns off.
HYD BLUE AND GREEN PUMPS LOSS-Alert
_ad1b68de-ab46-4850-9716-323418bf67b1 28 JUL 2017
Loss of hydraulic pump information - MC light flashing amber SC
- HYD PUMPS LOSS amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD BLUE AND GREEN PUMPS LOSS
_0bf07a71-6342-4624-a76c-f95c0757324a 04 MAR 2021
A29.04 HYD BLUE AND GREEN PUMPS LOSS

▶ HYD BLUE PUMP............................................... ............................................... OFF
▶ HYD X FEED............................................ ............................................ CHECK OFF
▶ HYD BLUE SYS LOST EQUIPMENT LIST........................................................CHECK
▶ HYD GREEN SYS LOST EQUIPMENT LIST.......................... .......................... CHECK
● Before landing
NORMAL BRAKING LOST
Note
▶ HYD BLUE PRESSURE....................................... ....................................... CHECK
▶ FLAPS 15............................................... ............................................... AS RQRD
LDG GEAR CANNOT BE RETRACTED
▶ FLAPS 35............................................... ............................................... AS RQRD
● After touchdown
▶ REVERSE............................................... ............................................... AS RQRD
▶ BRAKE HANDLE..................................... ..................................... EMER/AS RQRD
_439bdc67-eb87-4298-915e-22c6b8097819 07 DEC 2017
- PROP BRAKE
Note
Blue system is recovered when LDG GEAR
lever is down.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_79643d6e-1ab4-4fcb-b572-c6bf25a80775 28 JAN 2021
- NORMAL BRAKE
HYD BLUE AND GREEN SYS LOSS-Alert
_65c1e6f0-3bad-4727-8a5d-98eac9f6444f 28 JUL 2017
Loss of both hydraulic systems - MC light flashing amber SC
- HYD SYS LOSS amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD BLUE AND GREEN SYS LOSS
_eb2c11dd-6ae0-41d9-b811-bb241c77bbfe 08 FEB 2021
A29.05 HYD BLUE AND GREEN SYS LOSS

▶ HYD BLUE PUMP............................................... ............................................... OFF
▶ HYD AUX PUMP................................................................................................OFF
▶ HYD GREEN SYS LOST EQUIPMENT LIST.......................... .......................... CHECK
▶ HYD BLUE SYS LOST EQUIPMENT LIST........................................................CHECK
● For approach
▶ GPWS ............................................... ............................................... FLAP OVRD
▶ VAPP (Refer to OPSDATA).......................... .......................... VmHB0 + WIND EFFECT
▶ LDG DIST (Refer to Landing Distance)...... ...... MULTIPLY LDG DIST FLAPS 35 BY 2.1
● Before landing
NORMAL BRAKING LOST
Note
● During flare
▶ PITCH ATTITUDE : DO NOT EXCEED 8 °
Tail strike may occur (depending upon vertical speed).
● For FLAPS 0 landing
● At 10 ft
▶ ENG POWER.................................. .................................. SLOWLY REDUCE
● After touchdown
▶ REVERSE............................................... ............................................... AS RQRD
▶ BRAKE HANDLE.......................................................................... EMER/AS RQRD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_23e49395-306e-4c23-9de1-d2014dd94304 08 DEC 2017
- PROP BRAKE
_18d5197b-6028-4bb5-8611-ec0e5ceb9dc5 28 JAN 2021
- NORMAL BRAKE
HYD AUX LO PR-Alert
_dfe62288-ed4d-4c78-bc6a-f2c0f2421a9e 28 JUL 2017
Pump delivery pressure below - MC light flashing amber SC
1 500 psi - HYD AUX LO PR amber message on EWD
- AUX HYD LO PR amber message on ACW
HYD SD page
- AUX PUMP LO PR amber light on
overhead panel
HYD AUX LO PR
_a2000060-9324-4a51-87c3-ed06601b3715 21 OCT 2016
HYD AUX LO PR A29.06

▶ HYD AUX PUMP................................................................................................OFF
HYD AUX OVHT-Alert
_8bd8d63c-f2cf-45ed-8555-48e54fdf9b18 31 JUL 2017
Pump housing drain line - MC light flashing amber SC
temperature above 121 °C - HYD AUX OVHT amber message on EWD
- OVHT amber message on ACW HYD SD
page
- AUX PUMP OVHT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

HYD AUX OVHT
_07c2a700-7763-433d-bd7e-f53566c6f81f 21 OCT 2016
A29.07 HYD AUX OVHT

▶ HYD AUX PUMP................................................................................................OFF
In case of overheat, an attempt to restore the system may be performed after OVHT alert
turns off.
ABN.30 ICE AND RAIN PROTECTION
ABN.30.1 ANTI ICING
ANTI ICING HORNS 1(2) FAULT-Alert
_a37241b2-bd78-4fae-8043-b6caee112a38 29 NOV 2017
Power loss on a horn anti ice unit. - MC light flashing amber SC
- A-ICING HORNS 1(2) amber message on
EWD
- HORN 1(2) amber message on Memo Panel
- Associated FAULT amber light on
overhead panel
ANTI ICING HORNS 1(2) FAULT
_6d786588-d174-4815-8719-f57398c6c063 10 JAN 2017
A30.01 ANTI ICING HORNS 1(2) FAULT

▶ ANTI ICING HORNS (affected side)......................................................................OFF
● Every 5 min
▶ FLIGHT CONTROLS......................................................................CHECK FREE
Prevent ice accretion between flight controls and related fixed parts of aircraft structure
which can generate flight control jamming.
_51d9485d-727b-4d25-a974-38345ad2ea01 18 FEB 2016
One unit controls rudder and left elevator horns and another one controls ailerons and right
elevator horns.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ANTI ICING PROP 1(2) FAULT-Alert
_57f2bd9f-b190-4cae-834b-ec9f7a88d4ca 19 DEC 2017
One or more blade anti icing - MC light flashing amber SC
inoperative - A-ICING PROP 1(2) amber message on
EWD
- PROP 1(2) amber message on Memo Panel
- Associated FAULT amber light on
overhead panel
ANTI ICING PROP 1(2) FAULT
_54c30b8a-391c-4267-8e6b-a52e783893e2 28 NOV 2017
ANTI ICING PROP 1(2) FAULT A30.02

▶ ANTI ICING PROP (affected side).................................... .................................... OFF
■ If propeller unbalance becomes excessive due to ice
● For 5 min
▶ CL 1+2.......................................................................................... 100 % OVRD
Modify centrifugal forces in order to eliminate ice.
_b68485af-b5ba-4814-9a80-5dbf68542be0 05 APR 2017
The electric heat elements on the propeller blades are powered alternatively obeying system
cycles. The fault light will come on only when the cycle is on the failed heat element(s).
ABN.30.2 DE ICING
AIRFRAME AIR BLEED FAULT (DE ICING)-Alert
_5ba26b44-f2f8-4a9a-9308-f31dfdd06e81 04 SEP 2019
Low pressure in deicing common air - MC light flashing amber SC
manifold (P<14 psi) - A-ICING BLEED amber message on EWD
- OR - - AFR AIR BLEED FAULT amber light on
overhead panel
Overtemperature (T>230 °C)
upstream pressure regulating valve
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AFR AIR BLEED FAULT
_705be88b-52c2-4652-adb5-e9db1dd7b450 04 MAR 2021
A30.05 AFR AIR BLEED FAULT

▶ AFR AIR BLEED................................................ ................................................ OFF
■ If DE ICING ENG FAULT light comes on after 6 s
▶ DE ICING ENG (affected side)..................................... ..................................... OFF
▶ AFR AIR BLEED............................................... ............................................... ON
▶ AFR AIR BLEED FAULT light................................ ................................ CHECK OFF
■ If DE ICING ENG FAULT light stays OFF on both sides
▶ DE ICING AIRFRAME FAULT procedure ( A30.07 ) .................... .................... APPLY
DE-ANTI ICING MODE SEL AUTO FAULT-Alert
_a3e718e2-2614-47f7-a703-9d1048da1b6b 31 JUL 2017
MFC 1B or 2B and/or ADC failure - MC light flashing amber SC
- OR - - A-ICING AUTO amber message on EWD
- DE ICING MODE SEL FAULT amber light on
Outputs not in accordance
overhead panel
DE-ANTI ICING MODE SEL AUTO FAULT
_0e5926b3-770a-451e-8873-24efa7c0e08d 28 NOV 2017
A30.06 DE-ANTI ICING MODE SEL AUTO FAULT

▶ DE-ANTI ICING MODE SEL AUTO......................................................................MAN
■ If SAT < -10 °C
▶ ANTI ICING MODE SEL SAT < -10 C° ................................ ................................ ON
■ If SAT < -20 °C
▶ ANTI ICING MODE SEL SAT < -10 C° ................................ ................................ ON
▶ DE ICING SAT < -20 C° ................................................................................SLOW
_93452701-b277-4716-9003-14876f578679 18 FEB 2016
In case of FAULT or difference between ADCs information and until flight crew action:
- High speed boots activation is selected (airframe + engines)
- High power cycle (20/60) is selected (propellers)
- If cycle failure is indicated by FAULT light on MODE SEL guarded pushbutton, apply DE
ICING MODE SEL FAULT procedure.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DE ICING AIRFRAME FAULT-Alert
_b244852c-4f3e-4ef4-91bf-85cc904f23fc 31 JUL 2017
Distribution valve output controlled - MC light flashing amber SC
open but no downstream pressure - A-ICING FRAME amber message on EWD
detected - AIRFRAME amber message on Memo Panel
- OR - - AIRFRAME FAULT amber light on
overhead panel
Distribution valve output controlled
closed but downstream pressure
detected
DE ICING AIRFRAME FAULT
_88f7075d-af8c-4c1f-9068-3cdad5c1250c 27 NOV 2017
DE ICING AIRFRAME FAULT A30.07

▶ IAS (Refer to OPSDATA)..................... ..................... NOT LESS THAN Vmin OPS + 15 kt
▶ VAPP (Refer to OPSDATA)..............................................NOT LESS THAN VREF + 15 kt
▶ SPD TGT ................................................ ................................................ MAN SEL
▶ DE ICING AIRFRAME............................................ ............................................ OFF
▶ LDG DIST (Refer to Landing Distance)............................................MULTIPLY BY 1.2
DE ICING MODE SEL FAULT-Alert
_666636c9-8108-4aea-aa2f-b2610fdc72d5 31 JUL 2017
Incorrect deicing cycles schedule - MC light flashing amber SC
- A-ICING SEL amber message on EWD
- AIRFRAME amber message on Memo Panel
- ENG 1 amber message on Memo Panel
- ENG 2 amber message on Memo Panel
- DE ICING MODE SEL FAULT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DE ICING MODE SEL FAULT
_a3c11962-054d-4095-88a2-a5efb3de1ffb 28 NOV 2017
A30.08 DE ICING MODE SEL FAULT

▶ DE ICING MODE SEL.......................................... .......................................... OVRD
ENG and AIRFRAME FAULT lights are inhibited. Boots cycling only operate according to
FAST mode.
▶ DE ICING : MONITOR
■ If ENG 1(2) FLAME OUT in flight
Very large ice accretion on the engine air intake may generate an engine flame out when
the ice breaks free.
▶ DE ICING MODE SEL ........................................................................RELEASE PB
To avoid flame out of the operative engine as the functioning of the device is sequential.
_55c1b70d-725d-4fc6-a2ed-f1a35c38e988 18 FEB 2016
- The OVRD mode enables to operate engines and airframe dual distribution valves in
case of engine boots primary control failure
- DE ICING MODE SEL pb OVRD must be used if there is evidence of boots cycling
malfunctioning even if DE ICING MODE SEL FAULT is not turn on.
_0b4f4b14-380d-4681-b61e-be38de74fd97 23 APR 2020
Distribution valve output controlled - MC light flashing amber SC
open but no downstream pressure - A-ICING ENG 1(2) amber message on EWD
detected - ENG 1(2) amber message on Memo Panel
- OR - - Associated FAULT amber light on
overhead panel
Distribution valve output controlled
closed but downstream pressure
detected
- OR -
AFR AIRBLEED pb selected OFF
and air temperature upstream of the
de icing valve exceeds 230 °C
- OR -
Inflation sequencing of engine boots
A or B is not correct
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DE ICING ENG 1(2) FAULT
_d59bcb90-dd29-4d71-b5a6-2a21423d324e 05 JUL 2019
DE ICING ENG 1(2) FAULT A30.09

▶ DE ICING ENG (affected side)...................................... ...................................... OFF
_599da787-426a-4c5a-9241-aeca5c337ab0 04 SEP 2019
- 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 could generate an engine DE ICING FAULT alert before DE
ICING MODE SEL FAULT. Engine DE ICING could be recovered by selecting DE ICING
MODE SEL OVRD.
ABN.30.3 DETECTION
ICE DETECT FAULT-Alert
_d6b2d3c2-11fb-437d-95af-8dca61e77f53 31 JUL 2017
Ice detector failure - MC light flashing amber SC
- A-ICING DETECT amber message on EWD
ICE DETECT FAULT
_65c9911d-508d-4fd0-807a-4ac525b07789 30 NOV 2021
ICE DETECT FAULT A30.10

Ice accretion is primarily detected by observing IEP, as well as observing windshield,
airframe leading edges, wipers, and side windows.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.30.4 HTG
PROBES HTG FAILURE-Alert
_fdb37c9f-ea8a-46ef-aed0-e26378a95eaf 22 DEC 2017
Power loss on a probe anti-ice unit. - MC light flashing amber SC
- A-ICING ALPHA/ALPHAs amber message
on EWD
- A-ICING PIT CPT(F/O)(SBY) amber
message on EWD
- A-ICING TAT CPT(F/O) amber message on
EWD
- Associated ALPHA, TAT or PITOT amber
lights on overhead panel
PROBES HTG FAILURE
_e9a6e619-e9aa-4164-b5da-d8e479095a14 09 FEB 2021
A30.11 PROBES HTG FAILURE

■ If one CAPT/FO ALPHA PROBE HTG comes on
▶ STICK PUSHER / SHAKER : MONITOR
■ If both CAPT/FO ALPHA PROBE HTG come on
▶ STICK PUSHER-SHAKER FAULT procedure ( A27.13 ) ................. ................. APPLY
■ If any CAPT/FO PITOT/STAT/TAT PROBE HTG comes on
▶ ADC 1(2) FAILURE procedure ( A34.01 ) ........................... ........................... APPLY
■ If any STBY PITOT/STAT PROBE HTG comes on
▶ IESI IAS and ALT indications................................ ................................ DISREGARD
_cc050662-ab22-4f7d-87b9-a90444b884c2 12 FEB 2016
Erroneous indications may be displayed on associated equipment (Flight crew or IESI, TAT/
SAT) due to loss of probe heating.
SIDE WINDOW HTG FAULT-Alert
_76bf3f27-aa69-48ea-840f-dfd68275645e 31 JUL 2017
Loss of side window heating - MC light flashing amber SC
- A-ICING WINDOWS amber message on
EWD
- SIDE WINDOWS amber message on Memo
Panel
- SIDE WINDOWS FAULT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

SIDE WINDOW HTG FAULT
_bda1a265-203e-4bc5-95f3-1f274809e68b 03 JUN 2016
SIDE WINDOW HTG FAULT A30.12

▶ SIDE WINDOW pb .............................................. .............................................. OFF
_3509c5a4-2a6e-461e-8df2-846aaa281843 31 JUL 2017
Loss of windshield heating - MC light flashing amber SC
- A-ICING L(R) WSHLD amber message on
EWD
- Associated WINDSHIELD HTG FAULT
amber light on overhead panel
WINDSHIELD HTG FAULT
_840d2980-2ea8-43ce-96c0-846d61ed2af6 14 DEC 2016
WINDSHIELD HTG FAULT A30.13

▶ WINDSHIELD HTG pb (affected side)................................. ................................. OFF
ABN.30.5 MPC
APM FAULT-Alert
_e1b5ec0b-9f51-41a1-9650-10eb970e44e7 19 DEC 2017
APM function inoperative - MC light flashing amber SC
- APM FAULT amber message on EWD
- APM indicator pb FAULT amber light on
center panel
APM FAULT
_251d2f3c-39e1-4615-88f0-72faeeae90c6 04 MAR 2021
APM FAULT A30.14

▶ APM..................................................................................................................OFF
▶ ICING CONDITIONS : MONITOR
▶ SPEED : MONITOR
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DEGRADED PERF-Alert
_b3fba23d-dae5-40e3-88e4-af1887aaec7b 19 DEC 2017
In level flight: Drag abnormally high - MC light flashing amber SC
AND IAS significant decrease - DEGRADED PERF amber message on
compared to max cruise speed EWD
- OR - - DGD PERF amber message on FMA
In climb: Drag abnormally high AND
loss of rate of climb
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DEGRADED PERF
_21af13e6-9967-4209-95b1-e01f659dd40f 05 JUL 2019
DEGRADED PERF A30.15

▶ IAS : MAINTAIN ABOVE ICING BUG +10 kt
▶ IAS & V/S : MONITOR
Speed and vertical speed must be closely monitored to assess any aircraft performance
evolution.
▶ FLIGHT PATH : AMEND
The flight crew must review the flight trajectory according to the environment and the aircraft
performance assessment.
Refer to ADVERSE WEATHER for additional information.
Note
- It is recommended to accelerate above icing bug + 30 kt.
- Refer to OPSDATA to determine recommended maximum icing Flight Level.
In case of DEGRADED PERF, it is recommended to accelerate above ICING BUG + 30 kt.

If acceleration has to be delayed for operational reasons, IAS must be maintained above
ICING BUG + 10 kt.
■ If in icing condition
▶ ANTI ICING systems..............................................................................CHECK ON
▶ DE ICING systems........................................ ........................................ CHECK ON
■ If not able to accelerate and maintain IAS above icing bug +30 kt
▶ AP ...................................................... ...................................................... OFF
The use of autopilot is authorised when IAS is above ICING BUG +30 kt or during the
acceleration to ICING BUG + 30 kt.
The use of autopilot is restricted to anticipate manoeuvrability degradation in case of
undetected further degradation to SEVERE ICING conditions.
Note
Refer to PRO.NNO.ABN.30.5.A30.16 SEVERE ICING DETECTION for severe icing
indications information.
■ If any severe icing indication
▶ SEVERE ICING procedure ( E99.08 ) ............................ ............................ APPLY
The flight crew must maintain the aircraft performance above limits defined in SEVERE
ICING DETECTION paragraph, and should not consider these values as targets. If the
performance tends to reduce towards those limits, the situation requires the application
of the emergency procedure SEVERE ICING.
cont'd…
PRO.NNO
PROCEDURES

cont'd…

Speed and icing conditions must be closely monitored as drag increase has been detected
by APM.
_b24d0148-03f9-44c5-b55e-1b9aba74e3bb 19 DEC 2017
Mainly appears in level flight after CRUISE SPEED LOW or in climb to inform the flight 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.
APM calculations are performed only if the following conditions are met:
- APM pb is ON
- SAT < 10 °C
- 2 engines operating
- Landing gear up
- FLAPS 0
- Ice accretion detected by ice detector -or- ICING AOA green light is ON -or-
AIRFRAME pb DE ICING is ON.
Note
In case of APM messages “DEGRADED-PERF” or “INCREASE-SPEED” Vmin OPS
automatically increase by 10 kt.
SEVERE ICING DETECTION
_0542fc4c-6eb7-439a-b570-9935ed5ffbb0 05 JUL 2019
A30.16 SEVERE ICING DETECTION

SEVERE ICING main indications :
- Ice covering all/substantial parts of unheated side window (visual cue)
- Unable to maintain IAS above ICING BUG +10 kt
- Unable to maintain V/S above 100 ft/min AVERAGE at icing bug +10 kt
- Abnormal vibrations
■ If any severe icing indication :
▶ SEVERE ICING procedure ( E99.08 ) ............................................................APPLY
Supplementary indications:
- Water splashing/streaming on the windshield
- Unusual 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
Weather conditions that can result in severe in-flight icing:
- Visible rain at temperatures close to 0 °C (SAT)
- Droplets that splash or splatter on impact at temperature close to 0 °C (SAT).
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

INCREASE SPEED-Alert
_27d8776b-e8a9-45c5-bd34-9898f3fa975f 19 DEC 2017
In level flight: Drag abnormally high - MC light flashing amber SC
AND IAS below ICING BUG +10 kt - INCREASE SPEED amber message on
- OR - EWD
- INCREASE SPEED amber message flashing
In climb: Drag abnormally high AND
on FMA
Loss of rate of climb AND IAS below
ICING BUG +10 kt
INCREASE SPEED
_540a3436-9a23-43cf-aa13-ad19fe5b6abb 05 JUL 2019
INCREASE SPEED A30.17

▶ IAS : ICING BUG +30 kt
The flight crew must maintain the speed above ICING BUG + 30 kt and must consider the
application of the emergency procedure SEVERE ICING..
▶ SEVERE ICING procedure ( E99.08 ) ............................... ............................... APPLY
_a9e1b18b-dd64-4281-89b4-83e4a40211a4 19 DEC 2017
Appears after DEGRADED PERF to inform the flight crew that the drag is abnormally high and
IAS is lower than ICING BUG +10 kt
APM calculations are performed only if the following conditions are met:
- APM pb is ON
- SAT < 10 °C
- 2 engines operating
- Landing gear up
- FLAPS 0
- Ice accretion detected by ice detector -or- ICING AOA green light is ON -or-
AIRFRAME pb DE ICING is ON.
Note
In case of APM messages “DEGRADED PERF” or “INCREASE SPEED” Vmin OPS
automatically increase by 10 kt.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.31 INDICATING AND RECORDING SYSTEMS
ABN.31.1 SINGLE FAILURE
MFC 1A FAULT-Alert
_4a4826a3-945b-4a10-949f-fd841d09b875 31 JUL 2017
MFC 1A FAULT - MC light flashing amber SC
- MFC 1A amber message on EWD
- MFC 1A FAULT amber light on
overhead panel
MFC 1A FAULT
_a77183b7-10bb-45b7-9c7a-3caf290d9c8d 10 NOV 2021
A31.01 MFC 1A FAULT

▶ MFC 1A.................................................... .................................................... RESET
■ If MFC 1A FAULT persists
▶ MFC 1A..........................................................................................................OFF
● Before takeoff
● In flight
▶ MFC 1A LOST EQUIPMENT LIST.............................. .............................. CHECK
Lost Equipment List
_2feab7aa-695b-4fa4-90b3-1893790a6927 12 FEB 2016
Lost Equipment List
Communication Doors
- MECH CALL IND - ALL DOORS UNLK ALERTS*
Landing gear
Note
- LDG GEAR PRIMARY UNSAFE UNLK IND
(*) INDICATIONS and MONITORING lost on
Air
system pages: refer to the overhead panel.
- BLEED HP VALVE 1
Electrical Power
- DC BUS 1 OFF ALERT
- INV 1 FAULT ALERT
_2003d8da-6637-43af-b6b8-dd092754e489 12 FEB 2016
Air is only bled from LP stage as Bleed HP valve 1 is lost. Pack performance is affected at low
engine power.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1B FAULT-Alert
_e4f9eb58-3626-4f2b-80d6-cb61ea559881 31 JUL 2017
MFC 1B FAULT - MC light flashing amber SC
- MFC 1B amber message on EWD
- MFC 1B FAULT amber light on
overhead panel
MFC 1B FAULT
_3cdff7e1-cb23-431c-9d77-d65cd4313173 10 NOV 2021
MFC 1B FAULT A31.02

▶ MFC 1B.................................................... .................................................... RESET
■ If MFC 1B FAULT persists
▶ MFC 1B..........................................................................................................OFF
● Before takeoff
▶ PACK VALVE 1............................................................................................OFF
To avoid any overheat problem as ground turbo fan 1 is lost.
To improve racks cooling as WOW signal is lost.
● After takeoff
▶ L/G : KEEP DOWN 1 MINUTE EXCEPT IN CASE OF EMERGENCY
Keep down for cooling as hot brakes indication lost.
▶ PACK VALVE 1+2..........................................................................................ON
● In flight
▶ OVBD VALVE........................................ ........................................ FULL CLOSE
▶ MFC 1B LOST EQUIPMENT LIST.............................. .............................. CHECK
● After landing
▶ PACK VALVE 1............................................................................................OFF
Relieves the ΔP as outflow valves do not fully open.
● At parking
CAUTION
Carefully monitor ΔP before door opening.
▶ PACK VALVE 1+2............................................ ............................................ OFF
▶ COCKPIT COM HATCH...................................... ...................................... OPEN
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_126d21cd-4f9e-4f54-bb90-07cc9f0c8160 11 MAR 2021
Lost Equipment List
Communication Electrical Power
- CVR ERASE CTL - DC STBY BUS UNDV DETECT
Landing gear - INV 1 FAULT ALERT
- LH/RH BRAKE OVERTEMP ALERTS Hydraulic
Air - HYD GREEN PUMP LO PR ALERT
- OUTFLOW VALVE OPENING AFTER
LANDING
- OVBD VALVE AUTO FUNCTIONING
- GROUND COOLING TURBO FAN 1
- BLEED VALVE 1 FAULT IND
_0fb61b1c-f800-4c5b-a9b1-e474a96d185d 12 FEB 2016
- ENG 1 OIL LO PRESS light remains ON when engine 1 is shut down.
- On ground, pressurization digital controller test capability is lost.
MFC 2A FAULT-Alert
_793d19d4-d29a-483a-bafb-8b4ebb628e32 31 JUL 2017
MFC 2A FAULT - MC light flashing amber SC
- MFC 2A amber message on EWD
- Associated MFC FAULT amber light on
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 2A FAULT
_f69f8a01-7415-43f9-a034-dbfc47f52a17 10 NOV 2021
MFC 2A FAULT A31.03

▶ MFC 2A.................................................... .................................................... RESET
■ If MFC 2A FAULT persists
▶ MFC 2A..........................................................................................................OFF
● Before takeoff
● In flight
▶ IDLE GATE : MONITOR
IDLE GATE FAIL amber alert is lost.
▶ AVIONICS VENT EXHAUST MODE............................. ............................. OVBD
OVBD partially open. Air ventilation is discharged overboard instead of being directed
to the underfloor valve.
▶ MFC 2A LOST EQUIPMENT LIST.............................. .............................. CHECK
● At touchdown
IDLE GATE FAIL amber alert is lost.
● After landing
Lost Equipment List
_78ae27ae-ae2d-4676-96f8-685ab656fc15 03 AUG 2017
Lost Equipment List
Air Engine Controls
- BLEED HP VALVE 2 - IDLE GATE AMBER WARNING
- AIR BLEED X FEED VALVE Ice & Rain protection
- OVBD VALVE AUTO FUNCTIONING - RH SIDE WINDOW ANTI ICING
- EXTRACT FAN Landing gear
Communication - LDG GEAR SECONDARY UNSAFE UNLK
- CREW CALL IND IND
- ATTND CALL IND - LDG GEAR SECONDARY GREEN
Doors ARROWS
- LEFT DOORS UNLK IND
Note
Electrical power
- DC BUS 2 OFF ALERT *
- INV 2 FAULT ALERT
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_be8877d7-de6f-4ecf-8705-8704c2ba8e05 12 FEB 2016
- Air is only bled from LP stage as Bleed HP valve 2 is lost. Pack 2 performance is affected
at low engine power.
- As extract fan is lost, avoid leaving avionics selected ON on ground for a long period of
time with high OAT.
MFC 2B FAULT-Alert
_7f9e5f97-391e-4a91-ba5a-217be4f2be12 31 JUL 2017
MFC 2B FAULT - MC light flashing amber SC
- MFC 2B amber message on EWD
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 2B FAULT
_20a61997-0e2a-4f7c-8692-0d7a8ec42a13 10 NOV 2021
MFC 2B FAULT A31.04

▶ MFC 2B.................................................... .................................................... RESET
■ If MFC 2B FAULT persists
▶ MFC 2B..........................................................................................................OFF
● Before takeoff
▶ PACK VALVE 2................................................................................................OFF
● After takeoff
▶ LDG GEAR : KEEP DOWN 1 MINUTE EXCEPT IN CASE OF EMERGENCY
Keep down for cooling as hot brakes indication lost.
▶ IEP : MONITOR
▶ PACK VALVE 1+2..............................................................................................ON
● In flight
▶ MFC 2B LOST EQUIPMENT LIST................................ ................................ CHECK
● After landing
▶ PACK VALVE 2................................................................................................OFF
● At parking
CAUTION
▶ PACK VALVE 1+2............................................................................................OFF
▶ COCKPIT COM HATCH........................................ ........................................ OPEN
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_0437ed42-a847-4cef-acb8-f82b6abff0da 10 FEB 2021
Lost Equipment List
Air Landing gear
- OUTFLOW VALVE OPENING AFTER - LDG GEAR SECONDARY UNSAFE UNLK
LANDING IND
- AVIONICS VENT OVBD VALVE AUTO - LDG GEAR SECONDARY GREEN
MODE ARROWS
- GROUND COOLING TURBO FAN 2 - BRAKE TEMP RH ALERT
- BLEED VALVE 2 FAULT IND
Note
Electrical Power
- INV 2 FAULT ALERT
Ice & Rain protection
- ICE DETECTION
- ANTI ICING F/O SIDE WINDOW CTL AND
IND *
_da18847a-4016-4cc7-9add-b7dec7dee2db 12 FEB 2016
ENG 2 OIL LO PRESS light remains ON if engine 2 is shut down.
ABN.31.2 DUAL FAILURE
_cf7c6891-7e12-4185-83f3-11b8cd65beb6 31 JUL 2017
MFC 1A + 1B FAULT - MC light flashing amber SC
- MFC 1A + 1B amber message on EWD
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1A+1B FAULT
_35c6e733-c930-4e92-a9cd-495f010f9159 10 NOV 2021
MFC 1A+1B FAULT A31.05

▶ MFC 1A.................................................... .................................................... RESET
● After MFC 1A RESET
▶ MFC 1B......................................................................................................RESET
■ If one MFC module recovered
▶ MFC (affected module) procedure..................................................................APPLY
■ If MFC 1A + 1B Fault persist
▶ MFC 1A + 1B................................................. ................................................. OFF
● Before takeoff
▶ PACK VALVE 1............................................................................................OFF
● In flight
▶ ANTI ICING PROP 1 ......................................... ......................................... OFF
ANTI ICING PROP 1 FAULT indication lost.
▶ DE ICING MODE SEL ............................... ............................... OVRD AS RQRD
▶ PACK VALVE 1 ............................................. ............................................. OFF
PACK VALVE 1 is lost without FAULT indication.
▶ ENG BLEED 1 ............................................................................................OFF
ENG BLEED 1 is lost without FAULT indication.
▶ OVBD VALVE ................................................................................FULL CLOSE
▶ ENG BLEED 1(2) FAULT procedure ( A36.04 ) ............................................APPLY
▶ GPWS ................................................... ................................................... OFF
Loss of radio altimeter information.
▶ MFC 1A + 1B LOST EQUIPMENT LIST.......................... .......................... CHECK
● Before landing
▶ ATPCS ................................................... ................................................... OFF
Autofeather on engine 1 lost. Check go-around performances with ATPCS OFF.
▶ VAPP (Refer to OPSDATA) ................... ................... NOT LESS THAN VmHB +10 kt
▶ SPD TGT ............................................. ............................................. MAN SEL
▶ LDG DIST (Refer to Landing Distance) .................. .................. MULTIPLY BY 1.15
cont'd…
PRO.NNO
PROCEDURES

cont'd…
● After landing
● At Parking
CAUTION
▶ PACK VALVE 2............................................................................................OFF
Lost Equipment List
_88db6649-7779-46be-b411-21420d309e52 10 FEB 2021
Lost Equipment List
Air Flight controls
- OUTFLOW VALVE OPENING AFTER - STICK PUSHER CTL AND IND
LANDING Hydraulic
- AVIONICS VENT OVBD VALVE AUTO - HYD GREEN PUMP LO PR ALERT
MODE Ice and Rain protection
- GROUND COOLING TURBO FAN 1 - ANTI ICING PROP 1 CTL AND FAULT IND
- BLEED VALVE 1 AND FAULT IND * *
- PACK VALVE 1 CTL AND FAULT IND * - DE ICING AIRFRAME (normal mode)
Communications - ANTI ICING CAPT SIDE WINDOW CTL
- MECH CALL IND AND FAULT IND *
- CVR ERASE CTL Landing gear
Doors - LDG GEAR PRIMARY UNSAFE UNLK IND
- DOORS UNLK IND * - BRAKE TEMP ALERT *
Electrical Power
Note
- DC STBY BUS UNDV DETECTION
- AC BUS 1 SPLY
- INV 1 FAULT ALERT
Engines
- ENG 1 UPTRIM
- ENG 1 AUTO FEATHER
_b856bfed-6f81-470c-9a2b-38f8d61550f4 27 APR 2020
See also MFC 1A FAULT (Refer to PRO.NNO.ABN.31.1.A31.01 MFC 1A FAULT) and MFC 1B
FAULT (Refer to PRO.NNO.ABN.31.1.A31.02 MFC 1B FAULT)
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1A+2A FAULT-Alert
_8475ee21-a835-4e53-b6df-f57097160087 31 JUL 2017
MFC 1A + 2A FAULT - MC light flashing amber SC
- MFC 1A + 2A amber message on EWD
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1A+2A FAULT
_a334edaa-d49b-4c6d-96cc-cd3a7b2dd06b 10 NOV 2021
A31.06 MFC 1A+2A FAULT

▶ MFC 1A.................................................... .................................................... RESET
▶ MFC 2A......................................................................................................RESET
■ If MFC 1A + 2A Fault persist
▶ MFC 1A + 2A................................................. ................................................. OFF
● Before takeoff
● In flight
▶ TLU sw .................................................................... HI or LO SPD based on IAS
Only TLU FAULT indication lost.
▶ GPWS ................................................... ................................................... OFF
Loss of radio altimeter information.
▶ MFC 1A + 2A LOST EQUIPMENT LIST.......................... .......................... CHECK
■ If airframe deicing is ON
▶ BOOTS INFLATION : MONITOR
AIRFRAME FAULT AMBER ALERT IS LOST.
● Below 1 000 ft AGL
AP OFF alert lost.
● Before landing
● At touchdown
● After landing
To improve racks cooling as WOW signal is lost. Relieves the ΔP as outflow valves do
not fully open.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_ab41a5e1-e7fd-44f5-acb2-37402aa29d82 29 JAN 2021
Lost Equipment List
Air Ice and Rain protection
- BLEED HP VALVE 1 + 2 - DE ICING AIRFRAME FAULT ALERT*
- AIR BLEED GRD X FEED - ANTI ICING F/O SIDE WINDOW
- AVIONICS VENT OVBD VALVE AUTO Landing gear
MODE - LDG GEAR CTL
- EXTRACT FAN - LDG GEAR PRIMARY UNLK IND
Autopilot - LDG GEAR SECONDARY UNLK IND
- AP OFF WARNING LIGHT - LDG GEAR PRIMARY GREEN ARROWS
- ALTITUDE ALERT LIGHT - LDG GEAR SECONDARY GREEN
Communications ARROWS
- MECH CALL IND Navigation
- ATTND CALL IND - RADIO ALTIMETER
- CREW CALL IND Doors
- RECORDERS (START/STOP) - ALL DOORS UNLK ALERTS*
Electrical Power Engines
- DC BUS 1 + 2 OFF ALERT* - IDLE GATE and associated ALERT*
- AC BUS 1 + 2 SPLY
Note
- INV 1 + 2 FAULT ALERT*
- EMER BAT CHG CTL
Flight controls
- FLAPS UNLK WARNING
- STICK PUSHER / SHAKER ALERT*
- RCU AUTO DISCONNECT
- TLU FAULT ALERT*
_a81c8a3a-9833-426b-9831-d71001a9abbc 27 APR 2020
See also MFC 1A FAULT (Refer to PRO.NNO.ABN.31.1.A31.01 MFC 1A FAULT) and MFC 2A
FAULT (Refer to PRO.NNO.ABN.31.1.A31.03 MFC 2A FAULT)
_96311c35-bebb-4608-b285-c6a033c9ff57 31 JUL 2017
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1A+2B FAULT
_a1fcbf82-85f2-440c-b98b-c9e2328c681a 10 NOV 2021
A31.07 MFC 1A+2B FAULT

▶ MFC 1A.................................................... .................................................... RESET
▶ MFC 2B......................................................................................................RESET
▶ MFC 1A + 2B................................................. ................................................. OFF
● Before takeoff
▶ PACK VALVE 2............................................................................................OFF
● In flight
▶ HYD BLUE PUMP ........................................... ........................................... OFF
▶ HYD X FEED ............................................... ............................................... ON
HYD BLUE pressure recovery. FLAPS control remains lost.
Recover all pneumatic deicers operations.
▶ MFC 1A + 2B LOST EQUIPMENT LIST.......................... .......................... CHECK
● Before landing
FLAPS CONTROL LOST
● After landing
▶ PACK VALVE 2 ............................................. ............................................. OFF
cont'd…
PRO.NNO
PROCEDURES

cont'd…
● At parking
CAUTION
▶ PACK VALVE 1+2 ........................................................................................OFF
▶ COCKPIT COM HATCH ............................................................................OPEN
Lost Equipment List
_83f3955e-111b-4b7f-9df8-f10fcd40b0da 29 NOV 2017
Lost Equipment List
Air Landing gear
- BLEED HP VALVE 1 - LDG GEAR CTL
- BLEED VALVE 2 ALERT * - LDG GEAR PRIMARY UNSAFE UNLK IND
- GROUND FAN 2 - LDG GEAR SECONDARY UNSAFE UNLK
- OUTFLOW VALVE OPENING AFTER IND
LANDING - LDG GEAR SECONDARY GREEN
- AVIONICS VENT OVBD VALVE AUTO ARROWS
MODE - RH BRAKE TEMP ALERT *
Communications Doors
- MECH CALL IND - ALL DOORS UNLK ALERTS *
Electrical Power
Note
- AC BUS 1 SPLY
system display: refer to the overhead panel.
- INV 1+2 FAULT ALERT *
Flight Controls
- FLAPS CTL
Hydraulic Power
- BLUE HYD PUMP CTL
Ice and Rain protection
- ANTI ICING F/O SIDE WINDOW + ALERT
*
- DE ICING/ANTI ICING ENG 1
- DE ICING/ANTI ICING ENG 2 ALERT *
- ICE DETECTION
_0885f3b6-c3e0-414e-913c-30c25214d0da 27 APR 2020
See also MFC 1A FAULT (Refer to PRO.NNO.ABN.31.1.A31.01 MFC 1A FAULT) and MFC 2B
FAULT (Refer to PRO.NNO.ABN.31.1.A31.04 MFC 2B FAULT)
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1B+2A FAULT-Alert
_8a64a7c9-d3cb-46b2-81e0-ebcd1b6ee9ec 31 JUL 2017
MFC 1B + 2A FAULT - MC light flashing amber SC
- MFC 1B + 2A amber message on EWD
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1B+2A FAULT
_ce9421aa-4a81-43fb-b9ee-8ee5c6305638 10 NOV 2021
MFC 1B+2A FAULT A31.08

▶ MFC 1B.................................................... .................................................... RESET
● After MFC 1B RESET
▶ MFC 2A......................................................................................................RESET
■ If MFC 1B + 2A Fault persist
▶ MFC 1B + 2A................................................. ................................................. OFF
● Before takeoff
▶ PACK VALVE 1............................................................................................OFF
● In flight
Recover all pneumatic deicers operations.
▶ MFC 1B + 2A LOST EQUIPMENT LIST.......................... .......................... CHECK
● Before landing
FLAPS CONTROL LOST
● At touchdown
● After landing
▶ PACK VALVE 1 ............................................. ............................................. OFF
not fully open.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
● At parking
CAUTION
▶ PACK VALVE 2 ............................................. ............................................. OFF
Lost Equipment List
_078bf355-bda1-451b-9477-72b180219827 09 OCT 2017
Lost Equipment List
Air Hydraulic Power
- BLEED VALVE 1 ALERT * - HYD GREEN PUMP LO PR ALERT *
- BLEED HP VALVE 2 Ice and Rain protection
- AIR BLEED X VALVE - DE ICING/ANTI ICING ENG 1 ALERT *
- OUTFLOW VALVE OPENING AFTER - DE ICING/ANTI ICING ENG 2
LANDING - F/O SIDE WINDOW ANTI ICING
- AVIONICS VENT OVBD VALVE AUTO Landing gear
MODE - LDG GEAR CTL
- GROUND FAN 1 - LDG GEAR SECONDARY UNSAFE UNLK
- EXTRACT FAN IND
Communications - LDG GEAR SECONDARY GREEN
- CREW CALL IND ARROWS
- ATTND CALL IND - BRAKE TEMP ALERT *
- CVR ERASE - IDLE GATE ALERT*
Electrical Power Doors
- DC BUS 2 OFF ALERT * - ALL DOORS UNLK ALERTS *
- AC BUS 2 SPLY
Note
- DC STBY BUS UNDV DETECT
- INV 1+2 ALERTS *
Flight controls
- FLAPS CTL
_57b69644-d386-4241-97a7-acf0a2001d4a 27 APR 2020
See also MFC 1B FAULT (Refer to PRO.NNO.ABN.31.1.A31.02 MFC 1B FAULT) and MFC 2A
FAULT (Refer to PRO.NNO.ABN.31.1.A31.03 MFC 2A FAULT)
MFC 1B+2B FAULT-Alert
_6cffaba2-2a63-487b-9acc-4097355a65c0 04 APR 2019
MFC 1B + 2B FAULT - MFC 1B + 2B amber message on EWD NIL
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 1B+2B FAULT
_8266aec5-db65-47f9-a716-956b7c220e1e 10 NOV 2021
MFC 1B+2B FAULT A31.09

▶ MFC 1B.................................................... .................................................... RESET
● After MFC 1B RESET
▶ MFC 2B......................................................................................................RESET
■ If MFC 1B + 2B Fault persist
▶ MFC 1B + 2B................................................. ................................................. OFF
● Before takeoff
▶ PACK VALVE 1+2............................................ ............................................ OFF
PACK FAULT indications lost.
● In flight
▶ OVERHEAD panel : MONITOR
FWS degraded: MC, MW, and most centralized alerts lost.
▶ IEP : MONITOR
▶ MFC 1B + 2B LOST EQUIPMENT LIST.......................... .......................... CHECK
● Before landing
Note
ATPCS operates, only ARM light inhibited.
▶ N/W STEERING ..........................................................................................OFF
LDG GEAR CANNOT BE RETRACTED.
● After touchdown
Touchdown protection lost.
▶ IDLE GATE lever ........................................... ........................................... PULL
Auto functioning lost.
▶ DIFFERENTIAL BRAKING ..................................... ..................................... USE
cont'd…
PRO.NNO
PROCEDURES

cont'd…
● After landing
CAUTION
▶ PACK VALVE 1+2 ........................................................................................OFF
To avoid any overheat problem as ground turbo fan 1 and 2 are lost.
not fully open.
▶ ANTI ICING HORNS ..................................... ..................................... RELEASE
▶ PROBE HTG ..............................................................................................OFF
Note
External power cannot be used.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_28465801-1154-40df-a4da-f0370e746abe 17 NOV 2017
Lost Equipment List
Air Indicating & Recording System
- BLEED VALVE 1+2 ALERT * - FWS MASTER WARNING
- GROUND FAN 1+2 - FWS MASTER CAUTION
- AIR BLEED GRD X VALVE - FWS AURAL ALERTS
- OUTFLOW VALVE OPENING AFTER - FWS AMBER ALERTS ON EWD
LANDING - FWS WARNING ALERT CONFIG ON EWD
- AVIONICS VENT OVBD VALVE AUTO - FWS WARNING ALERT PROP BRK ON
MODE EWD
Electrical Power - FWS WARNING ALERT ENG OIL ON
- DC STBY BUS UNDV DETECT EWD
- MAIN BAT CHG CTL Landing gear
- BAT DISCHARGE IN FLIGHT - LDG GEAR CTL
- INV 1+2 ALERT * - LDG GEAR SECONDARY UNSAFE UNLK
Flight controls IND
- FLAPS ASYM DETECTION - LDG GEAR SECONDARY GREEN
- STALL WARNING ARROWS
- STICK PUSHER INHIBITION - LDG GEAR lever LOCKED DOWN ON
- STICK SHAKER GROUND
- PITCH TRIM WHOOLER - LANDING GEAR NOT DOWN ALERT
- PITCH TRIM ASYM ALERT * - NOSEWHEEL STEERING
- AIL LOCK LIGHT (if applicable) - BRAKE TEMP ALERT *
Hydraulic Power Engine
- HYD GREEN PUMP LO PR ALERT - PROP BRAKE RED UNLK LT
Ice and Rain protection - ATPCS ARM LIGHT IND
- RH SIDE WINDOW ANTI ICING
Note
- RH SIDE WINDOW ANTI ICING ALERT *
- INHIBITION OF HORNS ANTI ICING ON
system display: Refer to the overhead panel.
GROUND
- ICE DETECTOR
_4a998746-70d1-4ab6-9500-7e727e4c2e8b 29 JAN 2021
After Touchdown, touchdown protection is lost.
See also MFC 1B FAULT Refer to PRO.NNO.ABN.31.1.A31.02 MFC 1B FAULT and MFC 2B
FAULT Refer to PRO.NNO.ABN.31.1.A31.04 MFC 2B FAULT
MFC 1B+2B FAULT is a caution alert even if no aural alert is triggered.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_f59a48f6-5bd0-4bfc-a7bf-3f5656915805 31 JUL 2017
overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

MFC 2A+2B FAULT
_1bf4e491-bc2f-4ff7-8135-cd8ee6ad0f77 10 NOV 2021
MFC 2A+2B FAULT A31.10

▶ MFC 2A.................................................... .................................................... RESET
▶ MFC 2B......................................................................................................RESET
▶ MFC 2A + 2B................................................. ................................................. OFF
● Before takeoff
▶ ENG BLEED 2.............................................. .............................................. OFF
ENG BLEED VALVE 2 FAULT indication lost.
▶ PACK VALVE 2............................................................................................OFF
PACK VALVE 2 FAULT indication lost.
● In flight
▶ IEP : MONITOR
▶ ANTI ICING PROP 2 ......................................... ......................................... OFF
ANTI ICING PROP 2 FAULT indication lost
▶ PACK VALVE 2 ............................................. ............................................. OFF
PACK VALVE 2 FAULT indication lost.
▶ ENG BLEED 2.............................................. .............................................. OFF
ENG BLEED VALVE 2 FAULT indication lost.
▶ ENG BLEED 1(2) FAULT procedure ( A36.04 ) ............................................APPLY
▶ MFC 2A + 2B LOST EQUIPMENT LIST ....................................................CHECK
● Before landing
▶ ATPCS ................................................... ................................................... OFF
Autofeather on engine 2 lost. Check go-around performances with ATPCS OFF.
▶ VAPP (Refer to OPSDATA)........................................NOT LESS THAN VmHB +10 kt
▶ SPD TGT ............................................. ............................................. MAN SEL
▶ LDG DIST (Refer to Landing Distance)......................................MULTIPLY BY 1.15
cont'd…
PRO.NNO
PROCEDURES

cont'd…
● At touchdown
● After landing
● At Parking
CAUTION
▶ PACK VALVE 1............................................................................................OFF
Lost Equipment List
_76399efd-939a-4bb1-b0a7-c5ce8487a729 04 APR 2017
Lost Equipment List
Air Landing gear
- BLEED HP VALVE 2 - IDLE GATE ALERT *
- BLEED VALVE 2 - LDG GEAR SECONDARY UNSAFE UNLK
- BLEED VALVE 2 ALERT * IND
- AIR BLEED X VALVE - LDG GEAR SECONDARY GREEN
- OUTFLOW VALVE OPENING AFTER ARROWS
LANDING - RH BRAKE TEMP ALERT *
- AVIONICS VENT OVBD AUTO MODE Engine
- GROUND FAN 2 - ENG 2 UPTRIM
- EXTRACT FAN - ENG 2 AUTO FEATHER
- PACK VALVE 2 - PROP BRAKE
- PACK VALVE 2 ALERT * Doors
Communications - ALL DOORS UNLK ALERTS *
- CREW CALL IND
Note
- ATTND CALL IND
Electrical Power
- AC BUS 2 SUPPLY
- INV 2 FAULT ALERT *
Flight controls
- STICK PUSHER
Ice and Rain protection
- ANTI ICING PROP 2
- ANTI ICING PROP 2 ALERT *
- DE ICING AIRFRAME BOOTS B
- ANTI ICING F/O SIDE WINDOW + ALERT
*
- ICE DETECTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_763a4e0b-74be-41ed-b1a0-ba86713deab7 12 FEB 2016
See also MFC 2A FAULT Refer to PRO.NNO.ABN.31.1.A31.03 MFC 2A FAULT and MFC 2B
FAULT Refer to PRO.NNO.ABN.31.1.A31.04 MFC 2B FAULT
ABN.31.3 OTHERS
FWS 1+2 LOSS-Alert
_e0717595-d4fe-42fd-bfbb-ab6767027327 06 JUN 2016
FWS not available - REFER TO QRH on Procedure Window NIL
FWS 1+2 LOSS
_aa8b9c60-5d56-45f2-8564-60b1ced32220 28 NOV 2017
FWS 1+2 LOSS A31.12

■ If Master Caution or Master Warning
▶ LOCAL ALERTS : MONITOR
■ If FPLN NOT available on ND
▶ AVNX SWITCH 1+2 LOSS procedure ( A34.15 ) ...................... ...................... APPLY
■ If FPLN available on ND
■ If TRIM indication not available on EWD
▶ AVNX CPM 1+2 LOSS procedure ( A34.18 ) ....................... ....................... APPLY
■ If TRIM indication available on EWD
▶ CABIN PRESS : MONITOR
▶ FWS 1+2 LOST EQUIPMENT LIST............................. ............................. CHECK
Lost Equipment List
_895cd43e-ba35-42f9-9f0c-d174d766c833 06 JUN 2016
Lost Equipment List
FWS Master Warnings
- FWS CAUTION alerts on EWD - ENG 1(2) OUT
- FWS WARNING alerts on EWD - 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
- FWS Electronic Checklists on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.32 LANDING GEAR
1 ANTISKID FAULT
ANTISKID FAULT-Alert
_1b049328-a9e6-417a-8acb-58fb90cf165d 31 JUL 2017
Antiskid channel loss (power loss or - MC light flashing amber SC
loss transducer or valve continuity) - WHEELS A-SKID amber message on EWD
- Associated F displayed amber on EWD
ANTISKID FAULT
_d2e6ba6c-ddb0-41a0-b8a8-c98f2801fcc9 27 NOV 2017
A32.01 ANTISKID FAULT

▶ ANTISKID..........................................................................................................OFF
Landing distance increased due to reduced braking efficiency.
● At touchdown
▶ REVERSE............................................... ............................................... AS RQRD
▶ NORMAL BRAKE.................................... .................................... USE WITH CARE
▶ BRAKE HANDLE..................................... ..................................... EMER/AS RQRD
2 BRK TEMP HOT
BRK TEMP HOT-Alert
_0a6123fe-546a-4999-9b9f-b2c6f96a3182 19 DEC 2017
Brake temperature over 150 °C - MC light flashing amber SC
- WHEELS BRK HOT amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

BRK TEMP HOT
_f9a20964-78c0-4074-88ca-b867c38b0941 01 FEB 2017
BRK TEMP HOT A32.02

● On ground
▶ PL................................................. ................................................. CHECK ON GI
Note
Taxi at low speed, use reverse if necessary.
After aborted takeoff aircraft must be stopped for 10 min and the WHEELS BRK HOT light
must be monitored as it may take up to 10 min before brakes temperature reaches its
maximum
▶ BRAKES......................................................................................USE WITH CARE
● At parking
▶ GROUND CREW........................................... ........................................... ADVISE
▶ WHEEL CHOCKS............................................................................................USE
▶ BRAKE HANDLE......................................................................................BRK OFF
● In flight
■ If flight conditions permit
▶ MAX IAS : VLO
▶ LDG GEAR..............................................................................................DOWN
▶ LDG GEAR : DO NOT RETRACT UNTIL WHEELS BRK HOT OFF
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

3 LDG GEAR GRAVITY EXTENSION
LDG GEAR GRAVITY EXTENSION
_68505afb-6d64-43b3-a3da-017d198637dc 01 FEB 2017
A32.03 LDG GEAR GRAVITY EXTENSION

▶ LDG GEAR lever ............................................. ............................................. DOWN
CAUTION
Do not twist handle when operating. Pulling has to be done above pedestal level and
maintain until green lights are on.
▶ EMER EXTENSION HANDLE : PULL & MAINTAIN UP
Pulling handle mechanically releases the up locks. Pushing handle back resets the
uplocking system.
▶ TCAS ................................................... ................................................... TA ONLY

■ If abnormal LDG GEAR indication
▶ LANDING WITH ABNORMAL LDG GEAR procedure ( A32.06 ) ........... ........... APPLY
_9255b0b8-ee97-4a82-b0da-4da9eecea4b0 12 FEB 2016
It is recommended to perform gravity extension at a lower speed than VLO, in accordance with
flight conditions.
4 LDG GEAR RETRACTION NOT POSSIBLE
LDG GEAR RETRACTION NOT POSSIBLE
_f2042d8b-1aa4-4a8f-b93e-c1ee068aeecd 01 FEB 2017
A32.04 LDG GEAR RETRACTION NOT POSSIBLE

▶ ICING CONDITION : LEAVE AND AVOID
▶ MAX IAS : VLE
▶ LDG GEAR lever ............................................. ............................................. DOWN
▶ FWS ................................................................................................................ RCL
▶ TCAS ................................................... ................................................... TA ONLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

5 LDG GEAR UNSAFE INDICATION
LDG GEAR UNSAFE INDICATION-Alert 1
_d45dc679-f261-44c1-9062-72836941aa8e 01 DEC 2020
Any gear not seen down locked, and - MW light flashing red CRC
FLAPS 35, and ZRA < 500 ft - LDG GEAR NOT DN red message on EWD which
- Red light on landing gear lever can not
- Any green ∇ light turn OFF on either panel be
silenced
by
pressing
MW pb
_8c258c95-ceeb-46d6-9b51-a695cbcd00d9 01 DEC 2020
Any gear not seen down locked, and - MW light flashing red CRC
at least one PL at FI, and RA<500 ft - LDG GEAR NOT DN red message on EWD which
- Red light on landing gear lever can be
- Any green ∇ light turn OFF on either panel silenced
by
pressing
MW pb
_4ac83084-e954-407b-8430-fac265946849 28 JUN 2018
Any gear not seen down locked 30 s - MC light flashing amber SC
after landing gear was selected - LDG GEAR amber message on EWD
DOWN - Any green ∇ light turn OFF on either panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

LDG GEAR UNSAFE INDICATION
_a09ab046-939e-48bf-b962-8138ae0c8376 05 MAR 2021
A32.05 LDG GEAR UNSAFE INDICATION

■ If LDG GEAR selected DOWN
■ If GREEN light OFF on one panel only
▶ UNSAFE INDICATION.................................. .................................. DISREGARD
If on one panel all green lights come on, the unsafe indication is false.
■ If GREEN light OFF on both panels
■ If LDG GEAR selected UP
■ If RED light ON on one panel only
▶ UNSAFE INDICATION.................................. .................................. DISREGARD
If on one panel, light comes on but indications are normal on the other panel, the
unsafe indication is false.
■ If RED or GREEN light ON on both panels
▶ IAS MAX : 160 kt
▶ LDG GEAR lever .......................................... .......................................... DOWN
Flight with landing gear extended has effect on fuel consumption and climb gradient.
LDG GEAR lever selection in DOWN position may be delayed to optimize
performance.
▶ TCAS ................................................ ................................................ TA ONLY
_cd3369e2-3508-42fe-a545-eaff102e9ab0 03 MAY 2021
1) Landing gear selected DOWN
- For alert: “RA < 500 ft” condition is inhibited in case of radio altimeter failure
- For alert: the condition “One PL at FI and RA< 500 ft” is inhibited during 150 s after
the retraction of at least one landing gear leg, to cover the case of the one engine go-
around
- 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 35 will be
selected
- If one gear remains unlocked, perform turns to increase load factor and perform
alternating sideslips in an attempt to lock the gear
2) Landing gear selected UP
- Flight with landing gear extended has a significant effect on fuel consumption and
climb gradient: Refer to SPECIAL OPERATIONS
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Note
The cycling of the landing gears control lever is prohibited in the case of unsafe indication
on both panels if landing gears are selected DOWN or UP.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

6 LANDING WITH ABNORMAL LDG GEAR
LANDING WITH ABNORMAL LDG GEAR
_5c73a321-9ae7-4016-ba14-b07e14582187 20 OCT 2020
A32.06 LANDING WITH ABNORMAL LDG GEAR

● Preparation
Notify the cabin crew the nature of emergency encountered and state intentions.
Specify the available time.
▶ ATC .................................................... .................................................... NOTIFY
Notify ATC the nature of emergency encountered and state intentions.
▶ XPDR ....................................................................................................AS RQRD
▶ SIGNS...................................................... ...................................................... ON
▶ GPWS ..................................................... ..................................................... OFF
To avoid nuisance warnings.
Survival equipment secured.
Belts and shoulder harness locked.
▶ FUEL QUANTITY................................................................IF POSSIBLE, REDUCE
Burn fuel to minimum possible weight. This reduces VAPP and effect on the load factor for
touchdown impact, as energy must be dissipated.
■ If abnormal nose LDG GEAR
▶ CG LOCATION (if possible)..................................... ..................................... AFT
■ If abnormal main LDG GEAR
▶ FUEL UNBALANCE (if possible)............................ ............................ ESTABLISH
Note
Reduce fuel on side with failed LDG GEAR, and do not exceed fuel unbalance limit
550 kg (1 212 lb).
● Approach
▶ LDG GEAR EMER EXTENSION HANDLE............................ ............................PULL
● Before landing
▶ ENG BLEEDS 1+2............................................. ............................................. OFF
● At touchdown
cont'd…
PRO.NNO
PROCEDURES

cont'd…
▶ PL 1+2.............................................................................................................. GI
● After touchdown
● When aircraft has stopped
▶ BRAKE HANDLE .......................................... .......................................... PARKING
▶ FUEL PUMPS 1+2............................................. ............................................. OFF
▶ AGENTS.................................................. .................................................. DISCH
Both agents can be discharged on the same engine or one agent per engine (e.g.ENG 1
AGENT 1 & ENG 2 AGENT 2)
▶ BAT ....................................................... ....................................................... OFF
Battery is kept ON until leaving the aircraft to ensure cabin communication on PA.
_0d2bd0b4-26f7-46ec-ac9b-05accbde744f 01 DEC 2020
The procedure is designed for one or more landing gear fail to extend and/or lockdown (either
by normal or gravity extension). It is recommended to use all available gear locked down rather
than carry out a belly landing. In these conditions, a hard surface runway landing is
recommended.
Full advantage should be taken from foam spread on the runway
ABN.34 NAVIGATION
ABN.34.1 ADC
1 ADC 1(2) FAILURE
ADC 1(2) FAILURE-Alert
_2471e56c-e6a7-4636-81a9-dd1aeb1b3a48 19 DEC 2017
Loss of one ADC. - MC light flashing amber SC
- ADC amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ADC 1(2) FAILURE
_5ef0eac0-6401-4bc0-b0fb-ad6c98233818 04 MAR 2021
A34.01 ADC 1(2) FAILURE

▶ ADC SWITCHING................................... ................................... SELECT VALID ADC
■ If IAS <160 kt and/or below 1 000 ft AGL
Rapid power change may disconnect AP
■ If ADC 1 FAILED
▶ LANDING ELEVATION ..................................................SET PRESSURE ALTITUDE
BARO Correction from ADC 1 lost.
2 ADC 1+2 FAILURE
ADC 1+2 FAILURE-Alert
_14601a68-1af4-4cce-a446-b05a712232ff 31 JUL 2017
Loss of both ADC 1+2. - MC light flashing amber SC
- ADC 1+2 amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ADC 1+2 FAILURE
_1baf4430-5b67-447a-8957-61741ef2ea3d 10 MAR 2017
ADC 1+2 FAILURE A34.02

▶ PF ........................................................ ........................................................ CAPT
▶ IESI ........................................................ ........................................................ USE
▶ CAB PRESS RATE knob ....................... ....................... 9 O’CLOCK (MAN POSITION)
▶ TCAS ............................................................................................................ STBY
Unreliable Torque bugs indication + Torque computed by EEC instead of ADC.
▶ GPWS ..............................................................................................................OFF
▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30.06 ) ............ ............ APPLY
▶ TLU FAULT procedure ( A27.19 ) .................................. .................................. APPLY
TLU FAULT light is permanent due to ADC data disagree.
AHRS 1+2 DEGRADED MESSAGE MAY DISPLAY
Loss of TAS used to compute gyro erection.
■ If flight instruments parameters deviate
● During 90 s
▶ SPEED & LEVEL................................................................................STABILIZE
_e74d824a-aa75-4c11-878c-456465ba889d 18 FEB 2020
- The index on Torque Indicator is 23 % due to invalid ADC parameters
- No ADC SW FAULT light in case of selected ADC 1 loss and ADC 2 loss
- TAT/SAT/TAS information are lost.
ABN.34.2 AHRS
1 AHRS 1(2) FAILURE
AHRS 1(2) FAILURE-Alert
_d398089e-0458-4f5e-a680-5a8213910a0a 31 JUL 2017
Loss of one AHRS - MC light flashing amber SC
- AHRS amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AHRS 1(2) FAILURE
_81200ee0-35f3-409f-899d-0e1c31672e57 04 MAR 2021
A34.05 AHRS 1(2) FAILURE

▶ ATT/HDG (affected side)................................. ................................. ALTERNATE SYS
▶ FMA..........................................................................................CHECK & CONFIRM
■ If IAS below 160 kt and/or below 1 000 ft AGL
● When wings level
▶ PFD : PERIODICALLY COMPARE WITH IESI
▶ HDG & TK : PERIODICALLY X CHECK WITH STBY COMPASS
2 AHRS 1+2 FAILURE
AHRS 1+2 FAILURE-Alert
_cfcbc636-beea-4aea-9975-70ab51ef7f4c 31 JUL 2017
Loss of both AHRS. - MC light flashing amber SC
- AHRS 1+2 amber message on EWD
AHRS 1+2 FAILURE
_d7108771-cc12-45a5-9369-12779eb74bda 20 FEB 2020
A34.06 AHRS 1+2 FAILURE

▶ PF ........................................................ ........................................................ CAPT
▶ IESI ........................................................ ........................................................ USE
▶ STBY COMPASS............................................... ............................................... USE
▶ SPEED & LEVEL........................................... ........................................... STABILIZE
▶ FMS PROG PAGE..............................................................................................USE
▶ VISUAL FLIGHT CONDITIONS : MAINTAIN IF POSSIBLE
▶ ATC ............................................................................................................NOTIFY
PFD ATT & HDG LOST
ILS DEVIATION STILL VALID
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AHRS 1+2 FAILURE - Additional Information
_3293fff6-d8b7-4024-bda3-687aa883300a 03 MAY 2019
Terrain picture display will remain available on ND, it will be referenced to true track using GPS
track signal.
3 AHRS NOT ALIGN
AHRS NOT ALIGN-Alert
_9a3998ec-2e8a-4df9-ac93-62fdfd09b587 31 JUL 2017
AHRS not aligned - MC light flashing amber SC
- AHRS NOT ALIGN amber message on EWD
AHRS NOT ALIGN
_259e2ff4-63e8-4828-8d09-017166c9d9ee 25 JAN 2017
AHRS NOT ALIGN A34.07

● On ground
▶ AIRCRAFT............................ ............................ STOP UNTIL ALERT DISAPPEARS
● In flight
▶ AHRS FAULT..........................................................................................IDENTIFY
▶ SPEED & LEVEL............................... ............................... STABILIZE DURING 90 s
■ If alert disappears
AP CAN BE REENGAGED
■ If AHRS NOT ALIGN persists after 3 min
▶ AHRS 1(2) FAILURE procedure ( A34.05 ) ........................ ........................ APPLY
4 ALTITUDE DISAGREE
ALTITUDE DISAGREE-Alert
_9fe167e2-be66-4320-9b66-977f037ce5d2 19 DEC 2017
Altitude disagree. - MC light flashing amber SC
- ALT DISAGREE amber message on EWD
- Amber CHECK ALT on PFDs
ALTITUDE DISAGREE
_febe08dc-8fd7-45bb-a98b-d7b0b5d3162c 10 MAR 2017
ALTITUDE DISAGREE A34.08

▶ BOTH PFD / IESI ALT ................ ................ COMPARE TO IDENTIFY AFFECTED ADC
▶ ADC 1(2) FAILURE procedure ( A34.01 ) ..........................................................APPLY
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

5 ATTITUDE DISAGREE
ATTITUDE DISAGREE-Alert
_b086b433-0875-462b-8925-19b2c1e73de4 31 JUL 2017
Attitude disagree. - MC light flashing amber SC
- ATT DISAGREE amber message on EWD
- Amber CHECK ATT on PFDs
ATTITUDE DISAGREE
_04036893-38e4-4ab4-bfdc-6d2b0203e4bf 10 MAR 2017
A34.09 ATTITUDE DISAGREE

▶ BOTH PFD / IESI ATT ............... ............... COMPARE TO IDENTIFY AFFECTED AHRS
▶ AHRS 1(2) FAILURE procedure ( A34.05 ) ........................................................APPLY
7 HEADING DISAGREE
HEADING DISAGREE-Alert
_f7209c23-7669-4125-b2b0-3aead6ef6fa7 03 APR 2019
Heading information provided by - MC light flashing amber SC
AHRS1 and AHRS2 differs by more - HDG DISAGREE amber message on EWD
than 8° - Amber CHECK HDG on PFDs
HEADING DISAGREE
_bb7332e8-070f-417f-b429-d71d4d72096e 10 MAR 2017
A34.11 HEADING DISAGREE

● When wing leveled
▶ HDG / TK / STBY COMPASS......... ......... COMPARE TO IDENTIFY AFFECTED AHRS
▶ AHRS 1(2) FAILURE procedure ( A34.05 ) .......................... .......................... APPLY
8 IAS DISAGREE
IAS DISAGREE-Alert
_a061eb73-e7fd-46c3-84d4-06c6085f446c 02 AUG 2017
IAS disagree. - MC light flashing amber SC
- IAS DISAGREE amber message on EWD
- Amber CHECK IAS on PFDs
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

IAS DISAGREE
_0cbbad6a-edca-448e-8657-754f1f74f772 04 MAR 2021
IAS DISAGREE A34.12

▶ BOTH PFD / IESI IAS ................ ................ COMPARE TO IDENTIFY AFFECTED ADC
■ If affected ADC identified
▶ ADC 1(2) FAILURE procedure ( A34.01 ) ........................... ........................... APPLY
■ If IAS disagree between both PFD and IESI
ABN.34.3 AVNX
1 AVNX FWS SGL CH
AVNX FWS SGL CH-Alert
_312a9044-620c-41c8-822b-240c8fbee9a4 19 DEC 2017
One of FWA detected faulty - MC light flashing amber SC
- FWS SGL CH amber message on EWD
AVNX FWS SGL CH
_7d77e96f-2728-4e35-9fd9-974a46c32653 18 FEB 2016
AVNX FWS SGL CH A34.13

2 AVNX SGL SWITCH
AVNX SGL SWITCH-Alert
_3f8d4190-b5cf-4f29-8f1f-9816e0a24769 19 DEC 2017
Only one switch available. - MC light flashing amber SC
- AVNX SGL SWITCH amber message on
EWD
AVNX SGL SWITCH
_6a2d860a-974f-49e0-adab-71d167d7f14d 18 FEB 2016
AVNX SGL SWITCH A34.14

##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

1 AVNX SWITCH 1+2 LOSS
AVNX SWITCH 1+2 LOSS-Alert
_56f77a73-accd-49a9-be24-178289bfd851 31 JUL 2017
AVNX switch lost - REFER TO QRH on Procedure Window SC
AVNX SWITCH 1+2 LOSS
_1ac279d2-f4ce-4207-a17e-7e6d3ec1468a 21 OCT 2016
A34.15 AVNX SWITCH 1+2 LOSS

▶ LAND ASAP
▶ ICE ACCRETION : MONITOR
▶ SPEEDS : MONITOR
RMS AVAILABLE ON MCDU and IESI.
▶ VOR/ILS 1 TUNING.......................................... .......................................... USE IESI
▶ LOST EQUIPMENT LIST................................................................................CHECK
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_98789a31-4376-49b0-b738-3616b1da66d5 27 JUL 2017
Lost Equipment List
Autopilot Warning alerts
- AP/YD - PITCH DISC
- FD - NAC OVHT
- FWS - SMOKES
- FMS - FLAPS UNLOCK
- APM Messages - OIL LO PR
- SPD TGT: AUTO/MAN pb - EXCESS CAB DP
- All speeds computed by the FMS lost (on - EXCESS CAB ALT
ground: V1, VR, V2 ; in flight: VmLB0, VmHB - FWS CAUTION alerts on EWD
normal and icing speed bugs, Vmin OPS, - FWS WARNING alerts on EWD
VPROT, Vmin speed bands) - FWS Electronic Checklists on EWD
Ice and Rain Protection Note
- PROP 1 ANTI ICING ATC fail is displayed on PFD.
- PROP 2 ANTI ICING
ATC control though MCP is lost but ATC
Navigation
control through MCDU remains operative.
- RA Display
- TCAS Display Note
- TAWS On the DU indications, some indications
- WEATHER RADAR and monitoring are lost on DUs. As local
- DH/MDA alerts are functional, refer to the
- ALL NAV MEANS EXCEPT VOR/ILS 1 overhead panel.
ABN.34.4 AVNX CPM
1 AVNX CPM 1 LOSS
_09f13858-a75b-401d-95ac-a6183319f969 31 JUL 2017
CPM 1 fail. - MC light flashing amber SC
- AVNX CPM 1 amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX CPM 1 LOSS
_defb0901-0ccd-47d9-a455-7f9091f9d83a 04 MAR 2021
A34.16 AVNX CPM 1 LOSS

▶ TLU sw..................................... ..................................... HI or LO SPD based on IAS
Lost Equipment List
_2bf78dc9-ca3e-4a05-a2e4-709f9640651a 10 FEB 2021
Lost Equipment List
Air Note
- LEFT TURBO Fan On the DU indications, some indications and
Autopilot monitoring are lost on DUs. As local alerts
- AP+YD are functional, refer to the overhead panel.
- TLU AUTO MODE
- DE/ANTI ICING MODE SEL AUTO
- PROP 1 ANTI ICING
2 AVNX CPM 2 LOSS
_908c2a82-74f6-4727-bbd8-fbcc413065f1 31 JUL 2017
AVNX CPM 2 fail. - MC light flashing amber SC
- AVNX CPM 2 amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX CPM 2 LOSS
_79ee13c8-ae15-4c6d-97c3-f1bbdeae3df6 04 MAR 2021
AVNX CPM 2 LOSS A34.17

▶ TLU sw ..................................... ..................................... HI or LO SPD based on IAS
Lost Equipment List
_a94e1c7a-ef26-4945-b05d-52688062d89c 10 FEB 2021
Lost Equipment List
Air Note
- RIGHT TURBO FAN On the DU indications, some indications and
- AP+YD are functional, refer to the overhead panel.
- TLU AUTO MODE
- ANTI/DE ICING MODE SEL AUTO
- PROP 2 ANTI ICING
3 AVNX CPM 1+2 LOSS
AVNX CPM 1+2 LOSS-Alert
_51de22ab-5086-4cde-8890-33cb846a13f6 31 JUL 2017
CPM 1 + 2 fail. - FWS NOT AVAIL amber message on SC
Procedure Window
- REFER TO QRH on Procedure Window
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX CPM 1+2 LOSS
_5835ccd3-79bb-48d9-b3b5-19e0073fd31b 04 MAR 2021
A34.18 AVNX CPM 1+2 LOSS

▶ OPERATIONAL SPEEDS (Refer to OPSDATA).................. .................. USE OPS DATA
HI and LO SPEED protection indication is lost.
▶ LAND ASAP
Ice detector is lost.
▶ DEICING : MONITOR OVERHEAD PANEL
▶ CAB PRESS RATE knob ................................................9 O'CLOCK (MAN POSITION)
▶ CAB PRESS MODE SEL......................................... ......................................... MAN
▶ CAB PRESS RATE knob .................. .................. 10 O'CLOCK (INCREASE POSITION)
▶ VOR/ILS 1..................................................................................................USE IESI
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_36ca78ed-47e7-4a88-8b3c-30d3b43b4e65 11 FEB 2021
Lost Equipment List
Air Navigation
- AUTO PRESS panel - VOR 2 (VOR/ILS 1 available on IESI only)
- Inhibition of Distributor Valve Heating - ADF 1+2
- LH + RH TURBO Fan - NAV 1+2
Autopilot - WEATHER RADAR
- AP+YD - T2CAS and TCAS display
- FD - TAWS
- SPD TGT: AUTO/MAN pb - ATC Enhanced Surveillance
- All speeds computed by the FMS lost (on - RA
ground: V1, VR, V2 ; in flight: VmLB0, VmHB - DH/MDA
normal and icing speed bugs, Vmin OPS, Indicating and Recording Systems
VPROT, Vmin SPEED BANDS) - FWS
- TLU AUTO MODE Note
- APM MESSAGES On the DU indications, some indications and
Ice and rain Protection monitoring are lost on DUs. As local alerts
- ANTI/DE ICING MODE SEL AUTO are functional, refer to the overhead panel.
- PROP 1 + PROP 2 ANTI ICING
4 AVNX CPM 1 + IOM 22 LOSS
AVNX CPM 1 + IOM 22 LOSS-Alert
_b7f215cc-4d48-4fde-9ec5-dfd7812cad57 31 JUL 2017
CPM 1 + IOM 22 fail. - MC light flashing amber SC
- AVNX CPM 1 + IOM 22 amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX CPM 1 + IOM 22 LOSS
_6c6d9c14-a161-472b-ab66-720c8126bc52 04 MAR 2021
A34.19 AVNX CPM 1 + IOM 22 LOSS

▶ SPD TGT ..................................................................................................MAN SEL
▶ LAND ASAP
▶ WINGS : MONITOR DUE TO LOSS OF DEICE AIRFRAME FAULT
● At touchdown
CAUTION
Do not use ENG 1 REVERSE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_1c199c85-8e91-4188-b523-cb50c8ac5608 10 FEB 2021
Lost Equipment List
Air Indicating and Recording Systems (1/2)
- AUTO PRESS panel - ELEC DC BUS 1(2)
- LH TURBO Fan - ELEC AC BUS 1(2)
Auto Flight - ELEC ACW BUS 1(2)
- AP+YD - ELEC ACW 1+2
- All speeds computed by the FMS lost (on - ELEC DC GEN
ground: V1, VR, V2 ; in flight: VmLB0, VmHB - ELEC INV 1(2)
normal and icing speed bugs, Vmin OPS, - ELEC ACW GEN
VPROT, Vmin SPEED BANDS) - ELEC BAT CHG-DISCH
- TLU AUTO MODE - ELEC CHG LOSS
- AFCS Speed Protections - ELEC STBY UNDV
Ice and rain Protection - PITCH DISC
- ANTI/DE ICING MODE SEL AUTO - PITCH RECONNCT
- PROP 1 + PROP 2 ANTI ICING - FLAPS ASYM
- PITCH TRIM ASYM
- FLT CTL PUSHER
- FLT CTL TLU
- AIL LOCK LIT
- MAINT PANEL
- FUEL 1 TEMP LO-HI
- A-ICING FRAME
- A-ICING ENG
- A-ICING PROP
- A-ICING HORNS
- A-ICING WINDOW
- A-ICING PROBE
- A-ICING HTG
- A-ICING SEL
- A-ICING DETECT
- A-ICING BLEED
- A-ICING AUTO
- A-ICING PROP 1(2)
- ICING
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Indicating and Recording Systems (2/2)

- ALL MFCs EXCEPT MFC 1B + 2B
- WHEELS BRK HOT
- LDG GEAR NOT DN
- GPWS
- TERRAIN
- AFDX SWITCH
- OXY
- AIR BLEED 1
- ENG 1 FIRE
- ENG BOOST
- ENG PROP NP
- ENG 1 OVER LIM
- ENG 1(2) OIL TEMP LO-HI-OVHT
- ENG 1 PROP LIM
- ENG 1 LO PITCH
- ENG EEC
- ENG 1 PEC
- TAXI
- PARKING
- WHEN THE A/C IS CLEAR OF ICE
- AT FIRST VISUAL IND OF ICE
ACCRETION
- AFTER TAKEOFF - ONE ENG OUT
- AFTER TAKEOFF - ONE ENG OUT &
ICING COND
Note
On the DU indications, some indications and
monitoring are lost on DUs. As local alerts
are functional, refer to the overhead panel.
_46f948c6-232f-466b-8444-f7b4bdbe8772 31 JUL 2017
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_f92b2031-3139-48e9-bf33-4c3e33a53feb 04 MAR 2021
AVNX CPM 1 + IOM 23 LOSS A34.20

▶ LAND ASAP
VMO AND MMO AURAL WARNINGS LOST
● At touchdown
CAUTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_4b1e0cdb-9726-4e96-ad7b-814fce79f667 10 FEB 2021
Lost Equipment List
- LH + RH TURBO Fan - EXCESS CAB ALT
Autopilot - EXCESS CAB ΔP
- AP+YD - AIR RECIRC FAN
- TLU AUTO MODE - AIR DUCT OVHT
- FWS TAKEOFF INHIBITION - AIR PACK
- FWS OVERSPEED AURAL ALERTS - AIR PACK 1+2
Fuel - AIR AUTO PRESS
- FUEL X FEED MEMO - AIR VENT ALT
Ice and rain Protection - AIR FWD DET FAN
- ANTI/DE ICING MODE SEL AUTO - AIR VENT EXH
- PROP 1 + PROP 2 ANTI ICING - AIR OVBD
- AIR CARGO ALT
- AIR DITCH
- AUDIO SEL CAPT
- AUDIO SEL F/O
- ELEC INV 1(2)
- ELEC BAT CHG
- ELEC CHG LOSS
- ELEC DC SHED
- NAC OVHT
- AIR AFT DET FAN
- LOOP 1A, 1B, 2A, 2B
- FUEL 1(2) TEMP HI
- FUEL 1(2) TEMP LO
- FUEL FEED LO PR
- FUEL LO LVL
- HYD BLUE (GREEN) LO
- HYD PUMPS LOSS
- HYD SYS LOSS
- HYD LO PR
- HYD OVHT
- DATA RECORDER
- FDAU
- WHEELS BRK HOT
- AFDX SWITCH
- DATALINK
- SPURIOUS FWS CAUTIONS
- ATC 1+2
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Indicating and Recording Systems (2/2) Note

- AIR BLEED 2 On the DU indications, some indications and
- AIR BLEED monitoring are lost on DUs. As local alerts
- AIR BLEED OVHT are functional, refer to the overhead panel.
- AIR BLEED LEAK
- AIR X VALVE
- DOORS FWD COMPT
- IDLE GATE
- ENG 1(2) OUT
- ENG 2 FIRE
- ENG 1(2) OVER LIM
- ENG START NO NH
- ENG 1 OIL TEMP LO
- ENG 1 OIL TEMP HI
- ENG 1 OIL TEMP OVHT
- ENG 2 PROP NP
- ENG 2 PROP LIM
- ENG 1(2) OVER LIM (AT ENGINE START)
- ENG 2 LO PITCH
- ENG 1(2) PEC SGL CH
- ENG 2 PEC
- EWD ENG START
- ENG START ITT
- ENG EEC
- ENG EEC 1 + 2
- ENG LO PITCH
- ENG PEC
- ENG FUEL CLOG
- AFTER TAKEOFF
- AFTER LANDING
- BEFORE TAXI
- WHEN THE A/C IS CLEAR OF ICE
_12d42de7-6e9f-4f69-a081-34ec2a69bef2 31 JUL 2017
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_d3ae1253-b378-4ef3-bf4d-4542b30a133f 04 MAR 2021
A34.21 AVNX CPM 2 + IOM 12 LOSS

▶ LAND ASAP
▶ HYD GREEN PRESS : MONITOR OVHD PANEL
▶ FLAPS SETTING : VISUALLY MONITOR
● At touchdown
CAUTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_a5529bd0-86d1-4bc8-906d-ac9f135c8248 10 FEB 2021
Lost Equipment List
- AUTO PRESS - AIR PACK
- RH TURBO Fan - AIR PACK 1+2
Autopilot - AIR RECIRC FAN
- AP+YD - AIR DUCT OVHT
- TLU AUTO MODE - AIR AUTO PRESS
Fuel - AIR VENT EXH
- FUEL X FEED MEMO - AIR OVBD
Ice and rain Protection - AIR VENT ALT
- ANTI/DE ICING MODE SEL AUTO - AIR FWD DET FAN
- PROP 1 + PROP 2 ANTI ICING - AIR CARGO ALT
- AIR DITCH
- AIR AFT DET FAN
- ELEC INV 2
- ELEC BAT DISCH
- NAC OVHT
- FLAPS UNLK
- FLAPS ASYM
- PITCH TRIM ASYM
- FLT CTL TLU
- AIL LOCK LIT
- FUEL 1(2) TEMP HI
- FUEL 1(2) TEMP LO
- FUEL LO LVL
- FUEL FEED LO PR
- A-ICING SEL
- DATA RECORDER
- FDAU
- MFC 1A, 1B, 2A, 2B
- WHEELS BRK HOT
- GPWS
- TERRAIN
- SPURIOUS FWS CAUTIONS
- ATC 1+2
- OXY
cont'd…
PRO.NNO
PROCEDURES

cont'd…
Indicating and Recording Systems (2/2)

- AIR BLEED 1(2)
- AIR BLEED
- AIR BLEED OVHT
- AIR BLEED LEAK
- AIR X VALVE
- DOORS
- DOORS FWD COMPT
- ENG START NO NH
- ENG 2 OIL TEMP LO
- ENG 2 OIL TEMP HI
- ENG 1 PROP LIM
- ENG 1(2) OVER LIM (AT ENGINE START)
- ENG 1 LO PITCH
- ENG EEC
- ENG 1(2) PEC
- ENG EEC 1+2
- ENG START ITT
- ENG LO PITCH
- ENG PEC
- ENG FUEL CLOG
- ENG 1(2) FIRE
- ENG BOOST
- ENG PROP NP
- EWD ENG START
- TAXI
- PARKING
Note
_6f9b26cc-a691-4309-b743-a7d6a336f655 31 JUL 2017
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_0553e3a7-c491-4130-a30e-77a575c50a97 04 MAR 2021
AVNX CPM 2 + IOM 13 LOSS A34.22

▶ SPD TGT ..................................................................................................MAN SEL
▶ LAND ASAP
VMO AND MMO AURAL WARNINGS LOST
● At touchdown
CAUTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_e54329bb-bf6d-4ea6-b048-b3c4acfb1ccc 10 FEB 2021
Lost Equipment List
- LH + RH TURBO Fan - FUEL 2 TEMP LO
Autopilot - FUEL 2 TEMP HI
- AP+YD - FUEL LO LVL
- All speeds computed by the FMS lost (on - FUEL FEED LO PR
ground: V1, VR, V2 ; in flight: VmLB0, VmHB - HYD BLUE (GREEN) LO
normal and icing speed bugs, Vmin OPS, - HYD PUMPS LOSS
VPROT, Vmin SPEED BANDS) - HYD SYS LOSS
- TLU AUTO MODE - HYD LO PR
- FWS TAKEOFF INHIBITION - HYD OVHTIDLE GATE
- FWS OVERSPEED AURAL ALERTS - ALL MFCs EXCEPT MFC 1B + 2B
Ice and rain Protection - WHEELS BRK HOT
- ANTI/DE ICING MODE SEL AUTO - WHEELS A-SKID
- PROP 2 ANTI ICING - ATC 1+2
Navigation - AFDX SWITCH
- WEATHER RADAR - ENG 1(2) OUT
Indicating and Recording Systems (1/2) - ENG 2 OVER LIM
- EXCESS CAB ALT - ENG 1(2) OIL TEMP LO
- EXCESS CAB ΔP - ENG 1(2) OIL TEMP HI
- AUDIO SEL CAPT - ENG 1(2) OIL TEMP OVHT
- AUDIO SEL F/O - ENG 2 PROP NP
- ELEC INV 1 - ENG 2 PROP LIM
- ELEC BAT CHG - ENG 2 LO PITCH
- ELEC CHG LOSS - ENG 1(2) PEC SGL CH
- ELEC BAT DISCH - TAXI
- ELEC DC SHED - PARKING
- ELEC DC BUS 1(2) Note
- ELEC AC BUS 1(2) On the DU indications, some indications and
- ELEC ACW BUS 1(2) monitoring are lost on DUs. As local alerts
- ELEC ACW 1+2 are functional, refer to the overhead panel.
- ELEC DC GEN
- ELEC INV 1(2)
- ELEC ACW GEN
- ELEC STBY UNDV
- LOOP 1A, 1B, 2A , 2B
- PITCH DISC
- PITCH RECONNECT
- PITCH TRIM ASYM
- FLT CTL PUSHER
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_7a96e895-114f-4dab-a838-b56d66718746 13 JUL 2017
If AUTO PRESS FAULT comes on
- CAB ALT + CAB Delta P + CAB VSR indications are lost
- Select CAB PRESS panel MODE SEL pb on MAN position, initiate descent to FL 100/
MEA, and set CAB PRESS panel RATE knob on 10 O'CLOCK position.
ABN.34.5 AVNX IOM
1 AVNX IOM 12 LOSS
_0417d7bb-e84e-4a87-9115-bcbfa23c0892 31 JUL 2017
IOM 12 fail. - MC light flashing amber SC
- AVNX IOM 12 amber message on EWD
AVNX IOM 12 LOSS
_7eb03339-b993-4187-8782-b08a1301ffa2 21 OCT 2016
AVNX IOM 12 LOSS A34.23

Lost Equipment List
_b8962a07-07c7-45ef-87fd-cb5658786488 18 FEB 2016
Lost Equipment List
- ANTI/DE ICING MODE SEL AUTO On the DU indications, some indications and
Engine monitoring are lost on DUs. As local alerts
- PROP 1 ANTI ICING are functional, refer to the overhead panel.
2 AVNX IOM 13 LOSS
_76263656-aba1-463f-9bc6-026395efca49 31 JUL 2017
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX IOM 13 LOSS
_1b196f95-5a44-409b-9886-3dd7fcb467d9 04 MAR 2021
A34.24 AVNX IOM 13 LOSS

Lost Equipment List
_cf3d69d8-44b5-4301-819b-84a5e38bc73d 10 FEB 2021
Lost Equipment List
Air Note
- LEFT TURBO FAN On the DU indications, some indications and
Autopilot monitoring are lost on DU. As local alerts are
- TLU AUTO MODE functional, refer to the overhead panel.
3 AVNX IOM 22 LOSS
_0b30a35e-ce5c-4345-91bd-81524844af53 31 JUL 2017
AVNX IOM 22 LOSS
_e3d2f7a4-cc1c-4986-b588-380d41b54dc2 21 OCT 2016
A34.25 AVNX IOM 22 LOSS

##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_3e7ce28e-d10f-4e96-ba3d-97e877dc6de0 18 FEB 2016
Lost Equipment List
- ANTI/DE ICING MODE SEL AUTO On the DU indications, some indications and
Engine monitoring are lost on DU. As local alerts are
- PROP 2 ANTI ICING functional, refer to the overhead panel.
4 AVNX IOM 23 LOSS
_11e41343-ca86-4b5a-962a-005d60946bab 31 JUL 2017
AVNX IOM 23 LOSS
_ecf10409-e068-4b5c-9112-d98ebb1888eb 04 MAR 2021
AVNX IOM 23 LOSS A34.26

Lost Equipment List
_c9821b55-c816-440f-aeec-10f4c1f0af83 10 FEB 2021
Lost Equipment List
Air Note
- RIGHT TURBO FAN On the DU indications, some indications and
Autopilot monitoring are lost on DU. As local alerts are
- TLU AUTO MODE functional, refer to the overhead panel.
5 AVNX IOM 12 + IOM 13 LOSS
AVNX IOM 12 + IOM 13 LOSS-Alert
_16fea1a2-defa-412b-ae26-74b55d92737a 22 DEC 2017
IOM 12 + IOM 13 fail. - MC light flashing amber SC
- AVNX IOM 12+13 amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

AVNX IOM 12 + IOM 13 LOSS
_1a0ec0c6-0c5d-49c2-a51b-7b403f706360 04 MAR 2021
A34.27 AVNX IOM 12 + IOM 13 LOSS

▶ LAND ASAP
Lost Equipment List
_b2286c72-976b-4b84-9da0-49a3793df672 10 FEB 2021
Lost Equipment List
Air FWS PROCEDURE
- LH TURBO FAN - WHEN THE A/C IS CLEAR OF ICE
Autopilot
Note
- TLU AUTO MODE
Ice and rain Protection
- PROP 1 ANTI ICING
Indicating and Recording Systems
- NO ENG ITT
- ENG 1 OVER LIM
- FUEL 1 TEMP HI
- FUEL 1 TEMP LO
- ENG 1 OIL TEMP LO
- ENG 1 OIL TEMP HI
_db2e2718-a68b-4766-b5a8-e8514132552c 31 JUL 2017
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_51397d11-221b-4b40-a097-7aa4b9be565e 10 MAR 2017
AVNX IOM 12 + IOM 22 LOSS A34.28

▶ LAND ASAP
● At touchdown
CAUTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_e737f19d-5248-4f73-abcd-06a6d9a8dfe6 03 JUN 2019
Lost Equipment List
Air Note
- AUTO PRESS On the DU indications, some indications and
- Inhibition of Distributor Valve Heating monitoring are lost on DUs. As local alerts
Ice and rain Protection are functional, refer to the overhead panel.
- PROP 1 + PROP 2ANTI ICING
- ELEC BAT DISCH
- FLAPS ASYM + FLAPS UNLK
- PITCH TRIM ASYM
- FLT CTL TLU
- AIL LOCK LIT
- FUEL 1 TEMP HI
- FUEL 1 TEMP LO
- A-ICING SEL
- MFC 1A, 1B, 2A, 2B
- WHEELS BRK HOT
- GPWS
- TERRAIN
- FWSPROCEDURE
- OXY
- AIR BLEED 1
- ENG 1 FIRE
- ENG BOOST
- ENG 1(2) PROP NP
- ENG 1 OVER LIM
- ENG 2 OIL TEMP LO
- ENG 2 OIL TEMP HI
- ENG 1 PROP LIM
- ENG 1 LO PITCH
- ENG EEC
- ENG 1 PEC
- TAXI
- PARKING
_6b1c8123-3452-4b0c-8481-c19e37ca9d2b 31 JUL 2017
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_b245b8a9-29ad-4ff9-8e8b-8f5a65c75353 04 MAR 2021

▶ LAND ASAP
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_9f2fba3e-b103-4a22-b453-335ef0b70ab5 10 FEB 2021
Lost Equipment List
- RH TURBO fan - ATC 1+2
Autopilot - AIR BLEED 2
- TLU AUTO MODE - AIR BLEED
Fuel - AIR BLEED OVHT
- FUEL X FEED MEMO - AIR BLEED LEAK
Ice and rain Protection - AIR X VALVE
- ANTI/DE ICING MODE SEL AUTO - DOORS
- PROP 1 ANTI ICING - DOORS FWD COMPT
Indicating and Recording Systems (1/2) - ENG 2 FIRE
- AIR PACK - ENG START NO NH ENG 1(2) OVER LIM
- AIR PACK 1+2 - ENG 2 PEC
- AIR RECIRC FAN - EWD ENG START
- AIR DUCT OVHT - ENG START ITT
- AIR AUTO PRESS - ENG EEC
- AIR VENT EXH - ENG EEC 1+2
- AIR OVBD - ENG LO PITCH
- AIR VENT ALT - ENG PEC
- AIR FWD DET FAN - ENG FUEL CLOG
- AIR CARGO ALT
Note
- AIR DITCH
- AIR AFT DET FAN
- ELEC INV 2
- NAC OVHT
- FUEL 1(2) TEMP HI
- FUEL 1(2) TEMP LO
- FUEL LO LVL
- FUEL FEED LO PR
- DATA RECORDER
- FDAU
_e97da482-76b3-430d-bad7-3a6bd737bcd6 13 JUL 2017
If AUTO PRESS FAULT comes on
- CAB ALT + CAB Delta P + CAB VSR indications are lost
- Select CAB PRESS panel MODE SEL pb on MAN position, initiate descent to FL 100/
MEA, and set CAB PRESS panel RATE knob on 10 O'CLOCK position.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_ee18b729-0042-4aed-b567-e70fe254d23d 31 JUL 2017
_5a874bbf-7469-4817-90ed-9d0d636104b1 04 MAR 2021

▶ SPD TGT ..................................................................................................MAN SEL
▶ ICE DETECT : MONITOR IEP
Ice detection lost.
▶ LAND ASAP
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_ed0a420b-8002-4423-9954-5d3f8eb2a130 10 FEB 2021
Lost Equipment List
- LH TURBO Fan - ICING
Autopilot - A-ICING DETECT
- All speeds computed by the FMS lost (on - A-ICING BLEED
ground: V1, VR, V2 ; in flight: VmLB0, VmHB - A-ICING AUTO
normal and icing speed bugs, Vmin OPS, - A-ICING PROP 1(2)
VPROT, Vmin SPEED BANDS) - A-ICING FRAME
- TLU AUTO MODE - A-ICING ENG
- AFCS Speed Protections - A-ICING PROP
Ice and rain Protection - A-ICING HORNS
- ANTI/DE ICING MODE SEL AUTO - A-ICING WINDOW
- PROP 2 ANTI ICING - A-ICING PROBE
Indicating and Recording Systems (1/2) - A-ICING HTG
- ELEC BAT DISCH - ALL MFCs EXCEPT MFC 1B + 2B
- ELEC DC BUS 1(2) - ENG EXCESS ITT
- ELEC AC BUS 1(2) - ENG OVER LIMIT
- ELEC ACW BUS 1(2) - ENG 1(2) OIL TEMP LO
- ELEC ACW 1+2 - ENG 1(2) OIL TEMP HI
- ELEC DC GEN - ENG 1(2) OIL TEMP OVHT
- ELEC INV 1(2) - AFDX SWITCH
- ELEC ACW GEN - AT FIRST VISUAL IND OF ICE
- ELEC BAT CHG ACCRETION
- ELEC CHG LOSS - AFTER TAKEOFF - ONE ENG OUT
- ELEC BAT DISCH - AFTER TAKEOFF - ONE ENG OUT +
- ELEC STBY UNDV ICING COND
- PITCH DISC - WHEN THE A/C IS CLEAR OF ICE
- PITCH RECONNCT Note
- PITCH TRIM ASYM On the DU indications, some indications and
- FLT CTL PUSHER monitoring are lost on DUs. As local alerts
_51da11a7-9cc4-49ab-8495-6f01c1321aa0 31 JUL 2017
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_f48cccd1-748f-4914-a41e-6049a5ab1fdf 04 MAR 2021

▶ LAND ASAP
● At touchdown
CAUTION
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

Lost Equipment List
_b016d746-b127-491c-b4de-11bfdc5dc609 10 FEB 2021
Lost Equipment List
- LH + RH TURBO Fan - ATC 1+2
Autopilot - AFDX SWITCH
- TLU AUTO MODE - IDLE GATE
- FWS TAKEOFF INHIBITION - ENG 1(2) OUT
Ice and rain Protection - ENG 2 OVER LIM
- ANTI/DE ICING MODE SEL AUTO - ENG 1 OIL TEMP LO
- PROP 2 ANTI ICING - ENG 1 OIL TEMP HI
Indicating and Recording Systems (1/2) - ENG 1 OIL TEMP OVHT
- EXCESS CAB ALT - ENG 2 PROP NP
- EXCESS CAB ΔP - ENG 2 PROP LIM
- AUDIO SEL CAPT - ENG 2 LO PITCH
- AUDIO SEL F/O - ENG 1 + 2 PEC SGL CH
- ELEC INV 1 - AFTER TAKEOFF
- ELEC BAT CHG - AFTER LANDING
- ELEC CHG LOSS - BEFORE TAXI
- ELEC DC SHED - WHEN THE A/C IS CLEAR OF ICE
- LOOP 1A, 1B, 2A, 2B
Note
- FUEL 2 TEMP HI
- FUEL 2 TEMP LO
- FUEL FEED LO PR
- FUEL LO LVL
- HYD BLUE LO
- HYD GREEN LO
- HYD PUMPS LOSS
- HYD SYS LOSS
- HYD LO PR
- HYD OVHT
- WHEELS BRK HOT
- WHEELS A-SKID
_8caca295-f4b2-4255-9780-6c0140f49fa1 31 JUL 2017
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_797fccff-48f0-4f44-9e96-051c9521aef9 04 MAR 2021

▶ LAND ASAP
Lost Equipment List
_45fce68d-58cd-4958-9259-c5de606163d6 10 FEB 2021
Lost Equipment List
Air Note
- RH TURBO Fan On the DU indications, some indications and
- TLU AUTO MODE are functional, refer to the overhead panel.
- FWS TAKEOFF INHIBITION
Ice and rain Protection
- PROP 2 ANTI ICING
- FUEL 2 TEMP HI
- FUEL 2 TEMP LO
- ENG 2 OVER LIM
- ENG 2 OIL TEMP LO
- ENG 2 OIL TEMP HI
ABN.34.6 DU
1 DU DISCREPANCY
DU DISCREPANCY-Alert
_60a49933-c1c3-4aec-958f-156265e1195c 31 JUL 2017
DU with corrupted parameters - MC light flashing amber SC
- DUs DISCREPANCY amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DU DISCREPANCY
_3293174f-63d8-457f-959e-b0b598b53caa 18 FEB 2016
A34.33 DU DISCREPANCY
DU FORMAT SHOWS CORRUPTED PARAMETERS
▶ EACH DU......................................................................................................RESET
■ If DU DISCREPANCY between PFD and IESI
▶ AFFECTED DU............................................... ............................................... OFF
■ If DU DISCREPANCY disappears
2 DU TEMP HI
DU TEMP HI-Alert
_e4e2dc13-17e8-49ca-a8da-1ef2b77c62bf 01 AUG 2017
One DU TEMP high - MC light flashing amber SC
- DU TEMP HI amber message on EWD
DU TEMP HI
_a08cb6d8-829c-4511-954e-8697da0a2ca4 18 FEB 2016
A34.34 DU TEMP HI
▶ MFC 2A.................................................... .................................................... RESET
3 SEVERAL DUs TEMP HI
SEVERAL DUs TEMP HI-Alert
_030def01-9dfd-43f5-b078-c12de6c5ee8e 01 AUG 2017
More than one DU TEMP HI - MC light flashing amber SC
- DUs TEMP HI amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

SEVERAL DUs TEMP HI
_3e87d77f-caf3-4151-a8c7-3e369e6c460d 28 NOV 2017
SEVERAL DUS TEMP HI A34.35

▶ MFC 2A.................................................... .................................................... RESET
■ If alert persists after 15 min
▶ OVBD VALVE............................................... ............................................... AUTO
▶ AVIONICS VENT EXHAUST MODE ............................... ............................... OVBD
■ In case of one DU loss
▶ LAND ASAP
Note
Several DU can be lost.
ABN.34.7 FMS
1 FMS 1(2) FAILURE
FMS 1(2) FAILURE-Alert
_8fe636d9-b97d-4eb1-9340-eaf2d231fdbf 16 OCT 2017
Loss of one FMS - MC light flashing amber SC
- FMS 1(2) amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

FMS 1(2) FAILURE
_7d45a1df-5c5b-466e-9ce0-f99ab9454c11 04 MAR 2021
A34.36 FMS 1(2) FAILURE

■ If FMS 1 fail
■ If NAV source coupling is FM 1
▶ PF....................................................... ....................................................... F/O
▶ FMA....................................................................................CHECK & CONFIRM
▶ AP.................................................. .................................................. AS RQRD
▶ NAV SOURCE CAPT......................................... ......................................... FM 2
■ If NAV source coupling is FM 2 or V/ILS
▶ NAV SOURCE CAPT.................................. .................................. FM 2 OR V/ILS
■ If FMS 2 fail
■ If NAV source coupling is FM 2
▶ PF............................................................................................................CAPT
▶ FMA....................................................................................CHECK & CONFIRM
▶ AP.................................................. .................................................. AS RQRD
▶ NAV SOURCE F/O......................................................................................FM 1
■ If NAV source coupling is FM 1 or V/ILS
▶ NAV SOURCE F/O................................... ................................... FM 1 OR V/ILS
2 FMS 1+2 FAILURE
FMS 1+2 FAILURE-Alert
_41d0cac9-01ea-40b2-be64-40ff3f9da16a 26 JUN 2019
Loss of both FMS - MC light flashing amber SC
- FMS 1+2 amber message on EWD
FMS 1+2 FAILURE
_313cc6b4-9f8a-415d-9c44-3fc9bb77c5f9 21 OCT 2016
A34.37 FMS 1+2 FAILURE

FPLN NOT AVAILABLE
▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS
■ If GPS DEV active during LPV approach
▶ FM NAV SOURCE : MAINTAIN UNTIL LANDING
■ If no GPS DEV active
▶ LPV APPROACH : PROHIBITED
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.34.8 GPS
1 GPS 1(2) FAILURE
GPS 1(2) FAILURE-Alert
_be75d897-965e-4c23-9889-dfa66bae84c8 16 OCT 2017
Loss of one GPS - MC light flashing amber SC
- GPS 1(2) amber message on EWD
GPS 1(2) FAILURE
_efed4be9-523a-48a5-be20-f8855a981ef6 04 MAR 2021
GPS 1(2) FAILURE A34.38

■ If GPS DEV not active
▶ LPV APPROACH : PROHIBITED
■ If GPS 1 FAIL and GPS DEV active
▶ PF ........................................................ ........................................................ F/O
▶ FMA........................................... ........................................... CHECK & CONFIRM
▶ AP .................................................... .................................................... AS RQRD
▶ NAV SOURCE CAPT .......................................... .......................................... FM 2
■ If GPS 2 FAIL and GPS DEV active
▶ PF .............................................................................................................. CAPT
▶ FMA........................................... ........................................... CHECK & CONFIRM
▶ AP .................................................... .................................................... AS RQRD
▶ NAV SOURCE F/O ........................................................................................ FM 1
3 GPS INTEGRITY
GPS INTEGRITY- Alert
_2f242551-80f4-4f69-bc82-a433b2cab6a0 19 JUN 2018
GPS integrity is lost. - MC light flashing amber SC
- GPS INTEG amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

GPS INTEGRITY
_b6858a09-bf48-41cd-ad7f-00b020bbba8b 22 DEC 2017
A34.40 GPS INTEGRITY

▶ CONVENTIONAL NAVAIDS........................................ ........................................ USE
● During RNP APPROACH
▶ RNAV APPROACHES : PROHIBITED
▶ LPV APPROACHES : PROHIBITED
3 GPS TOTAL LOSS
GPS TOTAL LOSS-Alert
_41430fd2-304a-4245-8d55-ed36c4009cb1 16 OCT 2017
Loss of all GPS - MC light flashing amber SC
- GPS LOSS amber message on EWD
GPS TOTAL LOSS
_c81a2231-9aef-40c1-81f9-412d8e9f96a0 28 NOV 2017
A34.42 GPS TOTAL LOSS

● DURING RNP APPROACH
▶ RNAV APPROACHES : PROHIBITED.
▶ LPV APPROACH : PROHIBITED.
ABN.34.9 RADIO ALTIMETER
2 LOSS OF RADIO ALTIMETER INFORMATION
LOSS OF RADIO ALTIMETER INFORMATION-Alert
_975c1437-210e-4d98-b82e-15f9bd2dfb7b 29 JAN 2021
Loss of radio altimeter - MC light flashing amber SC
- RAD-ALT LOSS amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

LOSS OF RADIO ALTIMETER INFORMATION
_ddf7ce3c-30c2-4dd3-9389-5964136631f8 05 APR 2017
LOSS OF RADIO ALTIMETER INFORMATION A34.48

▶ GPWS....................................................... ....................................................... OFF
▶ TCAS..............................................................................................................STBY
Note
When reducing PL, LDG GEAR NOT DOWN undue warning can be generated.
This alarm can be canceled by using EMER AUDIO CANCEL.
● For Approach
▶ SPD TGT................................................................................................MAN SEL
ABN.34.10 UNABLE RNP
1 UNABLE RNP
UNABLE RNP-Alert
_ecfff465-fcef-45ab-8ba9-30de1718ba3d 19 JUN 2018
RNAV capability lost. - MC light flashing amber SC
- UNABLE RNP amber message on EWD
UNABLE RNP
_a7f23d2d-3daf-4d04-bb14-0855c7922349 18 SEP 2017
UNABLE RNP A34.51

▶ RNAV APPROACHES : PROHIBITED
▶ LPV APPROACHES : PROHIBITED
● During RNP APPROACH
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.36 PNEUMATIC
1 AIR BLEED X VALVE OPEN
AIR BLEED X VALVE OPEN-Alert
_7da3f4bb-de60-4790-8a71-be7ada2ada0a 28 MAY 2019
X valve open while it should be - MC light flashing amber SC
closed - AIR X VALVE amber message on EWD
- X VALVE amber message on Cabin SD page
- X VALVE OPEN amber light on
overhead panel
AIR BLEED X VALVE OPEN
_fe71bc8c-83cd-4294-ae66-010f772e0526 30 APR 2020
A36.01 AIR BLEED X VALVE OPEN

● In flight
▶ ONLY ONE ENG BLEED MUST BE SELECTED ON
▶ ONLY ASSOCIATED PACK MUST BE SELECTED ON
1 BLEED LEAK 1(2)
BLEED 1(2) LEAK-Alert
_ced157b0-3623-4fb7-bd41-75c8b9ba2dbf 31 JUL 2017
Bleed air leak loop > 153 °C/ 307 °F - MC light flashing amber SC
- AIR BLEED1(2) LEAK amber message on
EWD
- Associated BLEED FAULT amber message,
PACK FAULT amber message or LEAK amber
message on Cabin SD page
- Associated LEAK amber light on
overhead panel
- Associated ENG BLEED FAULT amber light
on overhead panel
on overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

BLEED LEAK 1(2)
_7980c112-c7cf-4fb6-a2dc-9d48ae45b8cd 04 MAR 2021
BLEED LEAK 1(2) A36.02

PACK VALVE FAULT light is inhibited as soon as ENG BLEED is selected OFF. Select the
PACK VALVE affected side to OFF position to confirm pack valve closure.
▶ ENG BLEED (affected side)........................................ ........................................ OFF
● On ground
● In flight
It may generate engine surges.
CAUTION
Do not restore ENG BLEED in flight.
_c69c58f7-68d8-4484-b242-10be21df88c8 18 FEB 2016
After a leak detection, 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 of flight with one pack supplying both
compartments is enabled, and turns off related alerts.
2 BLEED 1(2) OVHT
BLEED 1(2) OVHT-Alert
_46830597-ca36-470b-88f4-9ba7dec5d834 31 JUL 2017
Overheat in bleed duct: T duct > - MC light flashing amber SC
274 °C/ 525 °F) - AIR BLEED1(2) OVHT amber message on
EWD
- Associated BLEED FAULT amber message,
PACK FAULT amber message or OVHT
amber message on Cabin SD page
- Associated TEMP SEL OVHT amber light on
overhead panel
on overhead panel
on overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

BLEED 1(2) OVHT
_d7dcac37-a180-451a-b1e0-89cd6cc2fe6f 08 APR 2020
A36.03 BLEED 1(2) OVHT

PACK FAULT light is inhibited as soon as ENG BLEED is selected OFF. Select the PACK
affected side to OFF position to confirm pack valve closure.
May generate engine surges.
_bdb5ff88-b2e3-4ab1-8089-b59c55ac3ecd 18 FEB 2016
After an overheat detection, 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 of flight with one pack and turns off related
alerts.
3 ENG BLEED 1(2) FAULT
ENG BLEED 1(2) FAULT-Alert
_5276b6d3-f346-4ea9-9fea-da7219dbef9d 07 APR 2020
Bleed valve position disagree with - MC light flashing amber SC
commanded - AIR BLEED 1(2) amber message on EWD
- BLEED FAULT amber message on Cabin SD
page
on overhead panel
on overhead panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG BLEED 1(2) FAULT
ENG BLEED 1(2) FAULT
_e84dba68-0197-4c73-aecf-1894e77fc9ed 08 APR 2020
ENG BLEED 1(2) FAULT A36.04

PACK VALVE FAULT light is inhibited as soon as ENG BLEED is selected OFF. Selecting
PACK VALVE affected side to OFF position confirm pack valve closure.
May generate engine surges.
_8726e13c-d4b4-4d1b-82aa-a38367ef1c1f 18 FEB 2016
- After a FAULT detection, 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 of flight with one pack supplying
both compartments, and it turns off related alerts.
- A failure of VALVE combined with BLEED OFF operation could cause engine stall. The
power levers should be operated slowly to prevent engine stall, particularly when the
power levers are pushed forward.
- One or a series of surges indicate an engine stall. These will normally stop without flight
crew action, however a small power reduction, if appropriate, will restore normal
operation.
ABN.70 POWER PLANT
ABN.70.1 CONTROLS
3 EEC 1(2) FAULT
EEC 1(2) FAULT - Alert
_7c365c6f-5018-4ac0-a736-d01167c10117 31 JUL 2017
EEC failure - MC light flashing amber SC
- ENG EEC amber message on EWD
- Associated EEC FAULT amber light on
central panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EEC 1(2) FAULT
_d49a764a-c870-4fdd-b6ee-1698f9395a58 27 NOV 2017
A70.03 EEC 1(2) FAULT

▶ ATPCS ...................................................... ...................................................... OFF
CAUTION
Do not reset EEC Flashing
● When flight conditions permit
▶ PL (affected ENG)........................... ........................... RETARD IN GREEN SECTOR
▶ EEC (affected ENG).......................................... .......................................... RESET
■ If EEC recovered
▶ ATPCS ........................................................................................................ON
▶ PL (affected ENG)..................................................................RESTORE POWER
■ If EEC fault persists
▶ EEC (affected ENG).......................................... .......................................... OFF
▶ PL (affected ENG)..................................................................MOVE WITH CARE
▶ PL (affected ENG)..................................................................RESTORE POWER
■ In the following cases : icing conditions, engine(s) flame out, emergency
descent, severe turbulence, heavy rain
▶ MAN IGN ................................................ ................................................ ON
● In final approach
▶ CL 1 + 2.......................................... .......................................... 100 % OVRD
▶ VAPP ..................................................................NOT LESS THAN VREF +10 kt
▶ SPD TGT ........................................... ........................................... MAN SEL
▶ LDG DIST (Refer to Landing Distance)................. ................. MULTIPLY BY 1.15
■ If engine failure during go-around
▶ PL : DO NOT REDUCE BELOW 45 ° BEFORE FEATHERING
● After landing
▶ TAXI : ENG (affected) FEATHERED
Avoids prolonged time in NP restricted band (propeller limitation)
▶ ACW BTC ............................................................................CHECK CLOSED
Avoids loss of ACW bus.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_aeb97358-16ae-455e-9b39-35cfd2eecb07 18 FEB 2016
- With EEC OFF, the automatic relight is not available on affected engine
- 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)
4 EEC 1+2 FAULT
EEC 1+2 FAULT - Alert
_ab326bdb-5197-4c3a-b5a5-94499138653d 31 JUL 2017
Both EEC failure - MC light flashing amber SC
- ENG EEC 1+2 amber message on EWD
- Both EEC FAULT amber lights on
central panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

EEC 1+2 FAULT
_66b16e66-67c5-4ff5-aef0-ea184e45fe57 13 DEC 2017
A70.04 EEC 1+2 FAULT

▶ ATPCS..............................................................................................................OFF
CAUTION
Do not reset EEC Flashing
▶ PL 1+2................................... ................................... RETARD IN GREEN SECTOR
▶ EEC 1+2.................................................. .................................................. RESET
■ If EEC 1+2 recovered
▶ ATPCS ........................................................................................................ON
▶ PL 1+2..................................................................................RESTORE POWER
■ If only one EEC recovered
▶ EEC 1(2) FAULT procedure ( A70.03 ) ........................... ........................... APPLY
■ If EEC 1+2 fault persists
▶ EEC 1+2.................................................. .................................................. OFF
▶ PL 1+2..................................................................................MOVE WITH CARE
▶ PL 1+2..................................................................................RESTORE POWER
▶ TQ IND ENG 1+2 : MONITOR
■ In the following cases : icing conditions, engine(s) flame out, emergency
descent, severe turbulence, heavy rain
▶ MAN IGN ................................................ ................................................ ON
● In final approach
▶ CL 1+2...................................................................................... 100 % OVRD
▶ VAPP (Refer to OPSDATA)....................................NOT LESS THAN VREF + 10 kt
▶ SPD TGT ........................................... ........................................... MAN SEL
▶ LDG DIST (Refer to Landing Distance)....................................MULTIPLY BY 1.5
■ If engine failure during go-around
▶ PL : DO NOT REDUCE BELOW 45 ° BEFORE FEATHERING
CAUTION
Reverse power is reduced.
Both main HYD pumps will be lost at low speed.
● After landing
▶ BRAKE HANDLE................................. ................................. EMER/AS RQRD
▶ PL 1+2..............................................................................MOVE WITH CARE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_05f58772-1794-4ca0-9fb5-c31302618dda 10 JUN 2016
- With EEC OFF, the automatic relight is not available on affected engine(s)
- With EEC OFF, HBV is inoperative. This failure combined with BLEED OFF operation
could result in engine stall which could be prevented through slow power movements,
especially when advancing PLs
- An engine stall is indicated by mild surge(s). This will normally stops without flight crew
action, however a slight power reduction could be considered to restore normal operation
- During reduction at touchdown, both ACW GEN could be lost and therefore both main
HYD pumps
- Both digital torque indications are lost when TQ are below 20 %
- To avoid operating propellers in the NP restricted band, it is recommended to taxi with
one engine with NP > 63 % (PL near FI).
4 PEC 1(2) FAULT
PEC 1(2) FAULT - Alert
_377e92b2-687d-4a0a-bcfa-e2530d0acd98 31 JUL 2017
Anomaly detection on both PEC - MC light flashing amber SC
channels - ENG 1(2) PEC amber message on EWD
- Associated PEC FAULT amber light on
central panel
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PEC 1(2) FAULT
_a2f727b9-f20f-464c-b445-4da290f34f7d 04 MAR 2021
A70.05 PEC 1(2) FAULT

■ If in short final approach (below 400 ft RA)
● Above 400 ft or when flight conditions permit
▶ CL (affected ENG).............................................................................. 100 % OVRD
Minimize NP transient when PEC pb is switched OFF/ON
▶ PEC (affected ENG).......................................... .......................................... RESET
■ If PEC recovered
▶ CL(affected ENG).......................................... .......................................... AUTO
■ If PEC fault persists
▶ PEC (affected ENG).......................................... .......................................... OFF
▶ PL (affected ENG)..................................................................MOVE WITH CARE
● For landing
▶ CL 1+2 .......................................... .......................................... 100 % OVRD
▶ PL : KEEP AT OR ABOVE FI UNTIL NOSE WHEEL ON GROUND
▶ REVERSE (affected ENG) : DO NOT USE
Secondary low pitch stop retraction solenoïd is disabled. It forbids the blades to go
below the low pitch protection.
● After landing
▶ ACW BTC ............................................................................CHECK CLOSED
Avoid loss of ACW bus.
_614593da-0d8f-4c97-af69-344768f42380 13 MAY 2016
- Expect NP blocked at 102.5 % (overspeed stop)
- 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.
5 PEC 1(2) SGL CH
PEC 1(2) SGL CH - Alert
_cfb9b082-9167-4980-abe8-a51b8299fa6c 31 JUL 2017
Anomaly detection on either PEC - MC light flashing amber SC
channel - ENG 1(2) PEC SG CH amber message on
EWD
- SGL CH amber message on SD page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PEC 1(2) SGL CH
_fad4caf4-f077-4d91-adb0-f0a64d09be50 05 JUL 2019
PEC 1(2) SGL CH A70.06

● In flight
▶ PEC 1(2) : DO NOT RESET
● For landing
▶ PEC 1(2) FAULT..................................................................................ANTICIPATE
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
ABN.70.2 ONE ENGINE INOPERATIVE
1 ENG 1(2) FLAME OUT IN FLIGHT
ENG 1(2) Flame Out in Flight - Alert
_232b4ab4-e606-4f02-9dbb-75995ef89f81 25 JUN 2019
Engine 1(2) flame out - MW light flashing red CRC
- ENG 1(2) OUT red message on EWD
ENG 1(2) FLAME OUT IN FLIGHT
_ed6c37d4-1713-47ed-9a05-503f67d19c63 21 OCT 2016
ENG 1(2) FLAME OUT IN FLIGHT A70.07

▶ PL (affected ENG)..................................................................................................FI
■ If NH drops below 30 % (no immediate relight)
■ If damage suspected
FIRE handle pulled as precautionary measure.
▶ LAND ASAP
■ If no damage suspected
▶ ENG RESTART IN FLIGHT procedure ( A70.09 ) ............................................APPLY
■ If not successful
▶ LAND ASAP
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_b3a6c19f-005c-4c7a-9a2c-040d6ddfdf18 20 JAN 2021
The causes of engine flameout can generally be divided into two categories:
- External causes such as icing, very heavy turbulence, fuel mismanagement. These
causes, which can affect both engines can generally be easily determined and an
immediate relight can be attempted
- Internal causes such as engine stalls or failures, usually affect a single engine. These
causes are not so easily determined. In these cases, the engine is shut down then the
cause of the flameout investigated. If the cause of the flameout cannot be determined,
the need for engine restart should be evaluated against the risk of further engine damage
or fire that may result from a restart attempt.
In approach, the flight crew has to manually feather the affected engine before setting the PL
below 45°.
2 ENG 1(2) FLAME OUT ON GROUND
ENG 1(2) Flame Out on Ground - Alert
_a7cb55a4-b037-479f-b30b-5f92e2855718 25 JUN 2019
Engine 1(2) flame out - MW light flashing red CRC
- ENG 1(2) OUT red message on EWD
ENG 1(2) FLAME OUT ON GROUND
_7b708083-4d8a-403d-b314-aef3bb72ac08 04 APR 2017
A70.08 ENG 1(2) FLAME OUT ON GROUND

▶ PL 1+ 2....................................................... ....................................................... GI
▶ AIRCRAFT................................................... ................................................... STOP
▶ CL (affected ENG).................................................................... FTR THEN FUEL S.O.
▶ FIRE HANDLE (affected ENG)............................................................................PULL
▶ FUEL PUMP (affected ENG)................................................................................OFF
_5fd34324-1936-4a85-b887-38a3d50e92fd 22 NOV 2021
The ENG 1(2) FLAME OUT ON GROUND can be triggered during engine shutdown, if the
flight crew slowly sets CLA from FTR to FUEL S.O. This alert will disappear as soon as the
flight crew sets the CLA to the FUEL S.O. position.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

2 ENG RESTART IN FLIGHT
ENG RESTART IN FLIGHT
_200889d2-e277-4c4e-96b8-2044abacf170 20 FEB 2020
ENG RESTART IN FLIGHT A70.09
ICN-XX-Y-700000-T-FB429-00001-C-01-N
▶ ENVELOPE RELIGHT....................................................................................CHECK
▶ FUEL SUPPLY............................................... ............................................... CHECK
▶ CL ..................................................... ..................................................... FUEL S.O.
▶ PL ........................................................... ........................................................... FI
■ If propeller is feathered after ATPCS sequence
CAUTION
Before attempting restart the PWR MGT must be out of TO position
▶ PWR MGT ................................................................................................ MCT
To cancel propeller feathering signal sent by ATPCS sequence .
▶ ENG START selector ...................................... ...................................... START A & B

▶ ENG START pb ................................................. ................................................. ON
AP/YD MAY DISCONNECT DURING START
● When NH at or above 10 %
▶ CL ................................................................................................................ FTR
cont'd…
PRO.NNO
PROCEDURES

cont'd…
▶ ENG RELIGHT : MONITOR

■ If engine fails to restart within 10 s
▶ CL ....................................................................................................FUEL S.O.
▶ ENG START selector ............................ ............................ OFF & START ABORT
Note
Wait at least 30 s before attempting a new RESTART. Refer to LIM.5.70.1.2
Overtemperature Limit for Starting
■ If no restart
▶ LAND ASAP
■ If engine recovered
▶ CL ..................................................... ..................................................... AUTO
▶ PL ..............................................................................ADJUST TO OTHER ENG
▶ SYSTEMS AFFECTED........................................................................RESTORE
Power Management.
▶ APM ..........................................................................................................OFF
4 ENG STALL
ENG Stall - Alert
_9c2e7418-5257-402d-a0d0-84d7925ae2a5 18 FEB 2016
An engine stall can be recognized by various degrees of abnormal engine NIL NIL
noise (rumbling bangs)
- OR -
Fluctuating engine parameters
- OR -
Abnormal PL response
- OR -
Rapid ITT increase.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG STALL
_19220f29-eed8-48ed-b98b-243842710061 08 JUL 2016
ENG STALL A70.10

■ If abnormal engine parameters
▶ LAND ASAP
■ If normal engine parameters
▶ DE/ANTI ICING ENG ........................................................................................ON
Engine icing can be a reason for engine stall.
▶ PL (affected ENG).................................. .................................. SLOWLY ADVANCE
■ If stall reoccurs
▶ PL (affected ENG)....... ....... RETARD AND OPERATE BELOW STALL THRESHOLD
■ If stall does not reoccur
▶ ENGINE OPERATION : RESUME
5 LO PITCH IN FLIGHT
LO Pitch in Flight - Alert
_cf95200e-89d3-4b75-8679-c863a556326c 31 JUL 2017
Low pitch detection in flight - MC light flashing amber SC
- ENG 1(2) LO PITCH amber message on
EWD
- LO PITCH amber message reverse video on
SD page
LO PITCH IN FLIGHT
_67e24d55-a6c1-414a-b284-f214af47f119 08 JUL 2016
LO PITCH IN FLIGHT A70.11

▶ CL (affected ENG)................................. ................................. FTR THEN FUEL S.O.
▶ LAND ASAP
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_3612fa9f-c4f7-48a0-9f7e-1cc6c527aa08 18 FEB 2016
If a low propeller pitch is detected, propeller pitch increases and returns to values which do not
generate alert. If failure persists, propeller pitch will decrease again which causes a cycling
situation.
6 SINGLE ENG OPERATION
Single Engine Operation - Alert
_02505563-330e-44c5-a5ca-9ae271c71d61 31 JUL 2017
Engine flame out - MC light flashing amber SC
- SINGLE ENGINE amber message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

SINGLE ENG OPERATION
_bfafeb9e-555d-459f-9ddd-c2ab1ac909e4 29 MAY 2019
SINGLE ENG OPERATION A70.12

▶ PWR MGT ................................................... ................................................... MCT
▶ LAND ASAP
▶ FUEL PUMP (affected ENG)................................................................................OFF
▶ DC GEN (affected side)........................................... ........................................... OFF
▶ ACW GEN (affected side)....................................................................................OFF
▶ BLEED VALVE (affected side)..............................................................................OFF
▶ APM ........................................................ ........................................................ OFF
▶ TCAS ................................................... ................................................... TA ONLY
▶ OIL PRESS (affected side) : MONITOR
▶ FUEL BALANCE : MONITOR
MAXIMUM RECOMMENDED FUEL UNBALANCE IS 200 kg (440 lb).
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.
- Refer to Single Engine Gross Ceiling to determine single engine gross ceiling.
▶ FLAPS....................................................... ....................................................... 15
TO IMPROVE DRIFT DOWN PERFORMANCES & SINGLE ENGINE CEILING.
● When FUEL X FEED is required
▶ FUEL PUMP (affected ENG)....................................... ....................................... ON
▶ FUEL X FEED................................................. ................................................. ON
▶ FUEL PUMP (operating ENG)..................................... ..................................... OFF
● For approach
Note
Refer to STEEP SLOPE APPROACH to check steep slope approach limitation
applicable to your aircraft.
▶ BLEED VALVE (operating side).................................... .................................... OFF
▶ CL (operating ENG)............................................................................ 100 % OVRD
▶ VAPP .......................................... .......................................... NOT LESS THAN VGA
■ If affected engine NP above 10 %
▶ VAPP .................................. .................................. NOT LESS THAN VREF + 10 kt
● When VAPP is increased
▶ SPD TGT .......................................................................................... MAN USE
▶ LDG DISTANCE.................................. .................................. MULTIPLY BY 1.15
cont'd…
PRO.NNO
PROCEDURES

cont'd…

● At touchdown, until nosewheel touches the ground
▶ PL : MAINTAIN AT OR ABOVE FI
ABN.70.3 PARAMETERS
1 ABNORMAL ENG PARAMETERS IN FLIGHT
ABNORMAL ENG PARAMETERS IN FLIGHT
_26575468-2f3c-42ae-a1cb-ba5c10c2a91c 22 MAY 2019
A70.13 ABNORMAL ENG PARAMETERS IN FLIGHT

■ If Intermittent fluctuations or unrealistic steady indication
▶ ATPCS ..................................................... ..................................................... OFF
Untimely TQ indication drop lasting more than 2.15 s will induce an ATPCS sequence if
ATPCS is armed. With engine at high power, a spurious ATPCS sequence would cause
an automatic feathering and a significant overtorque. Deselecting ATPCS will avoid such
a possibility.
▶ PL (affected ENG)............................................. ............................................. FI
▶ EEC (affected ENG).......................................... .......................................... OFF
■ If normal engine operations recovered
▶ EEC 1(2) FAULT procedure ( A70.03 ) ....................................................APPLY
■ If abnormal fluctuations or indications persist
-OR-
■ If TQ = 0 % and NP < 77 %
▶ PL (affected ENG)........................................... ........................................... FI
▶ LAND ASAP
■ If “HBV” indication on display
▶ PL (affected ENG)......................................................................MOVE WITH CARE
_923133dd-0f5d-4259-b5a9-72abe8d0bf43 05 APR 2019
- AFU provides TQ indication to the cockpit instruments. (needle)
- With no reliable TQ indication, engine power monitoring is ensured on the affected
engine through NH / NP indications
- TQ = 0 % and NP < 77 %. Symptoms are associated with a not commanded auto feather
(and dealt as an engine failure)
- Refer to POWER PLANT
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

1 ENG 1(2) OIL LO PR
ENG 1(2) Oil LO PR - Alert
_b3624cb8-fcb0-4790-932e-65512922ff8e 31 JUL 2017
Oil pressure drops below 40 psi - MW light flashing red CRC
- ENG 1(2) OIL PRESS red message on EWD
- LO PR flag in MFD system page
ENG 1(2) OIL LO PR
_610812b5-12bb-4057-b7df-2dbcc772a2f1 20 FEB 2020
ENG 1(2) OIL LO PR A70.14

■ If ENG OIL PRESS in red range and LO PR label
▶ LAND ASAP
■ If ENG OIL PRESS in red range and no LO PR label
■ If LO PR label
▶ ENG RESTART IN FLIGHT procedure ( A70.09 ) .................... .................... APPLY
If local alert only is activated (press indication in red range) provided LO PR label on
MFD is checked operating, twin engine operation can be resumed.
■ If LO PR label still missing
▶ LAND ASAP
■ If ENG OIL PRESS in normal range and LO PR label
▶ ALERT : DISREGARD
▶ OIL PRESS LOCAL ALERT : MONITOR
_bb58002b-8953-4f95-bb7d-320398da45d1 09 APR 2020
Engine oil low pressure is identified thanks to two low pressure detectors:
- The first one driving LO PR red label 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).
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

3 ENG 1(2) OIL TEMP BELOW 45 °C
ENG 1(2) Oil TEMP below 45 °C - Alert
_2ea2c95b-ed5f-4fc8-a781-691b93e14b92 09 DEC 2020
Engine oil TEMP below 45 °C and - MC light flashing amber SC
PLA > 30° - ENG 1(2) OIL TEMP L amber message on
- OR - EWD
Engine oil TEMP below 0 °C on
ground
ENG 1(2) OIL TEMP BELOW 45 °C
_18953ccf-ed82-40a0-af8c-65bc5cbc8e76 08 JUL 2016
A70.15 ENG 1(2) OIL TEMP BELOW 45 °C

■ If icing conditions are expected or present
▶ ENG POWER (if possible)................................... ................................... INCREASE
■ If no icing conditions
4 ENG 1(2) OIL TEMP HIGH
ENG 1(2) Oil TEMP High - Alert TEMP Below 140 °C
_0c3bfbb4-7f23-4a14-a3db-4a1d0babbdc4 28 MAY 2019
Engine oil TEMP between 125 °C - MC light flashing amber SC
and 140 °C - ENG 1(2) OIL TEMP H amber message on
EWD
ENG 1(2) Oil TEMP High - Alert TEMP Above 140 °C
_8ab91ff4-ade2-49ee-9176-bb75df1dcf44 28 MAY 2019
Engine oil TEMP above 140 °C - MC light flashing amber SC
- ENG 1(2) OIL OVHT amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) OIL TEMP HIGH
_05e8c26a-fbb6-42a8-94f3-d04440d500d6 11 JUL 2016
ENG 1(2) OIL TEMP HIGH A70.16

■ If OIL TEMP between 125 °C and 140 °C
▶ OIL TEMP AND PRESS : MONITOR
■ If OIL TEMP increases after PL reduction
▶ PL .................................................. .................................................. ADVANCE
It may help reduce oil temperature due to the increase of fuel flow accross the Fuel/oil
heat exchanger
■ If OIL TEMP increase occurs in steady state conditions
▶ PL ................................................... ................................................... RETARD
Failure of the oil cooler flap can be suspected, if no other engine malfunction is noted.
Power reduction may help reduce oil temperature
■ If OIL TEMP between 125 °C and 140 °C more than 20 min
▶ PL (affected ENG)............................RETARD TO SET MINIMUM POSSIBLE POWER
CAUTION
Minimize flight time in these engine abnormal operating conditions.
■ If OIL TEMP above 140 °C
▶ LAND ASAP
_160460c8-dbc0-4cd9-afe5-ca4aeef04f37 12 JUL 2016
Normal steady oil temperature is in the range 71/99 °C.
5 ENG 1(2) OVER LIMIT
ENG 1(2) Over Limit - Alert
_24b9883c-cb29-4e9f-a0b8-e924ee52d1b1 31 JUL 2017
ITT above limit in flight or on ground - MC light flashing amber SC
except at start - ENG 1(2) OVER LIM amber message on
- OR - EWD
- Any parameter in red range (ITT, TQ, NH,
TQ in red range
NL)
- OR -
NH in red range
- OR -
NL in red range
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG 1(2) OVER LIMIT
_23e0022f-c45b-469a-b513-a7d3524a2bfb 10 DEC 2020
A70.17 ENG 1(2) OVER LIMIT

▶ PL (affected ENG )......................................RETARD TO RESTORE NORMAL VALUES
■ If TQ, NH and/or ITT still over limit & conditions permit ENG shutdown
▶ LAND ASAP
■ If all TQ, NH and ITT below limit
▶ BLEED VALVE (affected ENG)............................. ............................. OFF/AS RQRD
To reduce ITT on the affected engine
■ If TQ, NH and/or ITT still over limit & conditions do not permit ENG shutdown
▶ LAND ASAP
▶ BLEED VALVE (affected engine)........................................................OFF AS RQRD
▶ ENG POWER (affected ENG)......... ......... USE MINIMUM TO SUSTAIN SAFE FLIGHT
_2141b333-2a9a-4379-912f-8f756308cd4b 04 APR 2019
- Red limits must not be deliberately exceeded
- Check pointer and counter to determine limit exceeded and consider higher value, if any
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
2 ENG NAC OVHT
ENG NAC OVHT - Alert
_10e43f4f-429b-41e6-b2fc-65b66258c46a 13 MAR 2019
Nacelle temperature exceeds 170 °C - MW light flashing red CRC
(338 °F) when aircraft is on ground. - NAC OVHT red message on EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ENG NAC OVHT
_9247642b-03c8-457f-985a-9116f1d589ba 01 FEB 2017
ENG NAC OVHT A70.18

● During hotel mode operation
▶ PL 2........................................................ ........................................................ GI
▶ CL 2.......................................... .......................................... FTR THEN FUEL S.O.
● During taxi
▶ AIRCRAFT................................................. ................................................. STOP
▶ PL 2........................................................................SLIGHTLY INCREASE POWER
■ If NAC OVHT persist within 30 s
▶ BRAKE HANDLE........................................ ........................................ PARKING
▶ PL 2...................................................... ...................................................... GI
▶ CL 2........................................ ........................................ FTR THEN FUEL S.O.
▶ FUEL PUMP 2.............................................. .............................................. OFF
_ca19e1b6-e051-410d-bac9-896e9cb0a323 18 FEB 2016
- In case of tailwind component greater than 10 kt and just after engine start, propeller
must be unfeathered rapidly.
This action will take advantage of the wind created by propeller rotation and
consequently to avoid exhaust gas return flow in the nacelle
- When taxiing with tailwind component, use of reverse requires special care.
Air flow created by propeller reversing combined with tailwind will induce an exhaust gas
return flow which may damage the nacelle.
As a result, it is recommended to not leave PL in reverse position for any period of time
exceeding 10 s
- NAC OVHT alert is inhibited when both WOW systems detect aircraft airborne.
7 PROP 1(2) OVER LIMIT
PROP 1(2) OVER LIMIT - Alert
_39966e81-da18-42d8-b9e5-2af0769a40c8 31 JUL 2017
Propeller speed in red range - MC light flashing amber SC
- ENG 1(2) PROP LIM amber message on
EWD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PROP 1(2) OVER LIMIT
_fac1cc42-6352-4738-a83f-cca08ba6acf3 07 DEC 2017
A70.19 PROP 1(2) OVER LIMIT

▶ PL (affected ENG)................................................RETARD TO SET NP BELOW 106 %
▶ PEC pb (affected ENG)......................................... ......................................... RESET
▶ PL (affected ENG)........................................... ........................................... AS RQRD
■ If NP decreases below 106 %
Note
106 % permitted to complete a flight without overshooting 84 % TQ in CRZ and 85 % in
CLB.
■ If NP remains above 106 % and conditions permit
▶ LAND ASAP
Land as soon as possible using the minimum power required to sustain safe flight.
_71dc56d5-a0d3-4e55-a0e3-4d2214d9bb15 10 JUN 2016
- Red limits must not be intentionally exceeded
- Transients in amber sector are normal during engine acceleration
- Check pointer and counter to determine limit exceeded and proceed accordingly
- Over limit conditions and primary engine(s) parameters must be recorded for
maintenance purposes.
8 UNEXPECTED 100 % NP ON ONE OR TWO ENGINES
Unexpected 100 % NP on One or Two Engines - Alert
_347f3840-3e82-44ec-850e-56c92b0d96dd 07 SEP 2017
Unexpected 100 % NP on one or - MC light flashing amber SC
two engines - ENG PROP NP amber message on EWD
Unexpected 100 % NP on One or Two Engines
_0c8a0b71-d83e-4e15-ad6b-f1787128bd5d 22 DEC 2017
A70.20 UNEXPECTED 100 % NP ON ONE OR TWO ENGINES

▶ CL 1 + 2............................................... ............................................... 100 % OVRD
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.70.4 PROP BRK
1 ABNORMAL PROP BRK
ABNORMAL PROP BRK - Alert (with Indications)
_88c9a90c-7d14-4ca8-88a7-20285e659518 31 JUL 2017
Propeller brake not locked in full - MW light flashing red CRC
locked position - PROP BRK red message on EWD
- OR - - UNLK red light on overhead panel
Propeller brake not locked in full
released position
- OR -
Propeller brake engaged and GUST
LOCK released
- OR -
If PROP BRK sw set to ON, visual
and aural appear 30 s later, except
UNLK red light on overhead panel
ABNORMAL PROP BRK - Alert (without Indications)
_9d26fc30-bfda-4fc7-a0a1-9a63930cec54 18 FEB 2016
Propeller brake engaged and propeller rotating NIL NIL
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABNORMAL PROP BRK
_1e16eb7c-a89d-4dde-9f48-0fef8fbf2c1a 22 DEC 2017
A70.21 ABNORMAL PROP BRK

● On ground
■ If propeller rotation and FWS PROP BRK alert
- OR -
■ If UNLK light and FWS PROP BRK alert
▶ CL 2..................................................................................................FUEL S.O.
■ If FWS PROP BRK alert only
■ If GUST LOCK ON
▶ CL 2............................................... ............................................... FUEL S.O.
■ If DC and AC GPU are not available
▶ ENG 1.............................................. .............................................. START
▶ CL 1 ............................................... ............................................... AUTO
● When READY light comes on
▶ PROP BRK ............................................ ............................................ OFF
▶ UNLK LIGHT.............................. .............................. CHECK TURNED OFF
▶ C/B ENG IND PROP BRK / PWR SUPPLY ..................... ..................... PULL
■ If GUST LOCK OFF
▶ GUST LOCK.............................................. .............................................. ON
● Based on operational situation
▶ PROP BRK ............................................ ............................................ OFF
▶ ALL PROP BRK LIGHTS...................... ...................... CHECK TURNED OFF
● In flight
▶ NORMAL OPERATIONS : CONTINUE
▶ ENG 2 PARAMETERS : MONITOR
● After landing
▶ CL 2..................................................................................................FUEL S.O.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.70.5 START
1 ABNORMAL PARAMETERS DURING START
ABNORMAL PARAMETERS DURING START
_5b28baaa-695d-4e89-a29a-43c2206f26ee 17 MAY 2019
ABNORMAL PARAMETERS DURING START A70.22

■ If ITT tends to exceed 900 °C, or no ITT, or no NH
▶ CL (affected ENG)..................................................................................FUEL S.O.
■ If excessive ITT during start
▶ EXCESSIVE ITT DURING START procedure ( A70.23 ) ................. ................. APPLY
■ If no ITT during start
▶ NO ITT DURING START procedure ( A70.24 ) ................................................APPLY
■ If no NH during start
▶ NO NH DURING START procedure ( A70.25 ) ................................................APPLY
2 EXCESSIVE ITT DURING START
EXCESSIVE ITT DURING START - Alert
_ba533dae-d79f-4119-a07e-2d13db6adaff 04 APR 2019
ITT incident during start - MC light flashing amber SC
- ENG START ITT amber message on EWD
EXCESSIVE ITT DURING START
_35ac5a71-9762-4310-808c-06658f176cb4 04 NOV 2016
EXCESSIVE ITT DURING START A70.23

● When NH below 30 %
▶ ENG START selector......................................... ......................................... CRANK
▶ ENG START pb ................................................................................................ON
● After 15 s
▶ ENG START selector..........................................................OFF & START ABORT
■ If ITT exceeds 950 °C
Maintenance action required
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

3 NO ITT DURING START
No ITT During Start - Alert
_f37dc679-9351-403c-9691-3c1818583139 31 JUL 2017
No ITT during start - MC light flashing amber SC
- ENG START ITT amber message on EWD
NO ITT DURING START
_a8b062c6-27ad-4297-9a60-56066e160433 05 APR 2017
A70.24 NO ITT DURING START

● After 30 s to permit fuel draining
▶ ENG START selector......................................... ......................................... CRANK
▶ ENG START pb................................................ ................................................ ON
● After 15 s
▶ ENG START selector..........................................................OFF & START ABORT
4 NO NH DURING START
No NH During Start - Alert
_6f68f68e-9a08-4ce9-9c00-253e17cdc886 22 DEC 2017
No NH during start - MC light flashing amber SC
- OR - - ENG START NO NH amber message on
EWD
Starter motor failure suspected if oil
pressure does not increase
NO NH DURING START
_77f8ccc7-24e4-47ca-a48f-fcae994bcfce 20 MAR 2017
A70.25 NO NH DURING START

▶ ENG START selector ................................ ................................ START A or START B
▶ ENG START pb ................................................. ................................................. ON
● After 10 s
■ If OIL pressure increases
▶ CL ...................................................... ...................................................... FTR
▶ NORMAL ENG START : CONTINUE
NH INDICATION IS INOPERATIVE
■ If OIL pressure does not increase
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

5 START 1(2) FAULT
START 1(2) FAULT- Alert
_ec7daf40-1300-40ef-be00-b8563c4d232a 25 JUN 2019
Start sequence incident - MC light flashing amber SC
- ENG START amber message on EWD
- START amber message reverse video on
Secondary ENG page
- Associated START FAULT amber light on
overhead panel
START 1(2) FAULT
_6b9724f0-89a8-48c5-8124-9eab7f881a9c 05 APR 2017
START 1(2) FAULT A70.26

▶ ENG START selector................................ ................................ OFF & START ABORT
■ If START ON light is off above 45 % NH
▶ START : CONTINUE
6 X START FAIL
X Start Fail - Alert
_9360db13-c28f-40f3-b7d5-bcffc20b2e03 31 JUL 2017
On ground, during second engine - MC light flashing amber SC
start, operating DC GEN does not - ENG X START amber message on EWD
come on line to supply the START - X START FAIL amber light on
BUS between 10 % and 45 % NH overhead panel
X START FAIL
_0d3583bc-2941-4f91-9a20-845e2e04f9a6 05 APR 2017
X START FAIL A70.27

▶ NORMAL ENG START : CONTINUE
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.70.6 OTHERS
1 FIRE LOOP 1A (1B) (2A) (2B) FAULT
Fire Loop 1A (1B) (2A) (2B) Fault - Alert
_ca41d917-e585-4101-8b1e-d92e25081556 04 JUN 2019
Fire loop fault detected - MC light flashing amber SC
- LOOP 1A(1B)(2A)(2B) amber message on
EWD
- Associated LOOP amber message on SD
page
- Associated LOOP FAULT amber light on the
overhead panel.
FIRE LOOP 1A (1B) (2A) (2B) FAULT
_0a3f20ab-f634-483d-a156-091eba772bec 05 JAN 2017
A70.30 FIRE LOOP 1A (1B) (2A) (2B) FAULT

▶ LOOP (affected side)............................................. ............................................. OFF
4 IDLE GATE FAIL
Idle Gate Fail - Alert
_85a8ca28-b487-40fe-8e40-dc3d5e955e29 31 JUL 2017
Automatic idle gate system failure - MC light flashing amber SC
- IDLE GATE amber message on EWD
- IDLE GATE FAIL amber light on
pedestal panel
IDLE GATE FAIL
_cac832dd-3603-4950-b032-2cd1012dee39 22 DEC 2017
A70.31 IDLE GATE FAIL

● In flight
▶ IDLE GATE lever ..........................................................................................PUSH
Sets the stop at FI.
● At touchdown
▶ IDLE GATE lever ............................................. ............................................. PULL
Removes the stop and enables reduction below FI (GI and reverse).
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_3d36447d-bcfe-4e1e-baae-d77d5de96aa1 18 FEB 2016
One reason for IDLE GATE FAIL alert could be a problem in the WOW system. Other systems
could be affected. Report to maintenance.
ABN.99 MISCELLANEOUS
ABN.99.1 DETECTION-INDICATION
1 COCKPIT DOOR CONTROL PANEL FAULT
COCKPIT DOOR CONTROL PANEL FAULT
_6b7b5e4a-2c49-4929-ae5e-050f3e9438c3 06 JUL 2016
COCKPIT DOOR CONTROL PANEL FAULT A99.01

▶ COCKPIT DOOR MANUAL LOCK BOLT(S)........... ........... MOVE TO CLOSE POSITION
Note
When door is locked with manual bolts, emergency access to the cockpit is not operative.
At least two crew members must remain in the cockpit during that time.
2 DOORS UNLK IN FLIGHT
DOORS UNLK IN FLIGHT-Alert
_beb6683e-39cd-4496-91a0-acb7925df8a1 14 OCT 2020
Door UNLK in flight - MC light flashing amber SC
- DOOR EMER(LH FWD)(RH FWD)(LH AFT)
(RH AFT)(FWD COMPT) amber message on
EWD
- Associated door UNLK amber light on
overhead panel
- Associated door amber indication on SD
Cabin page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

DOORS UNLK IN FLIGHT
_bd53a9da-cf53-4e0a-ad81-a82caeae95ca 30 NOV 2020
A99.02 DOORS UNLK IN FLIGHT

■ If FWD COMPT UNLK light comes on
■ If any other DOOR UNLK light comes on
▶ SIGNS...................................................... ...................................................... ON
▶ DOOR (affected).................................... .................................... VISUALLY CHECK
■ If unlocked confirmed
- OR -
■ Visual check not possible
▶ LANDING ELEVATION : 9 000 ft
▶ MAX FL : 100 OR MEA
As the doors (except FWD COMPT) open outward, when one is not locked, the ∆P
must be reduced by aircraft descent and landing elevation selection.
1 OXYGEN LO PR
OXYGEN LO PR-Alert
_d21eddc3-e362-482c-b3cb-e592119a729d 31 JUL 2017
Low pressure (below 50 psi) in the - MC light flashing amber SC
LP distribution circuit - OXY amber message on EWD
- MAIN SUPPLY LO PR amber light on
overhead panel
- LO PR amber indication on SD Cabin page
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

OXYGEN LO PR
_d19796d8-f720-409a-96f8-cc83cc2da03b 18 FEB 2016
OXYGEN LO PR A99.03
▶ OXY MAIN SUPPLY............................................................................................OFF
● After 2 seconds
▶ OXY MAIN SUPPLY............................................. ............................................. ON
Time delay ensures that low pressure supply valve position is in accordance with current
pushbutton position.
■ If oxygen LO PR light persists
▶ OXY MAIN SUPPLY............................................ ............................................ OFF
▶ OXYGEN PORTABLE UNIT............................... ............................... USE AS RQRD
The 120 l portable oxygen bottle (installed at the cabin attendant station) permits a
continuous diluted flow to one crew member at 13 000 ft for a duration of 30 min.
This bottle can be placed in the cockpit.
4 SMK DET FANS FAULT
SMK DET FANS FAULT - Alert
_951d163d-d669-4256-8fad-4cbdb9ff9709 20 DEC 2017
Smoke detectors fans failure - MC light flashing amber SC
- AIR AFT (FWD) DET FAN amber message
on EWD
- AFT COMPT/LAV DET FANS FAULT amber
light on overhead panel
- Associated DET FANS amber indication on
SD Cabin page
SMK DET FANS FAULT
_376c8128-6fa5-40f4-a860-a609fa6c0c15 04 APR 2019
SMK DET FANS FAULT A99.04

▶ FAN (affected).............................................................................................. ALTN
■ If AFT COMPT/LAV DET FANS still FAULT
SMOKE DETECTION FANS are lost
■ If DATA RECORDER FAULT
▶ 115 V AC STBY BUS FAULT..............................................................CONSIDER
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ABN.99.2 OTHERS
1 COCKPIT WINDOW CRACKED
COCKPIT WINDOW CRACKED
_7e4e0908-7b7d-4c84-9456-516bc40c3a64 09 FEB 2021
A99.05 COCKPIT WINDOW CRACKED

▶ WINDOW HEAT (affected)......................................... ......................................... OFF
▶ LANDING ELEVATION : 9 000 ft
▶ MAX FL : 100 OR MEA
▶ HARNESS............................ ............................ CHECK FASTENED AND ADJUSTED
CAUTION
Be prepared to don oxygen mask in case of cockpit window burst.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

1 VOLCANIC ASH ENCOUNTER
VOLCANIC ASH ENCOUNTER
_196dfca3-7847-484b-91c6-a14f6e5ea968 30 NOV 2020
VOLCANIC ASH ENCOUNTER A99.06

▶ 180 ° TURN ................................................................................................INITIATE
▶ DESCENT (if possible)........................................ ........................................ INITIATE
▶ ATC ............................................................................................................NOTIFY
■ If conditions permit
▶ PL 1+2 ....................................................................................................RETARD
Reducing TQ reduces ash ingestion, maximizes engine surge margin and lowers engine
turbine temperature.
▶ IAS (Refer to OPSDATA)....................................................................................VmHB
▶ CREW OXY MASKS........................................ ........................................ ON / 100 %
▶ CABIN CREW............................................... ............................................... NOTIFY
▶ PASSENGER OXYGEN..............................................................................AS RQRD
▶ AIR FLOW................................................... ................................................... HIGH
Monitor particularly ITT; it could become necessary to set PL to Flight Idle, if conditions
permit.
Note
In extreme case, it could 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.
▶ AIRSPEED INDICATORS : MONITOR
VOLCANIC ASH COULD CLOG THE PITOT PROBES.
■ If engine flame out
▶ ENG 1(2) FLAME OUT IN FLIGHT procedure ( A70.07 ) ..................................APPLY
■ If airspeed unreliable or lost
▶ AIRCRAFT ATTITUDE ....................................... ....................................... ADJUST
▶ PL 1+2.................................................. .................................................. ADJUST
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NNO
FCOM
1608 / 45 TOC
ADDITIONAL SYSTEM USE .NNO.ASU
ASU. ADDITIONAL SYSTEM USE................................................................................ page 03

ASU.24 ELECTRICAL POWER...........................................................................page 03
ASU.31 INDICATING AND RECORDING SYSTEMS............................................. page 04
ASU.32 LANDING GEAR................................................................................... page 07
ASU.34 NAVIGATION........................................................................................ page 08
ASU.52 DOORS................................................................................................page 10
ASU.70 POWER PLANT.................................................................................... page 15
PRO.NNO
FCOM
1608 / 45 TOC
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NNO
PROCEDURES

FCOM ADDITIONAL SYSTEM USE Page n°03
ASU ADDITIONAL SYSTEM USE
ASU.24 ELECTRICAL POWER
ASU.24.01 Loss of DC SVCE Bus
_096c1ae1-ee9c-4b01-87ca-a37763ed3015 09 AUG 2017
The DC SVCE BUS is normally powered:
- Either directly by DC GPU, or
- Through DC BUS 1.
It may be shed:
- By the flight crew setting the DC SVCE/UTLY BUS pb to OFF on the overhead panel
- By the cabin attendant setting the DC SVCE pb to OFF on the cabin attendant panel. No
specific SHED information is provided to the flight crew
- Automatically when a load shed condition controlled by the BPCU is present.
1) Possible Cause of DC SVCE BUS Loss
Faulty relays.
2) Corrective Actions
▶ Make sure cabin attendant DC SVCE pb is not on SHED position.
▶ DC BTC pb ............................................. ............................................. RESET
▶ DC SVCE/UTLY BUS pb .................................... .................................... RESET
ASU.24.02 Loss of DC EMER BUS
_bcf2b019-187a-46cd-ab6f-bec8d192b983 16 OCT 2019
The DC EMER BUS is normally powered:
- Either directly by DC BUS 1, or
- By the TRU (if installed), or
- By the EMER battery.
1) Possible Cause of DC SVCE BUS Loss
C/B 12PD - DC EMER & STBY BUS ON HEBB/DC EMER BUS tripped.
2) Corrective Actions
On 130 VU panel,
▶ C/B 12PD - DC EMER & STBY BUS ON HEBB/DC EMER BUS tripped. ........PUSH
Note
- Only one reengagement per flight is allowed.
- Flight crew may reengage a tripped circuit breaker only if he/she judges it is
necessary for a safe continuation of the flight.
- This C/B is identified with a green cap as necessary for a safe continuation of the
flight.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ASU.31 INDICATING AND RECORDING SYSTEMS
ASU.31.1 DU
ASU.31.1.01 Degraded Operation
_a5ba79aa-9c40-43a5-bcd2-50efa3b49d0d 04 APR 2017
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 flight crew remains free to choose the configuration via the DISPLAY pushbuttons,
and the captain will decide who is PF and PM based on failure assessment and airline policy.
DU 2 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.
1) DU 1 Failure
PFD is automatically displayed on DU 2.
ATR recommends PF is CAPT, and F/O keeps a normal configuration with two DUs (PFD
and MFD).
2) DU 2 Failure
The automatic reversion has no effect. FMS 1 and RMS 1 are lost.
ATR recommends PF is CAPT, and F/O keeps a normal configuration with two DUs (PFD
and MFD).
3) DU 3 Failure
The automatic reversion depends on the coupling side selected on the FGCP (the system
takes the information of PF/PM side via the FGCP coupling selection): There is no change
on the PF side, but the EWD is displayed in place of PM MFD.
PF can be CAPT as well as F/O. Both pilots can 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 occurs, 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 DUs (PFD and MFD). EWD remains readable by PM even in
cross view.
4) DU 4 Failure
(Symmetrical to DU 2 failure).
The automatic reversion has no effect. FMS 2 and RMS 2 are lost.
ATR recommends PF is F/O, and CAPT keeps a normal configuration with two DUs (PFD
and MFD).
5) DU 5 Failure
(Symmetrical to DU 1 failure).
PFD is automatically displayed on DU 4.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
ATR recommends PF is F/O, and CAPT keeps a normal configuration with two DUs (PFD
and MFD).
02 DISPATCH WITH ONE DU INOPERATIVE
Dispatch with One DU Inoperative
_3e146c04-f4dc-404b-a69d-3290af6b098c 09 AUG 2017
Based on MMEL, one DU among DU 1, DU 3 and DU 5 can be inoperative for dispatch, but
DU 2 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 DU 2 (4) is inoperative, a
maintenance action is required to swap with DU 1 (5), and dispatch is then possibile (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.
Dispatch with DU 1 INOP
_2e0eec4d-3d99-41dd-8f52-aab054748469 09 AUG 2017
PF is CAPT with PFD on DU 2, and F/O keeps a normal configuration with two DUs (PFD and
MFD).
In case DU 2 fails, the automatic reversion has no effect. FMS 1 and RMS 1 are lost. F/O
becomes PF, and CAPT tunes COM and NAV via MCDU. He/she can still monitor navigation
and systems by cross-view on DU 4 with the recommended following configuration: DU 3:
EWD / DU 4: MFD / DU 5: PFD.
In case DU 3 fails, PFD remains on DU 2, and EWD is automatically displayed on DU 4 (PM
side). PF remains CAPT.
ATR recommends the following: DU 2: PFD / DU 4: MFD (cruise) - EWD (approach)/ DU 5:
PFD.
In case DU 4 fails, the automatic reversion has no effect. FMS 2 and RMS 2 are lost.
The recommended configuration is the following: DU 2: PFD / DU 3: EWD / DU 5: PFD. PM
tunes COM and NAV via MCDU, and in VMC cruise PM can occasionally switch to MFD
format.
In case DU 5 fails, PFD is automatically displayed on DU 4.
format.
CAUTION
A full flexibility is offered for display selection on DU 2 and DU 4 via both DISPLAY
pushbuttons, and in case of DU 1 and DU 5 failure, the flight crew must avoid any
configuration without any PFD.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

_b53f44a4-6451-4529-9bbe-adf1b916c60e 04 APR 2017
PF can be CAPT as well as F/O. Both pilots can 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 occurs, 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 DUs (PFD and MFD). Thanks to the high quality of the DU, EWD
remains easily readable by PM in cross view.
In case DU 1 fails, PFD is automatically displayed on DU 2 and EWD on DU 4.
ATR recommends PF is CAPT and the following configuration: DU 2: PFD / DU 4: MFD
(cruise) - EWD (approach)/ DU 5: PFD.
In case DU 2 fails, EWD is automatically displayed on DU 4. FMS 1 and RMS 1 are lost.
ATR recommends PF is CAPT and the following configuration: DU 1: PFD / DU 4: MFD
(cruise) - EWD (approach)/ DU 5: PFD.
In case DU 4 fails, EWD is automatically displayed on DU 2. FMS 2 and RMS 2 are lost.
ATR recommends PF is F/O and the following configuration: DU 1: PFD / DU 2: MFD (cruise) -
EWD (approach)/ DU 5: PFD.
In case DU 5 fails, PFD is automatically displayed on DU 4, and EWD on DU 2.
ATR recommends PF is F/O and the following configuration: DU 1: PFD / DU 2: MFD (cruise) -
EWD (approach)/ DU 4: PFD.
_d8cd15f2-ebac-46c6-9a64-d0b38bcafe65 04 APR 2017
PF is F/O with PFD on DU 4, and CAPT keeps a normal configuration with two DUs (PFD and
MFD).
In case DU 1 fails, PFD is automatically displayed on DU 2.
format.
CAUTION
pushbuttons, and in case of DU 1 and DU 5 failure, the crew must avoid any configuration
without any PFD.
format.
In case DU 3 fails, PFD remains on DU 4, and EWD is automatically displayed on DU 2 (PM
side). PF remains F/O.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
ATR recommends the following configuration: DU 1: PFD / DU 2: MFD (cruise) - EWD

(approach)/ DU 4: PFD.
PF must switch to CAPT, and F/O tunes COM and NAV via MCDU He/she can still monitor
navigation and systems by cross-view on DU 2 with the recommended following configuration:
DU 1: PFD / DU 2: MFD / DU 3: EWD.
ASU.31.1.03 Dual DC GEN Loss
_a38ac37d-1eb4-4c6a-bd2d-c77bf8b853d2 22 DEC 2017
In the case of dual DC GEN loss, only DU 2 and DU 4 remain operative.
PFD is automatically displayed on DU 2, and EWD on DU 4, as AHRS 2 and ADC 2 are lost.
F/O must switch AHRS and ADC to SYS 1 to be able to recover a normal PFD format on DU 4.
ATR recommends the following configuration:
- CAPT is PF and always keeps PFD on DU 2. He/she monitors navigation on MINI ND
- F/O mainly uses DU 4 in PFD format, and can temporarily switch to EWD and MFD.
He/she tunes VHF 1 via VCP on MFD or MCDU 1
- IESI is used for attitudes, IAS and altitude monitoring, and can be used to tune VHF 1
and V/ILS 1. VOR, LOC and GLIDE deviations can also be displayed.
In the case EWD is not displayed on any DU and should a Warning or Caution occurs, there
will be an automatic reversion of EWD on PM side.
CAUTION
pushbuttons, and the flight crew must avoid configuration without any PFD.
ASU.32 LANDING GEAR
ASU.32.1 TAXI WITH FAILURES
ASU.32.1.01 Nosewheel Steering Off
_fe073427-3f8e-4cf7-b870-6b6591ed29fa 25 NOV 2020
Taxi with nosewheel steering OFF (or without blue HYD pressure) :
- Single engine taxi is no more possible
- Taxiing remains very easy with both engines operating and EEC ON. Directional control
is achieved primarily with differential power on engines, possibly augmented by use of
differential braking
- Avoid sharp turns: Turn radius without nosewheel steering should be limited to about half
turn radius with nosewheel steering.
ASU.32.1.03 EEC Off
_93c29db6-49cd-4571-81cf-370391d88698 30 APR 2020
1) One EEC OFF
For taxi and prolonged ground operations near idle, feather the affected engine to avoid
prolonged use within prohibited NP range.
Keep operative EEC selected ON for taxi.
cont'd…
PRO.NNO
PROCEDURES

cont'd…
2) Both EEC OFF

With both EEC OFF, the NP is not high enough to supply an ACW GEN and thus to supply
HYD PUMPS. The flight crew has to use the EMER Brake in order to stop the aircraft.
CAUTION
Do not push both PLs above GI to avoid hot brakes.
Note
Nosewheel Steering and STBY braking remain available in all cases through DC AUX
PUMP .
ASU.32.1.04 Taxi with Hot Brakes
_86209650-e817-4f02-92e5-20e6ccb4911f 16 MAY 2018
If the WHEELS BRK HOT message is displayed on the EWD during taxi:
- PL: GI position
- Brakes: use with precaution, prefer the use of reverse to slow down.
ASU.32.2 PARKING
ASU.32.2.1 Parking with Hot Brakes
_0eee82bf-d0bc-4264-960d-5748e30a8d9d 16 MAY 2018
If the WHEELS BRK HOT message is displayed on the EWD, the flight crew should avoid the
use of the parking brake, except for operational constraints. The use of the parking brake with
high brakes temperature can lead to brakes jamming.
If required, walking to a tire must be done from the front or the rear but never from the side of
the wheel.
ASU.34 NAVIGATION
ASU.34.1 GPS
_176af4e4-8e1d-466a-a196-97f632a8b438 06 MAY 2020
1) Dual GPS
- For RNAV (GNSS) non-precision approach, if GPS INTEG message is displayed, or if
EPE increases significantly (different messages can be triggered on MCDU), perform
a go-around unless suitable visual reference is available
- If navigation capability is lost or degraded, resulting in the loss of the required
navigation performance, flight crew must inform ATC and revert to alternate navigation
means.
2) Single GPS
- For RNAV (GNSS) non-precision approach, if GPS INTEG or UNABLE RNP
messages are displayed, perform a go-around unless suitable visual reference is
available
- If navigation capability is lost or degraded, resulting in the loss of the required
navigation performance, flight crew must inform ATC and revert to alternate navigation
means.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ASU.34.2 FMS
Procedures Following Failure
_889a5530-2359-4803-96c9-6d5dc983ffa2 22 NOV 2017
In case navigation capability degradation resulting in the loss of the required navigation
performance flight crew must revert to alternate ways of navigation and inform ATC.
The following amber alert messages can be displayed on the ND: UNABLE RNP, GPS INTEG,
or NAV DR.
The following amber messages can be displayed on the MCDU: RNP, POS, HIL or GPS.
If any of the above mentioned alerts is triggered during the approach a go-around must be
initiated unless visual references are acquired and can be maintained.
The following amber alert messages will be displayed on EWD and master caution light will
flash amber and an aural single chime alert is associated to the alert in case of navigation
equipment failure: UNABLE RNP, GPS INTEG, GPS 1, GPS 2, FMS 1, FMS 2, GPS LOSS,
FMS 1+2, LPV LOSS (If LPV is activated), LP LOSS (If LPV is activated).
ASU.34.3 TCAS
_047a25b5-7fe6-4b1b-b934-05ccbca2acb8 27 NOV 2017
The procedures following failure are applicable with the addition of the following:
- The TCAS selector must be turned TA ONLY in the following cases:
o Engine out operations
o Stick pusher/shaker failure
o Flight with landing gear down.
- The TCAS selector must be turned STBY in the following case:
o ATC request.
ASU.34.4 ADS-B
_5c42c560-5708-4b38-9bc9-2d6c1993504a 05 DEC 2018
An Amber ADS-B caution message can be displayed on EWD in case of :
XPDR failure, or -
-
Loss of both GNSS source (in this case, GPS LOSS caution message is also displayed
on EWD)
If ADS-B caution message is displayed on EWD, flight crew should switch to opposite XPDR.
If ADS-B caution message is still displayed after the XPDR switching, the flight crew should
inform the Air Navigation Service Provider(ANSP), as appropriate, using any published
contingency procedures
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ASU.52 DOORS
ASU.52.1 EMERGENCY EVACUATION
ASU.52.1.1 Ditching
_9bbb5179-5eb0-4a16-a2b1-7bf22e0f66b3 08 DEC 2017
A EMERGENCY EXIT
EXIT
EXIT
ICN-XX-Y-520000-T-FB429-00027-A-01-N
AVAILABLE IN ALL CASES
ICN-XX-Y-520000-T-FB429-00028-B-01-N
cont'd…
PRO.NNO
PROCEDURES

cont'd…
B SERVICE DOOR
EXIT
ROTATE
PUSH UP
TO THE
LATCHED
POSITION
ICN-XX-Y-520000-T-FB429-00029-B-01-N
RIGHT WING ABOVE WATER LINE
ICN-XX-Y-520000-T-FB429-00030-B-01-N
cont'd…
PRO.NNO
PROCEDURES

cont'd…
C PASSENGER / CREW DOOR
EXIT EXIT
LIFT PUSH
HANDLE DOOR
ICN-XX-Y-520000-T-FB429-00031-E-01-N
LEFT WING ABOVE WATER LINE
ICN-XX-Y-520000-T-FB429-00032-B-02-N
Note
Be sure that safety pin is removed.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ASU.52.1.2 Forced Landing
_459e55bb-0176-4c7d-bca7-6a4171be3488 11 SEP 2017
A B
A C
ICN-XX-Y-520000-T-FB429-00033-A-02-N
A EMERGENCY EXIT
EXIT EXIT
PULL
THROW
EMERGENCY
EXIT OUT
1 2 3 4
ICN-XX-Y-520000-T-FB429-00034-A-02-N
cont'd…
PRO.NNO
PROCEDURES

cont'd…
B SERVICE DOOR
EXIT
ROTATE
PUSH UP
TO THE
LATCHED
POSITION
ICN-XX-Y-520000-T-FB429-00035-C-01-N
C PASSENGER / CREW DOOR
EXIT EXIT
LIFT PUSH
HANDLE DOOR
ICN-XX-Y-520000-T-FB429-00036-C-01-N
Note
Be sure that safety pin is removed.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

ASU.70 POWER PLANT
ASU.70.02 Difference Between an Engine Control Computer Failure and
an Engine Flame Out in Flight
Difference Between an EEC Fault Condition and an Engine Flame Out in Flight
_d88cb411-f679-4ffc-9bbe-73a8d1a8a495 09 AUG 2017
ENGINE FLAME OUTa EEC FAULT

POWER
Immediate power loss Moderate variation (either way)
EVOLUTION
EEC FAULT LIGHT Not lighted Immediately comes on
NH Rapidly below 74 % Always above 74 %
ITT Rapidly below 350 °C Always above 350 °C
POWER LEVER Totally inefficient Generally inefficient
ASSOCIATED DC
DC GEN Fault comes on rapidly Normal
GEN LT
BLEED/PACK FAULT comes on rapidly Normal
a If automatic relight unsucessful.
ASU.70.03 Engine Operation with Engine Control Computer Off
Engine Operation with EEC Off
_987ec135-f25d-4231-b3bc-9795f9d7f5e4 09 AUG 2017
- EEC deactivation can result in an important power variation at constant throttle position.
Power recovery requires throttle readjustment
- Maintaining target torque can necessitate positions out of the notch since constant
throttle position feature is lost. Some throttle readjustments are necessary during climb.
Engine response can be more sluggish when increasing power and a temporary throttle
overtravel can be necessary to obtain a fast power response.
- If EEC is selected from OFF to ON, an important power variation can result. That is why
the throttle has to be reduced below 52 ° before such an action
- Landing with both EEC OFF results in a significant propeller speed decrease as the
airspeed decreases. Consequently ACW power can 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 is slower
- Reverse power is reduced. Moreover, in case of acceleration stop, a one second stop
must be observed at Fl before setting PLs below.
##DELETE-PAGE-END##
PRO.NNO
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
FCOM
1608 / 45 TOC
NORMAL SYSTEM USE .NOP.NSU
NSU. NORMAL SYSTEM USE......................................................................................page 03

NSU.21 AIR CONDITIONING..............................................................................page 03
NSU.22 AUTO FLIGHT...................................................................................... page 06
NSU.23 COMMUNICATIONS..............................................................................page 12
NSU.24 ELECTRICAL POWER...........................................................................page 15
NSU.25 EQUIPMENT AND FURNISHINGS.......................................................... page 17
NSU.27 FLIGHT CONTROLS............................................................................. page 19
NSU.28 FUEL................................................................................................... page 23
NSU.30 ICE AND RAIN PROTECTION................................................................ page 33
NSU.31 INDICATING AND RECORDING SYSTEMS............................................. page 36
NSU.32 LANDING GEAR................................................................................... page 40
NSU.34 NAVIGATION........................................................................................ page 42
NSU.52 DOORS................................................................................................page 49
NSU.70 POWER PLANT.................................................................................... page 54
PRO.NOP
FCOM
1608 / 45 TOC
PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
PROCEDURES
1608 / 45 NORMAL OPERATIONS

FCOM NORMAL SYSTEM USE Page n°03
NSU NORMAL SYSTEM USE
NSU.21 AIR CONDITIONING
NSU.21.1 OVBD Valve Operation on Ground
_8717a3bd-7b0e-4ee1-989e-89bd027edbf1 13 NOV 2019
When the OVBD VALVE CTL sw is set to AUTO mode, the extract fan runs continuously and
the OVBD valve is:
- Open as long as the engine 1 is not running (oil low PRESS signal),or
- Closed as soon as the engine 1 is running.
After boarding, when door is closed (engine 1 not running = OVBD valve open), if the
OVBD VALVE CTL sw remains in AUTO position the extract fan suction will create a very
noticeable pressurization change. This phenomenon becomes more important when operating
with GPU than in hotel mode due to absence of inlet air flow.
In order to avoid this not comfortable situation, when cockpit preparation is performed and, in
any case before closing the passengers door, the cockpit communication hatch must be
opened.
It will be closed after engine 1 start.
Note
Before closing, the temperature selectors can be set to FULL COLD position in order to limit
the packs air flow and therefore avoid a pressure shock.
NSU.21.2 Air Conditioning
_ef6c6e42-3570-40df-8f33-aed48e75765e 21 SEP 2017
When operating from airfields with high OAT, it is essential to cool down the cabin before
boarding passengers: This is best achieved by the use of a ground conditioning unit, but can
also be done through the use of Hotel Mode.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
In that case the following instructions 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, before boarding
- Enable 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 GI.
2) Correct orientation of the aircraft on Parking area (wind blowing from 10 o’clock
ideally) during Hotel Mode pre-conditioning is more appropriate as it gives better
efficiency and enables 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 instructions will apply:
o Packs operation during taxi should be performed with HI FLOW selected
o Switch FLOW selection to NORM before takeoff, but keep bleeds on, unless
performance limited
o As soon as CLB POWER is selected after takeoff, select HI flow and maintain HI
flow until comfortable cabin temp is obtained
o During cruise, monitor cabin temperature when operating in NORM flow: If cabin
temperature increases again above comfortable values, use HI flow as necessary.
NSU.21.3 TEMP Control
_b1b84166-d7c0-4930-8f9b-c9f8679c4733 06 MAY 2020
Temperature control is normally achieved in AUTO MODE, which has all necessary protections
to avoid damage to packs turbine due to freezing.
In case of duct overheating, manual mode is recommended.
As manual mode has no protections against freezing, the following considerations must be
applied:
- Do not use temperature selector in manual mode unless auto mode is not operative
- To avoid pack freezing in manual mode, monitor duct temperature and maintain it
positive.
NSU.21.4 Air Pressurization
_e7fd17aa-42c9-4860-b008-d9fc4e2fc50e 21 FEB 2019
1) AUTO Mode Operation
Since the pressure control is fully automatic, the flight crew action is limited to the setting of
the LANDING ELEVATION.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
In order to avoid pressure transients:

- When switching from AUTO to MAN operation:
1) Turn the MAN RATE knob to MAN position
2) Select MAN mode by using the CAB PRESS panel MODE SEL pb
3) Operate the MAN RATE knob as required to set cabin rate.
- When switching from MAN to AUTO operation:
1) Disengage MAN mode by using CAB PRESS panel MODE SEL pb
2) Turn the MAN RATE knob smoothly to NORM position.
2) Takeoff
Before takeoff, both bleed valves are selected ON or OFF based on engine operating
instructions. The regulation will start after takeoff when the bleed valves are selected ON.
If a failure occurs after T.O and the flight crew decides to return to that same airport before
reaching 3 500 ft above departure airfield elevation, the system memorizes the T.O altitude
and no flight crew action is required.
3) In-flight Control
The controller computes a theoretical cabin altitude function of:
- Landing elevation selected
- T.O elevation memorized
- Cabin pressure
- Aircraft altitude.
And adjusts cabin rate of climb to match current cabin altitude with this computed altitude or
the landing elevation whichever is higher.
The extreme values for cabin rate of change are:
- +550 ft/min during cabin climb (1) up to ZA = 20 000 ft
- +620 ft/min during cabin climb above ZA = 20 000 ft
- -400 ft/min during cabin normal descent
- -500 ft/min during cabin rapid descent (DESCENT RATE pb selected FAST).
(1) The Cabin Rate after TO can be from around +1 200 ft/min to +1 300 ft/min followed by
-500 ft/min (due to a transition phase of the Outflow valves position during few seconds just
after TO).
Then the airport altitude is maintained until 3 500 ft AGL to cover the air turn back. Finally,
after 3 500 ft AGL the cabin rate stabilizes around +550 ft/min as extreme value for cabin
rate up to ZA = 20 000 ft.
NSU.21.5 Depressurization
_bab8131f-7f21-465d-bada-d26041ecc7e6 17 AUG 2017
Before landing, to avoid a cabin pressure shock at touchdown, the cabin altitude is
automatically maintained at selected landing elevation minus 300 ft.
After touchdown (landing gear absorber compressed), a depressurization signal is received by
the controller. The cabin rate of depressurization is controlled at +550 ft/min up to the full
opening of the outflow valves.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-210000-T-FB429-00032-A-01-N
- Fig. 1 : Reference Cabin Altitude Curve -

NSU.22 AUTO FLIGHT
NSU.22.1 GENERAL
NSU.22.1.1 General
_9d4cbca3-0bd8-479a-8f6e-c0a170208ede 17 AUG 2017
The aircraft is equipped with a digital AUTOPILOT/FLIGHT DIRECTOR with advances control
laws.
Systematic use of AP/FD is highly recommended in order to:
- Increase the accuracy of guidance and tracking in al weather conditions, from early climb
out after takeoff down to landing minima
- Provide increased passenger comfort through SMOOTH AND REPEATABLE altitude and
heading changes in all atmospheric conditions
- Reduce flight crew workload and increase safety.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.22.2 MAIN RULES OF USE
NSU.22.2.1 Main Rules of Use
_e0d3d618-e7af-4aba-bfd1-97237dd5c488 03 APR 2019
- AP and YD cannot be engaged on ground: Any attempt to do it will result in the message
“YD INHIB” on FMA
- FD is available on ground as soon as DC normal buses are powered, but FD bars are
displayed only if:
o One upper mode is selected (Green indication on FMA)
o FD ON/OFF pb on FGCP is ON
Note
- FD ON/OFF pb, one on left side and one on right side act only on FD
DISPLAYS (FD Bars)
Left pushbutton enables selection/deselection on left side only. Right
pushbutton enables selection/deselection on right side only
- STBY pb on FGCP deactivates all active and armed upper modes
- If autopilot is ON, basic mode with associated bars are displayed.
- The references to be flown may be coupled to left or right side by the CPL pb. Changes
of CPL side while coupled to VOR, LOC, or LNAV will revert to basic mode
- Modes are engaged (green indication on FMA) or armed (Cyan indication on FMA) by
action on the applicable pushbutton on FGCP.
FMA must be monitored for current state of modes of AP/YD:
A second push on the pushbutton 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”
- 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 must systematically
be set on PFD via FGCP to ensure automatic level off when AP is engaged (or FD
followed in case of manual flying)
Note
After ALT mode has been engaged, the aircraft remains in level flight on the new
barometric setting.
If the flight crew modifies the ALT SEL knob position during ALT capture (ALT*), the AP/
FD reverts to a vertical basic mode.
- When HDG changes are performed, maximum bank angle is automatically selected by
the system. If the aircraft is below 1 000 ft or if IAS < VmHB, the AFCS system can
command at most 15 °. Otherwise the system can command 27 °.
This enables AFCS maneuvering in all conditions, including early climb after takeoff or
go-around where speed can be down to Vmin OPS (VmLB).
Note
The Yaw AUTO Trim function enables the AFCS to control the aircraft in case of engine
failure inside all the airspeed domain.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- AFCS 3-axes trim management

o The AFCS monitors trim on roll axis and prompts the pilot to modify the trimming
manually if necessary:
- The AFCS generates a roll trim request with:
o An amber ”RETRIM ROLL L(R) WING DN” message on FMA
o A cyan arrow above the cyan roll trim symbol on EWD indicating the
required trim direction (opposite trim command is inhibited).
- In absence of roll trim request from AFCS:
o Manual roll axis trim commands are inhibited
o Roll trim symbol on EWD turns white.
o The AFCS monitors and controls trim on pitch and yaw axes (autotrim functions):
- Pitch and Yaw trim symbols on EWD turn green
- Manual pitch axis trim commands (normal or standby) disconnect the AFCS
- Manual yaw axis trim commands are inhibited.
- AUTOPILOT/YD DISCONNECT
Autopilot can be disconnected by:
o Quick disconnect pushbuttons on each control wheel
o Action on normal or STBY Pitch Trims
o AP on FGCP
o YD on FGCP
o GA on Power Levers
o Flight crew input on left or right rudder pedals over 300 N (66 lb)
o Flight crew input on the control column (push or pull on pitch axis) over 100 N
(22 lb)
Yaw Damper and consequently AP can be disconnected by:
o YD on FGCP
o Flight crew input on left or right rudder pedals over 300 N (66 lb)
o At touchdown when landing.
CAUTION
Overriding the Autopilot on roll axis will not result in AP disconnection.
The QUICK DISCONNECT pb 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
AUTOPILOT OFF warnings.
Pressing the TCS pb enables to regain temporary manual control of the aircraft without
disconnecting the AP.
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.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.22.3 TYPICAL AP-FD OPERATION
NSU.22.3.1 Task Sharing
_a555f62d-801c-4002-806f-55a8911d487a 16 JUN 2017
- 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.
NSU.22.3.2 Before Takeoff
_89f60dd0-b170-4e28-8af3-86f33cbf8edd 16 JUN 2017
- Both FD ON
- First cleared altitude set on PFD
- HDG bug checked on RWY HDG
- NAV Mode can be armed if SID is available in FMS
- IAS mode selected with AUTO mode (the FMS commands automatically V2 + 5).
NSU.22.3.3 Takeoff
_64654ea9-bf84-417f-b2b2-6b3c9489536a 08 APR 2019
- With HDGSEL mode active, lateral guidance FD bar remains centered on runway
heading
- With IAS mode active, FD vertical guidance bar indicates the recommended rotation
value (ϴ ≃ 12 °)
- 5 s after liftoff, AP may be engaged. It then synchronizes on FD command
- Turn may be initiated as required using HDG Sel knob
- When acceleration altitude is reached, setting PWG MGT to CLB increases the speed
Bug automatically to climb speed if in SPEED AUTO Mode (if in SPEED MAN Mode, the
speed Bug must be set manually).
NSU.22.3.4 Climb
_1f987439-f40b-4a2e-b9af-b3a9dc8d8b40 03 AUG 2017
Use IAS mode with climb speed set through the SPD TGT selector on the ICP. IAS should be
preferred to VS mode, unless a vertical speed constraint is given by ATC.
CAUTION
The flight crew must always monitor IAS carefully, especially in VS and PITCH modes as well
as during ALT* phase.
Note
1) During climb in VS or PITCH mode with a rate exceeding the aircraft performance the
airspeed will continuously decrease
2) When climbing in turbulences and/or vertical wind gradient conditions, ALT* mode can
be engaged with a VS exceeding the aircraft performance capability, and then IAS may
significantly decrease before reaching the selected Altitude
3) In both cases, Low speed protection will be activated with FLAPS 0, 15 and 25. AP will
disengage automatically when stall alert is activated.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.22.3.5 Level Off
_256624b2-4fe0-492e-8e12-736c5eac8ca0 16 JUN 2017
- Level off is automatic when reaching the selected altitude
- Power must be adjusted to the new condition.
NSU.22.3.6 Resume Climb or Descent
_50398f34-5d2f-4a79-8b26-766acdc3a87e 16 JUN 2017
- 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.
NSU.22.3.7 Navigation
_1678126d-7fc1-4a02-a2ae-e8dd6b86f14a 11 AUG 2017
HDG and NAV mode for VOR approach are used as required (Refer to AUTO PILOT - FLIGHT
DIRECTOR MODES).
Accuracy of VOR guidance is significantly enhanced when there is a DME associated with the
VOR.
Accuracy decreases if NAV VOR is engaged in DME HOLD mode.
NSU.22.3.8 ILS Approach Mode
_8d72bfeb-9ccc-4ab0-a8c7-3f04f57f65f4 04 APR 2019
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 intercept LOC as appropriate
- Arm both LOC and GS by pressing APP pb on FGCP
- Set SPEED BUG AUTO mode.
(SPEED BUG AUTO Mode is recommended as much as possible, nevertheless SPEED
BUG MAN Mode can be used)
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Note
- LOC beam capture must be started (LOC* green on FMA before GS capture can occur)
- LOC beam capture may result in 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 kt, this initial overshoot will be followed by an asymptotic capture
without further oscillation, even with a 90 ° intercept angle
- When available, enhanced LOC capture mode improves LOC capture and limits
overshoot. Enhanced ILS LOC capture is available until 170 ° interception angle.
- When LOC capture is started:
o Set RWY HDG with HDG bug
o 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):
o First Check glide validity (based on approach chart)
o Set go-around altitude.
NSU.22.3.9 Non Precision Approach
_f2e0cf8c-4fda-467d-857b-fd95b2c030bf 04 APR 2019
Use of autopilot is recommended with:
- VS mode for descent (VS pb on FGCP)
- LNAV mode for GNSS approach (NAV pb on FGCP)
- VOR mode for VOR approach (NAV pb on FGCP)
- LOC mode for LOC approach (NAV pb on FGCP)
- HDG SEL mode for NDB approach (HDG pb on FGCP).
NSU.22.3.10 Go-around
_9e87b3b0-6a68-410c-8f42-6f7b01e14379 08 APR 2019
When reaching decision height, or missed approach point after level off at MDA, and if required
visual references are not established, a go-around must be initiated.
Follow the Go-Around Procedure: Refer to PRO.NOP.NOR.23 Go-Around.
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.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.23 COMMUNICATIONS
NSU.23.1 ACARS
NSU.23.1.1 Common Features for Use
_5aa694f5-6198-4ee2-a344-26ef2028e696 06 MAR 2019
The Departure Clearance and D-ATIS requests are to be prepared on MCDU in related ATS
pages.
In case of loss of data link capability, usual voice procedures will be used.
When the flight crew is notified that there is no link with the ground station, NOCOMM
message, or in case of system failure, they must revert to voice procedures.
Upon display of ACARS MSG attention getter lights, the flight crew should check messages on
MCDUs.
The flight crew may have to send a new request or revert to voice procedures as required by
ATS.
NSU.23.1.2 Departure Clearance DCL
_21f0bd4f-6aa3-46f3-9d2f-d94a0f777b41 06 MAR 2019
This service provides flight crew with a data link departure clearance (DCL) within the scope of
preset operational procedures.
The flight crew should initiate the DCL service between 10 min and 3 min (or otherwise
specified) before the clearance is needed.
If DCL is not completed 3 min (or otherwise specified) before departure, the flight crew must
revert to voice procedure.
The Reclearance capability must not be performed by the DCL service. In the event of datalink
reclearance being received, the flight crew must ignore it and must revert to voice procedures.
If the flight crew is not able to accept the operational contents of the DCL message, they must
revert to voice procedures otherwise they must send the Clearance Echoback message.
A negative message may be sent back. In that case, the flight crew has to revert to voice
procedure.
Message Content Consistency
The flight crew before takeoff must check the consistency of the SID delivered in the DCL
message with departure runway and flight plan information. He must revert to voice procedures
in case of inconsistency.
Departure Clearance frequency has to be monitored in case a voice DCL back-up procedure is
necessary
All departure clearance delivered by voice supersede any datalink departure clearance
message.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.23.1.3 Digital ATIS D-ATIS
_076141c9-0ced-4f97-b8e0-45e3c95c2368 06 MAR 2019
Where a D-ATIS is available, it is in addition of the existing Voice-ATIS, the information is
identical in both content and format and are updated simultaneously.
The flight crew, after sending an ATIS request, must complete the ATIS service (reception)
within 4 min or otherwise indicated.
Otherwise, the flight crew must resubmit his ATIS request or revert to voice procedures.
The flight crew must acknowledge receipt of the D-ATIS answer at contact with ATC.
For the flight crew, the voice procedures will be the back up of the D-ATIS service.
1) Message Content Consistency
The flight crew must cross check the global consistency between D-ATIS information
parameters.
In particular, the flight crew must check the name of the ATC airfield in the D-ATIS request
and in the ATIS message received.
The flight crew must check that radio communication and radio navigation frequencies
required by D-ATIS are operational.
The following data must be crosschecked with Voice-ATIS:
- Bird presence and presence of artificial obstacle on selected runway
- Meteorological and wind data for landing
- Type of approach
- Active runway
- Dew point temperature
- Altimeter setting.
NSU.23.2 ACP OPERATION
NSU.23.2.1 Operation
_9888c629-c219-41f9-8bd3-5856f38c43ae 17 MAY 2019
To communicate, the flight crew selects on the audio control panel the desired transmission
key and adjust the volume control knob.
Transmission can be performed:
- Using the hand microphone with integrated switch
- Using the boomset mike or the oxygen mask mike with:
o PTT selector on the control wheel, or
o RAD/INT selector on the audio control panel, or
o Switch on the nose wheel steering control handle (for CAPT only).
Note
A switch on the oxygen mask box if in released position (oxygen - mask out), automatically
transfer transmissions from the boomset mike to the oxygen mask mike. Transmission with
hand microphone remains available regardless of transfer switch position.
Radio reception is not affected by the transfer switch position.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.23.2.2 Interphone System
_bba47448-602e-453c-acef-c905dc0b734d 21 MAY 2019
1) To Interconnect All Stations
Ground crew stations + cockpit + cabin crew:
- Press INT transmissions key on the Audio Control panel
- Use PTT pb.
2) Cockpit Crew Interphone
Using boom set or OXY mask:
- Set the RAD/INT selector INT position (on Audio Control panel) without use of PTT pb
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 selector(on
Audio Control panel) to neutral position and to use the control wheels PTT selector
forward, to avoid permanent breathing noise.
3) To Call Cabin Crew From the Cockpit
Refer to DSC.23.2.12 Calls Pushbutton.
Press the ATTND pb (overhead panel) for a normal call, or press the ATTND pb three times
successively for an emergency call.
A single chime (or three for an EMER call) is generated in the cabin and the flight deck
green light comes on on the cabin crew panels. As soon as the cabin crew selects CALL,
the flight deck green light turns off.
4) To Call Cockpit From Cabin Crew Station
Press CALL pb (besides the cabin crew panel) for a normal call or press the EMER pb for
an emergency call. Associated ATTND light comes on on overhead panel and a door bell is
generated by the MFC. By pressing RESET pb, both visual and aural calls are cancelled.
5) To Call the Ground Crew From the Cockpit
Refer to DSC.23.2.12 Calls Pushbutton.
Press MECH pb (overhead panel)
A horn call is generated in the nose gear bay.
6) To Call Cockpit From Ground Crew
In case of ground crew call MECH pb comes on blue on overhead panel and a door bell is
generated by the MFC. By pressing RESET pb, both visual and aural calls are cancelled.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.24 ELECTRICAL POWER
NSU.24.1 Use of a Weak DC GPU
_e0fcd641-814b-46a9-bfa9-ebdcdd75b792 21 SEP 2020
The specification of the DC GPU requires the ground unit to be able to provide a steady current
of 300 to 400 A under 28 V to ensure correct functioning of all electrical services before start
up.
For engine start, the GPU must be able to provide ADDITIONAL STARTER CURRENT of
1 000 A while keeping more than 12 V.
Experience shows that many “28 V DC” GPUs have a much lower power capability.
1) Ground Operation without Engines Running
If it becomes necessary to use an under-rated DC GPU, the following procedure is
recommended:
▶ Select DC GPU ON and check DC EXT PWR voltage on maintenance panel: With a
weak GPU, voltage will be significantly below 28 V
▶ Initiate LOAD SHEDDING of following equipment as needed, in order to recover as
much voltage as possible:
▶ PACKS VALVES (BOTH)................................ ................................ SELECT OFF
Load saving: 1 x 2 = 2 A
▶ FUEL PUMPS (BOTH).................................. .................................. SELECT OFF
Load saving: 10 x 2 = 20 A
▶ RECIRC FANS (BOTH)................................. ................................. SELECT OFF
Load saving: 24.5 x 2 = 49 A
▶ CABIN CEILING...................................... ...................................... SELECT OFF
(On the Flight Attendant Panel, press “-” until the four indicators are turned off)
Load saving: 20 A
CAUTION
▶ If DC EXT PWR voltage on maintenance panel is below 26 V despite the full load
shedding, the GPU MUST BE CONSIDERED AS COMPLETELY UNUSABLE.
■ If DC EXT PWR voltage on maintenance panel is above 26 V
The DC GPU may be used to maintain aircraft batteries charge whilst using all other
ground services normally (cargo door, refuelling, cabin lighting, etc...).
■ Before start up first engine
▶ DC GPU ........................................... ........................................... SELECT OFF
Start first engine on aircraft batteries after applying applicable normal check-list.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.24.2 Load Survey with Weak Battery
_fbe5f506-5dbd-4ec9-ac84-c8a3f4fd759a 23 NOV 2020
- It may occur that a battery is weak especially after a stop where external DC power
supply is not available and hotel mode is not used if:
o Refuelling is performed with battery switched ON
o Cargo door is operated several times
o Cargo door control panel remains open too long
o Minimum cabin light is too much used.
In order to preserve batteries power, it is consequently desirable to minimize time of use
on ground, as far as possible.
- Immediately after starting engine 2 with a weak battery, the 600 A DC GEN load 2 min
duration limitation may be exceeded due to the charge current which alone may reach
300 A.
In that case, automatic protection engages which may result in:
o DC SVCE and UTLY BUS shedding
o DC BTC opening (and loss of DC BUS 1)
o DC GEN 2 isolation (and loss of DC BUS 2).
- In order to avoid this succession of disconnections, following procedure is recommended
after engine 2 start:
o Monitor DC GEN 2 load on the LH maintenance panel
o As required to stay within limits (practically to maintain DC GEN 2 load below
450 A), switch off as appropriate.
- DC SVCE and UTLY BUS (including both RECIRC fans): ≈ 100 A: 90 A
- LH FUEL PUMP: 10 A
- Both RECIRC fans: ≈ 50 A
o Off loaded equipment may be turned ON again as charging current decreases and
consequently DC GEN load reduces.
NSU.24.3 Use of External DC Electrical System
_83a8a4eb-4295-4032-8276-a893da0825f9 10 APR 2019
This unit must be able to provide a steady current of 300 A plus an additional starter current of
1 000 A while keeping above 12 V (16 000 W instantaneous power)
If not possible: Refer to PRO.NOP.NSU.24.1 Use of a Weak DC GPU.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.25 EQUIPMENT AND FURNISHINGS
NSU.25.1 EMERGENCY EQUIPMENT
NSU.25.1.1 Boomset-Micro Function Recovery on Oxygen Mask
_668f2958-833d-4e92-aa23-f42cb829f408 16 JUN 2017
■ If Oxygen mask is out of its container
▶ OXYGEN MASK CONTAINER DOORS........................... ........................... CLOSE
▶ TEST pb (in front of the container)................................................................PUSH
▶ TEST pb..............................................................................................RELEASE
Note
Yellow cross disappears.
The boomset/micro function is now recovered.
Note
For oxygen mask use and recover the mask micro, open oxygen mask container doors.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.25.1.2 Oxygen Mask Setting
_9991d3e2-7b43-4ce6-9d66-82bda587ea76 18 SEP 2017
ICN-XX-Y-350000-T-FB429-00007-A-02-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.27 FLIGHT CONTROLS
NSU.27.1 GENERAL
NSU.27.1.1 General
_d62cc57f-b7c2-485e-88e3-4b8b59f41163 19 SEP 2017
Aircraft is equipped with classical mechanical primary flight controls on all three axis.
CAUTION
In the case of an engine rotor burst, one or several primary control cables can be damaged.
In this case, if sufficient authority can not be obtained by use of the normal controls, the AP
should be immediately engaged to control the initial disturbance as well as the subsequent
return and landing.
Once the AP is engaged, keep in mind that the occurrence of stall warning would disconnect
it. Lateral trimmers are still available and have to be used as much as required to coordinate
the flight.
NSU.27.2 PITCH
NSU.27.2.1 Pitch
_615f4f1a-ce5e-4650-b251-a72b6ac04528 12 NOV 2019
In flight aggressive or large elevators input should be avoided. Such inputs may lead to high
loads and result in structural damage.
CAUTION
The aircraft must be controlled from one control column only. Dual input in opposite direction
may result in a pitch disconnect.
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 (520 N / 114 lb) to be applied to the control columns, which
minimizes the risk of untimely disconnection
- Noticed to the flight crew through the red warning « PITCH DISC »
- Permits the flight to be safely continued after activation
- Once activated can only be reset by maintenance.
If pitch disconnect occurred on ground or during landing phase, PITCH RECONNECTION ON
GROUND procedure can be applied. Else maintenance action is required.
CAUTION
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
2) The TWO sticks must be held once the aircraft is landed.
3) When elevators are uncoupled, dual opposite inputs from left and right control columns
are strictly forbidden as it may result in structural damage to the horizontal stabilizer.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.27.3 ROLL
NSU.27.3.1 Roll
_c456fbd4-1159-4337-a3ab-015470396b64 19 SEP 2017
1) 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 tailwind (> 30 kt).
Therefore, in strong wind conditions it is recommended:
- To disengage the gust lock only when necessary before takeoff
- After landing, to engage the gust lock before a turn that would expose the aircraft to a
tailwind component.
If aileron lock is not available, it is easier to maintain the ailerons fully deflected.
2) 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.
NSU.27.4 YAW
NSU.27.4.1 Yaw
_f66b7a71-cb42-402f-913d-dfecbfd2f057 21 SEP 2020
The rudder incorporates several particular features.
1) 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 takeoff, rudder trim setting to zero must be made with rudder pedals in
neutral position.
2) 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.
3) 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.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
4) The Yaw Damper

Yaw damper function is provided through the YAW CHANNEL of the AP and should always
be engaged in flight to enhance passenger comfort.
The yaw damper provides in addition a sideslip cancellation function: Its goal is to keep the
side slip indication centered. To automatically reduce the sustained rudder effort induced,
the AFCS provides a Yaw AUTO Trim function, engaged as soon as the Yaw Damper is
engaged.
In order to let the rudder axis free for flight crew inputs (engine failure) without the need to
disconnect the YAW DAMPER on the FGCP, a force sensor has been implemented and any
flight crew force exceeding 300 N / 66 lb applied on rudder will cause the YD
disengagement.
5) The TLU
This device limits pedals travel in order to prevent any damageable rudder travel when flying
at high speed.
NSU.27.4.2 Recommendations for Use
_66cfec70-2264-41ba-a511-73c06aae83d5 16 JUN 2017
In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following
recommendations must be observed.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
1) The Rudder is Designed to Control the Aircraft in the Following Circumstances

1) In normal operations, for directional control
- During the takeoff roll, when on ground, especially in crosswind condition
- During landing flare with crosswind, for decrab maneuver
- During the landing roll, when on ground
- The rudder may be used as deemed necessary, for turn coordination to prevent
excessive sideslip.
2) To compensate 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 compensate an engine failure and center the sideslip is small.
3) 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, correct rudder maneuvers will not
affect the structural integrity of the aircraft.
2) Rudder should not Be Used
- To induce roll, except in the previous case (Aileron jam), or
- To compensate 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 result in loads higher than the limit, or possibly
the ultimate loads and can result in structural damage or failure.
Note
Rudder reversals must never be inserted 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 Releasable Centering
Unit (RCU) are sufficient to correctly stop dutch roll oscillations. The rudder should not be
used to complement the yaw damper action.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.27.5 EXTREME TURBULENCES
NSU.27.5.1 Extreme Turbulences
_95001e12-d445-44e3-b41b-0c7377a7b516 20 FEB 2017
In case of extreme turbulences, the temporary difference between the two alpha probes might
result in a repeated local “Pusher Fault” alert with FLT CTL PUSHER caution on EWD and
master caution chime and light.
Note
In case of “Pusher Fault” alert during extreme turbulences, apply the Stick Pusher fault
procedure.
NSU.28 FUEL
NSU.28.1 FUEL CROSSFEED
NSU.28.1.1 Fuel Crossfeed
_a3d32424-770c-4ce2-9f48-eb3c7f2d9fe4 08 FEB 2021
FUEL CROSSFEED 1
Enables feeding of 1 or 2 engines from either side tank, particularly for fuel balancing.
Procedure
Refer to AFM - "Normal fuel condition" part of FUEL UNBALANCED procedure
Note
Each electrical pump is able to supply one engine in the whole flight envelope.
One electrical pump and associated jet pump are able to supply both engines in the
whole flight envelope.
When X FEED is selected « in line », both electrical pumps are forced to run (both RUN
lights come on green) as long as associated PUMP pb is selected ON.
CAUTION
▶ When X FEED procedure is applied, fuel transfer from the wing tank (pump running
side) to the other wing tank (pump OFF) can occur.
This transfer is particularly perceivable at low power settings (X FEED in Hotel
mode is the worst case).
NSU.28.2 FUEL QUANTITY INDICATIONS
NSU.28.2.1 Fuel Quantity Indications
_33c730e1-9577-4cbe-9283-e739c5c00090 26 OCT 2021
1) In Flight
Accurate readings require aircraft levelled without sideslip and pitch attitude close to zero
degree.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
2) On Ground
Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running
for more than 4 min.
This procedure should be applied each time a comparative reading before and after flight is
intended with correlation to fuel used.
3) 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.
NSU.28.3 FUEL LOADING
NSU.28.3.1 Refueling Panel
_c972d3e5-2004-42ad-8e93-255c3406f3a2 09 AUG 2017
For Refueling panel details (5004 VU) Refer to DSC.28.2.2 Refueling Panel.
- During automatic refueling, both tanks receive fuel simultaneously
- With the tank filled to the maximum nominal total fuel capacity, there is sufficient space in
each tank to enable a 2 % thermal expansion of fuel without spillage through the vent
system
- The vent tank in each wing has a volume of 100 l (26 US gal)
- If necessary during refueling procedures, close related REFUEL VALVE to isolate
associated tank as required.
NSU.7.3.2 REFUELING PROCEDURE
General Refuel - Defuel Safety Precautions
_2ba3615a-0a09-4214-ba5b-1878e0ff0fad 17 MAY 2019
Note
General refuel/defuel safety precautions are provided in the IATA Guidance Material on
Standard Into-Plane Fuelling Procedures and IATA Ground Operational Manual (IGOM).
The below recommendations are not the only one to be followed and each operator must
refer to the IATA and airport or local authority regulation prior to perform the refuel/defuel
operation.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Ensure Fueling Safety Zone (FSZ) is established. At least 3 meters in any direction from
center-point of fuel vent exists, aircraft refuel couplings, fuel hoses, fuel tanks and fuel
truck.
This distance may be different depending to the local airport or national authority
regulation.
- Within the FSZ :
o Do NOT smoke
o Do NOT use any portable electronic devices including cells phones, portable music
players, game units, earpieces or headphones
o Only use approved radios, radio telephones, pagers, torches and lightning systems
o Ensure that evacuation routes and access for rescue are not obstructed
o Make sure that appropriate fire-fighting equipment is available and rapidly
accessible
o Make sure that safety personal and approved persons to use fire-fighting
equipment are present.
- Make certain that the tanker and aircraft are correctly grounded
- Avoid connection or disconnection of GPU while refuel/defuel operation takes place
- Do NOT refuel/defuel the aircraft within 30 m of radar or HF radio equipment that is
under test or operating in aircraft or ground installations.
Refueling Procedure
_2e86b81a-d0e9-4834-baae-35e74fadc79f 04 APR 2019
- Position access platform for access to refueling point if necessary
- Observe the general refuel/defuel safety precautions
- Press FQI TEST pb and check:
o High Level + Valve Open lights ON
o Fuel QTY + selected QTY displays ON.
Refer to DSC.28.2.2 Refueling Panel
Note
Refueling when right engine is running in Hotel mode is prohibited.
Automatic Refueling
_20508cca-99c9-462a-b83c-07a37a66d6ae 16 JUN 2017
▶ REFUEL VALVES sw on NORM Position.................. .................. CHECK AND GUARDED
▶ PRESELECTED TOTAL FUEL QUANTITY ON THE SELECTED QTY indicator............SET
▶ MODE selector ............................................... ............................................... REFUEL
▶ REFUELING.................................................. .................................................. START
Manual Refueling
_0e7c67a3-1be9-4dec-9268-eafc02b553db 16 AUG 2017
▶ REFUEL VALVES sw ...................................... ...................................... OPEN GUARD
▶ ALL SWITCHES..................................................................................................SHUT
▶ MODE selector ............................................... ............................................... REFUEL
▶ APPROPRIATE REFUEL VALVES sw ................................. ................................. OPEN
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ REFUELING.................................................. .................................................. START

▶ INDIVIDUAL TANK CONTENTS ON FUEL QTY indicator : MONITOR
▶ APPROPRIATE TANK REFUEL VALVES sw ............................ ............................ SHUT
As tank contents reach required fuel quantity.
Note
- Approximate refueling time at nominal pressure is 20 min
- As tank become full, fuel flow will be stopped by high level sensors and appropriate
tank HIGH LEVEL light will come on.
If aircraft is not electrically powered, refuel valves can be controlled manually thanks to two
latches on each side of refuel valves. When both latches are pulled, both refuel valves will be
opened as soon as fuel pressure is detected.
If aircraft is electrically powered, and in case of simple valve failure, refuel valves can be
controlled in the same way.
NSU.28.3.3 Gravity Filling
_53ecc15b-c04c-4c0b-8494-101dc20f1d45 20 FEB 2017
- Position access platform to access to overwing refueling caps and attach refueling hose
grounding cable to grounding connection at overwing refueling cap.
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 light(s) come on.
NSU.28.3.4 Use of Manual (Magnetic) Indicators
_197337cc-29d8-433d-adbb-e61c3dccaceb 19 SEP 2017
Each tank is equipped with two indicators:
- One in the inner part of the wing (between the engine and the fuselage)
- One in the outer part of the wing.
- Read and note roll aircraft 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 ° and +1 °. In this case pitch has no influence.
- Position access platform
- Unlock indicator rod with screwdriver and slowly withdraw rod until magnetic attraction
between rod and float magnets is felt
- Check rod freedom by pushing up both rod and float magnet
- Slowly withdraw rod down to floating level
- Note the graduation on rod which aligns with wing bottom surface
- Put back indicator and lock with screwdriver.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- If both gauges indications do not indicate extremum values (0 cm or 30 cm for inner

gauge, 0 cm or 19 cm for outer gauge), disregard clinometer indication. Fuel quantity is
determined thanks to internal and external indicator reading
Note
Clinometer indication is disregarded for accuracy purposes.
- If one gauge indicates an extremum value (0 cm or 30 cm for inner gauge), 0 cm or
19 cm for outer gauge, disregard this extremum value. Use clinometer indication and the
other gauge value.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-280000-T-FB429-00024-A-01-N
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-280000-T-FB429-00025-A-01-N
First example:
- Internal indicator reading: 17 cm
- External indicator reading: 0 cm
- Clinometer reading: 1 ° (High wing)
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-280000-T-FB429-00026-A-01-N
Second example:
- Internal indicator reading: 19 cm
- Clinometer reading: -30 ° (Low wing)
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-280000-T-FB429-00027-A-01-N
Third example:
- Internal indicator reading: 30 cm (strip up)
- Clinometer reading: 0 °
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.28.3.5 Conversion Quantity-Weight
_82674c26-25ac-4f6a-bfb5-3041e082248d 20 FEB 2017
ICN-XX-Y-280000-T-FB429-00028-A-01-N
- Fuel quantity: 1 650 l

- Density: 0.77 kg/l
- Weight: 1 271 kg
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.30 ICE AND RAIN PROTECTION
NSU.30.1 MPC
NSU.30.1.1 APM Principle
_5959c830-fee6-4885-b3a3-0cc84b2d188e 20 FEB 2017
The APM analysis is performed if the aircraft is in icing conditions, that is to say if the ICING
AOA comes on and/or if the airframe deicing 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 collected each second and are smoothed over a
rolling average of 30 s to limit noise and error measurements. Then, the drag is calculated over
a rolling average of 60 s.
This means that the drag analysis alert would start after at least 90 s after parameters starts to
obtain.
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 displayed to the flight 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 displayed if the static air temperature is above 10 °C.
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PRO.NOP
PROCEDURES

NSU.30.1.2 APM Interfaces
_92fbe2b8-8d20-4c43-aad3-4cab2426b851 16 JUN 2017
Parameter Source
ZP1, ADC 1 (Air Data Computer)
Pressure altitude (ZP)
ZP 2, ADC 2
IAS 1, ADC 1
Indicated Air Speed (IAS)
IAS 2, ADC 2
SAT 1, ADC 1
Static Air Temperature (SAT)
SAT 2, ADC 2
Left Propeller Rotation Speed (NP 1) EEC 1 (Engine Electronic Computer)
Right Propeller Rotation Speed (NP 2) EEC 2
Left Propeller Torque (TQ 1) EEC 1
Right Propeller Torque (TQ 2) EEC 2
TOW 1 , DU 2 / FMS 1 (Flight Management
Takeoff Gross Weight (TOW) System)
TOW 2 , DU 4 / FMS 2
Left Engine Fuel Flow (FF 2) FF 1P (PPH), FCU 2 (Fuel Computer Unit)
FF 1K (KPH), FCU 2
Right Engine Fuel Flow (FF 1) FF 2P (PPH), FCU 1
FF 2K (KPH), FCU 1
ALT*, CAC 1 (Code Avionics Cabinet)
Altitude capture mode AFCS (ALT*)
ALT*, CAC 2
Longitudinal acceleration (NX) Analog
Flaps position Analog
ANTI ICING (Airframe deice) Discrete
DE ICING (Icing AOA) Discrete
Ice detector (Ice detection) Discrete
Landing gear lever position Discrete
- PPH: Pound Per Hour

- KPH: Kilogram Per Hour.
NSU.30.1.3 APM Test
_d2d5d12d-ebdc-4fe3-8b9d-949fe6d6d008 16 MAR 2017
The APM test is activated by the flight crew daily, to check if all the APM components work
correctly.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
When the flight crew activates APM test and if the discrete “APM ON/OFF” is ON, the following
test sequence shall be broadcasted to CAC 1/CAC 2:
APM Aircraft Test
Cruise Speed Low (CSL)
Degraded Perf (DP)
Increase Speed (IS)
APM Fault
FDR Fail
FDAU Fail
ICN-XX-Y-310000-T-FB429-00117-A-01-N
“Cruise Speed Low” alarm is activated 1 s after activation of the APM Test.
Then “Degraded PERF” alarm is activated 1 s 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.
NSU.30.1.4 Weight Selection Computation
_50f8f5e1-7fa8-4d76-b694-b307d86476dd 17 AUG 2017
1) 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 flight crew has computed the gross weight
on the load sheet, the flight crew must select the corresponding weight in FMS
corresponding data sheet through the MCDU.
This parameter is available as "Gross weight" parameter from two different sources DU 2/
FMS 1 and DU 4/FMS 2. Until takeoff, the "Gross weight" is continuously obtained.
- If TOW 1 (from FMS 1) is valid, it shall be selected
- If TOW 1 is invalid, then TOW 2 (from FMS 2) shall be selected if valid.
2) Computation
If the flight crew does not select the takeoff weight before takeoff, then the APM shall
perform a takeoff 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.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The actual weight is then updated in flight by internal computation.

NSU.30.1.5 Cruise Speed Low Procedure
_df402349-7d41-40b0-85c2-43bfec0faa7a 19 SEP 2017

In cruise, speed decrease of CRUISE SPEED LOW NIL
more than 10 kt compared to amber message on FMA
expected speed

▶ SPEED : MONITOR
NSU.31 INDICATING AND RECORDING SYSTEMS
NSU.31.1 DU
NSU.31.1.1 DU
_79f51f0b-15a0-422b-994b-b2c293b1822e 04 APR 2017
Instrument panel is fitted with five Display Units (DU), named DU 1 to 5 from left to right.
Different formats can be displayed on these DU: Primary Flight Display (PFD), Multi Function
Display (MFD), or Engine and Warning Display (EWD). In MFD format, the choice exists
between different pages depending on the flight phase, such as Navigation Display (ND),
System Display (SD), PERF, or other options.
In normal operation, the configuration is the following:
- DU 1 (5) is dedicated to CAPT (F/O) PFD
- DU 3 on central panel is dedicated to EWD
- DU 2 (4) is normally dedicated to CAPT (F/O) MFD.
A DISPLAY pb is 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 pushbutton switches 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.
NSU.31.2 ELECTRONIC FLIGHT BAG
NSU.31.2.1 EFB LIMITATIONS
NSU.31.2.1.1 EFB Limitations
_806c7674-bb62-4e2b-9647-af19bcfba65b 30 MAY 2018
Mounting arm limitations:
- Operating low temperature: -15 °C for 2 hours
- Operating high temperature: 55 °C for 2 hours.
For portable EFB limitations, refer to supplier technical specifications.
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PRO.NOP
PROCEDURES

NSU.31.2.2 SINGLE POINT PERFORMANCE SOFTWARE
NSU.31.2.2.1 Introduction
_e0eda912-0ee9-443d-86f6-99e33bc5e7d7 03 APR 2019
The Single-point Performance Software (SPS) Takeoff and landing modules are designed to
provide an accurate and optimized computation of performance for takeoff and landing.
Note
- Only one en-route failure can be considered by the SPS at a time.
- Check AFM or MMEL for authorized MMEL combinations. The Weight & Balance
module is designed to take into account the aircraft loading and to check that all
weights and CG remain within the operational envelope. Additional functions are also
available: the useful limitation determination, the results acknowledgment and sending.
For more details on SPS use, please refer to the SPS User Guide.
NSU.31.2.2.2 Normal Operation
_bce9a1bc-7911-486a-94a1-3004b5bce7a4 05 APR 2019
Both flight crew members independently compute the Weight & Balance data in accordance
with the aircraft loading, and the takeoff and landing performance data in accordance with the
weather conditions (wind, OAT, QNH, icing conditions...), the configuration of the aircraft (Air
Cond, power setting...) and/or any criteria that may impact the performance data (e.g. NOTAM
affecting the airport data, MMEL, En-route failure)
Gross check error:
A comparison between the SPS calculated icing speed (VmLB0 icing), and the pre computed
icing speed (as given in the FMS) has to be performed in order to ensure a gross error check
as in the before propeller rotation procedure.
Note
- One knot difference may be noticed between FMS and SPS speeds: this is acceptable
and only due to the speed value rounding off
- Should there be any discrepancy between the results, the calculation must be rerun. If
the discrepancy persists, alternative mean of calculation (FOS, FCOM, AFM) must be
used to establish takeoff data card.
CAUTION
As the screens of EFB can monopolize crew attention, make sure that only one flight crew
member at the same time is focused on.
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PRO.NOP
PROCEDURES

NSU.31.2.2.3 Preliminary Cockpit Preparation
_4420d50a-7772-4fd2-8d4d-d953afa7c106 21 MAY 2019
CAPT F/O
Preliminary Cockpit Preparation
▶ EFB ..................... ..................... START ▶ EFB ..................... ..................... START
▶ SPS ..................... ..................... START ▶ SPS ..................... ..................... START
▶ DATABASES..............................CHECK ▶ DATABASES..............................CHECK
Configuration file, fleet file, and airport Configuration file, fleet file, and airport
database are up to date according to the database are up to date according to the
airline’s referential. airline’s referential.
NSU.31.2.2.4 Final Cockpit Preparation
_c940b087-e962-4fea-be48-4cc3274ef94a 04 APR 2019
CAPT F/O
Note Note
▶ SPS fields are empty (except fields that ▶ SPS fields are empty (except fields that
accept default values) and blocked accept default values) and blocked
(except selection of MEL items) at SPS (except selection of MEL items) at SPS
opening until selection and validation of opening until selection and validation of
both airport and runway. both airport and runway.
▶ TAKEOFF PERF.................................... ▶ TAKEOFF PERF....................................
.............. COMPUTE and CROSSCHECK .............. COMPUTE and CROSSCHECK
▶ LANDING PERF.................................... ▶ LANDING PERF....................................
NSU.31.2.2.5 Before Propeller Rotation
_fbcfffb9-4ce9-4c56-8371-7810051cabef 02 APR 2019
CAPT F/O
Before Propeller Rotation
▶ W & B DATA.......................................... ▶ W & B DATA..........................................
▶ UNDERLOAD ....................................... ▶ UNDERLOAD .......................................
.. COMPUTE and CROSSCHECK BELOW .. COMPUTE and CROSSCHECK BELOW
USEFUL LIMITATION USEFUL LIMITATION
▶ W & B DATA.......................................... ▶ W & B DATA..........................................
.................. ACKNOWLEDGE AND SIGN .................. ACKNOWLEDGE AND SIGN
▶ ELECTRONIC LOAD AND TRIM SHEET
......................... ......................... SEND
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ W & B DATA.......................................... ▶ W & B DATA..........................................
...............TRANSFER TO TAKEOFF AND ...............TRANSFER TO TAKEOFF AND
LANDING MODULES LANDING MODULES
▶ TAKEOFF DATA CARD........................... ▶ TAKEOFF DATA CARD...........................
▶ GROSS CHECK ERROR........PERFORM ▶ GROSS CHECK ERROR........PERFORM
▶ ZFW & CG......................ENTER IN FMS
▶ FMS V1 / VR / V2 ................................... ▶ FMS V1 / VR / V2 ............ ............ CHECK
.......................... CHANGE (if necessary)
NSU.31.2.2.6 Taxi
_da55fa5c-fded-4f0c-adaf-c7c87bf7389f 10 APR 2019
CAPT F/O
Taxi
■ If the need for a new computation of the ■ If the need for a new computation of the
departure parameters arise during taxi (i.e departure parameters arise during taxi (i.e
departure runway change) departure runway change)
▶ TAKEOFF DATA CARD........................ ▶ TAKEOFF DATA CARD........................
...............UPDATE and CROSSCHECK ...............UPDATE and CROSSCHECK
▶ FMS V1 / VR / V2 ................................ ▶ FMS V1 / VR / V2 .......... .......... CHECK
....................... CHANGE (if necessary)
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PRO.NOP
PROCEDURES

NSU.31.2.2.7 Before Descent
_30638805-9de6-4180-899c-89e813df8da5 04 MAY 2021
CAPT F/O
Before Descent
▶ LANDING DATA CARD........................... ▶ LANDING DATA CARD...........................
▶ GROSS CHECK ERROR........PERFORM ▶ GROSS CHECK ERROR........PERFORM
CAUTION CAUTION
▶ Performance calculations from runway ▶ Performance calculations from runway
intersection are reserved for takeoff: intersection are reserved for takeoff:
only full runway must be chosen for only full runway must be chosen for
landing calculations. landing calculations.
Note Note
▶ In the case of an en-route landing ▶ In the case of an en-route landing
distance check, SPS outputs are based distance check, SPS outputs are based
on LDTA calculation. on LDTA calculation.
▶ In the case of an en-route failure is ▶ In the case of an en-route failure is
selected, SPS outputs are based on selected, SPS outputs are based on
Actual Landing Distance (ALD). ALD Actual Landing Distance (ALD). ALD
calculation takes into account the calculation takes into account the
failure coefficient. failure coefficient.
Note Note
▶ As FMS does not take into account en- ▶ As FMS does not take into account en-
route failure speeds effects, manual route failure speeds effects, manual
speeds could be selected with results speeds could be selected with results
of SPS computation with en-route of SPS computation with en-route
failure. failure.
NSU.32 LANDING GEAR
NSU.32.1 Runway Status
_bf2c6e44-87d2-419b-b4be-107ae2bdda32 14 JUN 2021
Braking efficiency is affected by the Runway Status. 7 runway status are considered in takeoff
and landing performance:
- Dry
- Wet up to 3 mm depth
- Slush or water for depths between 3 mm and 6.3 mm
- Slush or water for depths between 6.3 mm and 12.7 mm
- Slush or water for depths between 3 mm and 12.7 mm
- Compact Snow
- Ice.
For recommended equivalence between Runway Surface Descriptor, RWYCC and Runways
Status, refer to PRO/SPO/CONTAMINATED RUNWAY/1. GENERAL (Refer to GENERAL).
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PRO.NOP
PROCEDURES

NSU.32.2 Normal Taxi
_7fb45535-28f4-44a2-817e-739760ec8cf3 04 APR 2019
CAUTION
If the blue hydraulic circuit is pressurized, switch off the Nose Wheel Steering (NWS) for
towing by a ground vehicle.
The aircraft can easily taxi forward or backward on one engine without limitations. Normal
Procedure is as follows:
1) ENG2 in HOTEL MODE before and during passenger embarkation
2) Initial taxi on ENG2 only (including backward taxi if required).
Note
- This procedure can be used because Ground Idle (GI) power on one engine is
sufficient to taxi (OUT and IN) and reduces taxi fuel consumption (significantly in large
airports)
- Use of the taxi procedure on one engine remains at operator’s discretion and taxi on
both engines is recommended.
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.
To reduce the use of brakes during taxi, apply a small amount of reverse to decelerate, as
necessary
Turn radius with NWS is sufficient, and does not require any differential braking on the inner
wheels.
CAUTION
Brake pivot turn (sharp turn) is prohibited, except in emergency.
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PRO.NOP
PROCEDURES

NSU.32.3 Emergency Braking
_dec2d03b-541f-48a5-a628-a903ae6710d2 03 OCT 2017
- 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 provides a limited
pressure which:
o Enables the use of EMER BRAKING for abort takeoff at MAX V1 or at touchdown
for landings after GREEN pressure has been completely lost
o Provides repeatable, smooth deceleration whilst minimize the risk of blown up tires.
CAUTION
Use of EMER BRAKE beyond the EMER BRAKE notch above 60 kt must be avoided to
prevent wheels lock up and damages to wheels and tires.
Below 60 kt, 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 TAKEOFF 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.
NSU.34 NAVIGATION
NSU.34.1 TCAS
NSU.34.1.1 General
_873e2405-18a5-45ce-9113-ff3d24ebcf8e 22 DEC 2017
TCAS is an airborne Traffic alert and Collision Avoidance System that requests 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).
2) Traffic advisories can only be generated for intruders equipped with operative mode S,
C or A transponders (TCAS system provides no indication of aircraft without operative
transponders).
CAUTION
The TCAS equipment is viewed as a supplement to the flight crew who, with the aid of the Air
Traffic Control, has the primary responsibility for avoiding mid-air collisions.
NSU.34.1.2 Ground Operation
_c7763f19-d8c3-4c1f-91e5-992e34683e95 03 MAY 2021
Unless otherwise instructed by ATC:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
on MCP press ”SURV”, select ”XPDR” tab on VCP, set ”ALT” mode and check XPDR 1
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 / Transponder
status indication, green message ”XPDR1(2) ALT” is displayed.
NSU.34.1.3 Flight Procedures
_0fb39dd2-6eab-4eaa-90e2-9fdef4b5fc2d 05 AUG 2021
CAPT F/O
TRAFFIC - TRAFFIC
Procedure initiated by a TCAS Traffic
Advisory (TA)
▶ Decide tasksharing and announce :
TCAS, I (you) have the controls
PF PM
▶ Be minded for maneuver. Follow traffic ▶ Recall minimum safety altitude.
evolution on the TCAS indicator.
If a Resolution Advisory (RA) occurs
Note Note
▶ Some RA will only advise to monitor ▶ Some RA will only advise to monitor
vertical speed (preventive RA). Others vertical speed (preventive RA). Others
will advise to maneuver the aircraft. will advise to maneuver the aircraft.
▶ The following procedures should then ▶ The following procedures should then
apply depending on the sense of apply depending on the sense of
Resolution Advisory asking to Resolution Advisory asking to
maneuver. maneuver.
CAPT F/O
DESCEND
▶ Confirm We descend
PF PM
▶ AP ..................................DISCONNECT
▶ Descent at a rate in the green (fly to) band
on PFD vertical speed scale.
▶ Ask for eventual configuration changes.
▶ ATC .................... .................... ADVISE
▶ IAS : MONITOR
Compared to VLE, VFE, VMO pointer.
▶ AIRCRAFT ALTITUDE : MONITOR

Compared to minimum safety altitude.
cont'd…
PRO.NOP
PROCEDURES

CAPT F/O
CLIMB
▶ Confirm We climb
PF PM
▶ PWR MGT selector ................................
.................. SELECT CORRECT RATING
MCT en route or TO in other phases e.g.
takeoff, approach, and landing
▶ CL 1+2................. ................. AS RQRD
▶ AP ..................................DISCONNECT
▶ Apply roughly the bugged power
▶ Climb at a rate in the green (fly to) band
on PFD vertical speed scale.
▶ Ask for eventual configuration changes
▶ PL 1+2.................. .................. ADJUST
Follows TQ objectives
▶ ATC .................... .................... ADVISE
▶ IAS : MONITOR
Compared to VS
Note Note
▶ When a climb or increase climb RA ▶ When a climb or increase climb RA
occurs with the aircraft in the landing occurs with the aircraft in the landing
configuration or in the go-around configuration or in the go-around
phase, a normal go-around procedure phase, a normal go-around procedure
should be followed including the should be followed including the
appropriate power increase and appropriate power increase and
configuration changes. configuration changes.
CLEAR OF CONFLICT
After separation has become adequate
(range increasing)
▶ Return promptly to last assigned ATC ▶ Return promptly to last assigned ATC
clearance clearance
NSU.34.2 AHRS
NSU.34.2.1 AHRS
_a1689ff1-6d5b-4895-9b5f-0c9d697b9545 22 FEB 2019
AHRS alignment sequence occurs as soon as the battery is switched ON, and it takes
nominally 1 min DURING WHICH AIRCRAFT MUST NOT BE MOVED (on ground).
AHRS are not affected by electrical transients associated with engine start.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Note
- During AHRS alignment, the alert “AHRS NOT ALIGN” is displayed on FWS, and
“AHRS DEGRADED” is displayed on the corresponding PFD
- Nearby buildings during taxiing may generate magnetic disturbances that lead to Flux
valves discrepancy and generate ALT DISAGREE, IAS DISAGREE, ATT DISAGREE
and HDG DISAGREE warnings. These warnings should disappear at holding point.
ON GROUND ONLY, if needed, AHRS reset can be performed by cycling all related C/B
OFF-ON.
CAUTION
1) Resetting C/B AHRS in flight is not recommended as in flight realignment requires
1 min and 30 s of very stable flight (which may be impossible to get in turbulence)
and possibility of pulling the wrong C/B could result in complete AHRS failure
unrecoverable for the rest of the flight.
2) Flight crew must be aware of possible induced attitudes and heading errors in case of
continuous turns, particularly in high latitudes countries. Therefore racetrack holding
patterns are to be flown rather than circles.
NSU.34.3 WEATHER RADAR
NSU.34.3.1 Weather Radar
_01886047-c2b3-46bd-a2d4-c7c923dadec8 12 NOV 2019
If the aircraft is airborne, the weather radar emits power when operating in any mode other than
STBY or OFF.
The weather radar contains a forced standby (FSBY) function that allows to force the radar into
standby automatically thanks to the WEIGHT ON WHEELS switch. So when the aircraft is on
ground, the weather radar transmissions are normally inhibited, even when TEST mode is
selected.
During all the Weather radar test duration, make sure that:
- On panel 702VU, WEIGHT ON WHEELS sw is on NORM position
- The aircraft is not on jacks
- On panel 8VU, on weather radar control box, STAB pb is not pressed.
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PRO.NOP
PROCEDURES

NSU.34.4 GPS
NSU.34.4.10 Procedures
_897b370f-7dcb-4477-a078-642ba8a82323 22 JAN 2021
- In the event of DGR alarm display the flight crew must X check the aircraft position using
conventional means or must revert to an alternative means of navigation
- In addition, where the coupled DME option is not installed or if the coupled DME is not
operative, the following procedures apply for RNAV 5 operations:
1) During the pre-flight planning phase, the availability of GPS integrity (RAIM) must
be confirmed for the intended flight (route and time). Dispatch must not be made in
the event of predicted continuous loss of RAIM of more than 5 min for any part of
the intended flight
2) Traditional navigation equipment must be selected to available aids so as to enable
immediate crosschecking or reversion in the event of loss of GPS navigation
capability.
NSU.34.5 GPWS - TAWS
NSU.34.5.1 GPWS - TAWS Warning
_4f182670-866d-479e-8cd7-316cd468bccc 11 MAR 2021
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 can
be regarded as cautionary and the approach can be continued.
A go-around shall be initiated in case warning cause cannot be identified immediately.
1) Reactive Mode
“SINK RATE"
Adjust pitch, attitude and power to silence the warning.
“TERRAIN - TERRAIN" - “PULL UP"

■ If in landing configuration
▶ GO AROUND........................................ ........................................ PERFORM
Note
Advance PLs to the Wall if necessary.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
■ If not in landing configuration

▶ AP .................................................... .................................................... OFF
▶ CLIMB .............................. .............................. INITIATE WITH CURRENT IAS
▶ MAX POWER................................... ................................... APPLY AS RQRD
Note
Advance PLs to the Ramp, or to the Wall if necessary.
▶ PWR MGT............................................... ............................................... MCT
▶ AIRCRAFT CONFIGURATION ............................ ............................ MAINTAIN
▶ IAS ........................................ ........................................ ADJUST TO VminOPS
Note
When workload permits, retract landing gear if extended.
● When flight path is safe and TAWS warning stops
Resume normal flight
“DON’T SINK"
Adjust pitch attitude and power to maintain level or climbing flight.
“TOO LOW GEAR" - “TOO LOW FLAPS"

Perform a go-around.
“TOO LOW TERRAIN” (in approach)

Perform a go-around.
“GLIDE SLOPE"
Establish the aircraft on the glide slope.
“BANK ANGLE"
Adjust roll attitude to correct bank angle (aural warning will stop).
2) Predictive Mode
“TERRAIN AHEAD " - “TOO LOW TERRAIN” - “OBSTACLE AHEAD"
Verify the aircraft flight path, correct it if required, if in doubt, perform a maximum climb
until the caution alert stops.
“TERRAIN AHEAD, PULL UP"– “OBSTACLE AHEAD, PULL UP"
▶ GO AROUND...................................... ...................................... PERFORM
Note
cont'd…
PRO.NOP
PROCEDURES

cont'd…

▶ AP .................................................... .................................................... OFF
Note
▶ PWR MGT............................................... ............................................... MCT
Note
“AVOID TERRAIN" - “AVOID OBSTACLE"

▶ GO AROUND........................................ ........................................ PERFORM
Note
▶ AP .................................................... .................................................... OFF
Note
▶ PWR MGT............................................... ............................................... MCT
Note
▶ TURN.................................................................................................. INITIATE
Note
Use any available information to initiate the turn in the direction that provides the best
separation from terrain.
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PRO.NOP
PROCEDURES

NSU.34.6 ADS B OUT
NSU.34.6.1 ADS B OUT
_545f268b-51ed-48bd-b3b4-0ebfdbf2eddf 28 JAN 2020
In all cases, flight crew should comply with the surveillance provisions, schedules, and relevant
procedures contained in the Aeronautical Information Publications (AIP) published by the
appropriate authorities.
Direct controller-pilot VHF voice communications should be available at all times.
If flight crew receives equipment indications showing that position being broadcast by the ADS-
B system is in error (e.g. GNSS anomaly), they should inform the Air Navigation Service
Provider (ANSP), as appropriate, using any published contingency procedures. If anomalous
GNSS is not switched OFF, select the XPDR from the opposite side to the anomalous GNSS
(e.g. if GNSS 1 is ON and faulty, select XPDR 2 if GNSS 2 is valid; if GNSS 2 is ON and faulty,
select XPDR 1 if GNSS 1 is valid)
If Air Traffic Controller requests to stop transmitting ADS-B OUT surveillance data, (“STOP
ADS-B TRANSMISSION” or “STOP ADS-B TRANSMISSION ONLY” or “STOP ADS-B
ALTITUDE TRANSMISSION”) do not switch off the transponder or the altitude reporting, in
order to maintain ACAS operations and Air Traffic Controller radar surveillance. The flight crew
should advise ATC they are unable to comply (“UNABLE”) and the controller should consider
alternative solutions to the problem.
Refer to Aeronautical Information Publication (AIP) or equivalent operator documentation for
alternate procedure.
Note
Independent operation of ADS-B Out and SSR transponder is not possible.
NSU.52 DOORS
NSU.52.1 COCKPIT DOOR SECURITY SYSTEM
NSU.52.1.1 Cockpit Door Operation
_8c7574d8-76a8-4633-9df9-f8028c86abaa 16 JUN 2017
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 sw at CLOSE, the cockpit door is closed and locked.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
After Engine Start

■ If routine access is requested from the cabin
The buzzer sounds in the cockpit for at least 2 s
Before unlocking the door, the flight crew should identify the person requesting entry.
■ If entry is not authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... DENY
Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
■ If entry is authorized by the flight crew
▶ COCKPIT DOOR sw....................................... ....................................... OPEN
The flight crew should pull the 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.
■ If the emergency access is initiated from the cabin
The buzzer sounds continuously in the cockpit for 30 s, and the OPEN light flashes on
the central pedestal’s COCKPIT DOOR panel.
Note
If the flight crew does not take any action, the door will unlock after 30 s.
▶ COCKPIT DOOR sw....................................... ....................................... DENY
Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
When the situation in the cockpit permits, the flight crew should identify the person
requesting entry before unlocking the door.
▶ COCKPIT DOOR sw....................................... ....................................... OPEN
The flight crew should pull the 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
NSU.52.1.2 Daily Check
_46d0a0eb-59c3-424d-9c13-e2924a000121 16 JUN 2017
▶ COCKPIT DOOR LOCKING SYSTEM sw................................. ................................. ON
In the Cargo Compartment, on the Door Call Panel
▶ EMER pb................................................... ................................................... PUSH
Check OPEN LIGHT flashes.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
In the Cockpit
Check buzzer.
Check OPEN LIGHT flashes.
■ If correct
In the Cockpit
▶ COCKPIT DOOR sw......................................... ......................................... DENY
Check buzzer stops.
Check OPEN LIGHT turns off.
In the Cargo Compartment, on the Door Call Panel

Check OPEN LIGHT turns off and DENIED LIGHT comes on.
■ If correct
▶ COCKPIT DOOR sw....................................................................................OPEN
▶ COCKPIT DOOR LOCKING SYSTEM sw............................ ............................ OFF
FUNCTIONAL CHECK OF THE MANUAL LOCK BOLT(S).
NSU.52.1.3 Opening the Cockpit Door from Cabin
_ba222349-001b-4e9e-9edf-3d6adab369e7 03 OCT 2017
▶ CABIN CREW ROUTINE ACCESS............ ............ REQUEST on the DOOR CALL PANEL
▶ CABIN CREW..........................................................................................PRESS CALL
▶ 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 COCKPIT DOOR sw.
The Door Call panel red light comes ON steady, and indicates that the door is locked.
The emergency access, the buzzer, and the Door Call panel are inhibited for 3 min.
The flight crew unlocks the door via the COCKPIT DOOR 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 in the cockpit side on the door left
panel.
■ If there is no reaction from the flight crew
▶ CABIN CREW SECOND ACCESS .......... .......... REQUEST on the DOOR CALL PANEL
Repeat the above procedure.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
■ 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.
■ If there is no reaction from the flight crew after a cabin crew interphone call
▶ CABIN CREW..................................................................PRESS THE EMERGENCY
Rotate the protecting plate and press the EMER pb. A buzzer sounds continuously in the
cockpit for 30 s, and the green light flashes on the Door Call panel. After 30 s, 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 s.
▶ CABIN CREW....................... ....................... PULL the DOOR RIGHT PANEL to OPEN
▶ CABIN CREW................... ................... UNLOCK the LEFT PANEL and PULL to OPEN
NSU.52.2 CARGO DOOR
NSU.52.2.1 Cargo Door
_924d0c79-ad18-4f1c-ab62-73f47e8b8fd1 16 JUN 2017
To Open Cargo Door

- Push flap to grasp handle of the upper lever
- Press 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 comes on)
- 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
- Press 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 can be tested by pressing them.
As long as the cargo door is not closed and all hooks engaged, the CARGO UNLK lighted
amber on the cockpit overhead panel.
1) 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.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.52.3 ENTRY DOOR
NSU.52.3.1 Second Hand-Rail Fixing Procedure
_359f4c2c-454d-4d4d-8e2e-965b6b6496e2 16 JUN 2017
Closing Operation from Outside

3 2
PASS DOOR
BRAKE ON LKD
5005VU
BRAKE CLOSE
4 1 ICN-XX-Y-520000-T-FB429-00025-A-01-N
- Open the control panel cover. The actuator is supplied by the battery (switch 4 )
- Hold the guarded switch 1 in CLOSE position up to the closure end.
When the door is closed, the BRAKE ON light comes on amber. When the door is
locked, the BRAKE ON light turns off and the LKD light 2 comes on blue.
- Close the control panel cover after operation.
Closing Operation from inside
PAX DOOR
CTL 2
1 BRK
BRAKE
ON NORM
CLOSE
ICN-XX-Y-520000-T-FB429-00026-A-01-N
Initially the guarded switch 2 is in NORM position.

cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Hold the switch in CLOSE position until to the BRAKE ON light 1 comes on
- Latch the door by the handle
- Automatic actuator braking occurs when door reaches fully closed status (closed limit
switch). The brake is deactivated when the door is latched or the switch released. It
remains OFF after unlatching.
Emergency Operation
During closing procedure, select BRAKE position to immediately stop the door.
NSU.52.4 VIDEO CABIN SURVEILLANCE
NSU.52.4.1 Video Cabin Surveillance
_e2b49e70-8818-4b35-bfb2-1ddcd77d4ad1 12 JUL 2019
Crew switches the monitor ON by turning the OFF DIM knob into ON position. The monitor
then enters in standby state (black screen).
The monitor exits the standby state :
- When pressing the CAM SEL pb to cycle the cameras output (cycle order is 1,2,3,2,1).
- Upon cockpit access request (displays automatically the camera 1 output).
After 3 min without crew action, the monitor reverts to standby state.
Note
Pressing the CAM SEL pb for 3 s will force the monitor into standby state.
Crew switches the monitor OFF by turning the OFF DIM knob into OFF position.
Note
The monitor will not automatically turn on upon cockpit access request.
NSU.70 POWER PLANT
NSU.70.1 Start Up
_4303c7a7-27f2-4c75-88ae-640a53c858ed 07 JAN 2020
Before initiating start sequence EEC FAULT light must be OFF, if EEC FAULT is ON try to
reset. If unsuccessful, deselect EEC.
During engine start or relighting, the following items must be monitored:
- Correct NH increase when starting the sequence
- Starter disconnection at 45 % NH
- Maximum ITT: during a battery start one or two ITT peaks not exceeding 800 °C can
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)
cont'd…
PRO.NOP
PROCEDURES

cont'd…
NH %
Parameters 0 10 25 45 62
START 1 ON illuminated (ON extinguished)
STARTER/GENERATOR
Starter generator
CLA
FUEL S.O. * FTR
IGNITION
EEC EEC ON
MAIN BAT. (MAIN BAT.

ELECTRICAL SUPPLY OF
+ GEN 2)
STARTER/GENERATOR
PLA GI
* Passing from FUEL S.O. to FTR is possible between 10 and 19 % NH if ITT > 200° C.
ICN-XX-Y-700000-T-FB429-00947-A-03-N
ENG OIL LO PR FWS alarm is 30 s time delayed to avoid untimely ENG OIL LO PR during
engine start. Refer to ADVERSE WEATHER for specific cold weather behavior.
Note
This alert is inhibited when affected CL is in FUEL S.O. position.
NSU.70.2 Use of Bleed Valves for Takeoff
_7c38ddc1-ae45-4051-9a44-46fc1ec9afff 22 SEP 2017
The aircraft is fitted with an automatic bleed valve closing in case of engine failure at takeoff.
The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also comes
on on the operative engine. Engine bleed valves can be routinely selected ON (NORM FLOW)
for takeoff. However, performance decrement has to be considered for the ground phase. This
decrement is given in chapter Performances and can be computed by the FOS.
NSU.70.3 Power Set Up Procedure for Takeoff and Go-Around
_5f4062c3-b10f-49ca-9cbe-19049e1064a8 05 AUG 2021
1) Takeoff
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 independent
from aircraft sources and compared to values displayed by torque bugs.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Takeoff power is routinely obtained by setting the power levers and the condition levers into
the notches. CLs should be routinely stay into the notches. NP is automatically set at 100 %
provided PWR MGT selector is on TO position and PLA is sufficient.
2) Go-Around
The throttle movement (PF) is to be applied across the notch up to the ramp (beginning of
amber sector).
WARNING
OVERRIDING THE RAMP THRESHOLD UP TO THE ABSOLUTE FULL TRAVEL WILL
ENABLE 1.15 X RTO TQ (EEC ON). THIS SHOULD BE USED ONLY IS CASE OF
EMERGENCY.
NSU.70.4 Unfeathering after an Engine Restarts in Flight
_6c30769d-671b-461e-9427-b210ba488589 16 JUN 2017
Unfeathering the propeller induces a limited lateral disturbance.
NSU.70.5 Engine Parameters Fluctuation
_daf5369c-99ee-4cd3-a73d-8d071e782a4b 13 SEP 2019
The variation tolerances of engine parameters are shown in the table below. These tolerances
must be taken into account only in stabilized flight phases.
PARAMETERS TQ NH ITT NP
FLUCTUATION AMPLITUDE +/-2 % +/-0.25 % +/-5 °C +/-2.5 %
NH fluctuation amplitude +/-0.25 % means that the maximum amplitude is 0.5 % between the
minimum and maximum NH values read by the crew.
In case of engine parameters fluctuation above tolerances, it can be helpful to select the
corresponding EEC OFF before shutting the engine OFF.
If this action solves the problem, the flight can be continued accordingly.
NSU.70.6 Ignition
Man Ignition
_fe77fd2a-313e-4223-8534-8c3bd03ee2f4 16 JUN 2017
When one or both EEC(s) has (have) been deselected, the use of MAN ignition is required
when the aircraft enters into heavy precipitation or severe turbulence areas, when ice accretion
develops, or when using contaminated runway for takeoff or landing.
NSU.70.7 Adapted Flight Idle
_bf5bef59-7a32-42b9-981b-256f6ba09d58 16 JUN 2017
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 affects the lift at a high angle of attack.
In regard with these two requirements, an adapted fight idle provides two power settings.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The FI position being selected by the flight crew, the power level (high or low) is set by the
EEC, as a function of an information provided by the MFC.
This information is associated with a limit angle of attack equal to α stall warning -4 °. In case
of high flight idle loss the aircraft behavior during stall unchanged and the decrease of lift is
negligible and covered by the regulatory margins.
NSU.70.8 Propeller Brake Use
_b555cc06-88b2-43ab-81d9-ccec15f54c73 21 NOV 2019
Propeller brake must be used only when READY light on propeller brake control panel is ON.
1) Braking Sequence (ENG 2 Running)
CREW ACTION PROP. BRAKE SYSTEM STATUS
RH CL... FTR OR FUEL S.O.

DC AUX
GUST LOCK... ON READY PUMP
RUNNING
BLUE HYD PRESS...
CHECK ABOVE 2900 PSI
PROP BRAKE SW... ON UNLK
7s
PROP
OFF BRK 15s
OFF OFF
ICN-XX-Y-710000-T-FB429-00001-A-02-N
Note
The DC AUX pump runs automatically as soon as
- Blue hydraulic pressure is below 1 500 psi, and
- Gear is down, and
- One engine is running
and stops 15 s after the end of PROP braking sequence (PROP BRK lights ON).
cont'd…
PRO.NOP
PROCEDURES

cont'd…
2) Releasing Sequence (ENG 2 in Hotel Mode)
CREW ACTION PROP. BRAKE SYSTEM STATUS
PROP
BRK
HYD AUX PUMP... PULSE

DC AUX
PUMP
RUNNING
READY
PROP BRAKE SW... OFF UNLOCK
PROP
BRK
UNLOCK
30s
15s
14, 0,
V13.2
4, 3
ICN-XX-Y-710000-T-FB429-00002-A-02-N L_CB_00000000_0000000_000_00_00
Note
A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for 30 s. Selecting
propeller brake sw to OFF position within this 30 s temporization enables to keep the DC
AUX PUMP running overriding the 30 s temporization, because when the brake is
completely released, the DC PUMP remains supplied for 15 s.
NSU.70.9 Reverse Phases
_edad2193-1297-4d1a-a679-82e8b8d8c303 16 JUN 2017
NP is the parameter to be monitored during reverse phases. (NP is the only regulated
parameter in these phases).
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NSU.70.10 Operations Out of the Notch
_41dcd28d-270b-45d2-88aa-2852d7a81d80 06 MAY 2020
Engines are trimmed to compensate for built-in discrepancies between left and right engines
and their associated controls. The trimming procedure is performed at two different positions of
the Power Levers (PL): at Flight Idle (FI), and in the notch. It ensures a similar torque on both
sides at those PL positions.
When the flight crew retards the PL out of the notch during descent and approach, the trim
efficiency is reduced and may no longer correct the left/right discrepancy. This may result in a
difference between the left and right TQ values of up to 8 % in stabilized conditions.
Such difference is acceptable. If required, the flight crew can compensate it by manually
adjusting the PL.
NSU.70.11 VMS in-Flight Manual Measurement
_3374f218-51e6-419b-a90a-c7723ae47b68 19 JUN 2019
Propeller vibration manual measurement can be triggered in flight upon request through
MCDU.
While in flight, each manual measurement is the average of previous manual measurements.
Note
- To cover a range of typical cruise altitude, it is recommended to repeat propeller
vibration measurements in cruise conditions at FL 170 and FL 250.
- Altitude and number of measurements can be adapted to correspond to a flight
envelope more appropriate to each operator cruise operation.
- Do not perform this measurement in icing condition and make sure that IEP is clear of
ice.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
1) VMS In flight procedure

● WHEN INDICATED AIR SPEED IS STEADY AT EXPECTED CRUISE SPEED
This procedure must be repeated for each selected cruise Flight Level.
▶ CL 1+2.................................................. .................................................. AUTO
▶ PWR MGT................................................. ................................................. CRZ
▶ PL 1+2........................................... ........................................... IN THE NOTCH
▶ LEVEL FLIGHT: MAINTAIN DURING MEASUREMENT
On the MCDU MENU page:
▶ LEFT LSK / <ACMS........................................ ........................................ PRESS
▶ RIGHT LSK / <VMS........................................ ........................................ PRESS
▶ RIGHT LSK / <MEASURE PROPS.............................. .............................. PRESS
▶ RIGHT LSK / <START..............................................................................PRESS
“MEASUREMENT IN PROGRESS” will be displayed temporarily in scratchpad.
Upon measure completion, “REPORT GENERATED” is displayed temporarily in
scratchpad.
Note
Measurement can take up to 2 minutes.
##DELETE-PAGE-END##
PRO.NOP
FCOM
1608 / 45 TOC
NORMAL PROCEDURES .NOP.NOR
NOR. NORMAL PROCEDURES....................................................................................page 03

Introduction.................................................................................... page 03
Flight Preparation............................................................................page 03
Pilot Actions Diagram...................................................................... page 05
4 Initial Cockpit Preparation (Step 1)...........................................................page 06
Initial Interior Checks........................................................ page 06
GPU Available................................................................. page 06
No GPU Available............................................................ page 08

External Inspection..........................................................................page 08
6 Cockpit Preparation (Step 2)................................................................... page 13
Cockpit Preparation (Step 2)..............................................page 13
Overhead Panel...............................................................page 14
Pedestal and Central Panels............................................. page 15
Lateral Panels................................................................. page 17
Short Transit....................................................................page 17
Panel Scan.....................................................................................page 19
8 External Inspection Closure.................................................................... page 19
GPU Available................................................................. page 19
No GPU Available............................................................ page 20

Final Cockpit Preparation (Step 3).....................................................page 20
Hotel Mode Start Up........................................................................ page 22
Before Propeller Rotation................................................................. page 24
Before Taxi..................................................................................... page 26
Taxi............................................................................................... page 28
Before Takeoff................................................................................ page 30
Takeoff...........................................................................................page 30
After Takeoff................................................................................... page 32
Climb - Cruise.................................................................................page 33
Descent......................................................................................... page 34
Approach....................................................................................... page 35
Before Landing............................................................................... page 35
Landing......................................................................................... page 37
Go-Around..................................................................................... page 38
PRO.NOP
FCOM
1608 / 45 TOC
After Landing..................................................................................page 39
Parking.......................................................................................... page 41
Leaving The Aircraft........................................................................ page 42
Procedure for Icing Conditions..........................................................page 43
27 Cruise Speed Low................................................................................. page 44
Alert............................................................................... page 44
Cruise Speed Low............................................................page 44
Additional Information....................................................... page 44

28 Daily Checks.........................................................................................page 44
ATPCS Dynamic Test....................................................... page 44
Stick Pusher-Shaker Test.................................................. page 45
Trims.............................................................................. page 46
Cockpit door security system check....................................page 46
APM............................................................................... page 47
29 Each Flight Checks................................................................................ page 48
Engine Fire Protection...................................................... page 48
Trims.............................................................................. page 49
ATPCS Static Test............................................................page 49
CVR-DFDR..................................................................... page 50
30 Supplementary Checks.......................................................................... page 50
Fuel Pump and X Feed Tests.............................................page 50
Doors Test.......................................................................page 51
COMPT SMK - COMPT SMOKE........................................page 51
Radar............................................................................. page 52
AUTO PRESS................................................................. page 52
Oxygen Mask.................................................................. page 52
EGPWS.......................................................................... page 53
Antiskid Test.................................................................... page 54

PRO.NOP
PROCEDURES

FCOM NORMAL PROCEDURES Page n°03
NOR NORMAL PROCEDURES
NOR.1 Introduction
_a75abff6-9597-478e-bd5a-6d7f14002c4f 13 DEC 2017
The normal procedure contained in this chapter is a detail sequence of actions recommended
by ATR for normal operation. The normal procedure section covers preflight preparation
(cockpit & exterior inspections as well as system test), normal operation by flight phase, and
operation in atmospheric icing condition.
In the normal procedure, it is assumed that all systems operate normally, and that all automatic
functions are used normally. The normal procedure is executed from memory and
crosschecked via the normal checklist (C/L).
The EWD may display flight crew checklists that have been modified or created by the operator
using the ECL customization service (normal procedures only).
This service has to be used in accordance with the following ATR document: “Requirements
and guidelines for modifiable ECL” (Service Letter ref ATR42-31-5028 or ATR72-31-6026).
Authorization to use modified ECL must be obtained by the operator from the
appropriate local authorities.
It is the operator responsibility to produce paper copies of the customized ECL in the QRH and
FCOM. These paper copies of customized ECL shall be available in the cockpit as ECL back-
up.
NOR.2 Flight Preparation
_cf3a222c-08dc-424e-a88d-5e9358765d3d 20 NOV 2017
1) Technical Condition of the Aircraft
The flight crew must verify the technical status of the aircraft in respect to the airworthiness
acceptability of the malfunctions reported, and their influence on the flight plan. The flight
crew should use all the documents established by the operator that are necessary, including
the Minimum Equipment List (MEL) and Operational Engineering Bulletins (OEB).
2) Weather Briefing
The flight crew receives a weather briefing which should include:
- Actual and expected weather conditions for takeoff and climb out including runway
conditions
- En route significant weather: Winds, temperatures, icing forecast, and dangerous
phenomena (cumulonimbus, thunderstorm, turbulences, volcanic …)
- 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.
3) NAV / COM Facilities En Route
The flight crew studies the latest relevant NOTAMs (Notice To Airmen) and checks that all
required facilities at departure, destination, and alternate airports are operational and that
they fulfill the appropriate requirements, including GPS NOTAMs.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
4) Flight Plans / Operational requirements

The flight crew checks the operational flight plan, in respect to routing, altitudes, and flight
time.
The flight crew checks the estimated load figures and calculates maximum permitted takeoff
and landing weights.
The flight crew checks the aircraft performances for the whole flight, especially in case of
failure, including single engine climb gradient (takeoff, go-around), single engine flight path
and gross ceiling (classic rules and/or down hill rule), pressurization loss, and landing
distance.
The Captain decides the amount of fuel necessary for a safe conduct of the flight, taking into
consideration possible economic fuel transportation.
The Captain checks ATC flight plan and ensures it is filed based on the prescribed
procedures.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.3 Pilot Actions Diagram
_7961651a-f1cf-4955-8cc7-9adbf0169ad2 15 OCT 2021
Initial Cockpit Preparation (Step 1) Before Taxi

Refer to Initial Interior Checks Refer to Before Taxi
No GPU available
GPU available Taxi
Refer to No GPU
Refer to GPU Available Refer to Taxi
Available
External Inspection Before Takeoff

Refer to External Inspection Refer to Before Takeoff
Cockpit Preparation (Step 2) Takeoff

Refer to Cockpit Preparation (Step 2) Refer to Takeoff
After Takeoff
GPU available No GPU available Refer to After Takeoff
Hotel Mode Start Up

Climb - Cruise
Refer to Hotel Mode Start
Refer to Climb - Cruise
Up
Panel Scan Go-Around

Descent
Refer to Panel Scan Refer to Go-
Refer to Descent
Around
Approach
External Inspection Closure
Refer to Approach
Before Landing
Refer to Before Landing
No GPU available
GPU available Landing
Refer to No GPU
Refer to GPU Available Refer to Landing
Available
Final Cockpit Preparation (Step 3) After Landing

Refer to Final Cockpit Preparation Refer to After Landing
(Step 3)
GPU available Parking

Hotel Mode Start Up No GPU available Refer to Parking
Refer to Hotel Mode Start Up
Leaving The
BAT ON
Aircraft
GPU/HOTEL MODE
Before Propeller Rotation Refer to
Refer to Hotel Mode Start
Refer to Before Propeller Rotation Leaving The
Up
Aircraft
Short Transit BAT OFF

##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

4 Initial Cockpit Preparation (Step 1)
Initial Interior Checks
_df7e0f99-cfe0-43e7-8235-d29e8eec3c34 10 MAR 2021
Initial Cockpit Preparation (Step 1) is normally performed by F/O.
▶ EMERGENCY EQUIPMENT..............................................................................CHECK
Exit hatch closed, handle locked and safe tied, escape rope stowed
Life jacket stowed
Axe, flash lights, smoke goggles, protective gloves, and oxygen masks stowed
PBE (if installed) stowed
Portable fire extinguisher safely tied and pressure within green range
Landing gear emergency extension handle stowed and cover closed.
▶ GEAR PINS............................................... ............................................... ON BOARD

▶ ALL CIRCUITS BREAKERS....................................... ....................................... CHECK
▶ CDLS sw ...................................................... ...................................................... OFF
▶ BRAKE HANDLE............................................. ............................................. PARKING
▶ PL 1+2......................................................... ......................................................... GI
▶ GUST LOCK lever ................................................................................................. ON
Check GUST LOCK is correctly engaged to fulfill conditions for PROP BRAKE activation
▶ CL 1+2........................................................................................................FUEL S.O.
▶ FLAPS ........................................................ ........................................................ SET
Set in accordance with actual flap position
▶ LDG GEAR lever ............................................... ............................................... DOWN
▶ EEC 1+2..................................................................................................PRESSED IN
▶ CAPT WIPER ................................................... ................................................... OFF
▶ F/O WIPER ..........................................................................................................OFF
GPU Available
_1682fa37-a923-464f-aad7-f9ff5c2aa245 27 MAY 2021
1) Energizing Battery
▶ BAT ..................................................... ..................................................... ON
▶ MFC ..............................................................................MONITOR AUTOTEST
The MFC 1A and MFC 2A FAULT lights will flash first, then MFC 1B and MFC 2B
FAULT. When Auto test is completed all MFC FAULT lights are off. When
cargo door panel is open, only MFC 1B and MFC 2B FAULT lights will flash.
▶ EMER BUS & ESS BUS.......................... .......................... CHECK ARROWS ON
▶ UNDV light.......................................... .......................................... CHECK OFF
Check battery voltage on LH maintenance panel.
▶ NAV lights................................................. ................................................. ON
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ AVIONIC INITIALIZATION................................... ................................... CHECK

Check DU 2&4 display a green “T"
Check IESI ON
Check DU brightness
Check MCDU 1 ON
Check Aural warning, Caution, CRC sounds
When test is completed, CPL light will come on CAPT side and EWD will display Final
cockpit preparation check list
Check on EWD that ECL database and documentation revision are consistent
Do not touch any command or flight controls during avionic suite auto test
2) Connecting GPU
▶ EXT PWR .................................... .................................... CHECK AVAIL LIGHT
GPU DC voltage can be monitored on LH maintenance panel.
▶ EXT PWR .............................................. .............................................. PRESS
Check DC BTC on line
Check EMER and MAIN BAT charging
Check EMER and ESS BUS supply indicator amber arrow turns off
Check UNDV light turns off
▶ IESI ........................................ ........................................ CHECK ALIGNMENT
▶ AVIONIC INITIALIZATION TEST .............................. .............................. CHECK
Check DU 1, 3, and 5 display a green “T"
Check MCDU 2 ON
Check DU brightness.
3) External Inspection Preparation

▶ OVERHEAD panel ......................................... ......................................... SCAN
CHECK NO WHITE LIGHTS ON EXCEPT PROBES HTG & FUEL PUMP(S)
Both fuel pumps are OFF in case of GPU use.
▶ HYD AUX PUMP....................................................................................PRESS
▶ HYD X FEED ...................................... ...................................... ON THEN OFF
Monitor Blue and Green HYD SYST PRESS increasing on
HYD SYST PRESS indicator.
Close HYD X FEED when both HYD circuits are fully pressured.
▶ BEACON, LOGO, WING, STROBE lights........................................................ON
▶ EMER EXIT LT sw .......................................... .......................................... ARM
To inspect the emergency exit light.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

No GPU Available
_631efd70-0aef-4d8d-ab24-eb598cca2883 13 DEC 2017
1) External Inspection Preparation
To minimize BAT discharge, BAT should remain OFF during external inspection. The
external lights should be checked after ENG 2 is started in hotel mode. Once ENG 2 is
started in hotel mode one flight crew member must remain in the cockpit.
▶ HYD AUX PUMP pb pedestal ................................ ................................ PRESS
NOR.5 External Inspection
_31e87942-b92a-4451-b92f-10d034ce36e1 16 FEB 2021
The external inspection is primarily a visual check to ensure that the overall condition of the
aircraft, the visible components, and equipment are safe for the flight.
External inspection is normally performed by the Captain and is mandatory before each flight.
During walk around, observe that the FLIGHT CONTROL SURFACES and FLAPS are clear
and memorize surfaces position.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
5 7
4 8
3 9
2 1 11 10
12
14
13
ICN-XX-Y-000000-T-FB429-00962-A-01-N
- Fig. 1 : External Inspection Flow -
1) Main Left landing Gear and Fairing

▶ PARKING BRAKE ACCU PRESSURE............ ............ CHECK 1 600 psi MINIMUM
▶ MAINTENANCE DOORS......................................................................CLOSED
▶ GEAR DOORS......................................................................................CHECK
▶ WHEELS & TIRES......................................................................CHECK STATE
▶ BRAKE TEMPERATURE SENSORS........................................................CHECK
▶ BRAKE WEAR DETECTORS..................................................................CHECK
▶ LANDING GEAR STRUCTURE............................... ............................... CHECK
▶ HYDRAULIC LINES....................................... ....................................... CHECK
▶ WHEEL WELL........................................... ........................................... CHECK
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ UPLOCK................................................ ................................................ OPEN

▶ FREE FALL ASSISTER..........................................................................CHECK
▶ SAFETY PIN....................................................................................REMOVED
▶ BEACON lights......................................................................................CHECK
▶ AIR CONDITIONING panel ................................. ................................. LOCKED
▶ PACK RAM AIR INLET.............................. .............................. CLOSE & CLEAR
▶ LAND lights................................................................................CHECK STATE
▶ TAT COVER.......................................... .......................................... REMOVED
▶ TAT PROBE..........................................................................................CHECK
▶ MAGNETIC FUEL LEVEL....................................... ....................................... IN
2) Left Wing Trailing Edge
▶ FLAPS RAIL SEAL........................................ ........................................ CHECK
▶ FLAPS........................................... ........................................... CHECK STATE
▶ EXHAUST NOZZLE................................................................................CLEAR
▶ FLAPS POSITION........................................ ........................................ CHECK
▶ AILERON & TAB....................................................................................CHECK
▶ STATIC DISCHARGERS.................................... .................................... CHECK
▶ HORN........................................................................................CHECK STATE
3) Left Wing Leading Edge
▶ NAV & STROBE lights............................................................................CHECK
▶ WING DE ICING BOOTS.............................. .............................. CHECK STATE
▶ FUEL VENT NACA INLET................................... ................................... CLEAR
▶ ICE DETECTOR....................................................................................CHECK
4) Left Engine
▶ LEFT COWLING ALL LATCHES............................................................CLOSED
▶ OIL COOLING FLAPS............................................................................CHECK
▶ ENGINE AIR INTAKE..............................................................................CLEAR
▶ ENGINE DE ICING BOOTS..........................................................CHECK STATE
▶ SPINNER.............................................. .............................................. CHECK
▶ PROPELLER............. ............. CHECK FEATHERED, STATE, & FREE ROTATION
▶ RIGHT COWLING ALL LATCHES..........................................................CLOSED
▶ INNER WING LEADING EDGE & FAIRING....................................CHECK STATE
5) Left Forward Fuselage
▶ WING lights............................................. ............................................. CHECK
▶ EMERGENCY lights....................................... ....................................... CHECK
▶ EMERGENCY EXIT...................................... ...................................... CLOSED
▶ AVIONICS VENT OVBD VALVE................................ ................................ OPEN
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ CARGO DOOR OPERATING panel DOOR...................... ...................... CLOSED

▶ CARGO DOOR................................ ................................ CLOSED & LATCHED
▶ OXYGEN BOTTLE DISCHARGE indicator ....................... ....................... GREEN
▶ ANGLE OF ATTACK PROBE........................................................CHECK STATE
▶ COCKPIT COMMUNICATION HATCH.......................... .......................... CHECK
▶ ICE EVIDENCE PROBE............................... ............................... CHECK STATE
▶ STATIC PORTS.......................................... .......................................... CLEAR
▶ PITOTS COVERS...................................... ...................................... REMOVED
▶ PITOTS PROBES..................................................................................CHECK
6) Nose
▶ WIPERS.......................................... .......................................... CHECK STATE
▶ RADOME & LATCHES..................................... ..................................... CHECK
▶ NOSE GEAR WHEELS & TIRES......................... ......................... CHECK STATE
▶ NOSE GEAR STRUCTURE............................ ............................ CHECK STATE
▶ TAXI & TAKEOFF lights............................... ............................... CHECK STATE
▶ WHEEL WELL........................................... ........................................... CHECK
▶ NOSEWHEEL STEERING............................. ............................. CHECK STATE
▶ HYDRAULIC LINES.................................. .................................. CHECK STATE
▶ ALL NOSE GEAR DOORS............................. ............................. CHECK STATE
7) Right Forward Fuselage
▶ PITOT COVER........................................ ........................................ REMOVED
▶ PITOT PROBE........................................... ........................................... CHECK
▶ ANGLE OF ATTACK PROBE........................................................CHECK STATE
▶ EXTERNAL DC & AC ELECTRICAL POWER ACCESS DOORS........ ........ CHECK
▶ EMERGENCY EXIT DOOR................................. ................................. CLOSED
▶ EMERGENCY EXIT lights................................... ................................... CHECK
▶ ANTENNAS............................................. ............................................. CHECK
▶ WING lights............................................. ............................................. CHECK
8) Right Engine
▶ INNER WING LEADING EDGE & FAIRING....................................CHECK STATE
▶ LEFT COWLING ALL LATCHES............................................................CLOSED
▶ ENGINE AIR INTAKE..............................................................................CLEAR
▶ ENGINE DE ICING BOOTS..........................................................CHECK STATE
▶ SPINNER.............................................. .............................................. CHECK
▶ PROPELLER............. ............. CHECK FEATHERED, STATE, & FREE ROTATION
▶ RIGHT COWLING ALL LATCHES..........................................................CLOSED
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ OIL COOLING FLAPS............................................................................CHECK

9) Right Wing Leading Edge
▶ WING DE ICING BOOTS.............................. .............................. CHECK STATE
▶ REFUELING POINT ACCESS DOOR........................... ........................... CHECK
▶ FUEL VENT NACA INLET................................... ................................... CLEAR
▶ NAV & STROBE lights............................................................................CHECK
10) Right Wing Trailing Edge
▶ HORN........................................................................................CHECK STATE
▶ AILERON & TAB....................................................................................CHECK
▶ FLAPS POSITION........................................ ........................................ CHECK
▶ EXHAUST NOZZLE................................................................................CLEAR
▶ FLAPS........................................... ........................................... CHECK STATE
▶ FLAPS RAIL SEAL........................................ ........................................ CHECK
11) Main Right Landing Gear and Fairing
▶ TAT COVER.......................................... .......................................... REMOVED
▶ TAT PROBE..........................................................................................CHECK
▶ LAND lights................................................................................CHECK STATE
▶ AIR CONDITIONING GROUND CONNECTION.................... .................... CHECK
▶ PACK RAM AIR INLET.............................. .............................. CLOSE & CLEAR
▶ AIR CONDITIONING panel ................................. ................................. LOCKED
▶ REFUELING CONTROL panel ACCESS DOOR......... ......... CLOSED & LATCHED
▶ GEAR DOORS......................................................................................CHECK
▶ LANDING GEAR STRUCTURE............................... ............................... CHECK
▶ WHEEL WELL........................................... ........................................... CHECK
▶ UPLOCK................................................ ................................................ OPEN
▶ WHEELS & TIRES......................................................................CHECK STATE
▶ BRAKE WEAR DETECTORS..................................................................CHECK
▶ BRAKE TEMPERATURE SENSORS........................................................CHECK
12) Right Aft Fuselage
▶ VHF ANTENNAS......................................... ......................................... CHECK
▶ SERVICE DOOR......................................... ......................................... CHECK
▶ OUTFLOW VALVES....................................... ....................................... CHECK
▶ EMERGENCY LIGHT...................................... ...................................... CHECK
cont'd…
PRO.NOP
PROCEDURES

cont'd…
13) Tail
▶ FLIGHT CONTROLS ACCESS DOOR......................... ......................... LOCKED
▶ VOR ANTENNAS......................................... ......................................... CHECK
▶ STABILIZER DE ICING BOOTS....................................................CHECK STATE
▶ LOGO lights..........................................................................................CHECK
▶ HORNS.......................................... .......................................... CHECK STATE
▶ STABILIZER, ELEVATORS & TABS............................ ............................ CHECK
▶ FIN, RUDDER & TAB...................................... ...................................... CHECK
▶ TAIL CONE, NAV & STROBE lights..........................................................CHECK
▶ VORTEX GENERATORS........................................................................CHECK
14) Left Aft Fuselage
▶ WATER SERVICE panel ACCESS DOOR....................... ....................... CLOSED
▶ TOILET SERVICE panel ACCESS DOOR....................... ....................... CLOSED
▶ CABIN DOOR........................................... ........................................... CHECK
▶ ENTRY EMERGENCY light.................................. .................................. CHECK
6 Cockpit Preparation (Step 2)
_90ef7fd6-cc36-4a4b-9cc8-17c134341c3a 26 NOV 2019
The Cockpit Preparation (Step 2) requires DC power. When supplied by BAT only, ENG 2 must
be started in hotel mode for DC power supply.
Before starting ENG 2 the flight crew should consider conducting refueling and aircraft aft
loading.
No GPU available-Start ENG 2 in hotel mode
▶ STICK PUSHER/SHAKER....................................................................................TEST
Refer to AFM - Stick Pusher-Shaker Test
▶ FUEL PUMP & FUEL X FEED ..............................................................................TEST
Refer to PRO.NOP.NOR.1 Fuel Pump and X Feed Tests
▶ ENG 2 FIRE........................................................................................................TEST
Refer to PRO.NOP.NOR.1 Engine Fire Protection
▶ ENG 2.......................................... .......................................... START in HOTEL MODE
Refer to PRO.NOP.NOR.10 Hotel Mode Start Up
▶ DC GEN 2 FAULT light...................................... ...................................... TURNED OFF
Check DC BTC on line.
▶ ANN LT....................................................... ....................................................... TEST
Check all lights come on except FUEL LO LVL and engine gauges.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

Overhead Panel
_368010c3-6831-40e1-888b-405641289bef 27 APR 2021
▶ DOME lights................................................ ................................................ AS RQRD
▶ STBY COMPASS light...................................... ...................................... CHECK & OFF
▶ STORM lights............................................ ............................................ CHECK & OFF
▶ CALLS ATTND ................................................ ................................................ CHECK
Check EMER call and normal call to and from cabin crew.
▶ MIN CAB LT .................................................... .................................................... OFF
▶ FUEL PUMP & FUEL X FEED ..............................................................................TEST
Refer to PRO.NOP.NOR.1 Fuel Pump and X Feed Tests
GPU use only. In case of Hotel mode, this test has been partially performed before Hotel
mode start up and must be completed now.
▶ DOORS..............................................................................................................TEST
Refer to PRO.NOP.NOR.2 Doors Test
▶ SPLR lights........................................ ........................................ CHECK TURNED OFF
▶ TLU sw ............................................ ............................................ AUTO & GUARDED
▶ FLT CTL FAULT light................................. ................................. CHECK TURNED OFF
▶ LDG GEAR overhead panel lights................................... ................................... CHECK
3 green lights on and all red lights off.
▶ MFC ............................................... ............................................... CHECK NO LIGHT
▶ ENG 1 FIRE panel ............................................... ............................................... TEST
▶ EXTERNAL lights..........................................................................................AS RQRD

▶ PROP BRAKE.............................................................................................ENGAGED
Check PROP BRAKE ON
Check PROP BRK on the EWD.
▶ ENG START selector ................................. ................................. OFF & START ABORT
▶ MAIN ELEC PWR panel & associated ELEC SD page on MFD .............. .............. CHECK
▶ CVR ..................................................................................................................TEST
Refer to PRO.NOP.NOR.4 CVR-DFDR
▶ SIGNS......................................................... ......................................................... ON
Set SIGNS ON for cabin crew signs check and confirm NO DEVICE, SEAT BELTS displayed
on MEMO panel.
▶ EMER EXIT LT .................................................. .................................................. ARM
▶ DISARM light...................................... ...................................... CHECK TURNED OFF
▶ DE/ANTI ICING lights................................. ................................. CHECK TURNED OFF
Except AFR AIR BLEED FAULT light.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ PROBES HTG ......................................................................................................OFF

Turn off PROBES HTG to avoid any injury to ground crew.
▶ WINDSHIELD HTG pb ............................................................................................ON
▶ AC WILD ELEC PWR panel & associated ACW-HYD SD page on MFD ........ ........ CHECK
▶ HYD PWR panel & associated ACW-HYD SD page on MFD ................ ................ CHECK
BLUE and GREEN PUMPS LO PR amber lights are on, all other lights are off
On SD page, check BLUE and GREEN PUMPS LO PR amber
Check FLAPS, SPOILERS, PROP BRAKE, N/W STRG amber
Check EMER BRK ACCU 3 000 psi
Check NORM BRAKE and LDG GEAR amber.
▶ EMER LOC XMTR panel .................................................................... AUTO/NO LIGHT
Check EMER LOC XMTR sw is in AUTO position, guarded and lock wired.
▶ ANN LT ................................................... ................................................... AS RQRD

▶ AIR BLEED panel & COMPT TEMP panel ............................. ............................. CHECK
▶ RECIRC FAN 1+2................................................. ................................................. ON
▶ OVBD VALVE ................................................................................ AUTO & GUARDED
▶ OXYGEN panel & associated SD CABIN PAGE on MFD................... ................... CHECK
Check oxygen pressure, oxygen main supply ON, OXY PAX supply sw in AUTO position (if
installed), and no light on overhead panel.
On SD page, OXY SUPPLY CREW lower case green arrow.
▶ COMPT SMK panel .............................................. .............................................. TEST
Refer to PRO.NOP.NOR.3 COMPT SMK - COMPT SMOKE
▶ ENG 2 FIRE panel ............................................... ............................................... TEST
In hotel mode this test is done before starting ENG 2.
Pedestal and Central Panels
_0a84cd88-41f4-4782-8f37-bd281b483e61 30 APR 2021
▶ ATPCS STATIC TEST......................................... ......................................... PERFORM
Refer to PRO.NOP.NOR.3 ATPCS Static Test
▶ MIP/PED/OVHD/FLOOD LT ..................................... ..................................... AS RQRD
▶ ACARS (if installed) ..........................................................................................CHECK
▶ HF (if installed) ................................................ ................................................ CHECK
▶ TRIMS................................................................................................................TEST
Refer to PRO.NOP.NOR.3 Trims
▶ IDLE GATE lever .............................................. .............................................. CHECK
Check the IDLE GATE FAIL amber light is off.
Check the IDLE GATE lever amber band visible.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ EMER AUDIO CANCEL................................................................................GUARDED

▶ GUST LOCK lever ..................................................................................................ON
▶ FLAPS.......................................................... .......................................................... 0°
▶ VCP: COM, SURV, NAV ............................................................................SET/CHECK
NAV ND OVLY / TRAFFIC set to ABOVE position.
SURV / Active XPDR set on system 1 on odd days and system 2 on even days / XPDR 1(2)
set to STBY.
TCAS set to AUTO.
Check no flag.
▶ CDLS (if installed) ............................................... ............................................... TEST
Refer to PRO.NOP.NOR.4 Cockpit door security system check
▶ RADAR....................................................... ....................................................... TEST
Refer to PRO.NOP.NOR.4 Radar and Refer to PRO.NOP.NSU.34.3.1 Weather Radar
▶ MCDU BRT............................................. ............................................. SET AS RQRD
▶ STICK PUSHER/SHAKER.......................... .......................... PRESSED IN & GUARDED
▶ APM ..................................................................................................................TEST
Refer to PRO.NOP.NOR.5 APM
▶ PEC 1+2..................................................................................PRESSED IN/NO LIGHT
▶ PWR MGT ...................................................... ...................................................... TO
▶ IESI ...................................................... ...................................................... NO FLAG
▶ EWD ....................................................... ....................................................... CHECK
On EWD flight control window, check TRIM, TLU LO SPD, and FLAPS indications.
On ENG 1+2 INSTRUMENTS, check TQ, NP, ITT .
▶ EEC 1+2..................................................................................PRESSED IN/NO LIGHT
▶ ATPCS ......................................... ......................................... PRESSED IN/NO LIGHT
▶ DITCH (if installed) ......................................................................GUARDED/NO LIGHT
▶ CAB PRESS MODE SEL..................................... ..................................... PRESSED IN
▶ CAB PRESS RATE knob ....................................................................................NORM
Index facing the green mark, red mark hidden.
▶ AUTO PRESS panel ........................................ ........................................ TEST & SET
Refer to PRO.NOP.NOR.5 AUTO PRESS
▶ DESCENT RATE............................................... ............................................... NORM
▶ AUTO PRESS DUMP................................. ................................. GUARDED/NO LIGHT
▶ ANTISKID....................................... ....................................... PRESSED IN/NO FAULT
▶ LDG GEAR lever ............................................... ............................................... DOWN
Three green lights ON and all red lights OFF.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

Lateral Panels
_7d1425b4-74de-4996-9f74-f9c1051b8bab 08 NOV 2021
CAPT F/O
Lateral Panels
▶ BRAKE ACCU HYD ....................CHECK ▶ MAINTENANCE panel ................CHECK
▶ ELEC ................. ................. GUARDED ▶ EXTRACT AIR FLOW...... ...... GUARDED
▶ STICK PUSHER/SHAKER....... ....... TEST ▶ VIDEO SYSTEM (if installed) ... ... CHECK
Refer to PRO.NOP.NOR.2 Stick Pusher-
Shaker Test
On BAT only this test is done before ENG 2
start in hotel mode
▶ WARN selector .......... .......... NORM FLT
▶ ELEC IND ..............................AS RQRD
▶ N/W STEERING sw ... ... ON & GUARDED
▶ N/W STEERING HANDLE ..... ..... CHECK
▶ OXYGEN MASK.............. .............. TEST ▶ OXYGEN MASK.............. .............. TEST
Refer to PRO.NOP.NOR.6 Oxygen Mask Refer to PRO.NOP.NOR.6 Oxygen Mask
▶ CONSOLE & READING LT ......AS RQRD ▶ CONSOLE & READING LT ......AS RQRD
▶ AUDIO 1 SEL............ ............ NO LIGHT ▶ AUDIO 2 SEL............ ............ NO LIGHT
▶ CAPT SWITCHING ........ ........ NO LIGHT ▶ F/O SWITCHING ....................NO LIGHT
ATT/HDG pb, ADC pb ATT/HDG pb, ADC pb
▶ GPWS sw .............. NORM & GUARDED
▶ GPWS ................. ................. NO LIGHT
▶ TERR pb ..... ..... NO LIGHT & GUARDED
▶ CAPT LOUD SPEAKER ..... ..... AS RQRD ▶ F/O LOUD SPEAKER ...... ...... AS RQRD
▶ CLOCK......................................CHECK ▶ CLOCK......................................CHECK
▶ TAWS..................... ..................... TEST
Refer to PRO.NOP.NOR.7 EGPWS
▶ PFD............................CHECK NO FLAG ▶ PFD............................CHECK NO FLAG
FMA check, ASI & ALT & VSI check no flag, FMA check, ASI & ALT & VSI check no flag,
EADI check attitude, EHSI no flag. EADI check attitude, EHSI no flag.
▶ MFD ND ..................CHECK & NO FLAG ▶ MFD ND ..................CHECK & NO FLAG
Crosscheck HDG on ND and PFD. Crosscheck HDG on ND and PFD.
▶ MFD MEMO............... ............... CHECK
Short Transit
_a3c1e5cc-4a6d-4877-bbbb-90b44796a595 02 APR 2020
Instead of Final Cockpit Preparation during short transit, perform these actions. These are the
minimum AFM checks and must be done before each flight. Operators should build their own
“Short transit” procedure provided that it includes following items.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ ENG 1 FIRE........................................................................................................TEST
▶ CVR ..................................................................................................................TEST
Refer to PRO.NOP.NOR.4 CVR-DFDR
▶ ENG 2 FIRE........................................................................................................TEST
▶ ATPCS STATIC TEST......................................... ......................................... PERFORM
Refer to PRO.NOP.NOR.3 ATPCS Static Test
▶ TRIMS................................................................................................................TEST
Refer to PRO.NOP.NOR.2 Trims
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.7 Panel Scan
_dafe3ad0-cda6-4458-8b5e-e604b356fef0 13 DEC 2017
1 2 3 4
6 7
ICN-XX-Y-000000-T-FB429-00963-A-01-N
8 External Inspection Closure
GPU Available
_80b3d0dd-11a0-4e03-9804-d9d2c65cf82c 13 DEC 2017
1) GPU Connected
▶ BEACON & WING lights..............................................................................OFF
▶ LOGO lights........................................... ........................................... AS RQRD
▶ ANN LT....................................................................................................TEST
Check all lights come on except FUEL LO LVL and engine gauges.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

No GPU Available
_12041872-2f7e-43e5-b8ff-0dce0eca469d 13 DEC 2017
1) NO GPU Connected
▶ BAT ..................................................... ..................................................... ON
▶ MFC ..............................................................................MONITOR AUTOTEST
MFC 1A&2A FAULT LIGHT flashing then MFC 1B&2B FAULT LIGHT flashing.
Autotest completed when all MFC FAULT LIGHT are off. When cargo door panel is
open, only MFC 1B&2B FAULT LIGHT flashing will be observed.
▶ EMER BUS & ESS BUS ......................... ......................... CHECK ARROWS ON
▶ UNDV light.......................................... .......................................... CHECK OFF
Check battery voltage on Captain lateral panel.
▶ AVIONIC INITIALIZATION................................... ................................... CHECK
Check DU 2&4 display a green “T”
Check IESI ON
Check DU brightness
Check MCDU 1 ON
Check Aural warning, Caution, CRC sounds
When test is completed, CPL light will come on CAPT side and EWD will display Final
cockpit preparation check list
Check on EWD that ECL database and documentation revision are consistent
Do not touch any command or flight controls during avionic suite auto test.
NOR.9 Final Cockpit Preparation (Step 3)
_5ca9b3fa-b47c-4c5d-83de-d2b99d76baf5 12 SEP 2019
CAPT F/O
▶ BRAKE HANDLE.......... .......... PARKING ▶ ATIS .................... .................... OBTAIN
▶ BRAKE ACCU indicator ....... ....... CHECK ▶ T.O DATA CARD ...... ...... FILL 1ST PART
Check the HYD SYST PRESS pressure is Fill in information: WX, weight limit based on
3 000 psi. performance computation, acceleration
altitude, single engine flight path.
▶ FUEL QTY .............. .............. CONFIRM
Confirm fuel on board agrees with minimum
fuel required.
▶ ENG FU.................. .................. RESET
Engine fuel used will automatically be reset
if aircraft has been de-energized
▶ TANKS BALANCE........... ........... CHECK
▶ ALTIMETERS......... ......... SET & CHECK ▶ ALTIMETER.......... .......... SET & CHECK
CAPT and IESI altimeters. CAPT and IESI altimeters.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ VCP MEMO panel ............ ............ SCAN ▶ LDG ELV ........................................SET
Check no labels except NO DEVICE, and Use landing field elevation for QNH & ZERO
SEAT BELT. for QFE
▶ PROP BRAKE................. ................. ON ▶ PWR MGT ................... ................... TO
Checked ON overhead panel and EWD.
▶ SEAT & RUDDER PEDALS.... .... ADJUST ▶ SEAT & RUDDER PEDALS.... .... ADJUST
Should be performed when rudder is in Should be performed when rudder is in
neutral position. neutral position.
PF PM
▶ FMS PREP ............. ............. PERFORM
Refer to FMS Pilots guide.
When ZFW is not available use provisional
ZFW, to be able to enter CRZ ALT and
complete FLT PLN INIT page.
▶ FOB/FUEL QTY ......................X CHECK
▶ FLIGHT PLAN............ ............ X CHECK ▶ FLIGHT PLAN............ ............ X CHECK
Crosscheck FMS entry with planned route. Crosscheck FMS entry with planned route.
▶ ALT SEL.................... .................... SET
▶ VCP ....................... ....................... SET
Communication frequencies, XPDR,
NAVAIDS or AUTO TUNE based on type of
departure.
▶ BRG1 & BRG2 pb ......... ......... AS RQRD ▶ BRG1 & BRG2 pb ......... ......... AS RQRD
In AUTO TUNING do not select In AUTO TUNING do not select
BRG1 & BRG2 pb BRG1 & BRG2 pb.
▶ T.O DATA CARD..... ..... READ 1ST PART
▶ DEPARTURE BRIEFING ........PERFORM
Departure briefing should include aircraft
status, T.O performance, weather, NOTAMs,
taxi out instructions, departure procedure,
and clearance, and any other applicable
information.
CAPT F/O
▶ FINAL COCKPIT PREP C/L ........ORDER ▶ FINAL COCKPIT PREP C/L .. . PERFORM
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.10 Hotel Mode Start Up
_d985968b-3128-477b-9cc9-7f94c724a180 30 APR 2021
CAPT F/O
Hotel Mode Start Up
Note ▶ SERVICE DOOR........... ........... CLOSED
In case of tailwind over 10 kt, NAC Overheat ▶ FUEL PUMP 2................. ................. ON
alarm can occur. Check RUN light on and FEED LO PR light
off.
Note
▶ If fuel tanks unbalance or long
scheduled Hotel mode use, Fuel X
FEED must be used.
Refer to FUEL CROSSFEED
▶ WING lights................... ................... ON
Note
Inform ground staff before starting ENG 2 in
Hotel Mode.
▶ PROP BRAKE ..................................ON
When PROP BRAKE sw is OFF, press
HYD AUX PUMP pb on pedestal in order to
get the READY green light, then set
PROP BRAKE sw ON and check PROP
BRAKE on EWD.
▶ RIGHT SIDE AREA.... .... CHECK CLEAR
▶ ENG START selector ....... ....... AS RQRD
Note
Start A/B policy: to detect ignition system
hidden failure, it is recommended to
alternate engine start up between the 2
ignitions systems. A+B for the first flight of
the day, then A or B for the next start.
▶ ENG START 2 pb .............. .............. ON
▶ TIMING................... ................... START
To monitor starter limitation.
▶ NH : MONITOR
● When NH=10 %
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
Note
During 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 at
10 % NH.
Above 100 °C delay fuel opening by 1 % NH
per 10 °C.
However do not exceed 20 % NH for fuel
opening.
▶ CL 2...................... ...................... FTR
▶ TIMING.................. .................. START
▶ ENGINE PARAMETERS : MONITOR
Monitor ITT increase, and the ITT is not
exceeded.
Note
Refer to LIM.5.70.1.2 Overtemperature Limit
for Starting
▶ LIGHT UP.... .... MONITOR WITHIN 10 s
CAUTION
▶ Set CL to FUEL S.O. if ITT may
exceed limitation.
● When NH=45 %
▶ ENG START 2 ON light ..... CHECK OFF
▶ ITT MAX ..........................ANNOUNCE
Check ITT MAX is within limitations.
▶ START TIME.......... .......... ANNOUNCE
Check the start time is within limitations
● When ENG parameters stabilized at idle
Expected IDLE values: NH 66 % ±2 %
▶ DC GEN 2 voltage.......... .......... CHECK ▶ ENG START selector ...........................
Verify DC GEN 2 voltage on lateral panel. ......................... OFF & START ABORT
▶ EXT PWR ...... ...... REQ DISCONNECT ▶ EXT PWR ....................................OFF
▶ DC GEN 2 FAULT light ......CHECK OFF
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ DC BTC ....................CHECK CLOSED
▶ BLEED 2 FAULT light.... .... CHECK OFF
▶ X VALVE OPEN light..... ..... CHECK ON
▶ PACK 1+2 FAULT light... ... CHECK OFF
▶ PL 2 ........... ........... ADJUST AS RQRD
Note
Advance PL 2 up to GUST LOCK stop, if
necessary
Refer to HIGH ALTITUDE RUNWAY
NOR.11 Before Propeller Rotation
_7281ffd1-fd92-4018-bb50-48824f0bd00b 24 JUL 2019
CAPT F/O
When load & trim sheet on board
▶ LOAD & TRIM SHEET........ ........ CHECK
▶ ZFW ..................................ANNOUNCE
▶ ZFW .................... .................... INSERT
▶ CG ....................................ANNOUNCE
▶ CG ..................... ..................... INSERT
▶ PITCH TRIM....................................SET
▶ GW/FOB/CG/PITCH TRIM..... ..... CHECK
Check on PERF page
■ If limiting runway ▶ V1, VR, V2 ..................................CHECK
▶ V1, VR, V2 ..............................INSERT
FMS Computed values take into account
only aircraft weight on non-limiting runway
in normal or icing condition. It is the
responsibility of the Captain to use the
appropriate takeoff speeds based on
limitation due to runway condition,
obstacle, climb gradients... Flight crew
have to insert their values in PERF Page
on MCDU.
▶ CONFIRM T.O DATA..................SELECT
Based on Icing/Normal conditions.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ T.O DATA CONFIRMED....... ....... CHECK
Once T.O Data confirmed, check T.O Torque
blue index and T.O Trim magenta index on
EWD. If there is a delta between weather
message and TAT, Enter GND SAT (Static
Air Temperature) for T/O TQ BUG
computation.
▶ GW/PITCH TRIM...................................
........................ LOADSHEET COMPARE
▶ T.O DATA CARD 2nd PART....... ....... FILL
TOW, Speed, and trim setting
▶ ALL TRIMS................ ................ CHECK
Pitch trim based on computed trim value,
rudder, and roll trim at neutral position
When passengers boarding starts
▶ HARNESS................FASTEN & ADJUST ▶ HARNESS................FASTEN & ADJUST
CAUTION CAUTION
▶ Ensure the seat is securely locked by ▶ Ensure the seat is securely locked by
applying on the seat a pressure in the applying on the seat a pressure in the
longitudinal direction. longitudinal direction.
▶ SEAT........... ........... ADJUST & LOCKED ▶ SEAT........... ........... ADJUST & LOCKED
Use red/white balls references for seat Use red/white balls references for seat
adjustment. adjustment.
When passengers on board & cargo loaded
▶ CDLS ..............................................ON
▶ SEAT BELTS ................. ................. ON
▶ CABIN CREW REPORT.... .... RECEIVED
Confirm pax number, load, and repartition to
crosscheck loadsheet informations.
▶ DOORS................. ................. CLOSED ▶ START UP CLEARANCE ............OBTAIN
Doors lock checked on overhead panel
▶ BEACON lights ................ ................ ON
▶ GROUND CLEARANCE..............OBTAIN
■ If pushback
▶ NOSE WHEEL STEERING............OFF
Refer to PRO.NOP.ANOR.3.2 Procedure
▶ BEFORE PROP ROTATION C/L ............. ▶ BEFORE PROP ROTATION C/L .............
.................................................ORDER ............................................ PERFORM
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.12 Before Taxi
_2f5172ed-c610-43c2-865e-859c69a2ac3e 05 AUG 2021
CAPT F/O
Propeller n°2 release
▶ GROUND CREW........... ........... ADVISE ▶ RIGHT SIDE AREA.... .... CHECK CLEAR
▶ HYD AUX PUMP............ ............ PRESS ▶ XPDR ....................................AS RQRD
STBY or ON, based on airport requirements
▶ PROP BRAKE READY light................ON
▶ PROP BRAKE................ ................ OFF
▶ PROP BRK blue light..... ..... CHECK OFF
Check on overhead panel UNLOCK flashes
and turns off.
Check PROP BRK turns off on EWD.
● When NP 2 stabilized around 15 %
TQ indications unreliable when CL in FTR ▶ CL 2.................... .................... AUTO
position ▶ PEC SGL CH ............. ............. CHECK
Comes on for few seconds then off.
▶ LO PITCH............ ............ DISPLAYED
▶ ACW GEN 2 FAULT..... ..... CHECK OFF
▶ ACW BTC ............... ............... CLOSE
▶ HYD SYST PRESS ..................CHECK
On the ACW/HYD SD page each 3 000 psi.
▶ PROBES HTG ............... ............... ON
▶ ANTI ICING............. ............. AS RQRD
▶ ANTISKID................. ................. TEST
Press ANTISKID TEST then check on
alerting window WHEEL A-SKID TEST
CYAN and below FFFF AMBER for a few
seconds then NNNN GREEN at the end of
the test.
▶ FLAPS..................... ..................... 15°
▶ FLAPS : MONITOR EXTENSION
Engine 1 Start Up
▶ GROUND CREW........... ........... ADVISE
▶ ENG 1.................... .................... START
Note
ENG 1 start procedure is the same as ENG
2.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
Note ▶ ENG START selector ...........................
- TQ indications unreliable when CL in ......................... OFF & START ABORT
FTR position ▶ DC GEN 1 FAULT light... ... CHECK OFF
- DC GEN 2 FAULT may occur during ▶ DC BTC ....................................OPEN
ENG 1 cross-start in cold weather
▶ BLEED 1 FAULT light.... .... CHECK OFF
Start-up sequence continues, on battery only, ▶ GRD X FEED ............... ............... OFF
with a temporary loss of DU 1/3/5. EWD and
ENG SECONDARY page remain available on
DU 2 and 4 respectively to ensure engine
parameter monitoring.
Once engine 1 start-up is completed, DU
1/3/5 recover automatically, and flight crew
must reset DC GEN2
▶ CL 1.................... .................... AUTO
▶ PEC SGL CH ............. ............. CHECK
Comes on for few seconds then off.
▶ LO PITCH............ ............ DISPLAYED
▶ ACW GEN 1 FAULT light................OFF
▶ ACW BTC ................ ................ OPEN
▶ TRU ............... ............... ON & CHECK
CHECK GREEN Arrow light comes on
▶ COCKPIT COM HATCH...... ...... CLOSE
▶ FWS ..................... ..................... RCL ▶ OVHD panel lights...... ...... CHECK OFF
Except AVIONICS VENT EXHAUST MODE
light for 2 min
▶ N/W STEERING .............. .............. ON
In case of pushback, NOSE WHEEL
STEERING was switched OFF
Start Up Completed on Both Engines
▶ RTO TQ ....................................CHECK
RTO target torque is displayed in amber on
EWD. Refer to PER.2.2.1 Reserve Takeoff
Torque in order to check the amber value.
▶ GROUND CREW..................RELEASED
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
■ If ATC clearance is available
▶ ATC CLEARANCE......... ......... OBTAIN
▶ XPDR .................... .................... SET
XPDR should be set to ON based on local
airport requirements.
▶ FMS ..........................CHECK/AMEND
Carefully confirm that ATC clearance
match with FMS insertions.
▶ NAVAIDS....................CHECK/AMEND
Based on departure clearance amend or
check as necessary the preset departure.
▶ ALT SEL.......... .......... CHECK/AMEND
▶ FGCP ............................................SET
NAV source, HDG or NAV, IAS, and
coupling PF side.
▶ SPD TARGET .............. .............. AUTO
On ICP.
▶ TCAS ........................................ABOVE ▶ TCAS ........................................ABOVE
Check TCAS ABOVE displayed on PFD. Check TCAS ABOVE displayed on PFD.
▶ GROUND CREW.......... .......... IN SIGHT ▶ GROUND CREW.......... .......... IN SIGHT
▶ BEFORE TAXI C/L .......... .......... ORDER ▶ BEFORE TAXI C/L ........ ........ PERFORM
NOR.13 Taxi
_98f01fc5-e4b2-4498-97cb-6f7f22b65bfd 10 APR 2019
CAPT F/O
Ready to Taxi
Note ▶ TAXI CLEARANCE.......... .......... OBTAIN
For Power back, Refer to
PRO.NOP.ANOR.3.2 Procedure
▶ OUTSIDE AREA...... ...... CHECK CLEAR ▶ OUTSIDE AREA...... ...... CHECK CLEAR
▶ TAXI & T.O lights............... ............... ON
▶ BLOCK TIME........... ........... ANNOUNCE ▶ BLOCK TIME................................NOTE
▶ ELAPSED TIME................................ON
On Taxiway
▶ BRAKES....................................CHECK ▶ BRAKES....................................CHECK
Normal braking should be checked while Normal braking should be checked while
aircraft is moving to verify brakes operate aircraft is moving to verify brakes operate
correctly and symmetrically. The aircraft correctly and symmetrically. The aircraft
must slowdown when pressing the brake must slowdown when pressing the brake
pedals. pedals.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ BRAKE HANDLE...... ...... EMER/CHECK
Check brakes operate correctly and
symmetrically. Brake pressure in EMER
position is lower than normal braking
pressure so aircraft may not stop
immediately.
Note
Taxiing should be done at or below GI
power. During taxi, braking while PLs are in
FI may induce BRK TEMP HOT alarm and
early brakes wear.
▶ INSTRUMENTS..........................CHECK ▶ INSTRUMENTS..........................CHECK
X check headings, bearings, PFD, and slide X check headings, bearings, PFD, and slide
slip indicators. slip indicators.
■ If ATC clearance has not been obtained
before taxi
▶ ATC CLEARANCE......... ......... OBTAIN
▶ XPDR .................... .................... SET
XPDR should be set to ON based on local
airport requirements.
▶ FMS ..........................CHECK/AMEND
Carefully confirm that ATC clearance
agrees with GNSS insertions.
▶ NAVAIDS....................CHECK/AMEND
Based on departure clearance amend or
check as necessary the preset departure.
▶ ALT SEL.......... .......... CHECK/AMEND
▶ T.O CONFIG TEST ................PERFORM
Check T.O CONFIG TEST OK on
ALERTING WINDOW.
▶ FMA ............................................READ ▶ FMA .................... .................... CHECK
▶ CABIN REPORT.......... .......... REQUEST
▶ T.O BRIEFING ........... ........... PERFORM
Takeoff briefing should include any change
from departure briefing (RWY, SID...).
Review standard calls, actions, &
responsibilities to be done for failures before
V1 and after V1. Refer to ABORTED
TAKEOFF.
▶ TAXI C/L ................. ................. ORDER ▶ TAXI C/L ............... ............... PERFORM
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.14 Before Takeoff
_af62b549-6eb0-4542-8253-a25c81916d90 05 AUG 2021
CAPT F/O
Before Takeoff
▶ GUST LOCK lever ............. ............. OFF
▶ FLT CTL .......... .......... CHECK RUDDER ▶ FLT CTL ..... ..... . CHECK ROLL & PITCH
Move the rudder pedals to full travel in both Move the control wheel and the control
directions and verify freedom of movement. column to full travel in both directions and
verify freedom of movement, visual check,
and spoiler activation.
▶ XPDR ............................................ ALT
Check XPDR 1 or 2 Green displayed on
PFD.
▶ WX RADAR.............. .............. AS RQRD
Press 4 times in less than 3 s on STAB to
enable on ground use.
▶ DU CONFIGURATION........ ........ CHECK ▶ DU CONFIGURATION........ ........ CHECK
PF: MFD = ND/NAV PM: MFD = ND/COM
PF: MCDU = PERF-T.OFF PAGE PM: MCDU = FPLN PAGE
▶ LINE UP CLEARANCE................OBTAIN
▶ EXT LT ............................................ON ▶ AIR FLOW ................ ................ NORM
▶ BLEED VALVES......................AS RQRD
▶ RUDDER CAM............ ............ CENTER ▶ OVERHEAD panel ........................SCAN
▶ LATERAL FD BARS......... ......... CENTER ▶ LATERAL FD BARS......... ......... CENTER
Check HDG on RWY HDG, if not, push to Check HDG on RWY HDG, if not, push to
synchronize HDG synchronize HDG
▶ BEFORE T.O C/L ........... ........... ORDER ▶ BEFORE T.O C/L ......... ......... PERFORM
NOR.15 Takeoff
_78ea3f40-b64e-44c0-8fef-8be9c18a9bff 15 FEB 2021
CAPT F/O
Cleared and ready for Takeoff
▶ FMA ............................................READ ▶ FMA .................... .................... CHECK
▶ N/W STEERING HANDLE ... ... HAND ON ▶ CONTROL WHEEL....... ....... INTO WIND
▶ TAKEOFF ............. ............. ANNOUNCE
▶ BRAKES ............... ............... RELEASE
▶ PL 1+2........ ........ ADVANCE TO NOTCH
▶ PL 1+2..... ..... CONFIRM IN THE NOTCH
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ TO INHIB ................. ................. CHECK
▶ ATPCS ARM light........ ........ COMES ON
Note
Abort takeoff if ATPCS ARM light is not on
and steady.
▶ ATPCS ARM ........... ........... ANNOUNCE
▶ ENGINE PARAMETERS : MONITOR
Expected takeoff TQ must be obtained no
later than 70 kt IAS, otherwise takeoff must
be aborted.
NP at 100 % (-0.6 %/ +0.8 %).
ITT must not exceed limitations, TQ at
expected takeoff value.
▶ POWER SET ......................ANNOUNCE
Reaching 70kt
▶ 70 KNOTS ............ ............ ANNOUNCE
▶ CAPT IAS .............. .............. X CHECK
▶ N/W STEERING HANDLE........RELEASE
■ If CAPT is PF
▶ I HAVE CONTROL ..... ..... ANNOUNCE
■ If F/O is PF ■ If F/O is PF
▶ YOU HAVE CONTROL ..... ANNOUNCE ▶ I HAVE CONTROL ..... ..... ANNOUNCE
PF PM
Reaching V1
▶ V1 .................. .................. ANNOUNCE
CAPT F/O
▶ PL 1+2 ................. ................. RELEASE
PF PM
Reaching VR
▶ ROTATE .............. .............. ANNOUNCE
When V1 = VR announce V1/ROTATE.
▶ PITCH ......... ......... ROTATE SMOOTHLY
Rotate smoothly and follow FD bars.
After Liftoff
▶ POSITIVE CLIMB ....... ....... ANNOUNCE
cont'd…
PRO.NOP
PROCEDURES

PF PM
▶ GEAR UP..................................ORDER
▶ LDG GEAR lever ............... ............... UP

Crosscheck that all lights are OFF including
overhead panel.
▶ YAW DAMPER ........................ENGAGE
Check 2 green arrows turn on.
▶ TAXI & T.O lights .............. .............. OFF
NOR.16 After Takeoff
_4a925c0c-982c-42df-a207-3de30618eec1 15 NOV 2021
PF PM
Passing Acceleration Altitude
▶ CLIMB PROCEDURE ........ ........ ORDER
▶ PL 1+2..... ..... CONFIRM IN THE NOTCH
▶ PWR MGT .................. .................. CLB
▶ NP ................. ................. CHECK 82 %
▶ IAS 160 kt ..........................ANNOUNCE ▶ SPEED BUG ....................CHECK 160 kt
■ If climbing at high rate
▶ IAS .............. .............. ORDER VALUE
▶ SPEED BUG................. ................. SET
▶ SPD TGT selector ......... ......... MAN SEL
▶ SPD TGT selector ................VALUE SET
■ If bleeds OFF takeoff
▶ ENG BLEED..................................ON
Pack 2 VALVE FAULT light comes on
during 6 s to prevent passengers
discomfort during pressurization.
Passing F speed (VmLB0)
▶ FLAPS 0....................................ORDER
▶ FLAPS..................................SELECT 0°
Announce FLAPS 0 when indicated.
Reaching Transition Altitude
▶ ALTIMETER............ ............ STANDARD ▶ ALTIMETER............ ............ STANDARD
▶ ALTIMETERS............ ............ X CHECK ▶ ALTIMETERS............ ............ X CHECK
▶ AFTER TAKEOFF C/L ................ORDER ▶ AFTER TAKEOFF C/L ..... ..... PERFORM
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.17 Climb - Cruise
_b83438ed-3a60-4a31-bad8-e9d2b55a08f4 17 FEB 2021
PF PM
Climbing Through FL100
▶ LDG light.................... .................... OFF
▶ PRESSURIZATION........ ........ MONITOR
Check ΔP, CAB ALT, and CAB RATE on SD
page.
CAPT F/O
▶ SEAT BELTS............. ............. AS RQRD
PF PM
Approaching Cruise FL/ALT
▶ SAT ..........................................CHECK
▶ DELTA ISA ............. ............. COMPUTE
At Cruise FL/ALT
▶ CRUISE PARAMETERS... ... ANNOUNCE
▶ SPEED BUG .............. .............. CHECK ▶ SPEED BUG .............. .............. CHECK
The computed reference cruise speed The computed reference cruise speed
enables to identify drag effect on aircraft enables to identify drag effect on aircraft
performance in case of ice accretion. performance in case of ice accretion.
▶ TQ BUGS ..................................CHECK
Reaching Cruise Speed
▶ PWR MGT .................. .................. CRZ
▶ CRUISE PARAMETERS : MONITOR ▶ CRUISE PARAMETERS : MONITOR
Confirm TQ, FF, IAS, and TAS match with Confirm TQ, FF, IAS, and TAS match with
expected cruise parameters expected cruise parameters
During Cruise
▶ SYSTEMS : MONITOR PERIODICALLY
▶ TOP OF DESCENT ....... ....... COMPUTE ▶ FUEL....................................COMPUTE
Remaining fuel and holding time.
▶ FUEL : MONITOR
Remaining fuel and holding time.
▶ LDG WEIGHT ........... ........... COMPUTE
▶ FMS PREDICTIONS......... ......... CHECK
WPT, DEST ETA, TOD, DEST RAIM, and
EFOB.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.18 Descent
_e3c311b5-b789-4579-a1a0-dcd103d6e907 05 AUG 2021
PF PM
Before Descent
▶ ATIS..........................................OBTAIN
▶ FWS ...................... ...................... RCL
Obtain aircraft status.
▶ LDG DATA CARD.............. .............. FILL
▶ LDG DATA CARD ............ ............ READ
▶ IESI ................... ................... SET QNH
▶ FMS LDG DATA............ ............ INSERT
Approach wind, QNH, temp in PERF &
VNAV MCDU page.
▶ LDG ELEVATION........................CHECK
▶ LDG SPEEDS.............. .............. CHECK ▶ LDG SPEEDS.............. .............. CHECK
Check on PERF page. Check on PERF page.
▶ NAVAIDS & FMS .............. .............. SET
Refer to FMS pilot’s guide for complete
setting procedures.
▶ DH/MDA .................... .................... SET
▶ TCAS ................... ................... BELOW ▶ TCAS ................... ................... BELOW
▶ ARRIVAL BRIEFING....... ....... PERFORM
Arrival briefing should include Weather at
destination and alternate, MSA, approach
procedure MDA/DH and missed approach
procedure and extra fuel.
Approaching TOD
▶ DESCENT CLEARANCE...... ...... OBTAIN
▶ ASSIGNED ALTITUDE....... ....... SELECT
▶ SPEED BUG........... ........... ANNOUNCE
▶ SPEED BUG............... ............... CHECK
▶ DESCENT C/L............. ............. ORDER ▶ DESCENT C/L........... ........... PERFORM
▶ DESCENT................................INITIATE
▶ SD pages................. ................. CHECK
During Descent, check all systems ,
including engines parameters and
pressurization.
CAPT F/O
▶ CABIN CREW............................ADVISE
▶ SEAT BELTS.................. .................. ON
cont'd…
PRO.NOP
PROCEDURES

PF PM
Crossing FL 100
▶ LDG light..........................................ON
▶ PRESSURIZATION.......... .......... CHECK
NOR.20 Approach
_ace4a48d-9600-4767-b517-c6a0e15b7064 05 AUG 2021
PF PM
Cleared to an Altitude but not Later than
Transition Level
▶ ALTIMETER............................SET QNH ▶ ALTIMETERS..........................X CHECK
▶ PRESSURIZATION........ ........ MONITOR
▶ APPROACH C/L ........................ORDER ▶ APPROACH C/L ......... ......... PERFORM
CAPT F/O
NOR.21 Before Landing
_09f034d4-ad95-4360-9d11-3963432dbce5 05 AUG 2021
PF PM
When Passing Deceleration Point
▶ PL 1+2.......... .......... RETARD AS RQRD
At Appropriate Speed
▶ FLAPS 15..................................ORDER
▶ FLAPS...................... ...................... 15°
▶ LDG GEAR DOWN.......... .......... ORDER
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PF PM
▶ LDG GEAR ................ ................ DOWN
▶ TLU LO SPEED label.............................
.............................. CHECK DISPLAYED
▶ PWR MGT ................... ................... TO
▶ TAXI & T.O lights ............... ............... ON
▶ LDG GEAR ............................MONITOR
Announce Gear when locked.
▶ ICING AOA ............................AS RQRD
Note
Icing AOA must remain ON for a landing
under icing conditions. Make sure that the
aircraft is clean and out of icing conditions
before resetting icing AOA for a landing
under normal conditions.
Refer to ADVERSE WEATHER.
CAPT F/O
PF PM
▶ FLAPS 25..................................ORDER
▶ FLAPS...................... ...................... 25°
▶ FLAPS 35..................................ORDER
▶ FLAPS...................... ...................... 35°
▶ BEFORE LDG C/L .......... .......... ORDER ▶ BEFORE LDG C/L ........ ........ PERFORM
Note Note
In case the of turbulence, CL must be set to In case the of turbulence, CL must be set to
100% OVRD to help maintain approach 100% OVRD to help maintain approach
speed. At low aircraft speed and low engine speed. At low aircraft speed and low engine
power, the NP could be lower than 100%, power, the NP could be lower than 100%,
even with the CL set at 100% OVRD. even with the CL set at 100% OVRD.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.22 Landing
_0529e9bc-bbfd-4a00-ae4f-bad5d6b64c86 30 APR 2021
PF PM
At DH or MDA +100 ft
▶ HUNDRED ABOVE ...... ...... ANNOUNCE
At DH or MDA
▶ MINIMUM ............. ............. ANNOUNCE
■ If visual references acquired
▶ VISUAL REF....................ANNOUNCE
▶ APPROACH........... ........... CONTINUE
■ If visual references not acquired
▶ GO-AROUND.... .... ORDER & INITIATE
“Announce , Go-around, set power, flaps
one notch”.
▶ AP ............DISCONNECT & ANNOUNCE
▶ CAVALRY CHARGE..................CANCEL
Press twice AP disconnection pb to cancel
▶ YD DISENGAGEMENT....... ....... ORDER
▶ YD ...... ...... DISENGAGE & ANNOUNCE
▶ AFCS YD ALARM........................CLEAR
▶ YAW TRIM................ ................ CHECK
At 50 ft AAL
▶ 50 FT AAL ..........................ANNOUNCE
If no automatic call-out
At 20 ft AAL
▶ 20 FT AAL ..........................ANNOUNCE
If no automatic call-out
▶ PL 1+2.............................................. FI
▶ FLARE..................................PERFORM
On Ground
▶ BRAKES................ ................ AS RQRD
Brakes use (start of application, intensity, ...)
can be adapted to actual landing conditions
in accordance with performances and
limitations (brake energy, ...)
● At nose landing gear touch down
▶ IDLE GATE RETRACTION ........CHECK
PULL if no automatic retraction
▶ PL 1+2.............................................. GI
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PF PM
▶ LO PITCH............CHECK & ANNOUNCE
ENG LO PITCH ANNOUNCE REVERSE
2 2 LOW PITCH NORMAL USE
2 ENG 1
NO REVERSE NO REVERSE
0
1 ENG 1 1 LOW PITCH USE WITH CARE
▶ REVERSE .............. .............. AS RQRD

Reverse efficiency decreases with speed.
Set PL to GI before 40 kt to avoid engines
ingestion and pitch disconnect.
CAPT F/O
Passing 70 kt
▶ 70 KT ................ ................ ANNOUNCE
▶ I HAVE CONTROL ..............ANNOUNCE
▶ N/W STEERING.....................CONTROL ▶ CONTROL WHEEL....... ....... INTO WIND
NOR.23 Go-Around
_78ddc0e1-e836-4fc1-972c-9140914d894b 12 SEP 2019
PF PM
Go-Around
▶ GO-AROUND ..... ..... ORDER & INITIATE
Announce “Go-around, set power, flaps one
notch”.
● Simultaneously
▶ GA pb .................. .................. PRESS
▶ PL 1+2........ ........ ADVANCE TO RAMP ▶ FLAPS ............RETRACT ONE NOTCH
▶ PITCH....... ....... ROTATE TO GA PITCH CAUTION
Follow FD bars and accelerate to GA speed. ▶ Adjust go-around torque and avoid
overtorque.
▶ PL 1+2................................CHECK
Check GA TQ and NP at 100 %.
▶ FLAPS....... ....... ANNOUNCE POSITION
▶ FMA .................... .................... CHECK ▶ FMA .................... .................... CHECK
Check Go-around mode engaged. Continue with same NAV SOURCE as for
approach and check Go-around mode
engaged
▶ CAVALRY CHARGE..................CANCEL
Positive Climb
▶ POSITIVE CLIMB ....... ....... ANNOUNCE
▶ GEAR UP..................................ORDER
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PF PM
▶ LDG GEAR lever ............... ............... UP
▶ YAW DAMPER ......CONFIRM ENGAGED
Check green arrows comes on.
▶ TAXI & T.O lights .............. .............. OFF
▶ LDG GEARS............. ............. MONITOR
Check retraction sequence.
▶ FGCP ............................................SET
Lateral setting: Check LNAV mode engaged,
if not press HDG pb.
Vertical setting: Press IAS pb.
▶ FMA .................... .................... CHECK ▶ FMA .................... .................... CHECK
When workload permit adjust NAV SOURCE
and lateral mode, HDG or NAV, as required.
Vertical setting: IAS.
Passing Acceleration Altitude
● Passing F speed (VmHB15)
▶ FLAPS 15................................ORDER
▶ FLAPS..................... ..................... 15°
▶ Refer to PRO.NOP.NOR.16 After Takeoff ▶ Refer to PRO.NOP.NOR.16 After Takeoff
NOR.24 After Landing
_ba94896c-951a-46d3-b242-4d1c0e26768d 03 MAY 2021
CAPT F/O
Runway Vacated
Note ▶ FLAPS ..............................................0°
Taxiing should be done at GI power.
During taxi, braking while PLs are in FI may
induce BRK TEMP HOT alarm and early
brakes wear.
▶ LAND & STROBE lights....................OFF
▶ GUST LOCK lever ............................ON
Pull control column backward to lock
ailerons and elevator.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ FLIGHT CONTROLS........ ........ LOCKED
▶ XPDR ....................................AS RQRD
▶ ALL TRIMS................ ................ RESET
▶ WX RADAR.................................. STBY
▶ FGCP ..........................................STBY
▶ DE/ANTI ICING............... ............... OFF
▶ PROBES HTG................ ................ OFF
▶ TRU....................... ....................... OFF
▶ AFTER LDG C/L............ ............ ORDER ▶ AFTER LDG C/L.......... .......... PERFORM
If last flight of the day
▶ ATPCS DYNAMIC TEST.... .... PERFORM
Refer to PRO.NOP.NOR.1 ATPCS Dynamic
Test
Note
Do not perform while taxiing.
Test can be done at start of the flight if the
10 min delay between tests or test and
takeoff is respected.
After 2 min below Flight Idle (FI)
Note
Single engine taxi is not recommended on
contaminated taxiway and apron.
▶ CL 1 FEATHER............. ............. ORDER
Wait at least 30 s in feather position to avoid
a feathering pump cycle.
▶ CL 1 ....................... ....................... FTR
▶ TIMING................... ................... START
▶ ACW BTC ....... ....... CONFIRM CLOSED
▶ HYD SYST PRESS : MONITOR ▶ HYD SYST PRESS : MONITOR
Check HYD SYST PRESS on HYD SD page Check HYD SYST PRESS on HYD SD page
to detect loss of brake pressure. to detect loss of brake pressure.
● AFTER 30 s
▶ FEATHERING......... ......... ANNOUNCE
▶ CL 1 FUEL S.O. ............ ............ ORDER
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ CL 1......................................FUEL S.O.
ENG 1 OUT alert can trigger during engine
shutdown if the flight crew slowly sets CL 1
from FTR to FUEL S.O.
The alert will disappear as soon as the flight
crew sets CL 1 to the FUEL S.O. position.
▶ DC BTC ......... ......... CONFIRM CLOSED
NOR.25 Parking
_e0168db9-57e1-4480-bc7e-d64d380f87d8 01 APR 2020
CAPT F/O
▶ HYD SYST PRESS .......... .......... CHECK
Before last turn to parking position.
▶ BRAKE HANDLE.......... .......... PARKING
▶ SEAT BELTS ..................................OFF ▶ XPDR .................... .................... STBY
▶ TAXI T.O light ................ ................ OFF
Note: In the case of marshaller in sight,
switch TAXI T.O. light...OFF after HYD
SYST PRESS...CHECK to not blind the
marshaller.
▶ CL 2....................... ....................... FTR
▶ NP STABILIZED ........ ........ ANNOUNCE
NP below 15 %.
▶ PROP BRAKE READY light.. . CHECK ON
▶ PROP BRAKE ..................................ON
Unlock comes on then off.
▶ PROP BRK blue light...... ...... CHECK ON
▶ PROP 2.......... .......... CHECK STOPPED
Both Propellers Stopped
▶ BEACON lights................................OFF
▶ PAX DOOR OPENING........ ........ ORDER
▶ PARKING C/L.............. .............. ORDER ▶ PARKING C/L........................PERFORM
■ If EXT PWR is available
▶ EXT PWR ..... ..... CHECK AVAIL LIGHT
▶ EXT PWR ............... ............... PRESS
Voltage can be monitored on the
lateral panel.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ CL 2......................................FUEL S.O.
The ENG 2 OUT alert can trigger during
engine shutdown if the flight crew slowly
sets CL 2 from FTR to FUEL S.O. The alert
will disappear as soon as the flight crew sets
CL 2 to the FUEL S.O. position
Engine 2 must be at least 30 seconds in
feather position before engine shutdown.
▶ WING lights.................. .................. OFF
Unloading Completed
▶ CDLS ...................... ...................... OFF
NOR.26 Leaving The Aircraft
_c606e26d-8625-4576-ba7b-4990b58c2efa 02 APR 2020
CAPT F/O
▶ OXYGEN MAIN SUPPLY..................OFF
▶ WINDSHIELD HTG pb.......... .......... OFF
▶ EMER EXIT LT ............ ............ DISARM
▶ LOGO lights....................................OFF
▶ WX RADAR ....................................OFF
■ If GPU available
▶ FUEL PUMPS 1+2 (at NH=0 %)..... OFF
▶ EXT PWR ................. ................. OFF
▶ BAT...................... ...................... OFF
■ If GPU is not available
▶ FUEL PUMP 1 (at NH=0 %)..... ..... OFF
▶ CL 2................. ................. FUEL S.O.
▶ WING lights..................................OFF
▶ FUEL PUMP 2..............................OFF
▶ BAT...................... ...................... OFF
▶ BRAKE HANDLE ....................AS RQRD
Note
For parking brake use recommendations in
Cold weather operations, Refer to At Parking
- Before Leaving the Aircraft.
▶ LEAVING AIRCRAFT C/L............ORDER ▶ LEAVING AIRCRAFT C/L........PERFORM
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

NOR.23 Procedure for Icing Conditions
_427296d6-ef0a-4d94-88d2-0e48d5b65f93 05 MAR 2021
▶ IAS : MAINTAIN AT OR ABOVE ICING BUG
In icing conditions the priority is given to maintaining airspeed at or above VmLB0 ICING.
▶ ANTI ICING systems............................................... ............................................... ON
Switching the Anti icing systems ON will also turn the ICING AOA light ON and lower the
triggering thresholds of the stall protection system.
● When ice accretion is observed/detected
▶ DE ICING systems............................................... ............................................... ON
● In FLAPS 0 configuration
▶ IAS : MAINTAIN AT OR ABOVE ICING BUG +10 kt
▶ IAS & V/S : MONITOR
Degradation of the performance of the aircraft due to ice accretion will be assessed by
monitoring V/S in climb and IAS in cruise. Refer to CLIMB and Refer to PER.6.1.2 Cruise in
Icing Conditions
Note
Refer to AFM - SEVERE ICING DETECTION for severe icing indications information.
■ If any severe icing indication
▶ SEVERE ICING procedure ( E99.08 ) ..............................................................APPLY
The flight crew must maintain the aircraft performance above limits defined in SEVERE
ICING DETECTION paragraph, and should not consider these values as targets. If the
performance tends to reduce towards those limits, the situation requires the application of
the emergency procedure SEVERE ICING.
● When leaving icing conditions
▶ ANTI ICING & DE ICING systems....................... ....................... TURN OFF AS RQRD
The anti icing and de icing systems may be kept on for operational reasons, for instance
when re-entry into icing conditions is expected.
● When aircraft is visually verified clear of ice
Note
The aircraft is considered clear of ice when IEP is free of ice.
▶ ICING AOA pb ..................................................................................................OFF
This resets the thresholds for the stall protection system to normal conditions values.
▶ NORMAL SPEED : USE
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

27 Cruise Speed Low
Alert
_d160b86d-5bea-4957-9927-fe211fe20e45 13 DEC 2017
Cruise speed decrease. - CRUISE SPEED LOW on FMA. NIL
Cruise Speed Low
_afeb0a25-4d5c-4e09-aa73-38ec29bdc850 08 DEC 2017
▶ SPEED : MONITOR
_e7b673a9-f27d-4d2a-83b0-e4e065c53476 08 DEC 2017
Appears in cruise only, to inform the flight crew that an abnormal drag increase induces a
speed decrease of more than 10 kt compared with the expected speed.
28 Daily Checks
ATPCS Dynamic Test
_b503c00a-35a3-4606-b071-43f85f1677ab 19 OCT 2021
CAUTION
Do not perform ATPCS test while taxiing as ACW is temporarily lost. Consequently both main
hydraulic pumps are lost.
Note
In order to protect the feathering pumps from damage, 10 min delays between test and
takeoff, or between static/dynamic tests must be respected.
Initial Setting
▶ PL 1+2....................................................... ....................................................... GI
▶ CL 1+2.................................................... .................................................... AUTO
▶ ATPCS pb ..............................................................................................NO LIGHT
▶ PWR MGT........................................................................................................T.O.
▶ ATPCS TEST selector : TURN & HOLD LEFT ARM POSITION
▶ ATPCS ARM light.............................. .............................. COMES ON OR FLASHING
Note
If ATPCS ARM light is flashing, Refer to MMEL - 61-22-05 - Torque Signal.
▶ TQ .................................................... .................................................... INCREASE
▶ NP & NH ............................................... ............................................... DECREASE
▶ ATPCS TEST selector : TURN & HOLD ENG 1 POSITION
▶ ENG 2.................................................... .................................................... UPTRIM
▶ TQ 2....................................................................................................NO CHANGE
▶ ENG 2 NP & NH .................................. .................................. INCREASE SLIGHTLY
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ TQ 1....................................................................................DECREASE below 18 %
● After 2.15 s
▶ ATPCS ARM light........................................ ........................................ TURN OFF
▶ ENG 1................................................................................................ AUTO FTR
▶ NP 1 indication............................... ............................... DECREASE BELOW 20 %
▶ ENG 1 OUT and NO REV on EWD........................... ........................... DISPLAYED
▶ ATPCS TEST selector : RELEASE NEUTRAL POSITION
▶ ENG 1 ................................................ ................................................ UNFEATHER
● When ENG 1+2 are back to normal idle values
▶ ATPCS TEST selector : TURN & HOLD RIGHT ARM POSITION
▶ ATPCS ARM light.......................... .......................... COMES ON OR FLASHING
Note
If ATPCS ARM light is flashing, Refer to MMEL - 61-22-05 - Torque Signal.
▶ TQ ................................................................................................INCREASE
▶ NP & NH ......................................................................................DECREASE
▶ ATPCS TEST selector : TURN & HOLD ENG 2 POSITION
▶ ENG 1.................................................... .................................................... UPTRIM
▶ TQ 1 ................................................. ................................................. NO CHANGE
▶ ENG 1 NP & NH .................................. .................................. INCREASE SLIGHTLY
▶ TQ 2....................................................................................DECREASE below 18 %
● After 2.15 s
▶ ATPCS ARM light........................................ ........................................ TURN OFF
▶ ENG 2................................................................................................ AUTO FTR
▶ NP 2 indication............................... ............................... DECREASE BELOW 20 %
▶ ENG 2 OUT and NO REV on EWD........................... ........................... DISPLAYED
▶ ATPCS TEST selector : RELEASE NEUTRAL POSITION
▶ ENG 2................................................ ................................................ UNFEATHER
Stick Pusher-Shaker Test
_7ab88fc8-3e9e-4666-840f-b4abc4dfba49 28 NOV 2017
▶ GUST LOCK lever................................................ ................................................ OFF
▶ CONTROL COLUMN............................... ............................... NOSE DOWN POSITION
▶ WARN selector ...................................... ...................................... STICK PUSHER YES
On LH maintenance panel.
▶ PTT pb ............................................... ............................................... PRESS & HOLD
▶ CRICKET................................................. ................................................. SOUNDS
▶ STICK SHAKER.......................................... .......................................... OPERATES
cont'd…
PRO.NOP
PROCEDURES

cont'd…
● After 10 s
▶ CHAN 1 & CHAN 2 lights................................... ................................... COME ON
On LH maintenance panel.
▶ STICK PUSHER........................................ ........................................ DISPLAYED
On both FMA.
▶ STICK PUSHER........................................ ........................................ OPERATES
▶ PTT pb ........................................................................................................RELEASE
▶ WARN selector ............................................. ............................................. NORM FLT
▶ GUST LOCK lever................................................. ................................................. ON
▶ CONTROL COLUMN............................. ............................. LOCK NOSE UP POSITION
Trims
_b5aad612-3e2a-401d-b81e-c4fee79f5a57 05 JUL 2019
▶ PITCH, ROLL & YAW TRIM....................................... ....................................... CHECK
Note
Check full travel normal trim activation in both directions by simultaneously pressing both
control rocker switches.
For few seconds press independently each single control rocker switch and check the
non-activation of the corresponding TRIM in both possible directions.
▶ TRIM INDICATOR............................................ ............................................ CHECK
Check indication during test.
▶ WHOOLER (for pitch trim only).................................. .................................. SOUNDS
▶ STBY PITCH TRIM OPERATION ................................... ................................... CHECK
▶ WHOOLER ............................................... ............................................... SOUNDS
▶ STBY PITCH TRIM sw ......................................................GUARDED & OFF POSITION
▶ TRIMS........................................... ........................................... RESET FOR TAKEOFF
Cockpit door security system check
_f74053a2-a1d5-4b43-b542-8413068b5712 19 MAY 2021
▶ COCKPIT DOOR............................................................................................CLOSED
▶ FAULT light............................................................................................COMES ON
▶ CDLS sw ....................................................... ....................................................... ON
▶ FAULT light............................................. ............................................. TURNS OFF
In Cargo compartment, on DOOR CALL panel
▶ EMER pb .................................................... .................................................... PRESS
▶ OPEN light................................................................................................FLASHES
cont'd…
PRO.NOP
PROCEDURES

cont'd…
In the cockpit, on COCKPIT DOOR panel

▶ BUZZER....................................................................................................SOUNDS
▶ OPEN light................................................................................................FLASHES
DENIED ACCESS TEST
▶ TOGGLE sw ................................................ ................................................ DENY
▶ BUZZER............................................ ............................................ SILENCES
▶ OPEN light......................................... ......................................... TURNS OFF
▶ OPEN light......................................... ......................................... TURNS OFF
▶ DENIED light........................................ ........................................ COMES ON
Note
After Denied Access Test accomplishment, EMER and CALL modes are not available
during 3 min.
AUTHORIZED ACCESS TEST

▶ EMER pb ....................................................................................................PRESS
▶ TOGGLE sw ................................................ ................................................ OPEN
▶ OPEN light....................................................................................COMES ON
▶ RIGHT COCKPIT DOOR................................ ................................ RELEASED
▶ MANUAL LOCKING BOLT........................... ........................... FONCTIONAL CHECK
APM
_51b7a054-a877-45ff-a4ac-d0bcfaae5012 04 MAR 2021
▶ APM PTT pb : PRESS & HOLD
On both FMA
▶ CRZ SPEED LO.......................................... .......................................... DISPLAYED
▶ DGD PERF ............................................. ............................................. DISPLAYED
▶ INCREASE SPEED............................... ............................... FLASHING DISPLAYED
▶ APM FAULT local alarm..................................... ..................................... COMES ON
▶ MC ......................................................................................FLASHING DISPLAYED
▶ SC ..................................................... ..................................................... SOUNDS
On EWD alert window.
▶ INCREASE SPEED............................... ............................... FLASHING DISPLAYED
▶ DEGRADED PERF ............................... ............................... FLASHING DISPLAYED
▶ APM FAULT..........................................................................FLASHING DISPLAYED
▶ FDAU ..................................................................................FLASHING DISPLAYED
cont'd…
PRO.NOP
PROCEDURES

cont'd…
■ If RCDR pb is set to ON
▶ DATA RECORDER.............................. .............................. FLASHING DISPLAYED
▶ APM PTT pb ................................................................................................RELEASE
▶ ALL ALERTS............................................. ............................................. TURN OFF
29 Each Flight Checks
Engine Fire Protection
_1c42bd36-111e-472c-896c-9c75d608a115 10 MAR 2017
▶ FIRE HANDLE.................................. .................................. IN/LATCHED/LOCK WIRED
▶ ALL lights................................................ ............................................... TURN OFF
▶ ENG 1(2) SQUIB TEST pb : PRESS & HOLD
▶ AGENT 1+2 SQUIB lights..................................... ..................................... COME ON
▶ ENG 1(2) SQUIB TEST pb ...................................... ...................................... RELEASE
▶ AGENT 1+2 SQUIB lights.................................... .................................... TURN OFF
▶ ENG TEST sw 1(2) : HOLD FAULT POSITION
▶ Associated LOOP A & B lights..................................................................COMES ON
▶ MC........................................................................................................COMES ON
▶ SC ..................................................... ..................................................... SOUNDS
▶ LOOP on FWS......................................................................FLASHING DISPLAYED
▶ ENG TEST sw 1(2)........................................................................................RELEASE
▶ ALL lights................................................................................................TURN OFF
▶ ENG TEST sw 1(2) : HOLD FIRE POSITION
▶ FIRE HANDLE RED light 1(2)................................. ................................. COMES ON
▶ MW................................................... ................................................... COMES ON
▶ CRC .................................................... .................................................... SOUNDS
▶ ENG 1(2) FIRE on EWD & FWS ..............................................................DISPLAYED
▶ MW ...................................................... ...................................................... PRESS
In order to silence CRC and turn off MW.
▶ CL 1(2) ......................................... ......................................... SET OUT OF FUEL S.O.

▶ CL FUEL SO RED light............................................................................COMES ON
▶ CL 1(2) ................................................... ................................................... FUEL S.O.
▶ CL FUEL SO RED light..................................... ..................................... TURNS OFF
▶ ENG TEST sw 1(2)........................................................................................RELEASE
▶ ALL lights................................................................................................TURN OFF
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

Trims
_957ae098-4176-4b5a-a27c-8b08f8b89513 10 MAR 2017
▶ PITCH, ROLL & YAW TRIM ....................................... ....................................... CHECK
Check normal trim activation in both directions by simultaneously pressing both control rocker
switches.
▶ WHOOLER (for pitch trim only).................................. .................................. SOUNDS
▶ TRIMS........................................... ........................................... RESET FOR TAKEOFF
▶ STBY PITCH sw ............................... ............................... GUARDED & OFF POSITION
ATPCS Static Test
_6f37c5c7-e6a0-4a48-bc16-cee202169c28 25 OCT 2021
Note
In order to protect the feathering pumps from damage, 10 min delay between test and takeoff,
or between static/dynamic tests, must be respected.
▶ ATPCS selector ..................................... ..................................... LEFT ARM POSITION
Note
If ATPCS ARM light is flashing, Refer to MMEL - 61-22-05 - Torque Signal
▶ TQ ....................................................... ....................................................... > 60 %
▶ ATPCS selector ................................................................................ ENG 1 POSITION
▶ ENG 2.................................................... .................................................... UPTRIM
▶ TQ 1........................................................ ........................................................ 0 %
After 2.15 s
▶ ARM Light.............................................. .............................................. TURNS OFF
▶ ATPCS selector .................................... .................................... RIGHT ARM POSITION
Note
If ATPCS ARM light is flashing, Refer to MMEL - 61-22-05 - Torque Signal
▶ TQ ....................................................... ....................................................... > 60 %
▶ ATPCS selector ................................................................................ ENG 2 POSITION
▶ ENG 1.................................................... .................................................... UPTRIM
▶ TQ 2........................................................ ........................................................ 0 %
After 2.15 s
▶ ARM Light.............................................. .............................................. TURNS OFF
▶ ATPCS selector ..................................... ..................................... NEUTRAL POSITION
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ ANY INDICATION............................................................BACK TO INITIAL SETTING

CVR-DFDR
_19ae5972-b99b-4fb9-af06-2223960fcf43 05 JUL 2019
▶ RCDR GND CTL pb ..........................................................................................PRESS
▶ RCDR GND CTL ON light........................................................................COMES ON
▶ CVR TEST pb ..................................................................................................PRESS
▶ CVR TEST LIGHT................................... ................................... COMES ON GREEN
After around 5 s.
▶ RESET pb ................................................... ................................................... PRESS
To stop CVR/DFDR.
▶ RCDR GND CTL ON light.................................... .................................... TURN OFF
30 Supplementary Checks
Fuel Pump and X Feed Tests
_73e20336-bfbc-47b9-be24-38c44dad8bb1 04 APR 2019
▶ FUEL PUMP 1+2................................................. ................................................. OFF
▶ FEED LO PR ENG 1+2..............................................................................COME ON
▶ FUEL PUMP 2........................................................................................................ON
▶ FUEL PUMP 2 RUN light.................................... .................................... COMES ON
▶ FEED LO PR ENG 2....................................... ....................................... TURNS OFF
Note
in the event of Hotel mode start up without GPU, the rest of the test (below) will be performed
after Hotel mode start up.
▶ FUEL PUMP 2................................................... ................................................... OFF
▶ FUEL PUMP 2 RUN light.................................... .................................... TURNS OFF
▶ FUEL XFEED ................................................. ................................................. PRESS
▶ FUEL XFEED VALVE.......................................... .......................................... IN LINE
▶ FUEL XFEED ........................................................................................COMES ON
On MEMO panel
FEED LO PR light may take few minutes to come on again.
▶ FUEL XFEED ............................................... ............................................... RELEASE
▶ FUEL XFEED VALVE ..................................... ..................................... CROSS LINE
▶ FUEL XFEED........................................................................................TURNS OFF
On MEMO panel
▶ FUEL PUMP 1........................................................................................................ON
▶ FEED LO PR ENG 1....................................... ....................................... TURNS OFF
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ FUEL PUMP 1................................................... ................................................... OFF

▶ FUEL XFEED................................................. ................................................. PRESS
▶ FUEL XFEED VALVE.......................................... .......................................... IN LINE
▶ FUEL XFEED............................................ ............................................ COMES ON
On MEMO panel
FEED LO PR light may take few minutes to come on again.
▶ FUEL PUMP 2........................................................................................................ON
▶ FEED LO PR ENG 1+2...................................... ...................................... TURN OFF
▶ FUEL XFEED............................................... ............................................... RELEASE
▶ FUEL XFEED VALVE...................................... ...................................... CROSS LINE
▶ FUEL XFEED........................................................................................TURNS OFF
On MEMO panel
▶ FUEL PUMP 2................................................... ................................................... OFF
Doors Test
_d5d488b0-31a8-4a39-b9dc-8a82241f263c 15 JUN 2017
▶ DOORS SW TEST....................................... ....................................... PRESS & HOLD
▶ CAB OK................................................ ................................................ COMES ON
▶ SVCE OK............................................... ............................................... COMES ON
Provided that associated doors are open.
▶ DOORS SW TEST............................................ ............................................ RELEASE
COMPT SMK - COMPT SMOKE
COMPT SMOKE
_9d88fe71-9afb-401b-9891-e58c32e9af6b 10 NOV 2017
▶ COMPT SMK TEST ..........................................................................................PRESS
▶ SMK on FWS ............................................ ............................................ COMES ON
AFT SMK, FWD SMK and ELEC SMK.
On SD page, LAV SMK, AFT COMPT SMK, FWD SMK, ELEC SMK
▶ MW................................................... ................................................... COMES ON
▶ MC........................................................................................................COMES ON
▶ CRC.................................................... .................................................... SOUNDS
▶ MW........................................................ ........................................................ PRESS
In order to silence CRC and turn off MW.
▶ ALL LIGHTS............................................................................................TURN OFF
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ AVIONIC VENT EXHAUST MODE .................................. .................................. RESET

This action restart the extract fan. MECH call will sound during reset.
Radar
_8a1aa6e4-566f-40eb-8aae-4347c4496376 30 APR 2021
▶ WX RADAR selector ..............................................................................................TST
Refer to PRO.NOP.NSU.34.3.1 Weather Radar
▶ MFD ND ..................................................................................................MONITOR
Range is automatically selected on 100 Nm
Three arcs of circle appear on ND, with green, yellow, red colors + an arc predominately
green between 85 and 95 Nm
Selected mode appears on bottom right of ND (STBY, TEST, WX, GMAP).
▶ WX RADAR selector ............................................. ............................................. STBY
AUTO PRESS
_80cb1c49-8c7b-4f23-b540-25e5301af7cd 06 NOV 2017
▶ AUTO PRESS TEST...................................... ...................................... PRESS & HOLD
▶ LDG ELEVATION..........................................................................................CHECK
Cycling display between -8 800 and 18 800
▶ MC ................................................... ................................................... COMES ON
▶ SC ..................................................... ..................................................... SOUNDS
▶ AIR AUTO PRESS ............................. ............................. COMES ON & TURNS OFF
On alerting window.
▶ AUTO PRESS TEST.......................................... .......................................... RELEASE
▶ CAB PRESS MOD SEL.......................... .......................... COMES ON & TURNS OFF
Oxygen Mask
_d7ebf2cb-3e65-47d6-86d6-c5563826b844 16 DEC 2020
Note
Do not remove mask from its storage position.
▶ AUDIO CONTROL PANEL selector ..............................................................SET TO INT
▶ PTT AND RESET ................................................................................PRESS & HOLD
▶ BLINKER.................................................. .................................................. CHECK
Blinker momentarily turns yellow and then goes black. Blinker remains yellow in case of
leak.
Oxygen flow sounds through loudspeakers every time that the blinker turns yellow.
▶ LOUD SPEAKERS.............................. .............................. OXYGEN FLOW SOUNDS
▶ RED RELEASE CLIPS ........................................ ........................................ SQUEEZE
Red release clips on each side of the oxygen mask.
▶ OXYGEN MASK HARNESS................................... ................................... INFLATES
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ BLINKER.................................................. .................................................. CHECK

Blinker momentarily turns yellow and then goes black. Blinker remains yellow in case of
leak.
▶ RED RELEASE CLIPS ..................................................................................RELEASE
▶ EMERGENCY knob ...................................... ...................................... PRESS & HOLD
▶ BLINKER.................................................. .................................................. CHECK
Blinker turns yellow as long as knob is pressed. Blinker remains yellow in case of leak.
▶ EMERGENCY knob ......................................................................................RELEASE
▶ PTT AND RESET pb .......................................... .......................................... RELEASE
CAUTION
WHEN TEST COMPLETED, INSURE OXYGEN MASK CONTROL PANEL REMAIN IN THE
FOLLOWING POSITION
▶ OXYGEN LO PR light........................................ ........................................ TURNS OFF
▶ N/100% ROCKER lever ..................................... ..................................... SET TO 100%
EGPWS
_536c8224-8430-4bf6-8a56-f5471b005394 08 NOV 2021
▶ EGPWS TEST pb .............................................. .............................................. PRESS
▶ GPWS & TERR FAULT lights.................................. .................................. COME ON
On LH panel.
▶ GPWS FAULT alarm......................................... ......................................... SOUNDS
On CAP
▶ G/S amber lights........................................... ........................................... COME ON
On both pilot panels.
▶ GLIDESLOPE aural alarm..................................... ..................................... SOUNDS
▶ G/S amber lights......................................................................................TURN OFF
▶ GPWS red lights........................................... ........................................... COME ON
▶ PULL UP aural alert....................................................................................SOUNDS
▶ GPWS red lights........................................... ........................................... TURN OFF
▶ TERR blue lights........................................... ........................................... COME ON
On DSP SEL.
▶ EHSI ............................................................................TERRAIN TEST DISPLAYED
▶ TERRAIN AHEAD, PULL UP aural alarm........................... ........................... SOUNDS
cont'd…
PRO.NOP
PROCEDURES

cont'd…
▶ GPWS red lights........................................... ........................................... TURN OFF

● After 12 s
▶ TERRAIN DISPLAY ON EHSI .............................. .............................. TURNS OFF
▶ GPWS & TERR FAULT lights................................ ................................ TURN OFF
On LH panel.
▶ GPWS FAULT alarm..................................... ..................................... TURNS OFF
On CAP.
Antiskid Test
_00ec6737-f07b-44bb-acfc-b4aadb4d7522 15 JUN 2017
▶ ANTISKID TEST pb ..........................................................................................PRESS
▶ WHEELS A-SKID....................................................................................COMES ON
On alerting window.
▶ MC ................................................... ................................................... COMES ON
▶ SC ..................................................... ..................................................... SOUNDS
▶ FFFF AMBER............................................ ............................................ COMES ON
On EWD for few seconds.
▶ NNNN GREEN........................................... ........................................... COMES ON
▶ WHEELS A-SKID......................................... ......................................... TURNS OFF
On alerting window.
▶ NNNN GREEN........................................... ........................................... TURNS OFF
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ADDITIONAL NORMAL PROCEDURES .NOP.ANOR
ANOR. ADDITIONAL NORMAL PROCEDURES............................................................... page 03

ANOR.1 FLIGHT CHARACTERISTICS................................................................. page 03
ANOR.2 DATA CARD PROCESSING................................................................... page 08
ANOR.3 POWERBACK AND PUSHBACK OPERATIONS....................................... page 09
ANOR.4 NOISE ABATEMENT PROCEDURES...................................................... page 12
ANOR.5 WET AND CONTAMINATED RUNWAYS OPERATIONS............................ page 12
ANOR.6 ABORTED TAKEOFF.............................................................................page 16
ANOR.7 SEVERE TURBULENCE........................................................................ page 20
ANOR.8 ADVERSE WEATHER............................................................................page 23
ANOR.9 CONTAINER TRANSPORTATION (CARGO COMBI)................................. page 64
ANOR.10 CAT 2 APPROACH................................................................................page 64
ANOR.11 FLIGHT PATTERNS...............................................................................page 68
ANOR.12 OPERATIONS AFTER BIRD STRIKE...................................................... page 81
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PRO.NOP
PROCEDURES

FCOM ADDITIONAL NORMAL PROCEDURES Page n°03
ANOR ADDITIONAL NORMAL PROCEDURES
ANOR.1 FLIGHT CHARACTERISTICS
ANOR.1.1 Takeoff and Landing Runs
_2b247919-047b-48c2-80e3-5e1711763b5b 11 AUG 2017
1) Control Column
Correct flight crew coordination is required in order to hold the control column all the times.
This action prevents excessive elevator or aileron deflections due to wind and/or reversed
air flow from propellers.
a) TAKEOFF RUN
The control column is initially held:
- In pitch: Fully nose down, then slowly relaxed as speed increases
- In roll: Neutral or deflected toward the wind in case of crosswind component, as
appropriate to maintain wings mainly level.
Note
To prevent directional control effect, avoid excessive aileron deflections.
b) LANDING RUN or ABORTED TAKEOFF
For landing or aborted takeoff, control column holding must be transferred to the First
Officer while the Captain takes the nosewheel 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. Below 30 kt, the GUST LOCK can be engaged.
2) Nosewheel Steering
For takeoff, use of nosewheel steering guidance is only recommended for the very first
section of the takeoff run. Rudder becomes very rapidly efficient when airspeed increases (~
40 kt). ATR aircraft have a natural tendency to go straight.
Action on nosewheel steering handwheel should be smooth and progressive, particularly as
ground speed increases.
3) Rudder
Rudder must not be cycled during takeoff, particularly the first section where nosewheel is
used: combination of unnecessary rudder cycling (with an increasingly efficient rudder) and
nosewheel control would then cause uncomfortable oscillations.
4) Rolling Takeoff Technique
In order not to increase the takeoff distances, power must be set quickly after the last phase
of the line up turn and/or the brake release.
5) Engine Failure at Takeoff Below V1
Abort is mandatory: both PLs are retarded to Gl and full braking applied if needed.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Reverse is available even on single engine down to full stop:

- Control column is transferred to the First Officer when Captain takes nosewheel
steering
- Roll control must be applied (possibly to full travel) in order to minimize the tendency
to bank on the side of the operating engine.
6) Engine Failure at Takeoff Above V1
Takeoff must be continued. Directional control must be maintained with rudder. 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 and then
have better climb performance.
Both rudder and aileron forces can be completely trimmed out, even at minimum scheduled
V2. Once both yaw and roll axis are trimmed out, autopilot should be engaged.
Note
Refer to PRO.NNO.ABN.70.2.A70.08 ENG 1(2) FLAME OUT ON GROUND.
ANOR.1.2 Approach
_f20d6d99-3cf7-4d8d-928a-14d1eab951f1 03 OCT 2017
The deceleration capabilities of the ATR aircraft provide a good operational advantage which
can be used for:
- Reduce the noise during decelerated approaches
- Minimize time and fuel burn
- Enable better integration in big airports
This is why they have been described as the «standard approaches» (Refer to FLIGHT
PATTERNS).
Approach speed can be up to 240 kt. To perform the specified maneuvers of the approach
procedure or requested by ATC the crew will decrease that speed accordingly.
Initial approach speed can 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 enables
reaching VAPP speed at 500 ft above runway in IMC (Instrumental Meteorological Conditions).
Note
If deceleration rate on approach appears insufficient, it is possible to increase it by increasing
NP on 100 % OVRD, but that will result in an increased interior noise.
1) Engine Failure
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 takeoff case
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The ATPCS functioning is different between approach and takeoff.

Even if TO position is selected:
- Uptrim function is never available
- Auto feather function can 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.
ANOR.1.3 Landing
_d6cda810-abc5-4251-8edb-998bdb2be4c6 16 AUG 2017
In order to minimize landing distance variations the following procedure is recommended:
- Maintain standard final approach slope (3 °) and final VAPP until 20 ft is called on
radioaltimeter
- At «20 ft» 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 flare the airspeed decreases, resulting in a touchdown speed 5 to 10 kt lower
than the stabilized approach speed.
- As soon as main landing gear is on ground
o Control nose wheel impact
o Both PL: GI
o Both LO PITCH labels: check ON green
CAUTION
If a thrust dissymmetry occurs or if one NO REV red reverse video label appears
on EWD, the use of any reverser is prohibited.
In this case the propeller pitch change mechanism is probably locked at a positive
blade angle, resulting in a positive thrust for any PL position.
o Use foot brakes as required
o As speed reduces, and not later than about 40 kt (estimated) CAPT takes NWS
control, F/O hold control column fully forward.
Note
1) MAX reverse is usable down to full stop if required, but to minimize flight control
shaking due to reverse operation at high powers, it is helpful to release slowly PL back
to GI when reaching low ground speeds (below 40 kt estimated)
2) MAX braking is usable without restriction down to full stop, whatever the runway
conditions may be, provided ANTISKID is operative.
3) In case of a significant bounce, a go-around should be considered.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.1.4 Stall
_5cb1a22a-87a6-4f77-834c-f0c03c784cb1 17 FEB 2021
1) Stall warning and identification system
In most situation, when approaching stall, the aircraft does not exhibit any noticeable
change in handling qualities and flight controls efficiency and aircraft stability remains good.
In addition, there is no significant aerodynamic buffet.
This is the reason why both stall warning (audio "cricket" and stick shaker) and stall alert /
identification (stick pusher) are devices installed in order to produce artificial feedback to the
flight crew based on angle of attack measurement (refer to applicable chapter in the
description section).
2) Approach to Stall
Approach to stall is flight condition bordered by the stall warning activation and aerodynamic
stall.
Therefore as per the stall warning system design it corresponds to the activation of the stick
shaker and audio cricket alarm when the angle of attack exceeds a predefined threshold.
Activation thresholds are adapted to icing conditions when ICING AOA light is ON.
Approach to stall is considered as an abnormal situation.
3) Aerodynamic Stall
By definition a stall is an aerodynamic loss of lift caused by exceeding the critical angle of
attack.
On ATR aircraft if the angle of attack is still increased after stall warning activation, the stick
pusher will be triggered preventing an aerodynamic stall of the aircraft.
This situation is clearly identified to the flight crew as the control column is suddenly pushed
forward. This must be considered by the flight crew as aircraft stall and is an
emergency situation.
a) Stall recognition
As explained above one of the important indication is the activation of the stick pusher
although other cues should draw the attention of the flight crew:
- Unusual or abnormal roll response
- Inability to maintain altitude
- Buffeting
b) Factors that may lead to approach to stall and to stall event
It is not possible to list all the factors that could lead to aircraft stall condition, but here are
some typical examples:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Decaying airspeed
- Inappropriate thrust settings
- High G loading
- High bank angle
- Inappropriate aircraft configuration (flaps)
- Ice contamination or failure to select ANTI/DE ICING SYSTEM
- Misuse of automation (V/S mode for climb for example)
- Loss of situational awareness.
Note
An aircraft stall can occur at any attitude and airspeed.
4) Approach to stall and stall recovery
The flight crew must take immediate action when:
- any indication of an approach to stall is observed,
- stall warning or stall alert activates,
- or any stall cues are observed,
by performing a stall recovery procedure.
a) Recovery procedure
- Fly the aircraft first
o Reduce angle of attack
- If activated, follow the stick pusher
- Nose down pitch control until stick shaker stops
- Nose down pitch trim as needed
o Increase power as needed
o If FLAPS 0°, select FLAPS 15° otherwise maintain flaps configuration
o Bank: wings level
If the stick pusher activates, it shall not be compensated by the flight crew as it helps in
lowering the angle of attack and recovery of the aircraft control. Although the flight crew
should react quickly , there is no need for large and abrupt control inputs. During a stall
recovery, maximum power is not systematically needed. The power has to be adapted.
For propeller driven aircraft, power application energizes the air flow around the wing,
assisting in stall recovery. Reduction in pitch attitude is the priority because it permits to
rapidly regain control of the aircraft. This action can result in a loss of altitude, but
moreover, it is the fastest and safest way to recover the situation. The use of rudder shall
be avoided because it will generate sideslip and still increase the angle of attack.
b) Additional information in icing conditions

Also Refer to IN FLIGHT ICING CONDITIONS section.
Even with airframe de-icing used according to procedure, the leading edges cannot be
entirely cleared of ice accretion due to the existence of unprotected portions on the wings
leading edges as well as continued accretion between two consecutive boots cycles.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
-The flight controls performance remains good, however the force required to
maneuver in roll (and to reduce pitch angle) may be increased
- Above the reduced angle of attack threshold for stall warning:
o An aerodynamic buffeting may occur, whose strength will increase with
increasing ice accumulation and increasing angle of attack.
o Stability may be affected in roll, however the stick pusher threshold was
designed to prevent an increase of the angle of attack that could generate a
risk of wing rocking.
Airframe vibrations or buffeting is a indication of stall and the flight crew should react
accordingly. An inadvertent roll motion shall be considered as an indication of stall.
WARNING
APPROACH TO STALL EXERCISES WITH STICK PUSHER INHIBITED OR FAILED
ARE PROHIBITED.
ANOR.2 DATA CARD PROCESSING
ANOR.2.1 Takeoff
_f10b9f0f-4dba-4f02-8c53-debf75e71242 16 JUN 2017
ATR TAKEOFF
FLIGHT N°: FROM: TO: DATE:
ATIS W LIM: TOW: CG% TRIM ACC:
15 4.5
OBJ TQ: V1:
16.5 4
20 3
RTO TQ: VR:
23 2
V2: 26 1
29 0
VmLB 0°:
norm 32.5 -1
ICING VmLB 15°: VmLB 0°: 34 -1.5

icing icing N-1
ICN-XX-Y-000000-T-FB429-00956-C-01-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.2.2 Landing
_c819fbb3-cf1a-4b4d-8fda-69d0e571dd36 08 APR 2019
ATR LANDING
DESTINATION: ELEVATION: ALTERNATE: ELEVATION:
ATIS W LIM: LW: ACC:
GA TQ: FLAPS:
1.1 VMCA: VREF:
VGA: VAPP:
VmLB 0°:
norm
ICING VmLB 15°: VmLB 0°:

icing icing GA
ICN-XX-Y-000000-T-FB429-00957-A-02-N
ANOR.3 POWERBACK AND PUSHBACK OPERATIONS
1 Pushback Operations
Foreword
_086e5d5d-0814-4532-a9c9-580fa1472882 30 AUG 2019
PUSHBACK WITH GROUND TEAM AND SERVICING (2 STEPS PROCEDURE)
- NAC OVHT and ENG FIRE can be triggered during push back in hotel mode with a
tailwind greater than 10 kt, including aircraft direction changes throughout the procedure
- If the tailwind is above this limit, the push back has to be done with the propeller(s)
running and unfeathered, in respect with ground safety rules and airport local rules
- Nosewheel steering must be switched OFF. Wait for disconnection of the tow bar by the
ground staff before to set the steering ON
- Ground staff and flight crew must remain connected, using conventional signs and/or
headphones, all along the push back procedure
- Each flight crew member must keep his feet on the floor.
CAUTION
NEVER USE BRAKES during pushback to avoid tail strike and/or strain on towing system.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

Procedure
_1135e963-b27d-4865-ab6e-69b2eb5acfb1 20 DEC 2017
CAPT F/O
Pushback Procedure – Step 1 – Before
Pushback (Before Propeller Rotation)
● Ready for Pushback
▶ PUSHBACK CLEARANCE........OBTAIN
▶ NOSEWHEEL STEERING..............OFF
▶ TOW BAR CONNECTION..... CONFIRM
▶ BRAKE HANDLE......... ......... BRK OFF
▶ FEET..........................ON THE FLOOR ▶ FEET..........................ON THE FLOOR
▶ BRAKES : DO NOT USE ▶ BRAKES : DO NOT USE
Avoid tail strike and/or strain on towing Avoid tail strike and/or strain on towing
system. system.
▶ PUSHBACK........................................
............... ORDER TO GROUND STAFF
▶ START UP ENGINE NUMBER 1 AND ▶ START UP ENGINE NUMBER 1 AND
RELEASE OF PROPELLER NUMBER 2 RELEASE OF PROPELLER NUMBER 2
CAN BE PERFORMED DURING CAN BE PERFORMED DURING
PUSHBACK, BASED ON LOCAL PUSHBACK, BASED ON LOCAL
AGREEMENT AGREEMENT
Note Note
▶ Unfeathering of propellers during ▶ Unfeathering of propellers during
pushback can damage nosewheel pushback can damage nosewheel
and/or pushback servicing. and/or pushback servicing.
Pushback Procedure - Step 2 - After
Pushback (Before Taxi)
● Pushback Completed
▶ BRAKE HANDLE......... ......... PARKING
▶ TOW BAR DISCONNECTION...............
........................................... CONFIRM
▶ NOSEWHEEL STEERING....... ....... ON
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PRO.NOP
PROCEDURES

2 Powerback Operations
Foreword
_baebc935-41f7-4444-9bb5-5427df549897 05 AUG 2021
- NAC OVHT and ENG FIRE can be triggered, if a prolonged power back is maintained
with a tailwind greater than 10 kt, including aircraft direction changes throughout the
procedure.
- Ground staff must use safety glasses due to possibility of projection during powerback
operation
- Ground staff and flight crew must remain connected, using conventional signs and/or
headphones, all along the powerback procedure
- Nosewheel steering remains ON
- To limit forward move, apply slowly reverse just after brake released
- Once the aircraft moves backward, each flight crew member must keep his feet on the
floor
- Use ground idle or positive power to decrease speed or stop the aircraft.
CAUTION
- Brakes must not be used until the aircraft as move forward to avoid tail strike.
- Powerback must be performed at low speed.
Procedure
_40eff304-8dde-482b-8c0b-6d7a3db29cfc 17 MAY 2019
CAPT F/O
Powerback Procedure (1 step Procedure) -
Both Engines Running and Unfeathered
● Ready for powerback
▶ POWERBACK CLEARANCE.. .. OBTAIN
▶ AREA CLEAR ALL AROUND THE
AIRCRAFT............. ............. CONFIRM
▶ BRAKE HANDLE......... ......... BRK OFF
▶ FEET..........................ON THE FLOOR ▶ FEET..........................ON THE FLOOR
Once the aircraft moves backward, each Once the aircraft moves backward, each
flight crew member keeps his feet on the flight crew member keeps his feet on the
floor. floor.
▶ PL ... ... SET SMOOTHLY TO REVERSE
Note
▶ Flight crew can control the aircraft
using nosewheel steering. Speed is
controlled using PL.
▶ BRAKES : DO NOT USE ▶ BRAKES : DO NOT USE
Do not use brakes until the aircraft moves Do not use brakes until the aircraft moves
forward to avoid tail strike. forward to avoid tail strike.
● Backward move completed

▶ PL ......... ......... SET TO GROUND IDLE
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
● Forward move of the aircraft observed
▶ PEDAL BRAKE.............. .............. USE
▶ BRAKE HANDLE......... ......... PARKING
ANOR.4 NOISE ABATEMENT PROCEDURES
ANOR.4.1 Noise Abatement Procedures
_2ea83f65-00bc-4818-8524-4d0fda0ce33e 22 DEC 2017
1) On Ground
Even if not required for turbopropeller aircraft, ATR recommends the following procedures
for noise reduction on the ground.
- Do not use reverse while taxiing
- Minimize the use of reverse at landing.
2) In Flight
No particular noise abatement procedures are recommended in flight.
3) Local Aerodrome Procedures
Refer to published airport manuals.
ANOR.5 WET AND CONTAMINATED RUNWAYS OPERATIONS
ANOR.5.1 Runway Surface Descriptor
_23ec5756-fb4c-482d-a0c4-9ebf5b0b06e9 04 MAY 2021
The runway contaminants significantly affect the takeoff performance.
The following section gives the definition of the different runway states and their related
influence.
Compact snow Snow that has been compacted into a solid mass
such that aeroplane tires, at operating pressures
and loadings, will run on the surface without
significant further compaction or rutting of the
surface.
Dry snow Snow from which a snowball cannot readily be
made.
Frost Ice crystals formed from airborne moisture on a
surface whose temperature is at or below freezing;
frost differs from ice in that the frost crystals grow
independently and, therefore, have a more
granular texture.
Ice Water that has frozen or compacted snow that has
transitioned into ice, in cold and dry conditions.
Slush Snow that is so water-saturated that water will
drain from it when a handful is picked up or will
splatter if stepped on forcefully.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Slippery wet runway Wet runway where the surface friction

characteristics of a significant portion of the
runway have been degraded.
Standing water Water of depth greater than 3 mm.
Wet snow Snow that contains enough water to be able to
make a well-compacted, solid snowball, but water
will not squeeze out.
ANOR.5.2 Effect on Performance
_9470c6e2-2716-4a4a-a6d7-5ab22fd8e79d 04 MAY 2021
1) Effect on Performance
There is a clear distinction of the effect of contaminants on aircraft performance.
Contaminants can be divided into hard and fluid contaminants.
- Hard contaminants are: Compacted snow, frost and ice. They reduce friction forces
- Fluid contaminants are: Water, slush, dry snow and wet snow. They reduce friction
forces, and cause precipitation drag and aquaplaning.
2) Reduction of Friction Forces
The friction forces on a dry runway change with aircraft speed. Flight tests help to establish
the direct Relationship between the aircraft’s friction coefficient μ and the ground speed.
SPEED
ICN-XX-Y-000000-T-FB429-01015-A-01-N
- Fig. 1 : Friction Coefficient vs Aircraft Speed -
The friction coefficient μ is the ratio of maximum available tire friction force and vertical load
acting on a tire.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
3) Precipitation Drag
Precipitation drag is composed of:
- Movements drag: Produced by the movement of the contaminant fluid from the path of
the tire
- Spray impingement drag: Produced by the spray thrown up by the wheels (mainly
those of the nose gear) onto the fuselage.
4) Aquaplaning Phenomenon
The presence of water on the runway creates a water film between the tire and the runway.
This results in a reduction of the dry area. This phenomenon becomes more critical at higher
speeds, where the water cannot be squeezed out from between the tire and the runway.
Aquaplaning (or hydroplaning) is a situation where the tires of the aircraft are, to a large
extent, separated from the runway surface by a thin fluid film. Under these conditions, tire
traction drops to almost negligible values along with aircraft wheels’ braking. Wheel steering
for directional control is, therefore, virtually not operative.
NO REACTION
TIRE/RUNWAY
ROTATION
NO BRAKING CAPACITY
WATER
DRY RUNWAY CONTAMINATED RUNWAY
ICN-XX-Y-000000-T-FB429-01016-A-03-N
- Fig. 1 : Aquaplaning Phenomenon -

ANOR.5.3 Aircraft Manufacturer Data
_135d83c4-b5f9-471d-97ad-77a6483a735e 14 JUN 2021
The aircraft manufacturer has to provide applicable data for operations on runways
contaminated by one of the above contaminants, as follows:
ATR provides guidance material for the following runway contaminants and maximum depths,
in the AFM (Refer to CONTAMINATED RUNWAY (ADVISORY MATERIAL)). Takeoff is not
recommended when conditions are worse than the ones listed below.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Maximum reported Depth

Contaminant
mm (inch)
STANDING WATER 12.7 mm (1/2’’)
SLUSH 12.7 mm (1/2’’)
DRY SNOW
or 50 mm (2’’)
DRY SNOW ON TOP OF COMPACT SNOW
WET SNOW
or 20 mm (3/4’’)
WET SNOW ON TOP OF COMPACT SNOW
COMPACT SNOW No depth limit
ICE No depth limit
ANOR.5.4 Takeoff and Landing
_b0a88bcf-c41e-4e5b-a254-92436bb70b82 04 MAY 2021
Actual Landing Distances are certified on dry runways for all ATR aircraft, and published (for
information) for wet and contaminated runways (Refer to LANDING and Refer to
CONTAMINATED RUNWAY (ADVISORY MATERIAL)).
ANOR.5.5 Takeoff
_c8870428-3142-40a7-8c9c-d2afe6c80768 14 NOV 2017
1) Specificity of the Wet Runway
On a wet or contaminated runway, the screen height is 15 ft in case of engine failure, i.e. the
gross takeoff flight path starts 15 ft above the takeoff surface. Although the net takeoff flight
path starts at 35 ft in any runway condition. The start of the gross and the net flight path are
thus different in case of wet or contaminated runway.
GROSS FLIGHT PATH
NET FLIGHT PATH
35 ft
15 ft
RUNWAY TERRAIN
ICN-XX-Y-000000-T-FB429-01019-A-02-N
- Fig. 1 : Gross and Net Takeoff Flight Path -
cont'd…
PRO.NOP
PROCEDURES

cont'd…
WITHOUT ENGINE FAILURE
POWER REDUCTION
TAKEOFF POWER + BRAKES APPLICATION
V1
V=0 V=0
2s SWY
ASD
N (DRY or WET)
WITH CRITICAL ENGINE FAILURE
POWER REDUCTION
TAKEOFF POWER RTO + BRAKES APPLICATION
V1
V=0 V=0
V
EF
1s 2s SWY
ASD
N-1 (DRY or WET)
ICN-XX-Y-000000-T-FB429-01020-A-01-N
- Fig. 2 : Acceleration-Stop Distances -
Note
1) ASD definition on a contaminated runway is the same as on a wet runway. The
values of the ASD on contaminated runways are given as advisory materials (Refer
to ADVISORY MATERIAL - CONTAMINATED RUNWAYS), and are demonstrated
with the use of reversers. Additional information on the correction to apply when
decelerating without reverse is available too.
2) The TOR, TOD and ASD requirements differ between dry runways on one side, and
wet & contaminated on the other side.
For instance, the screen height for wet and contaminated runways is decreased to
15 ft when determining the TOR and TOD. Or the use of reverse thrust is permitted if
determining the ASD on wet and contaminated runways, although it is forbidden on
dry runways.
However the takeoff limitations on wet and contaminated runways shall not be less
penalizing than the limitations on dry runways.
ANOR.6 ABORTED TAKEOFF
ANOR.6.1 General
_9a69241f-77b2-4d1e-ba5e-7f174f0246cb 05 APR 2019
Takeoff can be aborted for several operational or technical reasons. It is not possible to list all
of these factors. However, in order to help the captain make his decision, the TO INHIB
function inhibits the alerts that are nonessential until gear retraction.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The success of an aborted takeoff depends on the captain making timely decisions, and using
the proper techniques.
In particular, the flight crew should keep in mind that the inappropriate techniques, and the
degraded conditions listed below have a negative impact on the landing distance, and on the
result of the aborted takeoff procedure:
- Delay in performing the stopping procedure
- Keeping Flight Idle during deceleration instead of Ground Idle
- Not applying fully nose down control column during deceleration
- Damaged tires
- Worn brakes or higher than normal initial brakes temperature
- Brakes not being fully applied
- A runway friction coefficient lower than assumed in computations
- An error in gross weight calculation.
ANOR.6.2 Decision Making
_119ff42e-5f70-4c5f-a64c-9564931b6367 19 DEC 2017
The decision to abort a takeoff and to stop the aircraft should be made by the Captain.
Therefore the Captain should keep his/her hand on the thrust levers until the aircraft reaches
V1, whether the Captain is the Pilot Flying (PF) or the Pilot Monitoring (PM).
The time available for decision making is limited. To minimize the risk, many alerts considered
non-essential are inhibited between TO INHIB engagement and gear retraction. Therefore, any
warnings triggered during this period must be considered as significant.
1) Below V1
The Captain should consider discontinuing the takeoff, if any of the following conditions
occur:
- Master warning / caution
- Unusual noise or vibration
- ATPCS not armed
- Windshear
- Cabin smoke / fire
- Abnormal acceleration
- Tire failure
- Unsafe / unable to fly
- Engine failure / fire
- Takeoff configuration warning
- Bird strike
- Window failure.
Note
The list is not exhaustive.
2) Above V1
Takeoff must be continued, because it may not be possible to stop the aircraft on the
remaining runway.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The Captain must make the decision to abort before V1:

- If a malfunction occurs and the Captain decision is to continue the takeoff he/she
should announce “WE CONTINUE”
- If the decision is to abort, the Captain announces "STOP". This announcement both
confirms the decision to abort the takeoff and transfer of controls to the Captain. It is
the only time that hand-over of control is not accompanied by the phrase "MY
CONTROLS".
ANOR.6.3 Aborted Takeoff Maneuver
_d89fc3e2-7006-4551-86b7-03f3dc4c5714 15 JUN 2017
As soon as the decision to abort is made, the Captain announces “STOP”, takes over control
of the aircraft, and executes an aborted takeoff. During any aborted takeoff, both PLs are
retarded down to Gl by pulling on the triggers and full braking should be applied if needed.
Simultaneously, control column must be pushed forward to maximize controllability. As soon as
the LO PITCH light(s) comes on, full reverse(s) can be applied if needed.
Reverse is available even in single engine. At 70 kt, control column is transferred to the first
officer and the Captain takes the nose wheel steering control. 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.
On a wet or slippery runway, or takeoff at or near maximum runway limit weight, an aborted
takeoff at or near V1 will require MAXIMUM use of brakes until reaching a full stop and use of
reverses until 40 kt.
On a contaminated runway, since the effect of asymmetrical reverse thrust is not predicted with
a sufficient accuracy, it is therefore not recommended to use single engine reverse thrust.
In case of fire, if possible, position the aircraft to keep fire away from the fuselage, taking into
account wind direction.
ANOR.6.4 Aborted Takeoff Procedure
_b95c54cd-0833-43ab-8ece-ae5edc46db50 20 DEC 2017
CAPT F/O
▶ STOP ................ ................ ANNOUNCE
● Immediately and simultaneously
▶ PL 1+2..................... ..................... GI
To stop the aircraft and prevent brake
overheating, the power Levers should be
retarded immediately to GI by using the
triggers
▶ CONTROL COLUMN ..................PUSH
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAPT F/O
▶ BRAKES .............. .............. AS RQRD ▶ LO PITCH..........CHECK & ANNOUNCE
ENG LO PITCH ANNOUNCE REVERSE
2 2 LOW PITCH NORMAL USE
2 ENG 1
NO REVERSE NO REVERSE
0
1 ENG 1 1 LOW PITCH USE WITH CARE
▶ REVERSE ............. ............. AS RQRD Note

The effect of asymmetrical reverse thrust is
not predictable with a sufficient accuracy on
contaminated runways, it is therefore not
recommended to use single engine reverse
thrust.
Passing 70 kt
▶ 70 KT ................ ................ ANNOUNCE
▶ I HAVE CONTROL ..............ANNOUNCE
▶ N/W STEERING.....................CONTROL ▶ CONTROL WHEEL................................
.......................... HOLD INTO THE WIND
When aircraft stopped
▶ ATC (VHF1)............... ............... NOTIFY
▶ BRAKE HANDLE.......... .......... PARKING ▶ FWS ..............................................RCL
▶ SITUATION ASSESSMENT.. ..PERFORM
The Aircraft should remain stationary while
the crew evaluates the situation.
■ If evacuation is required
▶ Refer to PRO.NNO.EMR.99.E99.05
EMERGENCY EVACUATION (ON
GROUND) ............... ............... APPLY
■ If attempting a new takeoff
▶ TAKEOFF : PROHIBITED FOR 10 min
After aborted takeoff aircraft must be
stopped for 10 min and the WHEELS BRK
HOT message must be monitored as it
may take up to 10 min before brakes
temperature reaches its maximum at
sensor location.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.6.5 Aborted Takeoff Situation Assessment
_ef5f45e7-053e-42a5-a335-d6c9c57b6b65 16 JUN 2017
Following an aborted takeoff:
- The flight crew makes a full assessment of the state of Aircraft including FWS recall to
assess any inhibited alerts
- Aircraft must be stopped for 10 min and the WHEELS BRK HOT alert must be monitored
as it may take up to 10 min before brakes temperature reaches its maximum at sensor
location
- If triggered, the WHEELS BRK HOT alert requires the flight crew to return to parking
- After a complete assessment of the state of the aircraft and occupants, if the Captain
decision is to reattempt the takeoff, the flight crew should prepare the aircraft for a new
departure and apply all checklists starting from BEFORE TAXI CHECKLIST.
ANOR.7 SEVERE TURBULENCE
ANOR.7.1 Severe Turbulence
_72ff2627-cc9b-4ed6-8aa4-d3b6d7778e34 16 MAR 2017
When possible, avoid areas with known or forecasted severe turbulence. If turbulence is not
avoidable, aim to keep speed, so as to provide the best protection against the effect of gust on
the structural limits, even if maintaining an adequate margin above Vmin OPS.
Consider requesting a lower flight level to increase margin to buffet onset. Maximum Rough Air
Speed (VRA) = 180 kt.
Sufficient buffet margin exists at optimum altitude.
Severe turbulence is defined as turbulence that causes large, abrupt changes in altitude and/or
attitude. It usually causes large variations in airspeed. Occupants are forced violently against
their seat belts and loose objects will move around the aircraft.
If severe turbulence occurs during a flight, the flight crew must make a logbook entry in order
to initiate maintenance action.
Before entering an area of known turbulence, the flight crew and the cabin crew must secure
all loose equipment and switch the cabin SIGNS to ON.
Keep the autopilot ON.
If the flight crew flies the aircraft manually:
- Expect large variations in altitude, but do not pursue altitude,
- Maintain attitude, and allow altitude to vary,
- Advice Air Traffic Control.
ANOR.7.2 Wake Turbulence
_b5634c73-9ef2-4c1c-af89-e3d7d6d37828 17 AUG 2017
Wake turbulence is the leading cause of aircraft upsets.
1) Vortex Generation
The phenomenon that creates wake turbulence results from the forces that lift aircraft.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
High-pressure air from the lower surface of the wings flows around the wingtips to the lower
pressure region above the wings. A pair of counter rotating vortices is thus shed from the
wings: The right wing vortex rotates counterclockwise, and the left wing vortex rotates
clockwise. The region of rotating air behind the aircraft is where wake turbulence occurs.
ICN-XX-Y-000000-T-FB429-01021-A-01-N
2) Vortex Strength
The strength of the turbulence is determined predominantly by the weight, wingspan, and
speed of the aircraft.
Usually, vortices descend at an initial rate of about 300 to 500 ft/min for about 30 s. The
descent rate decreases and eventually approaches zero between 500 and 900 ft below the
flight path. Flying at or above the flight path provides the best method for avoidance.
Maintaining a vertical separation of at least 1 000 ft when crossing below the previous
aircraft may be considered safe.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
TH
TPA
GH
FLI
ft
00
TO9
500
ICN-XX-Y-000000-T-FB429-01022-A-01-N
3) Induced Roll
An encounter with wake turbulence usually results in induced rolling or pitch moments.
However, in rare cases an encounter could cause structural damage to the aircraft. In more
than one instance, flight crew has described an encounter to be like “hitting a wall”.
The dynamic forces of the vortex can exceed the roll or pitch capability of the aircraft to
overcome these forces. During test programs, the wake was approached from all directions
to evaluate the effect of encounter direction on response. One item was common to all
encounters: without a concerted effort by the flight crew to check the wake, the aircraft
would be ejected from the wake and an aircraft upset could occur.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
COUNTER CONTROL WA
KE
VO
R
TE
X
FL
O
W
F IE
LD
ICN-XX-Y-000000-T-FB429-01023-A-01-N
ANOR.8 ADVERSE WEATHER
ANOR.8.1 ICING AND COLD WEATHER CONDITIONS
ANOR.8.1.1 IN FLIGHT ICING CONDITIONS
ANOR.8.1.1.1 Introduction
_a729b8e6-56b6-422e-974e-78e9a64bedb2 17 JUL 2019
Icing conditions can be encountered on ground and/or in flight. Aircraft certification
requirements (Refer to EASA CS25 and 14 CFR part 25, Appendix C), describe the icing
conditions that were considered likely to be encountered in commercial aviation, in flight.
On ground, aircraft surfaces can be contaminated by frozen moisture such as frost, snow, ice
or slush, Refer to GROUND ICING CONDITIONS.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Aircraft can be subject to ice accretion when flying in icing conditions. The ice accretion
depends on:
- The air mass characteristics, mainly its liquid water content and the size of the water
droplets contained in the air.
- The aircraft configuration, for given external conditions. The way ice will build up on the
airframe is mainly related to angle of attack and speed.
It is therefore important to differentiate the icing conditions as defined by the environment and
the effect of the ice accretion on the airframe.
Flying through the same cloud with the same aircraft but different parameters (weight, speed...)
may result in different ice accretion rates and shapes.
The following chapters are intended to provide guidance to flight crews to identify the type of
icing environment, its effect on the aircraft, and to apply the procedures accordingly.
ANOR.8.1.1.2 Definitions - Atmospheric Icing Conditions
_41cd0f01-aed5-4988-87bd-f1e4f03b398f 22 JUL 2019
Atmospheric icing conditions exist when:
- OAT on ground and for takeoff is at or below 5 °C
- TAT in flight is at or below 7 °C, and
- Visible moisture in any form is present (such as clouds, fog, mist, rain, snow, sleet and
ice crystals).
Following table summarizes:

- The icing severity categories and definitions as described in the FAA Aeronautical
Information Manual (AIM) published on October 12, 2017. It is designed as a standard
for pilot / ATC reporting icing conditions in flight (the first two columns).
- Effect and performance degradation depending in icing category.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Icing
Accretion
Effect On Effect
Icing Rate With Effect On
Definition Rate Of On
Category anti and de Cruise speed
Climb Handling
icing
system ON
Trace Ice becomes perceptible. Rate of
accumulation slightly greater than Climb
performance
sublimation. De icing/anti icing equipment Negligible
is lower than
is not utilized unless encountered for an IAS is lower
in normal
extended period of time (over 1 hour). than in normal
condition
condition but
Light The rate of accumulation may create a but Stall
stabilized. The
problem if flight is prolonged in this stabilized. occurs at
use of anti and
environment (over 1 hour). Occasional use The use of a higher
de icing
of de icing and anti icing equipment Stabilized anti and de speed
systems will
removes/prevents accumulation. It does icing and lower
be enough to
not present a problem if the de icing/anti systems will angle of
limit the loss of
icing equipment is used. be enough attack
performance
to limit the
Moderate The rate of accumulation is such that even Refer to
loss of
short encounters become potentially CRUISE
performance
hazardous and use of de icing and anti Stabilized
Refer to
icing equipment or flight diversion is
Climb
necessary.
Severe The rate of accumulation is such that ice Icing in not Rate of Stall
protection systems fail to remove the contained, IAS climb rapidly occurs at
accumulation of ice, or ice accumulates in is decreasing. decreasing a higher
locations not normally prone to icing, such Alerting level: Alerting speed
as areas aft of protected surfaces and any Unable to Level: and lower
other areas identified by the manufacturer. maintain IAS Unable to angle of
Immediate exit from the condition is Increasing above ICING maintain an attack.
necessary. BUG average V/S Abnormal
+10 kt above vibrations
100 ft/min at , and/or
ICING BUG abnormal
+10 kt roll
control
One of the main drawbacks of these categories/definitions is that they can be very subjective.
As described earlier, ice accretion depends on several parameters and the severity of icing
conditions on an aircraft cannot be directly measured.
Note
Crew experience will influence their perception of icing intensity. So when encountering icing,
it is necessary to be as objective as possible, keeping in mind that icing level evaluated as
light by a crew may be evaluated as severe by another crew.
A correct assessment of icing conditions is essential in case of severe icing encounter. Alerting
levels are defined for severe icing conditions to help the crew to perform an objective
assessment. (Refer to AFM - SEVERE ICING DETECTION for severe icing indications).
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.8.1.1.3 Detection Of Ice Accretion
_b0efc847-dbab-48b8-9c84-70ed5a294567 17 JUL 2019
Ice accretion may be detected by the flight crew through:
- Visual cues
- Performance decrement
- Handling cues
Visual cues:
Visual indication of ice accretion is provided by ice build-up on any part of the aircraft.
The propellers spinners, the wings leading edges, the windshield, the side windows or the
wipers are typical locations where such build-up can be observed.
Moreover, the Ice Evidence Probe (IEP) located on the left side of the fuselage provides a
good exposure to ice build-up and may be used as visual identification of ice accretion.
Note
IEP is automatically illuminated when the NAV lights are ON.
Performance decrement:
The effects of ice accretion on the aircraft first consist in a drag increase.
It can generate either:
- A reduction of the vertical speed (especially in climb), or/and
- A loss of airspeed (especially in cruise).
The drag increase can be very slow and progressive or on the contrary fast and massive.
The airspeed and vertical speed should be closely monitored in order to detect ice accretion
that may not be visually observed (such as clear ice).
Handling cues:
Abnormal handling feeling, incorrect trim setting or identification of any abnormal vibrations
may be cues of ice accretion.
Anti Icing advisory system:

Aircraft is equipped with an advisory ice detection system. It may help the flight crew in the
detection of ice accretion, but visual cues and performance monitoring remain the primary
means of detection. (Refer to ANTI ICING ADVISORY SYSTEM for further information).
The ice detector provides a reliable information up to TAT = 3 °C. Above this TAT, the ice
detector may not detect ice information.
In consequence, when TAT is above 3 °C and in icing conditions, the monitoring of aircraft
performance is even more important.
ANOR.8.1.1.4 Certification Framework and Case of Severe Icing
_4f690cd7-29f5-412f-88f0-659ef0b1da27 16 DEC 2020
Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes up to 50
microns in diameter.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
No aircraft is certified for flight in icing conditions with droplets larger than this diameter.
Severe icing conditions are defined by a situation where the aircraft ice protection systems
cannot cope with the effect of ice accretion.
Therefore the ice accretion keeps increasing and leads to continuous performance
degradation.
This is the reason why severe icing conditions must be avoided and, in case of unexpected
encounter, immediately escaped.
CAUTION
If freezing rain/or freezing drizzle is observed:
ATR recommends:
- To delay take off at departure airport, or
- To delay approach and landing at destination airport, or
- To divert flight to an alternate airport.
In flight, following weather conditions may be conducive to severe icing conditions:

- 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)
Severe icing may be detected through:

- SEVERE ICING main indications:
o Ice covering all/substantial parts of unheated side window (visual cue)
o Unable to maintain IAS above ICING BUG +10 kt
o Unable to maintain V/S above 100 ft/min AVERAGE at ICING BUG +10 kt
o Abnormal vibrations
- Supplementary indications:
o Water splashing/streaming on the windshield
o Unusual extensive ice accreted on the airframe in areas normally observed not to
collect ice
o Accumulation of ice on the lower surface of the wing rear of the protected areas
o Accumulation of ice on propeller spinner farther rear than normally observed
If flight crew identifies any of the above indications, the emergency severe icing procedure
must be immediately applied.
It can be difficult for the crew to detect icing conditions degradation to severe icing (eg: If the
ice accretion rate slightly exceeds the aircraft deicing capabilities, the loss of performance will
be slow but progressive). In consequence, the aircraft performance must be assessed by close
monitoring of the rate of climb and/or the airspeed. Continuous decrease of one of those
parameters is an indication of severe icing conditions.
The flight crew should react as soon as they identify a continuous loss of performance and
before reaching performance criteria:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Unable to maintain IAS above ICING BUG +10 kt, or

- Unable to maintain V/S above 100 ft/min AVERAGE at ICING BUG +10 kt
Refer to IN FLIGHT ICING CONDITIONS for guidance to escape from severe icing.
ANOR.8.1.1.5 Effect of Atmospheric Icing on the Aircraft
_f425511a-e3a5-4b2c-a278-ddbc8e2046f9 09 JUL 2019
Operations in atmospheric icing conditions require special attention since ice accretion on
airframe and propellers significantly modifies and/or degrades their aerodynamics
characteristics.
The main effects of ice accretion can be summarized as follows:
1) Lift
The lift curves are substantially modified compared to clean aircraft.
- Reduction of lift at a given angle of attack, especially at higher AOA
- Reduction of maximum lift
- Reduction of maximum lift angle of attack.
LIFT
AIRFOIL "ICE FREE"
AIRFOIL "ICE SPOILED"
ANGLE OF ATTACK
ICING AOA NORMAL
STALL WARNING STALL WARNING
THRESHOLD THRESHOLD
ICN-XX-Y-000000-T-FB429-00960-A-01-N
As illustrated by the graph, aerodynamic degradation of the aircraft depends on the angle of
attack. The lower the angle of attack is, the less percentage of degradation is.
When flying in icing condition, the angle of attack should be kept as low as possible.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Note
The angle of attack can be reduced by :
- increasing the speed, or
- descending
In case of ice accretion, stall occurs at a higher speed and lower angle of attack.
Protection against stall is ensured by:
- the lowering of the stall warning thresholds when ICING AOA green light is ON, which
comes as a consequence of switching one of both horns ANTI-ICING ON.
Note
The lowered stall warning AOA thresholds defined for icing conditions remain active
as long as the ICING AOA green light is ON.
Once the aircraft is visually verified clear of ice, to recover the normal condition
thresholds, the crew shall press the ICING AOA pb , which turns the ICING AOA
green light off.
- the respect of minimum maneuver/operating speeds defined for icing conditions.
2) Drag
The drag polar is also heavily affected:
- Greater drag at given angle of attack
- Greater drag at a given lift
- Best lift to drag ratio at a lower lift coefficient.
3) Impact on Aircraft performance
Loss of lift combined with drag increase leads to performance decrement.
This loss of performance is seen through the decrease of:
- Vertical speed (especially in climb), and/or
- Speed (especially in cruise),
Note
All performance data given for ICING CONDITIONS were derived from flight test
measurements performed with ICE SHAPES representative of the worst icing cases
considered by certification combined with losses of propeller efficiency.
ANOR.8.1.1.6 Ice Protection System
_72c94041-0194-4dd5-a22d-9b71017e5086 10 JUL 2019
The ATR is equipped with both anti icing and de icing systems.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Anti Icing System

The anti icing system consisting of electrical heating is used to prevent ice on:
o the probes,
o the windshield and side-windows (heating for defogging only, not for ice
protection),
o the flight control horns (ailerons, elevators, rudder),
o the inner leading edge of propeller blades (outer part is deiced by centrifugal force
only).
- De Icing System
The airframe de icing system allows to remove ice from:
o the critical areas of the airframe (wing and horizontal stabilizer leading edges),
o the engine air intakes and engine gas paths.
The pneumatic boots are constituted by dual chambers (chordwise chambers on the airframe)
which inflate alternatively.
The de icing cycle duration has been determined by tests to provide optimized de icing
performance according to the outside air temperature.
Residual icing must be considered not only during periods when ice accretion develops but
also after icing conditions have been exited.
Refer to ICE AND RAIN PROTECTION for further information.

ANOR.8.1.1.7 APM
_6585ee5a-2101-4e17-ba7a-440f791ee3fb 09 JUL 2019
The Aircraft Performance Monitoring (APM) system monitors aircraft in-flight performance in
order to enhance flight crew awareness of the risk of severe icing conditions.
It compares the aircraft theoretical drag with the drag calculated in flight.
It monitors cruise speed and compares it with ICING BUG (VmLB0icing).
If drag and speed degradation exceeds threshold values, alerts are triggered.
APM alerts are:

- CRUISE SPEED LOW indicates a limited degradation in drag (in the order of 10 %)
combined with a speed at least 10 kt below the expected cruise speed. This alert is
available in cruise phase only.
- DEGRADED PERF indicates a significant degradation in drag (in the order of 22 to 28 %,
depending of the IAS). In cruise, it is combined with a speed at least 15 kt to 20 kt below
the expected cruise speed.
- INCREASE SPEED indicates that the conditions for DEGRADED PERF are met and that
the speed is lower than ICING BUG +10 kt
cont'd…
PRO.NOP
PROCEDURES

cont'd…
DRAG
INCREASE
DEGRADED PERF
SPEED
+ 28 %
+ 22 %
CRUISE SPEED CRUISE SPEED
LOW LOW
+ 50 cts
(Increase of 0.005 of drag coefficient)
ICING BUG -20 kt -15 kt -10 kt Nominal drag / IAS IAS

+10kt
ICN-XX-Y-000000-T-FB429-00574-1-03-N
APM monitoring starts 2 min after landing gear and flap retraction and continues throughout
the flight as long as:
- aircraft is in clean configuration
- both engines are operating.
Note
If an engine is restarted in flight following an engine flame out the APM can only be recovered
once the aircraft is on the ground.
APM alerts can be triggered provided that SAT is below 10 °C and at least one the following
conditions are met :
- ICING AOA is or has been illuminated during the flight,
- DE ICING AIRFRAME pb selected ON,
- ice accretion detected by the ice detector.
Performance degradation due to ice buildup on the airframe is the most likely cause of APM
alerts; however wind gradients or mountain waves can trigger APM alert.
The flight crew should not solely rely on the APM alerts and should use all available indications
(performance, handling and visual cues) to assess ice accretion and aircraft state.
8 Operational Guidance For Flight In Icing Conditions
Flight Preparation
_b38ff321-8c7e-4098-bfd8-032405fe1fef 17 JUL 2019
When icing conditions are forecasted, the impact on flight performance must be assessed
during flight preparation.
The main effects are:

- Operational ceiling may be reduced (Refer to CLIMB)
- SINGLE ENGINE ceiling is reduced (Refer to SINGLE ENGINE CRUISE)
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Maximum Recommended Icing Flight Level

The Maximum Recommended Icing Flight Level is defined as the flight level that provides a
cruise speed with 40 kt margin above the ICING BUG (VmLB0icing).
This speed margin give the crew time to carefully monitor icing conditions, anticipate
degradation and define a strategy to avoid it.
Consequently, if icing conditions are forecasted on the planned route, it is highly recommended
to choose a cruise flight level at or below the maximum recommended icing flight level.
The Maximum Recommended Icing Flight Level is displayed on QRH/OPS DATA/ MAX
CRUISE 2 ENGINES tables. Refer to MAX CRUISE
Example:
For an ATR 72–212A with a takeoff weight of 22T, ICING BUG is 165 kt. In ISA +5 °C and if
icing conditions are expected, to maintain at least a margin of 40 kt between ICING BUG and
the cruise speed target, the maximum cruise level would be FL180 where cruise speed target
is 205 kt.
Note
When icing conditions are expected, flight data must be computed with aircraft performances
in icing conditions Refer to PERFORMANCE
Strategy to avoid performance degradation in icing conditions
_885b56a4-d5c6-4282-b700-3b84be39a9b4 17 JUL 2019
The aircraft is certified to be safely operated in icing conditions. It is equipped with anti icing
and de icing systems that provide a protection against icing. However, environmental
conditions may exist in which the ice accretion rate exceeds the protection capabilities of the
aircraft. In such case, the airspeed in cruise or the vertical speed climb cannot be maintained
and keeps decreasing.
In order to assess the icing environment in which ATR aircraft fly, data from about 17000 flights
worldwide has been analyzed. The information comes from the recorded ice detection signal
sent by the advisory ice detection system.
It is assumed by aeronautical community that icing environmental conditions have a limited
vertical extension: by descending several hundred or a few thousand feet, it is generally
possible to exit such conditions.
The chart below is a Cumulative Frequency Distribution (CFD) showing the probability that the
ice detection stops after a change of altitude lower than the value on the horizontal axis. It
shows that the probability to exit icing conditions by changing the altitude of 3 000 ft is 93 %.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
100
90
80
70
60
50
40
30
20
10
0
0 1000 2000 3000 4000 5000 6000
Altitude step during ice detection (ft)
ICN-XX-Y-000000-T-FB429-00030-A-02-N
The way to escape icing conditions will depend on various factors (such as external conditions,
crew experience, weather forecasts, planned route...) but in any case, the following factors
should be considered:
- Aircraft energy: when aircraft energy is low (IAS below ICING BUG +30 kt or V/S
below 300 ft/min), flight crew must consider level off or descent.
Note
At Max Recommended Icing Flight Level, remaining aircraft energy is not sufficient to
climb.
- Ice accretion rate: As soon as ice buildup on the aircraft begins, flight crew should
consider a plan of actions to prevent icing condition degradation.
Descending combines three positive effects:
1) helps increasing speed with an energy transfer from potential energy (altitude) to kinetic
energy (airspeed);
2) reduces immediately the angle of attack and thus reduce the ice accretion;
3) more power provided by the engines.
Severe icing conditions leads to an aircraft energy reduction associated with significant ice
accretion rate. In consequence, descending is the best way to escape severe icing conditions.
Flight in Icing Conditions
_d553a80d-e3b6-49d6-aa7b-84807e35d307 17 FEB 2021
Due to the impact of ice accretion on aircraft flight characteristics, minimum speed and bank
angle limitation must be adapted to the encountered icing condition level.
The following table summarizes the impacts of icing condition level on minimum speed (with its
associated bank angle limitation), and aircraft systems:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Anti/de icing
Icing Minimum Speed Icing AP/FD use
system
condition AOA
level Anti De light
BANK IAS FD AP
icing icing
ICING BUG
LOW
Icing (VmLB0 icing)
ON OFF ON YES YES
Conditions HIGH (Auto ICING BUG
computed) +10 kt
Ice ICING BUG
HIGH ON ON ON YES YES
accretion +10 kt
When
Leaving ICING BUG
HIGH OFF OFF ON YES YES
Icing +10 kt
Conditions
WHITE BUG
When LOW (VmLB0 normal
aircraft is conditions)
visually OFF OFF OFF YES YES
verified WHITE BUG
HIGH (Auto +10 kt (VmHB0
clear of ice computed)
normal conditions)
ICING BUG
LOW NO a
Degraded +10 kt
ON ON ON YES
Perf alert HIGH (Auto ICING BUG YES
computed) +30 kt
Severe Icing
conditions HIGH (Auto ICING BUG
ON ON ON YES b NO
or Increase computed) b +30 kt
Speed alert
a YES if accelerating to ICING BUG +30 kt
b If DEGRADED PERF or INCREASE SPEED APM alerts are triggered. If no APM alerts, accelerate and maintain IAS
above ICING BUG +30 kt to use FD and perform HIGH BANK turn.
When severe icing condition is detected, descend immediately, then inform Air Traffic Control.
Apply procedure specified in the Emergency Procedures chapter, Refer to EMERGENCY
PROCEDURES.
Note
Vmin OPS increases automatically when ice accretion is detected by the ice detector.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Note
The autopilot may mask handling cues that indicate adverse changes in handling
characteristics. So, the use of the autopilot is prohibited when:
- in severe icing, or
- following DEGRADED PERF alert, it is not possible to accelerate and maintain IAS
above ICING BUG +30 kt, or
- unusual lateral trim is required while the aircraft is in icing conditions, or
- autopilot trim warnings are triggered while the aircraft is in icing conditions.
Climb in Icing Conditions
_c2592b0e-7797-4843-9a7d-e71383a5c2b2 17 JUL 2019
For climb in icing conditions, the AP/FD must be used in IAS or V/NAV IAS mode.
IAS and V/NAV IAS mode are used to maintain the aircraft speed by adjusting the pitch, and in
consequence the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited in climb
in icing conditions.
For ATR 42, the recommended IAS for the climb is the higher of :
- 160 kt, or
- ICING BUG in icing conditions, or
- ICING BUG +10 kt as soon as accretion is detected
ATR recommends anticipating the entry into icing conditions: if the aircraft is not in icing
conditions yet but approaches icing conditions (for instance, a cloud layer above and/or TAT
progressively decreasing), the target IAS should be increased and the anti icing systems
engaged before actually entering icing conditions.
The flight crew should monitor the rate of climb to identify any possible loss of performance. At
any time above safety altitude, a decrease in performance can lead the flight crew to choose a
cruise level below the initial target.
Given the factors that influence the rate of climb (weight, temperature, turbulence...), it may not
be easy for the flight crew to detect a climb performance lower than normal.
However the operational ceilings are defined when the rate of climb reaches a threshold of:
- - 300 ft/min in normal condition
- - 100 ft/min in icing condition
Since they are computed with a lower residual rate of climb in icing conditions, the operational
ceiling values may be higher than in normal conditions. In such case, the operational ceiling is
the lowest of the two.
In icing conditions, ATR recommends to target Maximum Recommended Icing Flight Level
instead of the operational ceiling.
Indeed, when the average climb rate reaches 100 ft/min or less, a level off will certainly not be
enough to regain airspeed and the severe icing procedure has to be applied.
Cruise in Icing Conditions
_eb2ddeb6-769a-4584-ac20-5c7d65967a9a 03 MAY 2021
LONG RANGE CRUISE is not permitted in icing conditions.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ATR highly recommends to target a cruise flight level not above the maximum recommended
icing flight level. This flight level ensures an appropriate margin against minimum icing speed
(40 kt).
Any ice accretion will generate an increase in drag and a decrease in airspeed. Whatever the
severity of ice accretion, there will still be a loss due to ice on unprotected areas (e.g. radome,
wipers, spinners...). In most situations, the use of anti and de icing systems will be enough to
limit the loss of performance and it may even be almost transparent.
As soon as a loss of airspeed is identified, the flight crew should monitor that it stabilizes.
If the airspeed keeps decreasing, the flight crew should take all necessary actions to maintain
airspeed above ICING BUG +10 kt. To regain or maintain airspeed, a first action can be to
increase the rotation speed of the propellers by setting the CL to 100 % OVRD . This helps in
de icing the blades. If the IAS continues to decrease, the flight crew should define a strategy to
escape from current icing conditions (MSA, escape route...).
In any case if the airspeed cannot be maintained above ICING BUG +10 kt, the flight crew
shall immediately apply the severe icing procedure and initiate a descent.
Example:
ATR 42-500, 18T , ISA+20, cruising at FL220:
The speed target is 189 kt, ICING BUG is 158 kt.
If ice accretion occurs and IAS stabilizes around 175 kt, flight crew shall consider a scenario in
order to escape icing conditions, in addition to a close monitoring of the IAS.
In this situation, it is not possible to climb with IAS above ICING BUG +10 kt and a Vertical
Speed above 100 ft/min.
Therefore the only course of action would be to descend and wait for the speed to stabilize. If
icing environment does not improve, further descent would be initiated.
Single Engine Operation in Icing Conditions
_551242fc-5e56-4eea-8244-626b47405d71 08 JUL 2019
In icing conditions, final takeoff climb, en route and drift down procedures must be performed
with flaps 15.
Consequently, whenever minimum icing speeds are imposed (icing AOA is ON) and obstacle
limitations exist, single engine critical phases (final takeoff climb, en route, drift down
procedures) must be performed with FLAPS 15 configuration.
Note
If no obstacle limitations exist, FLAPS 0 may be used for single engine cruise in order to
benefit from a higher cruise speed but at a lower cruising altitude.
ANOR.8.1.1.8 Flight Procedures In Icing Conditions
_7ab6155c-396f-4cc6-bfc6-2c37766cb871 15 JUL 2019
Following procedures must be applied in function of the level of icing conditions:.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- PROCEDURE FOR ICING CONDITIONS (normal procedure, Refer to Flight Procedures

In Icing Conditions)
- CRUISE SPEED LOW (normal procedure, Refer to Cruise Speed Low)
- DEGRADED PERF (abnormal procedure, Refer to AFM - DEGRADED PERF)
- INCREASE SPEED (abnormal procedure, Refer to AFM - INCREASE SPEED)
- SEVERE ICING (emergency procedure, Refer to AFM - SEVERE ICING)
The application of PROCEDURE FOR ICING CONDITIONS ensures safe operation in certified
icing condition by providing a sufficient performance margin. In these conditions, the ice
accretion rate does not exceed the aircraft’s de-icing capabilities. The performance will slightly
decrease but will stabilize.
However environmental conditions may exist that are difficult to forecast and may exceed the
aircraft’s deicing capabilities. Such conditions are referred to as “severe icing conditions” and
request to apply SEVERE ICING procedure.
(Refer to Certification Framework and Case of Severe Icing)
To help the flight crew to detect aircraft performance degradation, APM can trigger three levels
of alert with associated procedures to be apply:
- CRUISE SPEED LOW (normal procedure)
- DEGRADED PERF (abnormal procedure)
- INCREASED SPEED (abnormal procedure)
ANOR.8.1.2 GROUND ICING CONDITIONS
ANOR.8.1.2.1 Definitions
_786ad5c3-8ec3-45d8-a053-810c78674a51 25 MAR 2020
Ground icing conditions may be expected when the OAT is at or below 5 °C and contaminants
as frost, ice, snow or slush are accumulated on ground surfaces (ramps, taxiways or runways)
or aircraft critical surfaces.
Aircraft critical surface can be also contaminated by moisture present in the form of either
precipitation (snow, rain, drizzle, fog) or condensation.
Ice or frost may also build up when the aircraft is exposed to any form of moisture, after the
surfaces have been cold-soaked during previous cruise flight at high altitudes, after the aircraft
has been refueled with cold fuel, or after it has been exposed to low overnight air
temperatures.
2 Technical Aspects
Effect of Aircraft Contamination On Ground
_0d39ee3d-cb84-4ce0-a637-66230a224605 09 JUL 2019
When aircraft encounters ground icing conditions, critical aircraft surfaces and system may be
covered with frozen contaminants that can significantly affect aerodynamic characteristics.
The aircraft performance is certified based upon an uncontaminated or clean structure.
Ice, snow or frost accumulations will disturb the airflow, affecting lift and drag and also
increasing weight.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Premature aerodynamic stall or out of trim on the pitch axis associated with degraded handling
qualities can be a direct consequence of a takeoff with contaminated airframe.
Correct functioning of aircraft systems such as the powerplant (engine and propeller), landing
gear doors, braking, air data system, flight control surfaces and actuators, can be drastically
affected by contamination on ground.
Aircraft Critical Surfaces
_d974c99c-0920-4b39-8a8e-a2412d4541e3 09 JUL 2019
The following parts of the aircraft must be considered as aircraft critical surfaces:
• Wing surfaces including leading edges • Static vents
• Horizontal stabilizer upper and lower surface • Angle-of-attack sensors
• Vertical stabilizer and rudder • Control surface cavities
• Fuselage • Engines
• Air data probes • Generally intakes and outlets
• Landing gear and brake
• Landing gear doors
Clean Aircraft Concept
_96823bcb-a497-454f-bc53-7f5e74d54e64 17 JUL 2019
The clean aircraft concept as described in the ICAO - DOC 9640 - Chapter 2 is as follows:
During conditions conductive to aircraft icing on ground, take-off shall not be attempted when
ice, snow, slush or frost is present or adhering to the wing, tail, control surfaces, engine air
inlets or propellers.
Any deposit of ice, snow or frost on the external surfaces of an aircraft may drastically affect its
performance due to reduced aerodynamic lift and increased drag resulting from the disturbed
airflow. Furthermore, slush, freezing snow or ice may cause moving parts, such as control
surfaces and flap-actuating mechanisms, to jam, thus creating a hazardous situation. These
adverse effects on the aerodynamic properties of the airfoil may result in a sudden departure
from the commanded flight path and may not be preceded by any cockpit indications or
aerodynamic warnings to the pilot
A large number of variables can influence the formation of ice and frost and the accumulation
of snow and slush causing surface roughness on an aircraft. These variables include:
- Ambient temperature
- Aircraft skin temperature
- Precipitation rate and moisture content
- De icing /anti icing fluid temperature
- The fluid/water ratio of the de icing and anti icing fluid
- Relative humidity
- Wind velocity and direction.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
They can also affect the de icing capabilities of de icing fluids and the anti icing capabilities of
anti icing fluids. As a result, a well-defined time for the protection provided by an anti icing fluid
cannot be established.
Numerous techniques for complying with the Clean Aircraft Concept have been developed.
The application of adequate de icing, followed by an application of appropriate anti icing fluid,
provides the best protection against contamination. A visual or physical check of critical aircraft
surfaces to confirm that the treatment has been effective and the aircraft is in compliance with
the Clean Aircraft Concept must be carried out.
WARNING
TAKEOFF ONLY WITH CLEAN AIRCRAFT.
3 Guidance for Ground Icing Conditions Operation
Flight Preparation - Performance Penalties
_296d49d8-f060-4275-ab3b-c28bcbf78068 08 JUL 2019
Refer to WET AND CONTAMINATED RUNWAYS OPERATIONS.
Preflight Check
_caf95c6c-11f1-473d-b4fa-6fa2f184b295 25 MAR 2020
When potential contamination of the aircraft is expected to occur, any preventive measures
shall be taken to prevent contaminant accumulation on critical surfaces while the aircraft is
parked.
Aircraft is considered contaminated if one of the following external conditions are present on
one or more of the aircraft critical surfaces:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Hoar Frost (a rough white deposit of crystalline appearance formed at temperatures

below freezing point) usually occurs on exposed surfaces on a cold and
cloudless night. It frequently melts after sunrise; if it does not, an
approved de icing fluid should be applied in sufficient quantities to
remove the deposit. Generally, hoar frost cannot be cleared by brushing
alone. Thin Hoar Frost is a uniform white deposit of fine crystalline
texture, which is thin enough to distinguish surface features underneath,
such as paint lines, markings, or lettering.
Rime (a rough white covering of ice deposited from fog at temperature below
freezing point). As the fog usually consists of super-cooled water drops,
which only solidify on contact with solid object, rime may form only on the
windward side or edges and not on the surfaces. It can generally be
removed by brushing, but when surfaces as well as edges are covered it
will be necessary to use an approved de icing fluid.
Glaze Ice (a smooth coating of clear ice formed when temperature is below
or Rain Ice freezing point and freezing rain contacts a solid surface) can only be
removed by de icing fluid; hard or sharp tools should not be used to
scrape or chip the ice off as this can result in damage to the aircraft.
Dry Snow (normally experienced when temperatures are below freezing) can be
brushed off easily while Wet Snow (normally experienced in
temperatures above freezing) is more difficult to remove, being
sufficiently wet to adhere.
Slush is water saturated with snow, which spatters when stepping firmly on it. It
is encountered at temperature around 5 °C.
Light freezing is a precipitation of liquid water particles which freezes upon impact with
rain exposed objects, in the form of drops of more than 0.5 mm (0.02 inch)
which, in contrast to drizzle, are widely separated. Measured intensity of
liquid water particles are up to 2.5 mm/h (0.1 in/h) or 25 grams/dm2/hour
with a maximum of 2.5 mm (0.1 in) in 6 m.
Freezing drizzle is a fairly uniform precipitation composed exclusively of fine drops
(diameter less than 0.5 mm (0.02 in)) very close together which freezes
upon impact with the ground or other objects.
CAUTION
ATR recommends to delay takeoff if freezing rain and/or freezing drizzle is observed.
Preflight Check - Preliminary Procedure
_9fc92bf1-4ce6-4776-ba14-ba1a67c2dcdc 16 DEC 2020
The following path should be followed in order to know whether a deep external inspection
needs to be carried out or not:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Activation of the spoilers is a good clue to asses if the extrados is contaminated or not: if
the color is bright, or if on the contrary it is dull therefore contaminated by frost.
- Pass the hand on the top of the passenger door during the pre-flight (thus standing on
the last step of the staircase) in order to be able to evaluate a possible frost on the
fuselage and especially its type (fresh snow, melted snow, ice, etc ...).
This position also gives a very good angle of view on the left wing, since the eyes are
found almost at the height of the extrados and the top of the wing.
CAUTION
When the cabin is heated on ground, passing the hand on the top of the passenger door is
not necessarily adequate to evaluate a possible frost on the fuselage.
In case of doubt, a detailed visual inspection has to be carried out.
Preflight Check - Exterior Safety Inspection
_81ecb047-e77e-4ec9-961c-79aa9b947aa8 25 MAR 2020
To ensure that takeoff is performed with a clean aircraft, an external inspection has to be
carried out bearing in mind that such phenomenon as clear ice cannot be visually detected.
Devices such as platform, ladder, are necessary to conduct effective inspection of elevated
surfaces (wing, horizontal stabilizers).
Thin hoarfrost is acceptable on the upper surface of the fuselage but might be the evidence of
hoarfrost on other aircraft critical surfaces.
Note
Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on
exposed surfaces on cold and cloudless nights; it is so thin that a person can distinguish
surface features (lines or markings) beneath it.
Perform the Exterior Safety inspection:
▶ FOLLOWING COMPONENTS .................. CHECKED FREE OF FROST, ICE AND SNOW
- Aircraft critical surfaces;
- Landing gear assemblies (including brakes) and tires, landing gear doors;
- Engine inlets, inlet lips, propeller blades and spinners;
- Drains, bleeds, probes (pitots, static ports, TAT sensors, angle of attack sensors);
- Fuel tank ventilation;
- Radome;
- Verify that the commercial water supplies are not frozen and have been refilled (these
should have been emptied prior to the cold soak).
If one of the elements listed above is found contaminated, the anti-de icing procedure has to
be carried out.
In addition, if no contamination is found but precipitation is present or expected prior to takeoff,
anti icing procedure should be considered based on factors such as :
- Outside air temperature
- Aircraft skin temperature
- Tank fuel temperature
- And other factors based on operator experience.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CAUTION
All external surfaces must be clear of snow, frost and ice before takeoff.
Particular Case: limited frost accretion on lower wing surfaces due to cold fuel
remaining and high ambient humidity.
As stated in the operational requirements, takeoff is prohibited when frost snow or ice is
adhering to the wing, control surfaces or propeller of the aircraft.
Frost degrades the airfoil aerodynamic characteristics.
Note
Frost is a light, powdery, crystalline ice which forms on the exposed surfaces of a parked
aircraft when the temperature of the exposed surfaces is below freezing (while the free air
temperature may be above freezing).
However, takeoff can be conducted only if:
- The frost is limited on the lower surface of the wing only.
- The frost is due to cold fuel remaining and high ambient humidity.
- 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 takeoff in atmospheric icing
conditions are applied.
Ground De-anti icing Procedure
_e295fadf-0fdf-4bd4-ad8f-9520cf86cd61 26 FEB 2021
De-anti icing and Holdover Time (HOT):
HOT is the estimated time the anti icing fluid will prevent the formation of ice and frost, and the
accumulation of snow on the protected (treated) surfaces of an aeroplane.
External de-anti icing will be performed as close as possible from takeoff time in order to not
exceed the holdover time. Type I (low viscosity) or type II/III/IV (high viscosity) fluids are used
for these operations. The type II/III/IV fluids are used for their anti ice qualities.
Numerous factors can affect the de-anti icing performance and HOTs of de-anti icing fluids.
The operator shall refer to the published and approved HOT tables applicable to the fluids
used for de-anti icing.
Aircraft preparation
With both engines shut down (No GPU):
External de-anti icing, can be performed provided that:
- All doors and emergency exits must be closed
- The aircraft is positioned nose facing the wind whenever possible
- Parking brake must be applied and chocks installed
- Blanking and protective equipment, NACA ports, Air conditioning inlets, Static ports, Pitot
probes and temperature sensors should be installed.
With both engines shut down (With GPU):
cont'd…
PRO.NOP
PROCEDURES

cont'd…
External de-anti icing, can be performed provided that:

- All doors and emergency exits must be closed
- Parking brake must be applied and chocks installed
- De-anti icing gantry is not used
- Blanking and protective equipment are not used
- Manual procedure is applied, (with a de icing nozzle from a movable access platform) to
avoid any fluid spray into engines, NACA ports, Air conditioning inlets, Static ports, Pitot
probes and temperature sensors.
With Hotel mode running:
External de-anti icing can be performed with Hotel mode provided that:
- All doors and emergency exits are closed
- Parking brake is applied
- Bleeds are OFF
- De-anti icing gantry is not used
- Blanking and protective equipment are not used
- Manual procedure is applied (with a de icing nozzle from a movable access platform) to
avoid any fluid spray into engines, NACA ports, Air conditioning inlets, Static ports, Pitot
probes and temperature sensors.
Control surfaces positions:
To ensure the best possible de-anti icing, all along the fluid spraying, the gust lock must be
engaged when de-anti icing treatment is applied to the tail plane, the wing surfaces and
ailerons.
Engine use:
Both propellers must be stopped during de-anti icing procedure.
No propeller blade should be at 6 o’clock position during this procedure.
Aircraft must be de iced/de-anti iced symmetrical. Left side and right side must receive the
same and complete treatment, whatever the status of the aircraft. Aerodynamic drag could
result if this requirement is not met.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
! T° maxi 60°C (140° F)

on propellers blades
Deicing:
In order to better clean the horizontal stabilizer and the
elevator trailing edge, engage the Gust Lock System
when you spray alternatively from the underneath and
from the above of the surfaces.
Anti-icing:
In order to perform the fluid from the above, the Gust
Do not spray when blade Lock System need to be engaged.
at 6 o'clock position
or
Air intake protection
is recommended
! 1.5 PSI maxi

on fairings/fillets
Special attention
to the gap that must be
Wind direction free of contaminant after
and Spray direction Avoid direct spraying deicing/anti-icing
ICN-XX-Y-000000-T-FB429-00031-B-01-N
WARNING
ANTI ICING PROCEDURE CAN ONLY BE PERFORMED ON AN AIRCRAFT PREVIOUSLY
CLEARED OF ALL ICING, ICE OR SNOW. FURTHERMORE RESIDUES THAT REMAIN
FROM PREVIOUS DE-ANTI ICING FLUID APPLICATIONS SHALL BE REMOVED. IF AN
ADDITIONAL TREATMENT IS REQUIRED AFTER PREVIOUS ANTI ICING, IT IS
PROHIBITED TO PERFORM NEW ANTI ICING WITHOUT HAVING WASHED OR DE ICED
THE AIRCRAFT.
The selection of de icing process depends on numerous parameters. Therefore, only the
experience of the operator will direct the choice of the appropriate method based on the
prevailing weather. The following table provides basic information about de-anti icing
procedures.
ONE STEP PROCEDURE
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Outside Air TYPE II (translucide) ,TYPE III (yellow) or TYPE

TYPE I (orange)
Temperature (OAT) a IV (green)
0 °C (32 °F)
AND ABOVE
100/0, 75/25 or 50/50 Heatedb
BELOW 0 °C (32 °F) Type II, III or IV fluid/water mixture
TO -3 °C (27 °F) Heated mix of fluid and water with
a freezing point of at least 10 °C
BELOW -3 °C (27 °F) (18 °F) below OAT 100/0 or 75/25 Heatedb
TO -14 °C (7 °F) Type II, III or IV fluid/water mixture
BELOW -14 °C (7 °F) 100/0 Heatedb

TO LOUT Type II, III or IV fluid/water mixture
a Fluids must not be used at temperatures below their lowest operational use temperature (LOUT).
b Clean aircraft may be anti-iced with unheated fluid.
TWO STEP PROCEDURE

The second step must be applied before aircraft could freeze again following the first step.
TYPE II (translucide) ,TYPE III (yellow) or TYPE IV
TYPE I (orange)
Outside Air (green)
Temperature (OAT) a First Step : De icing Second Step : First Step : De icing Second Step :
Anti icing b Anti icing b
Heated water or a Heated water or a heated
0 °C (32 °F) 100/0, 75/25 or 50/50
heated fluid/water Type I, II, III or IV
AND ABOVE Heated or unheated
mixture fluid/water mixture
Type II, III or IV fluid/water
BELOW 0 °C (32 °F) mixture
TO -3 °C (27 °F) Heated mix of fluid
and water with a 100/0 or 75/25
BELOW -3 °C (27 °F) Heated fluid/water freezing point of at Heated Type I, II, III or IV Heated or unheated
TO -14 °C (7 °F) mixture with a least 10 °C (18 °F) fluid/water mixture with a Type II, III or IV fluid/water
freezing point at below OAT freezing point at OAT or mixture
OAT or below below
100/0
BELOW -14 °C (7 °F) Heated or unheated
TO LOUT Type II, III or IV fluid/water
mixture
a Fluids must not be used at temperatures below their lowest operational use temperature (LOUT).
b To be applied before first-step fluid freezes, typically within 3 min. (This time may be higher than 3 min in some conditions,
but potentially lower in heavy precipitation, colder temperatures, or for critical surfaces constructed of composite materials.
if necessary, the second step shall be applied area by area).
Note
Refer to SAE AS6285 or ICAO DOC 9640 recommendations for de/anti-icing aircraft on the
ground.
In addition to the ONE/TWO STEP PROCEDURE tables upper, FAA Holdover Times provide
information in order to prevent better the frost formation.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
When, TYPE I fluid is used:

- This table is applicable for the use of Type I holdover time guidelines in all conditions,
including active frost. If holdover times are not required, a temperature of 60 °C (140 °F)
at the nozzle is desirable.
- If holdover times are required, the temperature of water or fluid/water mixtures shall be at
least 60 °C (140 °F) at the nozzle. Upper temperature limit shall not exceed fluid and
aircraft manufacturers’ recommendations.
- To use Type I Holdover Times Guidelines in all conditions including active frost, an
additional minimum of 1 liter/m2 (~2 gal./100 sq. ft.) of heated Type I fluid mixture must
be applied to the surfaces after all frozen contamination is removed. This application is
necessary to heat the surfaces, as heat contributes significantly to the Type I fluid
holdover times. The required protection can be provided using a 1-step method by
applying more fluid than is strictly needed to just remove all of the frozen contamination
(the same additional amount stated above is required).
- The lowest operational use temperature (LOUT) for a given Type I fluid is the higher
(warmer) of:
o The lowest temperature at which the fluid meets the aerodynamic acceptance test
for a given aircraft type; or
o The actual freezing point of the fluid plus a freezing point buffer of 10 °C (18 °F).
- Wing skin temperatures may differ and, in some cases, be lower than the OAT. A
stronger mix (more glycol) may be needed under these conditions.
When TYPE II, III or IV fluid is used:
- For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is
desirable.
- Upper temperature limit shall not exceed fluid and aircraft manufacturers’
recommendations. Wing skin temperatures may differ and in some cases may be lower
than the OAT. A stronger mix (more glycol) may be needed under these conditions.
- Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank,
indicating a cold soaked wing, the 50/50 dilutions of Type II, III or IV shall not be used for
the anti icing step because fluid freezing may occur.
- An insufficient amount of anti icing fluid may cause a substantial loss of holdover time.
This is particularly true when using a Type I fluid mixture for the first step in a two-step
procedure.
Note
References to holdover time tables published by the FAA and TC to estimate the appropriate
holdover time in accordance with:
- Fluid characteristics and manufacturers
- Prevailing weather conditions.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

Takeoff Procedure after De-Anti Icing Operation
_bc1d7347-38b6-4403-aec1-f64c444db511 08 JUL 2019
1) Takeoff after use of anti icing fluids type II or IV
One of the characteristic of the anti icing fluids type II and IV is their high viscosity. During
takeoff roll, as airflow increases, the fluid is spread through the elevator gap and over the
lower surface of the elevator.
As the rotation speed for an ATR is rather low, the fluid may not be entirely blown away and
may partially obstruct the elevator gap, changing the airflow around the elevator surfaces.
This may result into a significant increase in control forces necessary to rotate. These
increased pitch forces are strictly limited to the rotation phase and disappear after takeoff.
Although not systematic, this phenomenon should be anticipated and discussed during pre-
takeoff briefing each time anti icing procedures are performed.
Two takeoff procedures are available depending on crew training.
Takeoff procedure are described on AFM (Refer to TAKEOFF AFTER USE OF FLUIDS II
OR IV).
2) Tail plane badly deiced
During the inspection, wings may be clear of ice but not the tail plane. In the event of a lack
of de icing, or improper de icing of the tail plane, the handling qualities of the aircraft could
be affected.
Experience has shown that with a contaminated tail plane, the aircraft will have a tendency
to pitch up. This effect would be further exacerbated with increasing airspeed. In this
situation, the aircraft is “light" to rotate and quite an unusual amount of nose down pitch trim
is required during climb out and acceleration. The maximum pitch down trim may be
reached, generating a “PITCH MISTRIM" message.
In such case, the airspeed shall be decreased as far as possible to limit the pitch down force
required and a landing shall be performed.
3) Fluid residues
Dried fluid residues can appear:
- When surfaces have been treated but the aircraft has not subsequently been flown or
not been subject to precipitation. The fluid may then have dried on the surfaces.
- After repetitive application of thickened de icing / anti icing fluids. it may lead to the
formation / buildup of a dried residue in aerodynamically quiet areas, such as cavities
and gaps.
This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing,
etc., and increase to many times its original size / volume.
This residue will freeze if exposed to conditions at or below 0 °C. This may cause moving
parts such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in flight.
Re-hydrated residues may also collect inside control surface structures and cause clogging
of drain holes or imbalances to flight controls.
It is therefore recommended to:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Inspect the aircraft periodically during the winter period, when Type II or IV fluids are
used.
- Note the type and location of de icing / anti icing fluids residues.
- Do the Two step procedure whenever possible to prevent fluid residue accumulation.
ANOR.8.1.3 OPERATION ON CONTAMINATED RUNWAY
ANOR.8.1.3.1 Contaminated Runway Conditions
_73ab5e19-303a-48f4-a7f6-43366684fc39 15 DEC 2020
A runway is considered contaminated when more than 25 % of the surface is covered with a
contaminant; contaminants are water, slush, snow and ice.
Contaminant affects:
- Braking efficiency
- Aircraft directional control
Contaminant may adhere to wheels brakes when taxiing on contaminated ramps, taxiways,
and runways.
During takeoff, there is no projection on wings or engines nacelles but contaminant might affect
the propellers.
ANOR.8.1.3.2 Taxi on Contaminated Runway
_9b9668a7-e405-4fd4-aded-54567f1ad505 08 JUL 2019
- The standard single engine TAXI procedure can 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 should be necessary anyway to start up engine 1 early
enough to get the necessary oil warm up time.
- For taxiing with the very low friction coefficients (icy taxiways, slush), it is recommended
to use both engines, limit nosewheel travel and use with differential power as
necessary.
Brakes heating before takeoff:
If contaminant layer is significant enough to possibly accumulate in the brake area during
ground operation, brake disks can join due to icing during the flight, resulting to possible tires
damages at subsequent landing.
The following special procedure should be applied during taxi before and as close as possible
to takeoff:
● During 30 s
▶ PL................................................ ................................................ SET TQ TO 18 %
▶ BRAKES.................. .................. APPLY TO KEEP SPEED DOWN TO A “MAN PACE”
▶ NOSE WHEEL STEERING: MINIMIZE USE
This procedure ensures a symmetrical warming up of the brakes.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.8.1.3.3 Takeoff On Contaminated Runway
_43dc9704-79f6-4344-8a46-cd2b1c7bb9b4 27 JAN 2021
Standard takeoff 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 (Refer to CONTAMINATED RUNWAY (ADVISORY
MATERIAL)).
- Use of reverse on contaminated runways has to be limited at very lows 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 takeoff roll until oil temperature is at least 45 °C (this
is necessary to guarantee inlet splitter deicing capability).
Takeoff procedure on contaminated runway without Atmospheric icing conditions:

● Before takeoff
▶ PROP ANTI ICING ONLY....................................................................................ON
Only this anti-ice system must be set to ON.
● After takeoff
▶ LANDING GEAR (if possible).................................... .................................... CYCLE
▶ PROP ANTI ICING ......................................... ......................................... AS RQRD
Additional informations:
- V2 not impacted
- HORNS ANTI ICING must not be selected ON to avoid icing AOA switch ON.
- When ANTI ICING procedure using type II/IV fluids is performed, Refer to Takeoff
Procedure after De-Anti Icing Operation
- Landing gear cycling after takeoff with a significant layer of contaminant on the runway
(slush, snow) is highly recommended to avoid brakes freezing especially if the brakes
heating before takeoff procedure (Refer to Taxi on Contaminated Runway) has not been
followed for any reason.
ANOR.8.1.3.4 Before Landing
_0c0a8924-8719-4ef7-9a96-cfe290698ebc 09 JUL 2019
Before landing, brake disks can be seized by slush or snow, if:

- On departure airport:
o the aircraft was exposed to snow precipitations , or
o taxiing has been performed on slush contaminated taxiways, or
o takeoff has been performed on a slush contaminated runway
- The temperature remains below freezing during climb, cruise and descent until touch
down.
To prevent tire damage at touch down, following procedure must be applied on final approach:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
● When landing gears are down:

▶ ANTISKID........................................................................................................OFF
▶ PEDALS BRAKES............................. ............................. PRESS AT LEAST 5 TIMES
▶ ANTISKID .................................................... .................................................... ON
ANOR.8.1.3.5 Landing
_93710f70-8bb5-4e20-be83-552d2d1dcb21 08 JUL 2019
Reverse may be used during landing roll.
Apply related performance restrictions.
During taxi, use of reverse on contaminated runways/taxiway/ramp has to be limited to avoid
contaminant projections at the level of cockpit windshield which may reduce visibility (snow,
slush).
ANOR.8.1.4 COLD WEATHER OPERATION
ANOR.8.1.4.1 Preflight Check - Exterior Safety Inspection
_37cedc7e-be84-4c15-843b-a65e3b608ae4 08 JUL 2019
During the Exterior Safety inspection, it is necessary to verify that the commercial water
supplies are not frozen and have been refilled (these should have been emptied prior to the
cold soak, Refer to PRO.NOP.ANOR.8.1.4.3 At Parking - Before Leaving the Aircraft).
ANOR.8.1.4.2 Cockpit Preparation
_3ce8d651-f387-4cd5-80e7-ade9a8783005 17 FEB 2021
Perform normal cockpit preparation with the following procedures modifications:
▶ AVIONICS VENT OVBD VALVE sw ............................. ............................. FULL CLOSE
OVBD VALVE is closed to improve the warm up of the cabin.
■ If engine 2 air intake and both packs inlets are free of snow, frost, and ice
▶ ENG 2 in hotel mode........................................... ........................................... START
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Additional informations:
1) Starting on aircraft batteries is possible without special precautions down to -15 °C/5 °F.
For cold soak at significantly lower temperatures, it is recommended to remove the
batteries and keep them in heated storage.
2) When starting the engine in cold conditions:
- Start up time is slightly increased
- Oil pressure raising time is considerably increased: ENG 1(2) OIL LO PR red
warning may be activated for 60 s
- After the initial increased raising time, OIL PRESS will be higher than usual (up to
70 psi for several minutes)
- Propeller unfeathering may not occur normally. If NP does not increase correctly,
revert to FEATHER position until oil temperature is above 0 °C.
3) PL motion above GI is only permitted when OIL TEMP is at or above 0 °C: This warm up
time can take up to 4 min when OAT is -35 °C/-31 °F.
4) During cockpit preparation, both packs should be used to warm up cabin and cockpit
whilst running engine 2 in hotel mode.
Using gust lock stop power with HI FLOW selected (together with all doors, particularly
cargo, closed) is recommended for warm up with OAT below -15 °C/5 °F.
5) Below -15 °C/5 °F, several equipment (e.g fuel flow, pressurization indication, FGCP)
may not be working INITIALLY but should automatically recover as cabin and cockpit
warm up takes place and compartment temperature rises.
ANOR.8.1.4.3 At Parking - Before Leaving the Aircraft
_d2ff41c5-25e2-48a2-8fbd-0405730f9e1c 08 JUL 2019
Parking brake
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.
Propeller brake
Avoid immobilization of the aircraft with propeller brake engaged if severe cold soak is
expected (temperature ≤ -20 °C for a prolonged time).
Commercial water tank
Precaution against freezing of commercial water supplies must be taken in cold weather
operation.
Water draining requirements are summarized in the following table:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
CONFIGURATION EXPOSURE WATER TANK

AIR COND CABIN TEMP OAT TIME DRAIN
Between 0 °C
ANY NOT REQUIRED
ON ABOVE 10 ° and -15 °C
Below -15 °C 1 h 15 min
Between 0 °C
1 h 30 min
and -7 °C
REQUIRED
OFF Between -7 °C
0 h 45 min
and -15 °C
Below -15 °C ANY
After required draining, refilling should be performed 30 min before ENG START with warm
water (30 °C).
##DELETE-PAGE-END##
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PROCEDURES

ANOR.8.2 OPERATIONS IN WIND CONDITIONS
ANOR.8.2.1 Operations in Wind Conditions
_001a7421-283d-4447-a0c6-494bebd2216c 11 APR 2019
1) General
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 enables a
quicker speed decrease down to the taxi speed.
Depending on force and wind direction, check FCOM related chapters for other
precautions or special instructions.
2) Crosswind takeoff
Refer to AFM-PRO-NOP-NOR-TAKEOFF
Note
Use nosewheel steering up to 70 kt to maintain runway axis. Above 70 kt, use rudder
pedals to maintain runway axis.
3) Crosswind landing
The crosswind value given in the AFM (Refer to AFM - Crosswind) as maximum
demonstrated crosswind shall be understood as the maximum crosswind under which
the capacity of the ATR aircraft for landing was demonstrated during flight tests.
It shall be considered as the maximum recommended crosswind.
Note
In case of Special Operation, specific wind limitation may be applied. Refer to
Additional Normal Procedures/ Special operations (Refer to SPECIAL OPERATIONS)
The operators may consider establishing operating conditions, based on crews
experience or airfields specificities, for which the maximum crosswind would be reduced.
During the approach briefing the pilot flying shall evaluate his/her own ability to land in
announced crosswind condition and get prepared for a go-around and/or a diversion.
Note
The AFM (Refer to AFM - Crosswind) also provides maximum recommended crosswind
applicable in case of contaminated runway.
a) Crabbed approach
It is recommended to perform a crabbed approach with wings levelled and drift
correction
Disconnection of the autopilot and yaw damper should occur at the latest at 500 ft
above airfield in order to have time to establish manual control.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
Crabbed Approach
L R
WIND
ICN-XX-Y-000000-T-FB429-00960-B-01-N
Note
VAPP = VmHB flaps 30 (35) + wind factor.
With wind factor = max {1/3 Head Wind component or full gust}.
In any case, the wind factor to be added is limited to 15 kt.
Crosswind conditions are often associated with turbulence. In any case, the crew
shall strictly adhere to the stabilized approach criteria in force within the applicable
operator Standard Operating Procedures.
Any deviation shall be called out and corrected. Performing a go-around is an
option that shall be considered at any time until a safe landing is ensured.
During final approach, the crew shall pay particular attention to changes in wind
direction and strength and maintain a high level of cooperation.
b) Flare & decrab
The pilot flying decrabs the aircraft by coordinating simultaneously:
- Downwind rudder input, in order to align aircraft nose with runway axis,
- with into wind aileron input, in order to maintain runway track.
Note
Wing tip ground clearance gives roll angle limited by 17°.
This manoeuver shall be initiated at the latest at 20 ft height.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
The power reduction shall be initiated passing 20 ft. The touchdown shall occur
with power levers at Flight Idle.
In coordination with the power reduction, the pilot flying progressively adjusts
aircraft pitch to flare the aircraft, until upwind main landing gear contacts with the
runway.
c) Landing roll
During the landing roll, the pilot flying:
- Uses rudder pedals to keep the airplane on runway axis and any heading
deviation must be corrected smoothly especially into the wind direction.
Aircraft alignment requires less effort on rudder pedals into the wind direction
(upwind) than in downwind direction (decrab).
This behaviour is due to the following factors:
o Weathercock effect makes the aircraft turn into the wind direction
(upwind direction),
o rudder efficiency is greater when turning the aircraft into the wind
direction,
o without efforts on rudder pedals the rudder is naturally deflected into
the wind direction (see below).
cont'd…
PRO.NOP
PROCEDURES

cont'd…
RWY CENTERLINE
UPWIND DOWNWIND
ICN-XX-Y-000000-T-FB429-00960-C-02-N
- holds the control column in nose down position to increase directional

efficiency,
- keeps aileron input into the wind, increasing deflection proportionally to
speed decrease to keep wing levelled (up to maximum deflection if
necessary),
Note
In case of insufficient aileron input, crosswind gusts could lift the upwind
wing, reduce the aircraft ground contact and could make the aircraft turn
into the wind (weathercock effect).
- Applies braking to minimize time exposure to crosswind effect,
Note
Asymmetrical braking can also be used to assist lateral control as rudder
efficiency decreases with airspeed.
Below 70 kt, The CM1 controls airplane alignment with nose wheel steering and CM2
maintains aileron input into the wind and in nose down position until the aircraft comes to
a complete stop.
ANOR.8.3 WINDSHEAR
ANOR.8.3.1 Description
ANOR.8.3.1.1 Description
_a1a6b93b-1ced-4dd0-9971-976011bdc532 15 MAY 2019
Windshear is a notable change in wind direction and/or speed over a short distance.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
ICN-XX-Y-000000-T-FB429-00958-A-01-N
Note
The air moves downwards until it hits ground level and then spreads outward in all directions.
Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even without
thunderstorms), during a frontal passage or on airports situated near large areas of water (sea
breeze fronts).
Severe windshear encountered above 1 000 ft, whilst unpleasant, can generally be negotiated
safely. However if it is encountered below 500 ft on takeoff or approach/landing it is potentially
dangerous. As far as possible this phenomenon must be avoided. If a slow moving airplane
passes through windshear, the winds can cause it to lose control and plunge toward the
ground.
Here is an example of the windshear effects during approach:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PITCH DOWN
MICROBURST
LIFT
HEADWIND LOSS MICROBURST

DESCENDING
FLIGHT PATH
DOWNDRAFT
HEADWIND GAIN
HEADWIND LOSS
ICN-XX-Y-000000-T-FB429-00958-B-01-N
ANOR.8.3.2 Detection
ANOR.8.3.2.1 Detection
_f8340de6-9be9-424c-8811-9ba904187b6f 15 MAY 2019
The following are indications that the aircraft is encountering windshear conditions.
1) On Ground
- Unusual lack of speed acceleration during rolling phase
- Unusual time to reach V1/VR.
2) In Flight
Unacceptable flight path deviations recognized as uncontrolled changes from normal steady
state flight conditions below 1 000 ft AGL:
- Indicated airspeed variations in excess of 15 kt
- Groundspeed variations (decreasing head wind or increasing tail wind, or a shift from
head wind to tail wind)
- Vertical-speed excursions of 500 ft/min or more
- Pitch attitude excursions of 5 ° or more
- Glide slope deviation of one dot or more
- Heading variations of 10 ° or more
- Unusual Power lever activity or unusual Power lever position for a significant period of
time
- Or, a combination of all these effects.
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PROCEDURES

ANOR.8.3.3 Protection
ANOR.8.3.3.1 Protection
_2b98b953-9d38-4822-8d07-8ec6b927233a 15 MAY 2019
Effective protection against windshear is performed by:
- Forecasting, recognizing, and avoiding windshear
- Correctly reacting to windshear encountered during the takeoff, initial climb, approach
and landing.
ANOR.8.3.4 Procedure
1 Windshear situation
Windshear situation
_8993d1c9-a116-4adf-aa9e-df423b3d8ab7 16 DEC 2020
1) Takeoff
If a windshear is foreseen or reported, delay the takeoff.
If a risk of a windshear is expected:
- Calculate V1, VR and V2 for the maximum limiting takeoff weight for the day
- Carefully monitor the airspeed and airspeed change during the takeoff roll to detect
any evidence of windshear
- When clear of obstacles, use maximum acceleration and clean up the aircraft
- Climb at the normal climb speed.
If a windshear occurrs before V1:

- The takeoff must be rejected if unacceptable airspeed variations occur (not exceeding
the target V1).
If a windshear is experienced after V1:
- Apply Windshear procedure at the take off (Refer to PRO.NOP.ANOR.8.4.4.2.1
Windshear procedure at take off)
Microburst reduces airspeed and lift at normal attitude which results in a pitch down
tendency to regain airspeed. Flight path must be controlled with pitch attitude.
10 ° pitch attitude is the best compromise, making it to ensure a climbing slope while
respecting acceptable high value of AOA.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
IMPROVED
FLIGHT PATH
MICROBURST
CONTROLLED PITCH ATTITUDE
ICN-XX-Y-000000-T-FB429-00959-A-01-N
2) Approach
If a windshear is foreseen or reported, delay approach.
If a windshear occurrs:
- Apply Windshear procedure during approach (Refer to PRO.NOP.ANOR.8.4.4.2.2
Windshear procedure during approach)
3) Takeoff and Approach
If a significant windshear is encountered, it must be reported to Air Traffic Control
immediately and an Air Safety Report must be completed after the flight.
2 Windshear procedure
Windshear procedure at take off
_f6c52b36-bb84-4719-a113-7f99afe5d789 08 JUN 2018
PF PM
▶ PITCH .......... .......... INCREASE TO 10 °
Stick Shaker may be triggered.
In case of Stick Shaker activation, reduce
pitch to stay at the limit of Stick Shaker
activation.
▶ Disregard FD indication.
▶ MAX POWER ..............APPLY AS RQRD ▶ POWER SETTING ..................X CHECK
Advance PLs to the Ramp, or to the Wall if
necessary.
● Until out of windshear conditions
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PF PM
▶ LDG GEAR : KEEP CONFIGURATION
Leaving the gear down until the climb is
established will enable absorbing some
energy impact, should a microburst exceed
the aircraft capability to climb.
▶ VERTICAL SPEED ....... ....... MONITOR
▶ FLAPS : KEEP CONFIGURATION ▶ ALTITUDE............................MONITOR
▶ RATE OF CLIMB.................................. ▶ RATE OF CLIMB......... ......... X CHECK
..........COMPARE ALTIMETER AND VSI
● When positive rate of climb on both
instruments
▶ LDG GEAR............. ............. RETRACT
▶ NORMAL CLIMB PROFILE..... RETURN
Windshear procedure during approach
_878bfd54-2844-442a-971d-688ddfee37fe 08 JUN 2018
PF PM
▶ PITCH .......... .......... INCREASE TO 10 °
Stick Shaker may be triggered.
In case of Stick Shaker activation, reduce
pitch to stay at the limit of Stick Shaker
activation.
▶ Disregard FD indication.
▶ MAX POWER ..............APPLY AS RQRD ▶ POWER SETTING ..................X CHECK
Advance PLs to the Ramp, or to the Wall if
necessary.
● Until out of windshear conditions
▶ LDG GEAR : KEEP EXTENDED
Leaving the gear down until the climb is
established will enable absorbing some
energy impact, should a microburst exceed
the aircraft capability to climb.
▶ VERTICAL SPEED ....... ....... MONITOR
▶ FLAPS : KEEP CONFIGURATION ▶ ALTITUDE............................MONITOR
▶ RATE OF CLIMB.................................. ▶ RATE OF CLIMB......... ......... X CHECK
..........COMPARE ALTIMETER AND VSI
● When positive rate of climb on both
instruments
▶ NORMAL GO AROUND PROCEDURE
................................................APPLY
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.8.4 VOLCANIC ASH ENCOUNTER
ANOR.8.4.1 Volcanic Ash Description
_167b4559-4b90-4cdc-a392-e019ec9b00b1 06 JUL 2017
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 1 100 °C that is close to the operating
temperature of the engine at cruise thrust.
The ash is accompanied by gaseous solutions of sulphur dioxide (sulfuric acid) and chlorine
(hydrochloric acid).
ANOR.8.4.2 Avoidance
_4e383abd-9fbd-4235-a558-d396b85b9b43 06 JUL 2017
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 avoid significantly 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
hazardous concentration of gas 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 is still a hazard to aircraft.
ANOR.8.4.3 Detection
_4e2b3f4b-cd3d-4757-8bfe-9007b91c0d61 06 JUL 2017
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 not regularly
- At night, static electric discharges (St. Elmo’s fire) visible around the cockpit windshields
- At night, landing lights cast sharp, distinct shadows on the volcanic ash clouds as
opposed to the normally fuzzy, indistinct shadows cast on water / ice clouds.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.8.4.4 Effects on Power Plant
_2a30d14a-4b4d-4209-a1cc-46c6c0e45146 06 JUL 2017
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 may result in engine
thrust loss and possible flame out.
Flight crew is 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.
ANOR.8.4.5 Effects on the Airframe and Equipment
_9185f008-cd38-4e21-98a3-8880b5ae44dc 06 JUL 2017
Volcanic ash abrades cockpit windows, airframe, and flight surfaces. Any parts protruding from
airframe such as antennas, probes, ice detectors can be damaged and made inoperable.
- The abrasion of the cockpit window reduces the flight crew forward visibility. This can
cause serious problems during landing phase
- The abrasion damage of the wing or horizontal stabilizer leading edges can either
prevent the correct operation of the deicing 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 cause 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
flight crew through the instruments
- Pitot probe can be blocked by volcanic ash resulting in unreliable airspeed indications or
complete loss of airspeed indication in the cockpit.
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.
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.
##DELETE-PAGE-END##
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PROCEDURES

ANOR.9 CONTAINER TRANSPORTATION (CARGO COMBI)
ANOR.9.1 APPLICABILITY
ANOR.9.1.1 Applicability
_2d75f76d-8f7f-430b-9f20-7816d2cc1a98 30 SEP 2016
Not applicable
ANOR.10 CAT 2 APPROACH
ANOR.10.1 General
_f9e83395-b6f7-418b-b503-8170bd5f7963 16 JUN 2017
CAT 2 approaches are flown with AP + FD ON.
ANOR.10.2 Maximum Demonstrated Wind
_a83e1cd2-7e19-4a32-a3d4-420b89710eb8 09 AUG 2021
Autopilot
Headwind 29 kt
Tailwind 18 kt
Crosswind 22 kt
ANOR.10.3 Task Sharing
_2095f7d3-7071-4685-a565-8938eedf3b73 11 AUG 2017
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 +100 ft, he looks outside for external visual references.
He makes decision for landing or go-around.
PF:
o Monitors the aircraft position, the flight path parameters and the AP
o Controls the speed
o Requests checklist, flaps setting, and gear extension
o Selects the modes and announces changes.
- PM task is approach monitoring with permanent reference to the instruments.
PM:
o Is in charge of radio communications
o Monitors the flight path, the speed, the mode changes, the systems, and the
engines
o Reads the checklist
o Selects flaps setting and gear extension.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

4 NORMAL APPROACH AND LANDING SEQUENCE
Before Approach
_ada2ee7b-cafe-4539-851e-1f54b4d25496 17 AUG 2017
BEFORE DESCENT, DESCENT, APPROACH AND BEFORE LANDING PROCEDURES: SEE
NORMAL PROCEDURE (Refer to NORMAL PROCEDURES).
Before Capture
_b82fcbd2-f665-426b-8daa-7a097b3a8fc5 17 AUG 2017
PF must 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 recommended.
PM must perform the following task:
- NAVAIDS and ADF set as required.
_27aa04f3-8396-4244-b0e9-ee189e7f7066 19 JAN 2021
PF PM
Localizer capture
▶ LOC STAR ............ ............ ANNOUNCE
▶ RUNWAY HDG ............... ............... SET
▶ ILS FREQUENCE............................SET
▶ V/ILS source (on FGCP)... ... SET/CHECK
▶ ILS CRS .............. .............. SET/CHECK
▶ CAT 2 on FMA ............. ............. CHECK
Glide Slope Capture
▶ GS STAR ............. ............. ANNOUNCE
▶ GA ALTITUDE................ ................ SET
▶ GA ALTITUDE............................CHECK
▶ Request normal sequence for LDG ▶ Set LDG configuration in sequence
configuration
Outer Marker or Equivalent Position (not
Lower than 1 000 ft)
▶ OUTER ALTITUDE CHECKED,
STABILIZED ........... ........... ANNOUNCE
Stabilized means:
On the final approach segment flight path
Landing flaps selected, VAPP reached
Final checklist completed.
cont'd…
PRO.NOP
PROCEDURES

cont'd…
PF PM
▶ Check altitude on RA and altimeter, and if ▶ Check altitude on RA and altimeter, and if
aircraft is stabilized aircraft stabilized
▶ WE CONTINUE ..................ANNOUNCE
1000 ft RA
Note Note
▶ Any failure that is not completely ▶ Any failure that is not completely
treated before 1 000 ft AAL, or that treated before 1 000 ft AAL, or that
occurs below 1 000 ft AAL shall always occurs below 1 000 ft AAL shall always
result in a missed approach. result in a missed approach.
▶ 1000 FT, DUAL CPL, NO STAR ..............
..........................................ANNOUNCE
▶ Check dual coupling and no star on LOC ▶ Check dual coupling and no star on LOC
and G/S modes and G/S modes
▶ CHECK ..............................ANNOUNCE
500 ft RA
▶ 500 ....................................ANNOUNCE
DH +100 ft RA
▶ 100 ABOVE ........................ANNOUNCE
▶ Look outside for visual references ▶ Monitor the instruments
DH / Auto Call-out
▶ DECISION ............ ............ ANNOUNCE
Visual References Sufficient
_4b056683-0c4d-4691-b6a4-51b10e13ac59 13 FEB 2020
PF PM
Visual at DH
▶ LANDING ............. ............. ANNOUNCE
80 ft RA
▶ 80 .................. .................. ANNOUNCE
▶ AP ..................................DISCONNECT
50 ft RA
▶ 50 .................. .................. ANNOUNCE
20 ft RA
▶ 20 .................. .................. ANNOUNCE
▶ PL .................................................... FI
▶ Flare visually
_dfbad964-fe79-4bc7-8278-fc818054a8a0 16 JUN 2017
If visual references insufficient, apply GO AROUND NORMAL procedure.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.10.4 Additional information
_01db1c14-d48e-4f07-b466-97cf22a561ed 20 JAN 2021
- If APP pb 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.
- 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)
- 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 is at
1 200 ft.
The standard deceleration procedure described above, normally allows to reach 1 000 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 not impossible.
- Excess deviation is armed:
o Below 300 ft for LOC
o Between 300 ft and 100 ft for GS.
Any excess deviation apperance must be announced by PM (call “DEVIATION").
This call must cause:
o AP disconnection by PF
o Go-around decision if visual references are not sufficient.
- AP/FD behavior must be permanently monitored by PM. In case of anomaly (sustained
input not justified by LOC and GS deviations, excessive attitude, bank angle > 10 °, pitch
attitude < -4 °, pitch attitude > +4 °), the PM must immediately call “ GUIDANCE ".
This call must cause:
o AP disconnection by PF
o Go-around decision if visual references are not sufficient.
o 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.
- All Probe Heatings (3 Pitots, 6 statics, 2 AOAs and 2 TATs) must be operative.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.10.5 Minimum Equipment Required
_abc59c32-d0dd-40db-bd26-4243da724ca1 04 MAR 2021
Approach with AP
Autopilot 1
COURSE sw 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 pb 1 (PF side)
Windshield wipers 1 (PF side)
Yaw damper 1
ADC 2
Hydraulic system Blue + Green
Electrical system DC: BUS1 / BUS2 / EMER / STBY / ESS
AC: BUS1 / BUS2 / STBY
ACW: BUS1 / BUS2
MFC modules 3
FGCP Dual Channel
Probe Heating 3 Pitots, 6 statics, 2 AOAs and 2 TATs
ANOR.11 FLIGHT PATTERNS
ANOR.11.1 Introduction
_8eec1caa-734a-4e0f-b6c5-750cdb9055fb 23 MAY 2019
Here are some examples to illustrate a possible application of the normal procedures in a
typical case, and that they are provided for information only.
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.11.2 Normal Takeoff
_1b1c23c8-d431-4b65-baa2-a4ec96aefe55 21 NOV 2019
PF CALL-OUTS NORMAL TAKEOFF

PM CALL-OUTS
CLIMB PROCEDURE ACTIONS (PM):

- PWR MGT ON CLB
- BLEED VALVES ON (IF OFF)
FLAPS 0
PM ACTIONS AT LANDING GEAR RETRACTION:

- LDG GEAR UP SPEED 170 MAGENTA (160)
- YD ENGAGE
- TAXI AND T/O LIGHT OFF
CLIMB
PROCEDURE
FLAPS 0
TAKEOFF AT XX.XX, ACC. ALT.

V1 XXX KT (400FT MINI)
WHTE BUG
(normal conditions)
LDG GEAR UP CLIMB or
POWER LEVERS SET
ACCELERATION PROCEDURE ICING BUG
ALTITUDE COMPLETE (icing conditions)
MY CONTROL
LDG GEAR UP
70KTS
ATPCS ARMED V1 VR POSITIVE
POWER SET CLIMB
ICN-XX-Y-000000-T-FB429-01100-E-05-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.11.3 Engine Flame Out at Takeoff
_a8e5d11b-1cfc-4a04-ba05-231df6f6fd88 05 MAY 2020
PF CALL-OUTS ENGINE FLAME OUT AT TAKEOFF

PM CALL-OUTS
SINGLE
ENGINE
OPERATION
C/L
SINGLE
ENGINE
OPERATION
AFTER T/O STATUS
CHECKLIST
NORMAL
CONDITIONS ENGINE FLAME OUT
FLAPS 0 AT TAKEOFF C/L
or
ICING CONFIRM
CONDITIONS
MAINTAIN
FLAPS 15
FLIGHT
IDLE
SINGLE ENG
OPERATION
SPEED VFTO MAGENTA C/L
PL 1(2)? COMPLETED,
SET IAS PENDING
ENGINE STATUS
FLAME OUT
SET ALT AT TAKEOFF
PL IN THE C/L COMPLETE
NOTCH, SET
MCT AFTER T/O
C/L COMPLETED
ACC. ALT. CONFIRM
(400FT SINGLE ENG
MINI) CL 1(2)? OPERATION
MEMO ITEMS STATUS
ALT COMPLETE COMPLETED
LDG GEAR UP GREEN FLAPS 0
MCT SET
or FTR,
ENGINE FLAME OUT AT MAINTAIN FUEL S.O.
TAKEOFF MEMO ITEMS FLAPS 15
IAS
ACCELERATION
SET
ALTITUDE
VFTO
LDG GEAR UP
V1 VR AUTOFEATHERED
UPTRIMMED
ENGINE POSITIVE
FAILURE CLIMB
ICN-XX-Y-000000-T-FB429-01102-D-06-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.11.4 Engine Fire at Takeoff
_ad392fe1-5f89-4319-b805-a39b9c25abbb 05 AUG 2021
PF CALL-OUTS ENGINE FIRE AT TAKEOFF

PM CALL-OUTS
SINGLE ENGINE
OPERATION C/L
SINGLE
ENGINE FIRE
ENGINE
AT TAKEOFF CL
OPERATION
STATUS
AFTER T/O
CHECKLIST
NORMAL
CONDITIONS
CONFIRM SINGLE
FLAPS 0
CONFIRM ENG.
or
CONFIRM OPERATION
ICING
C/L
CONDITIONS FLIGHT COMPLETED,
MAINTAIN IDLE PENDING
FLAPS 15
CONFIRM STATUS
MEMO
ITEMS AFTER T/O
COMPLETE C/L COMPLETE
PL 1(2) ?
SET MCT DISCHARGED
SPEED VFTO ENGINE FIRE
MAGENTA AT TO C/L
PULLED
COMPLETE
30 s SINGLE ENG
10 s AGENT 2? OPERATION STATUS
LDG GEAR UP AGENT 1? COMPLETED
CONFIRM
ACC. ALT. FIRE
(400FT MINI) CL 1(2)? HANDLE
MCT SET VFTO 1 (2)?
ENGINE FIRE AT TAKEOFF
DISCHARGED
MEMO ITEMS
FLAPS 0
or
MAINTAIN FTR
FLAPS 15 FUEL S .O.
ACCELERATION
ALTITUDE
V1 VR NOTE: AP is set at discretion

ENGINE
POSITIVE FIRE LDG GEAR
CLIMB UP
ICN-XX-Y-000000-T-FB429-01104-B-06-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.11.5 Non Precision Approach
_91f50d48-c8fc-43b7-9963-7fc90f317e4f 21 NOV 2019
PF CALL-OUTS NON PRECISION APPROACH

PM CALL-OUTS
ACTIVATE APPROACH SPEED
SPEED 170 MAGENTA
APPROACH SPEED
ACTIVATED SET GO AROUND
FLAPS 25
ALTITUDE
SET VS 0 FTS/MIN
SPEED 140 SPEED Vapp
MAGENTA MAGENTA SET VS MINUS XXX
FINAL TRACK
CONFIRM LDG GEAR
DOWN FLAPS 35
FLAPS 15
SET HDG BEFORE LANDING C/L
HDG SET SPEED CHECK VS MINUS XXX SET, WE CONTINUE

...... FLAPS 15 TOP OF DESCENT
VS 0 FT/MIN
SET BEFORE LANDING GO AROUND
SPEED CHECK...
C/L COMPLETE SET POWER
FLAPS 35
SPEED CHECK FLAPS ONE NOTCH
1000 FT
.....LDG GEAR XXXX FT STABILIZED
DOWN SET
500 ABOVE
SPEED CHECK 100 ABOVE MDA
....... FLAPS 25 LAND
MINIMUM AUTO PILOT OFF

SET YAW DAMPER OFF
YAW OFF 50
30
20
10
PM MONITORS FLIGHT PATH
4 NM FROM FAF (or more) 0.3 NM FROM FAF

TWO LOW PITCH
ICN-XX-Y-000000-T-FB429-01106-E-04-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

ANOR.11.6 Standard Visual Pattern
_542554bd-5866-4faa-b148-e20f2620f268 26 NOV 2019
PF CALL-OUTS STANDARD VISUAL PATTERN

PM CALL-OUTS
AIRCRAFT CONFIGURATION IN DOWNWIND:

- FLAPS 15°
- LDG GEAR DOWN
- SPEED 140
LDG GEAR DOWN SPEED 170 MAGENTA

START TIMING
SET HDG XXX, VS -700 FLAPS 25 FLAPS 15
SPEED 140 ACTIVATE APPROACH

OUTBOUND TIME (IN SEC): MAGENTA SPEED
SET FD STBY H / 30 ±1S / KT
OF HEAD / TAIL WIND ABEAM SET HDG XXX
THRESHOLD
APPROACH SPEED HDG XXX SET

HEADING XXX, SPEED CHECK
...FLAPS 15 ACTIVATED
VS -700 SET SPEED CHECK ALT STAR...ALT GREEN
SPEED VAPP MAGENTA FLAPS 25 SPEED CHECK
...LDG GEAR DOWN CLIMB FLAPS 0 AFTER TO C/L
FLAPS 35
BEFORE LDG C/L PROCEDURE
LAND SPEED 170

LDG GEAR UP MAGENTA (160)
FD STBY SET YAW DAMPER OFF
ACC. ALT.
(400FT MINI)
AFTER TO C/L
SPEED CHECK
COMPLETE
FLAPS 35
FLAPS 0
BEFORE
WHITE BUG
LANDING C/L
OR
COMPLETE
CLIMB ICING BUG
LDG GEAR UP
500FT, V1 PROCEDURE
STABILIZED YAW OFF VR COMPLETED
POSITIVE ACCELERATION
CLIMB ALTITUDE
ICN-XX-Y-000000-T-FB429-01108-D-04-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
PROCEDURES

ANOR.11.7 ILS Precision Approach
_9e117d5e-6623-49c7-8fed-599273e8f206 14 JUL 2017
PF CALL-OUTS ILS PRECISION APPROACH

PM CALL-OUTS
ACTIVATE APPROACH SPEED
SPEED 170 MAGENTA
APPROACH SPEED APPROACH MODE SET

ACTIVATED LOC BLUE, GS BLUE
FLAPS 25
RWY AXIS
CONFIRM
LOC STAR GS STAR
SPEED
SPEED 140 MAGENTA VAPP MAGENTA
FLAPS 15 SET GA ALTITUDE
FLAPS 35
LDG GEAR
DOWN
SET LOC GREEN BEFORE LDG C/L
HDG,
DUAL ILS GS GREEN
HDG, DUAL WE CONTINUE

ILS SET ONE DOT
GLIDE SLOPE ALIVE HALF DOT XXX FT SET
SPEED CHECK GO AROUND

SPEED CHECK FLAPS 35 BEFORE LANDING
SET-POWER
...LDG GEAR C/L COMPLETE
1000 FT, FLAPS ONE NOTCH
DOWN STABILIZED
SPEED CHECK
...FLAPS 15 SPEED CHECK
...FLAPS 25 TOP OF DESCENT, XX 500 ABOVE
DME, CHECK 100 ABOVE
DA LAND
MINIMUM AUTO PILOT OFF

YAW OFF SET YAW DAMPER OFF
50
30
20
10
TWO LOW PITCH
ICN-XX-Y-000000-T-FB429-01115-D-02-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
PROCEDURES

ANOR.11.8 Circle to Land
_5113c2b7-eaa4-411b-a90f-97e317fa9290 21 OCT 2021
PF CALL-OUTS
CIRCLE TO LAND
PM CALL-OUTS
AIRCRAFT CONFIGURATION:
- FLAPS 15°
- L/G DOWN
AUTOPILOT OFF - SPEED MANUAL: 135 KTS
SET FD STBY HEADING XXX SET - BEFORE LANDING C/L COMPLETE
FLAPS 25 EXCEPT FLAPS 35°
START TIMING
OUTBOUND TIME (IN SEC):

MDH/30 ±1S/KT ALT SET,
OF HEAD/TAIL WIND ABEAM ALT GREEN
SET RWY HDG THRESHOLD
HDG SEL, HDG XXX SET
START TIMING
FD STBY SET
SPEED CHECK 500 ABOVE
RWY HDG SET ......FLAPS 25 MINIMA
FLAPS 35 SET SPEED Vapp

100 ABOVE
MDA
LAND
SET YAW DAMPER OFF 30s
MINIMUM
XXX SET 45°
SPEED CHECK
...... FLAPS 35 80 50 20
BEFORE LANDING C/L PF ACTIONS WHEN REACHING
COMPLETE BREAKING-OFF POINT AT MDA:
YAW OFF - ALT SET
TWO LOW PITCH - TQ ADJUSTED (AROUND 40%)
- HDG SEL MODE
- HDG BUG: ±45°
- START TIMING
ICN-XX-Y-000000-T-FB429-01117-B-03-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
PROCEDURES

ANOR.11.9 No Flaps Landing
_68ff4c0b-d366-4670-92c7-64c58d46b2e8 03 JUL 2017
NO FLAPS LANDING
GPWS/TAWS "FLAP OVRD"
BASE TURN 180 Kt

1500 Ft
170 Kt ABEAM
THRESHOLD
LDG GEAR DOWN
REQUIRED TIME FOR

APPROACH ( 2min)
LARGE RADIUS TURN
THRESHOLD SPEED
Vm HBO + WIND EFFECT
END OF TURN
ICN-XX-Y-000000-T-FB429-01111-D-03-N
##DELETE-PAGE-END##
PRO.NOP
PROCEDURES

PAGE
INTENTIONALLY
LEFT BLANK
##PLIB##
PRO.NOP
PROCEDURES

ANOR.11.10 Go-Around 2 Engines
_f219f5fa-1033-4684-8778-cba973f26db4 26 NOV 2019
PF CALL-OUTS GO-AROUND 2 ENGINES

PM CALL-OUTS
AFTER T/O
CHECK LIST
PF ACTIONS AT GO-AROUND:
1) PRESS GO AROUND PBs ON PLs
2) ROTATE
3) ADVANCE PLs TO THE RAMP
PF ACTION AT ACC ALTITUDE: SPEED 170 MAGENTA (160)
RETARD PLS IN THE NOTCH
FLAPS 0
CLIMB FLAPS 15
PROCEDURE
AFTER T/0
C/L COMPLETE
"LNAV, IAS, SPEED VGA FLAPS 0

ACC. ALT.
MAGENTA"
(1000 FT MINI)
LDG GEAR UP FLAPS 15
FMS, NAV,
IAS WHITE BUG
or VGA +15
GO-AROUND, CLIMB
SET POWER, PROCEDURE
FLAPS ONE NOTCH COMPLETE
WHITE BUG
ACCELERATION (normal conditions)
ALTITUDE or
LDG GEAR UP ICING BUG
(icing conditions)
FMS, NAV,
IAS SET
POSITIVE
POWER SET CLIMB
FLAPS 25
ICN-XX-Y-000000-T-FB429-01107-E-04-N
ANOR.12 OPERATIONS AFTER BIRD STRIKE
ANOR.12.1 Introduction
_55d4181b-8e31-4964-9767-2e673dda1a36 15 DEC 2020
If the flight crew has observed or suspects a collision with a bird, or if bird remains are found
during walkaround, it must be reported to the maintenance team. A qualified technician must
perform specific inspection in accordance with “Detailed Visual Inspection after Bird Strike”
Maintenance Procedure (MP).
If no qualified personnel is available on site, the captain must perform the visual inspection
during preflight check as per Refer to PRO.NOP.ANOR.12.2 Guidance for Visual Inspection
and Refer to PRO.NOP.ANOR.12.3 Preflight Check _ External Inspection Procedure.
ANOR.12.2 Guidance for Visual Inspection
_57d2b251-62c4-453e-bcb2-36e985b45018 15 DEC 2020
After bird strike, if the captain observes one of the following malfunctions/findings mentionned
below, then maintenance action is required:
cont'd…
PRO.NOP
PROCEDURES

cont'd…
- Any bird remains into openings and engine intake

- Any bird remnant that cannot be cleaned in such a way that the area cannot be
inspected
- Any damage such as flaking paint, spalling and/or cracks, dents, perforation, damaged/
missing fasteners, displacement, delamination, disbonding, fastener holes elongation or
tear-out, hydraulic line leakage, de-icing boots damage, or missing structure parts
- Any technical/system malfunction
- Any smell through the bleed system and/or engine vibrations, any damage on the engine
parts (broken compressor blades, propeller damage) or any signs of blood or feather on
the engine compressor/impeller
- Any doubt about operations/operability of the aircraft after completion of the visual
inspection.
If the captain finds none of these items during the visual inspection, and no findings require a
maintenance action, operations are authorized for a maximum of 3 flights.
Note
A “Detailed Visual Inspection after Bird Strike” maintenance procedure must be performed by
a qualified mechanic no later than 3 flights.
ANOR.12.3 Preflight Check _ External Inspection Procedure
_e7614b95-6da6-44cf-85a1-fdeb5a4b7de1 15 DEC 2020
Before Visual Walkaround Inspection

▶ FLAPS................................................ ................................................ SET POSITION
Set flaps in a similar configuration when the bird strike occurred or was suspected.
Visual Walkaround Inspection
▶ DAMAGE(S) & FINDING(S)............................ ............................ IDENTIFY & INSPECT
Identify and inspect potential damage(s) due to collision(s) with bird(s). For guidance for
assessment, Refer to PRO.NOP.ANOR.12.2 Guidance for Visual Inspection
Note
Visual walkaround inspection is in accordance with FCOM _ Normal Procedure _ External
Inspection related to structural items only.
After Visual Walkaround Inspection
▶ FLAPS......................................................... ......................................................... 0 °
Set Flaps in clean configuration
■ In the case of finding(s) or damage(s)
▶ MAINTENANCE........................................... ........................................... REQUEST
Contact Maintenance Control Center (MCC) for assistance.
■ In the case of no finding(s)/damage(s)
▶ NORMAL OPERATIONS................................................................................APPLY
“Detailed Visual Inspection after Bird Strike” maintenance procedure must be performed by
a qualifed mechanic no later than 3 flights.
##DELETE-PAGE-END##

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MSN 1608

LIST OF EFFECTIVE DATA MODULES............................................................... LEDM

LIST OF MODIFICATIONS................................................................................... LOM

CROSS REFERENCE TABLE............................................................................... CRT

OPERATIONS ENGINEERING BULLETINS........................................................... OEB

GENERAL INFORMATION................................................................................... GEN

FMS PILOT’S GUIDE...........................................................................................FMS

Issue Date Reason for Issue

Status Data Module Revision Applicability

FCOM.OEB.10 Before Taxi 18 APR 2019 1608

FCOM.OEB.10 Before Taxi 25 JUN 2018 1608

FCOM.OEB.25 Propeller Blade 30 APR 2021 1608

FCOM.OEB.25 Propeller Blade 30 APR 2021 1608

FCOM.OEB.27 Uncommanded 18 APR 2019 1608

FCOM.OEB.27 Uncommanded 04 NOV 2019 1608

FCOM.OEB.32 ENGINE FIRE 24 JUL 2019 1608

FCOM.OEB.32 ENGINE FIRE 24 JUL 2019 1608

FCOM.OEB.35 Prolonged loss or 24 MAR 2020 1608

FCOM.OEB.35 Prolonged loss or 24 MAR 2020 1608

Status Data Module Revision Applicability

FCOM.OEB.45 Reset of Takeoff 30 JAN 2019 1608

FCOM.OEB.49 Temporary ENG 07 OCT 2020 1608

FCOM.OEB.49 Temporary ENG 07 OCT 2020 1608

FCOM.OEB.56 Potential 04 MAY 2021 1608

FCOM.OEB.56 Potential 04 MAY 2021 1608

FCOM.GEN GENERAL INFORMATION

FCOM.GEN.2 FCOM Chapters 09 DEC 2020 1608

FCOM.GEN.3 FCOM Revision 22 NOV 2017 1608

FCOM.GEN.4 Manual Structure 23 NOV 2017 1608

FCOM.GEN.5 Data Module (DM) 22 NOV 2017 1608

FCOM.GEN.6 Data Modules 22 NOV 2017 1608

Status Data Module Revision Applicability

FCOM.GEN.8 Definition 21 DEC 2017 1608

FCOM.GEN.9 Unit Conversion 29 MAY 2019 1608

FCOM.GEN.10 Glossary of 03 MAY 2021 1608

FCOM.LIM.1.2 Kinds of 25 SEP 2015 1608

FCOM.LIM.1.3 Minimum Flight 25 SEP 2015 1608

FCOM.LIM.1.4 Performance 22 DEC 2017 1608

FCOM.LIM.1.5 Maximum 25 SEP 2015 1608

FCOM.LIM.1.6 Maneuvering Limit 25 SEP 2015 1608

FCOM.LIM.1.7 Dispatchability 18 SEP 2017 1608

FCOM.LIM.1.8 Maximum Number 25 SEP 2015 1608

FCOM.LIM.2.1.1 Structural 07 MAR 2016 1608

FCOM.LIM.2.1.2 Performance 21 OCT 2016 1608

Status Data Module Revision Applicability

FCOM.LIM.2.3.1 Loading - 30 NOV 2020 1608

FCOM.LIM.3.1.1 Maximum 08 DEC 2017 1608

FCOM.LIM.3.1.2 Maximum 06 OCT 2017 1608

FCOM.LIM.3.1.3 Maximum Flaps 22 MAY 2017 1608

FCOM.LIM.3.1.4 Maximum 22 MAY 2017 1608

FCOM.LIM.3.2.1 Stall Speeds 06 JAN 2017 1608

FCOM.LIM.3.3.1.1 Flaps 15 28 NOV 2017 1608

FCOM.LIM.3.3.2.1 Flaps 15 28 NOV 2017 1608

FCOM.LIM.3.3.3.1 Landing 22 MAY 2017 1608

FCOM.LIM.3.4.1.1 General 19 SEP 2017 1608

FCOM.LIM.3.4.2.1 MAN - AUTO 06 OCT 2017 1608

FCOM.LIM.3.4.3.1 Operating 06 JAN 2017 1608

FCOM.LIM.3.4.3.2 Limit Speeds 10 MAR 2017 1608

FCOM.LIM.3.4.4.1 Introduction 10 MAR 2017 1608

Status Data Module Revision Applicability