ATR 72-600 — FCOM Limitations

2026-05-21

1 Introduction¶

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¶

AFM DATAThe 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¶

AFM DATA 2 Pilots.

4 Performance Configuration¶

Refer to PERFORMANCE for associated performances.AFM DATARefer to AFM - PERFORMANCE - AIRCRAFT CONFIGURATION for aircraft configuration associated with certified performances.

5 Maximum Operating Altitude¶

AFM DATA Maximum Operating Altitude....................................... ....................................... 25 000 ft

6 Maneuvering Limit Load Factors¶

AFM DATA Gear and flaps retracted..............................................................................+2.5 g to -1 g Gear and/or flaps extended..............................................................................+2 g to 0 g

7 Dispatchability (MEL Dispatch Conditions) 18 SEP 2017¶

In the case of failed or missing equipment / part, refer to MMEL / CDL for aircraft dispatch.

8 Maximum Number of Passenger Seats¶

AFM DATA 74 as limited by emergency exits configuration.

1 Weight### 1.1 Structural Limitations¶

AFM DATA WEIGHT kg MAXIMUM RAMP 23 170 WEIGHT MAXIMUM TAKEOFF 23 000 WEIGHT MAXIMUM LANDING 22 350 WEIGHT MAXIMUM ZERO FUEL 21 000 WEIGHT MINIMUM TAKEOFF 13 500 WEIGHT MINIMUM FLIGHT 13 000 WEIGHT

1.2 Performance Limitations¶

AFM DATA 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¶

The limits of the center of gravity are given in percentage of the Mean Aerodynamic Chord ( MAC ), landing gear extended. The MAC is 2.303 m long. Station 0 is 2.362 m forward of the fuselage nose.The distance from station 0 to reference chord leading edge is 13.604 m.

9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 %MAC 24¶

23## 22 18.25 20.85 21 20 19 18 17 16 15 14 MINIMUM TAKEOFF WEIGHT 13 MINIMUM FLIGHT WEIGHT 12 Index -50 -40 -30 -20 -10 0 10 20 30 40 50 Index MTOW : 23 000 kg MLW : 22 350 kg MZFW : 21 000 kg MFW : 13 000 kg MINIMUM TAKE-OFF WEIGHT : 13 500 kg DOWNLOADED LIM.2FCOM LOADING - UNLOADING Page n°03 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 - LIMITATIONS/WEIGHT AND BALANCE LIMITATIONS/OPERATIONAL CENTER OF GRAVITY ENVELOPE FOR FURTHER DETAILS.

3 LOADING - UNLOADING### 3.1 Loading - Unloading Instruction¶

AFM DATAThe aircraft must be loaded in accordance with the loading instructions given in the WEIGHT AND BALANCE manual.

4 PASSENGERS BOARDING - DISEMBARKING### 4.1 Tail Prop¶

AFM DATA Before passenger boarding/disembarking the tail prop must be installed. If the aircraft is imbalanced, a tip up on ground can occur. The tip up CG position is at 54 % of the MAC (no wind, flat surface). A possible toppling over should be taken into account if more than 7 persons (conservative figure with no wind and flat surface) move near the rear part of an unloaded aircraft. For more information: Refer to WBM - Aircraft Stability on Ground. FCOM PASSENGERS BOARDING - DISEMBARKING Page n°04INTENTIONALLY LEFT BLANK

1 AIRSPEEDS### 1.1 Maximum Operating Speed VMO-MMO¶

The flight crew shall not intentionally exceed this limit, in any flight phase.V ...................................................................................................................... 250 kt MO M ........................................................................................................................0.55 MO

1.2 Maximum Design Maneuvering Speed VA¶

Full application of roll and yaw controls should be limited to speeds below V . ManeuversA involving angles of attack near the stall should be limited to speeds below V . A V ........................................................................................................................ 175 kt A 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 V .A 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 V .A### 1.3 Maximum Flaps Extended Operating Speeds VFE 22 MAY 2017 FLAPS 15..............................................................................................................185 kt FLAPS 30..............................................................................................................150 kt

1.4 Maximum Landing Gear Extended and Operating Speeds VLE-VLO¶

V ........................................................... ........................................................... 185 kt LE V during extension................................................................................................170 kt LO V during retraction................................................................................................160 kt LO

2 STALL SPEEDS### 2.1 Stall Speeds¶

AFM DATA VSR - CAS (kt) FLAPS / GEAR 120

0 / UP 115¶

110 105

15 / UP 100¶

95## 30 / DOWN 90 85 80 75 70 65 WEIGHT (x 1000 kg) 60## 12 13 14 15 16 17 18 19 20 21 22 23## 26 28 30 32 34 36 38 40 42 44 46 48 50 WEIGHT (x 1000 lb)

3 MINIMUM CONTROL SPEEDS### 3.1 V1 LIMITED BY VMCG#### 3.1.1 Flaps 15¶

AFM DATA V1 LIMITED BY VMCG (FLAPS 15) CAS (KT)100 PRESSUREALTITUDE(FT) 96 92 88 84 0 -1000 1000 80 2000 3000 4000 76 5000 6000 7000

85 8 0¶

0 0

00 72 6688¶

--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C)V3.3.12 - 231002 - PDFV210_568F_ACD95_V05_EXT_FULL - P1V1G**2D1 (0) V4.18 ICN-7X-Y-000000-T-FB429-00019-C-03-NDOWNLOADED LIM.3

3.1.2 Boost On¶

AFM DATA V1 LIMITED BY VMCG (FLAPS 15) CAS (KT)100 96 PRESSUREALTITUDE(FT)92 88 -1 84 0 0 0 0 1 0 0 0 2 0## 0 0 80 3 0 0 0 4 0 0 0 5 0 0

0 76 6¶

0 0 0 7 0 0 0 8 0## 8 5 0 0## 0 72 0 6688--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C)V3.3.12 - 231002 - PDFV210_PW127M_V04_EXT_FULL - P1V1G**2D1 (0) V4.18 ICN-7X-Y-000000-T-FB429-00019-D-02-NDOWNLOADED LIM.3

3.1.3 Super Boost On¶

1124;1142-1160 AFM DATA V1 LIMITED BY VMCG (FLAPS 15)CAS (KT)100 96 PRESSUREALTITUDE(FT)92 88 -1 0 0 0 0 84 1 0 0 0 2 0 0 0 3 0 0 0 80 4 0 0 0 5 0 0 0 6 0 0 0 76 7 0 0 0 8 0

8 5 0 0 0¶

0 72 6688--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C)V3.3.12 - 231002 - PDFV210_PW127N_V04_EXT_FULL - P1V1G**2D1 (0) V4.18 ICN-7X-Y-000000-T-FB429-00021-A-02-NDOWNLOADED LIM.3

3.2 VMCA#### 3.2.1 Flaps 15 BOOST OFF¶

AFM DATA MMIINNIIMMUUMM CCOONNTTNNRROOOORRLL MMSSAAPPLLEE EECCDDOO IINNNNDD FFIITTLLIIIIOOGGNNHHSSTT -- VVMMCCAA ((FFLLAAPPSS 1155)) IAS(KT)CAS(KT)## 104 104 AIRPORT PRESSURE ALTITUDE (FT)## 100 100## 96 96## 92 92-1 0 0## 0 0 10 0 0 20## 0 88 88 0 3 0 0 0 40 0 0 5 0 00 60 0

7 0 84 84 00¶

0 8

8 50 00 0 0¶

8800 8800--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR¶

TEMPERATURE (°C)V3.3.12 - 230404 - PDFV210_568F_ACD95_V05_EXTENDED - P1VCA*21 (0) PGDVHESP2 (0) V3.84DOWNLOADED LIM.3

3.2.2 Boost On¶

AFM DATA MMIINNIIMMUUMM CCOONNTTNNRROOOORRLL MMSSAAPPLLEE EECCDDOO IINNNNDD FFIITTLLIIIIOOGGNNHHSSTT -- VVMMCCAA ((FFLLAAPPSS 1155)) CAS(KT)IAS(KT)## 104 104 PRESSURE ALTITUDE (FT)

100 100## 96 96-1 92 92 0¶

0 0 0 1 0 0 0 2 0 0 0 3 0## 0 0 88 88 4 0 0 0 5 00 0 6 0 00 7 80 00

0 84 84## 8 5 0 0 0¶

0## 8800 8800--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C)V3.3.12 - 230516 - PDFV210_PW127M_V04_EXTENDED_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3.84DOWNLOADED LIM.3

3.2.3 Super Boost On¶

1124;1142-1160 AFM DATA MMIINNIIMMUUMM CCOONNTTNNRROOOORRLL MMSSAAPPLLEE EECCDDOO IINNNNDD FFIITTLLIIIIOOGGNNHHSSTT -- VVMMCCAA ((FFLLAAPPSS 1155))CAS(KT) IAS(KT)## 104 104 PRESSURE ALTITUDE (FT)

100 100## 96 96-1 00¶

0 0

92 92 1¶

0 0 0 2 0 0 0 3 0 0 0 4 0 0 0## 88 88 5 0 0 0 6 0 0 0 7 0 0 0 8 0 0 80 5

0 0 8844 8844--5500 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR¶

TEMPERATURE (°C)V3.2.0 - 240621 - PDFV210_PW127N_V04_EXTENDED_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3.84DOWNLOADED LIM.3

3.3 VMCL#### 3.3.1 Landing VMCL¶

AFM DATA FLAPS 30...................................................................................................... 98 kt CAS FLAPS 15...................................................................................................... 98 kt CAS## 4 OPERATING SPEED### 4.1 GENERAL#### 4.1.1 General 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¶

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 (V ) and lower limited by operational max minimum speed (V ).min OPS- MAN speed: (cyan bug on the PFD speed scale) is the pilot manual selected speed.NoteRefer to CONTROLS for more details on PFD indicationsDOWNLOADED LIM.3

4.3 DEFINITION#### 4.3.1 Operating Speeds¶

AFM DATA V V is the maximum speed at which the flight crew can decide to reject the

1 1 takeoff and is ensured to stop the aircraft within the limits of runway.¶

V Speed at which the lift overcomes the weight.LOF V Speed at which rotation is initiated to reach V at 35 ft height. R 2 V Takeoff, safety speed reached at 35 ft height with one engine failed 2 and providing second segment climb gradient not less than the minimum (2.4 %).V Minimal flight speed based on flying conditions and aircraft configuration.min OPS V Minimum maneuver speed, in Low Bank (15 ° MAX), depending on flaps mLB configuration (V , V ….) and phase of flight. mLB0 mLB15 V Minimum maneuver speed, in High Bank (27 ° MAX), depending on flaps mHB configuration (V , V …) and phase of flight. mHB0 mHB15 V Final Takeoff speed used during Final Segment with one engine FTO inoperative and providing climb gradient not less than the minimum (1.2 %).V Final approach reference speed for the determination of the certified REF landing distance.V Final Approach speed is the operational speed used during landing taking APP into account corrections (Wind/Gust/Failure).V Go-Around Speed GA V Final Go-Around Speed. Best climb gradient speed after the go-around FGA acceleration altitude. The higher value between Final Takeoff (VFTO) and Drift-down speed.

4.3.2 Limit Speeds¶

V Conventional stall speed, when the lift suddenly S collapses. At that moment, the load factor is always less than one. V Stall speed which corresponds to the maximum lift S1g coefficient, just before the lift starts decreasing. At that moment, the load factor is still equal to one. V = 0.94 x V S S1g V 1 g stall speed for a specified configuration. It is SR function of the aircraft weight V Maximum operating speed. Refer to LIM.3.1.1 MO Maximum Operating Speed VMO-MMO. M Maximum operating mach. Refer to LIM.3.1.1 MO Maximum Operating Speed VMO-MMO.V Maximum design maneuvering speed. Refer toA LIM.3.1.2 Maximum Design Maneuvering Speed VA.V Minimum Control speed on the Ground from which MCG 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.V Minimum Control speed in flight at which the MCA 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.) V Minimum flight speed at which aircraft can be MCL 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 LIM.3.3.3.1 Landing VMCL.V Maximum speed for each Flaps Extended. Refer FE to LIM.3.1.3 Maximum Flaps Extended Operating Speeds VFE. V Maximum speed with Landing gear Extended LE Refer to LIM.3.1.4 Maximum Landing Gear Extended and Operating Speeds VLE-VLO. V Maximum speed to Operate Landing gears LO (Lowering, Retracting). Refer to LIM.3.1.4 Maximum Landing Gear Extended and Operating Speeds VLE-VLO.

4.4 MINIMUM MANEUVER SPEEDS (VMHB-VMLB)#### 4.4.1 Introduction 10 AUG 2025¶

AFM DATA 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 V when applicable. 2#### 4.4.2 Normal Conditions 10 AUG 2025 AFM DATA FLAPS V V mHB mLB## 0 1.18 V SR

1.23 V and not less than SR¶

15 V V during approach 2¶

MCL## 30 Not used#### 4.4.3 Icing Conditions 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).DOWNLOADED LIM.3 FLAPS V V mHB mLB

0 1.46 V 1.40 V SR SR¶

1.22 V SR¶

T/O - 2nd segment### 1.27 V SR Final Takeoff## 15 1.35 V SR

1.30 V SR¶

En-route### 1.24 V SR Go-around## 30 1.32 V Not used SR CAUTIONFor obstacle clearance, the en-route configuration with engine failure is FLAPS 15 at a minimum speed of 1.30 V if ice accretion is observed. SRNoteRefer to SPEEDS for V and V speed values.SR MCLIn 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 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: 180 kt- FLAPS 15: 150 kt- FLAPS 30: 135 ktDOWNLOADED LIM.3

4.5 TAKEOFF SPEEDS#### 4.5.1 TAKEOFF SPEEDS¶

4.6 V1 - VR - V2#### 4.6.1 V1 - VR - V2¶

Non Limiting (NL) V / V / V are read from the QRH, matching conservative actual## 1 R 2 TOW and are also automatically computed by the FMS. Note Do not use example for operations.
Else V / V / V are read in relation with the method described in chapter (Refer## 1 R 2 to TAKEOFF SPEEDS VALUES) or FOS chart. The takeoff speeds must be inserted manually in TAKEOFF PERF page of the MCDU.Note Do not use example for operations. Note 1) If the TOW is below the RTOW (limitation), you must read V / V / V given by the

1 R 2 method used to determine the limitation (FOS or FCOM)¶

2) SPS (Single-point Performance Software) provides V / V / V and V considering

1 R 2 mLB NL or limiting runway conditions.¶

The takeoff speeds are automatically displayed by the FMS on PFD.

4.7 VFTO#### 4.7.1 VFTO¶

The value of Final Takeoff speed is read from QRH based on prevailing normal conditions (V ) or icing conditions (V ). mLB0 mLB15Note Example not to be used for operations.

4.8 CRUISE SPEEDS#### 4.8.1 Minimum Speeds¶

The minimum maneuver speed in flight is V FLAPS 0 in normal conditions or V FLAPS mLB mLB 0 in icing conditions.The minimum maneuver in drift down operation is V FLAPS 0 in normal condition or V mLB mLB 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 (V ) or icing conditions (V or V ). mLB0 mLB0 mLB15 DOWNLOADED LIM.3Note Do not use example for operations.

4.8.2 Recommended Cruise Speed¶

The recommended value of cruise speed is read from QRH in relation with the flight level, weight and Δ ISA. Note Example not to be used for operations

4.9 LANDING SPEED#### 4.9.1 Landing Speed¶

1)Final Approach Reference Speed (V )REF V = MAX {V 30; V } REF mHB MCL 2)Final Approach Speed (V ) APP V = V + Correction APP REF DOWNLOADED LIM.3 Correction : The highest of- Wind Factor Or - Following a failure.3)Wind FactorThe 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 Do not use example for operations.

4.10 GO-AROUND SPEED (VGA)#### 4.10.1 Go-Around Speed (VGA) 26 OCT 2016Normal conditions: V = 1.23 V (15 °) or 1.1 V whichever is higher.GA SR MCA Icing conditions: V = 1.24 V (15 °) or 1.1 V whichever is higher.¶

GA SR MCA 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¶

It is V of the next flap setting.mLB Example: - V : Minimum speed to retract flaps from 15 ° to 0 °.mLB0DOWNLOADED LIM.4

1 ENVIRONMENTAL### 1.1 Environmental Envelope¶

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 NoteRefer to LIM.SYSTEMS.POWER PLANT.Fuel System for fuel temperature limitation.

2 WIND LIMITATION### 2.1 Tailwind¶

AFM DATA Takeoff and Landing Tailwind limit..................................................... ..................................................... 15 ktNoteThe 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.

2.2 Crosswind¶

AFM DATAThe maximum demonstrated crosswind on dry runway is:Takeoff.................................................................................................................. 35 kt Landing FLAPS 30.................................................................................................. 35 kt 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 T.O and LDG action FROST - WET -STANDING WATER ≤ 3 mm (1/8’’)5–GOOD 28 kt SLUSH ≤ 3 mm (1/8’’) DRY SNOW ≤ 3 mm (1/8’’)WET SNOW ≤ 3 mm (1/8’’)SPECIALLY PREPARED-WINTER RUNWAY 4-GOOD to## 22 kt MEDIUM COMPACT SNOW (OAT-≤ -15 °C)SLIPPERY WET -COMPACT SNOW (OAT-> -15 °C)## 3 mm < depth ≤ 50 mm DRY SNOW (1/8’’ < depth ≤ 2’’)3-MEDIUM 16 kt DRY SNOW ON TOP OF ≤ 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

16 kt SLUSH (1/8’’ < depth ≤ 1/2’’) POOR¶

ICE - 1–POOR 10 ktFor crosswind operations, Refer to OPERATIONS IN WIND CONDITIONSDOWNLOADED LIM.4

3 RUNWAY### 3.1 Runway Slope¶

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¶

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¶

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.

4.3 Severe Icing Conditions¶

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 conditionsIf 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.DOWNLOADED LIM.4 INTENTIONALLY LEFT BLANK

21 AIR CONDITIONING### 21.1 Pressurization¶

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 Takeoff with HIGH FLOW mode selected, is prohibited.

22 AUTO FLIGHT### 22.1 Automatic Flight Control System¶

1054;1237-1283 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. Limitation in use when in single source configuration (one ADC FAIL and/or one AHRS FAIL, and/or DUAL DC GEN LOSS): - Do not use AP and/or YD:o Below 1 000 ft AGL, and/or o IAS below 160 kt. - Do not use AP with the stall warning inoperative.NAV mode for VOR approach with either AP or FD is authorized only if:- A collocated DME is available- 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- L-GS mode during approach (LPV approach) .................................................. 160 ft- CAT I APP mode.......................................................................................... 160 ft Climb in VS mode is prohibited. For CAT II operation, Refer to CAT 2 APPROACH.DOWNLOADED LIM.5 1096-1160 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.Limitation in use when in single source configuration (one ADC FAIL and/or one AHRS FAIL, and/or DUAL DC GEN LOSS): - Do not use AP and/or YD:o Below 1 000 ft AGL, and/or o IAS below 160 kt. - Do not use AP with the stall warning inoperative.NAV mode for VOR approach with either AP or FD is authorized only if:- A collocated DME is available- 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 Climb in VS mode is prohibited. For CAT II operation, Refer to CAT 2 APPROACH.

23 COMMUNICATIONS### 23.1 ACARS Limitations¶

1096-1283 ACARS is approved as a ”non essential” system for the transmission of Departure Clearance (DCL) and Digital Automatic Terminal Information Service (D-ATIS) in accordance with ED-85 and ED-89A.This approval does not constitute an operational approval. DCL and D-ATIS messages can be transmitted and received over ACARS if they are verified per approved operational procedures. Terminal Weather Information for Pilots (TWIP) and Oceanic Clearance (OCL) functions are not certified and must not be used for flight management.

24 ELECTRICAL POWER### 24.1 Electrical System¶

SOURCE MAX LOAD TIME LIMIT DC GEN 400 A NONE

600 A 2 min## 800 A 8 s INV 500 VA NONE¶

575 VA 30 min## 750 VA 5 s ACW GEN 20 KVA NONE¶

30 KVA 5 min## 40 KVA 5 s TRU 60 A NONE¶

90 A 5 min AFM DATA¶

Single DC GEN operation:●In flight, if OAT exceeds ISA + 25 Flight level must be limited to FL200.

26 FIRE PROTECTION### 26.1 PED in Cockpit¶

No PED must be key locked on cradle.

27 FLIGHT CONTROLS### 27.1 Flaps¶

AFM DATA Holding with any flaps extended is prohibited in icing conditions (except for single engine operations).DOWNLOADED LIM.5

29 HYDRAULIC POWER### 29.1 Hydraulic Fluids¶

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 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.

30 ICE AND RAIN PROTECTION### 30.1 Ice and Rain Protection¶

1)Icing Conditions AFM DATA All icing detection lights must be operative before a night flight.The ice detector must be operative.

30.2 Maximum Wipers Operating Speed¶

V ...................................................................................................................... 160 kt WO

31 INDICATING AND RECORDING SYSTEMS### 31.1 Instrument Marking¶

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¶

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 72-09-6001.

33 LIGHTS### 33.1 Cabin Lighting¶

AFM DATA Before each flight, use the general cabin lighting system for at least 15 min.

AFM DATAThe 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 in the following chapter (Refer to AFM - PBN Capabilities N).

34.1.2 PBN Capabilities¶

1054;1237-1283 AFM DATA FMS has been demonstrated to meet:- The primary means of navigation in oceanic/remote areas in accordance with FAA Notice 8400.12B or equivalent (AMC20-12) - The RNAV 5 requirements in accordance with AMC20-4- The RNAV 1/2 requirements in accordance with TGL10 and AC90-100A- The Basic RNP1 requirements in accordance with AC90-105- The RNP APCH 0.3/1 Nm requirements in accordance with AMC20-27/AC90-105 and AC20-138C - The LP approach and LPV-APV SBAS approach requirements in accordance with AMC20-28/AC20-138C.

1096 AFM DATA FMS has been demonstrated to meet:- The primary means of navigation in oceanic/remote areas in accordance with FAA Notice 8400.12B or equivalent (AMC20-12) - The RNAV 5 requirements in accordance with AMC20-4- The RNAV 1/2 requirements in accordance with TGL10 and AC90-100A- The Basic RNP1 requirements in accordance with AC90-105- The RNP APCH 0.3/1 Nm requirements including APV Baro-VNAV approach in accordance with AMC20-27/AC90-105 and AC20-138C - The LP approach and LPV-APV SBAS approach requirements in accordance with AMC20-28/AC20-138C. 1124-1160 AFM DATA FMS has been demonstrated to meet: - The primary means of navigation in oceanic/remote areas in accordance with FAA Notice 8400.12B or equivalent (AMC20-12) - The RNAV 5 requirements in accordance with AMC20-4- The RNAV 1/2 requirements in accordance with TGL10 and AC90-100A- The Basic RNP1 requirements in accordance with AC90-105- The RNP APCH 0.3/1 Nm requirements including APV Baro-VNAV approach in accordance with AMC20-27/AC90-105 and AC20-138C - The LP approach and LPV-APV SBAS approach requirements in accordance with AMC20-28/AC20-138C - The RNP AR APCH 0.3/1 Nm requirements in accordance with AMC20-26/AC90-101A and AC20-138C.

34.1.3 Limitations¶

AFM DATAThe operators must apply to their national authority to get an approval to conduct operations.- 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.NoteThis 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 AFM DATA Distance, time, and fuel prediction deviations have been quantified as follows.a)Climb AFM DATAIn 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.DOWNLOADED LIM.5 b)Cruise AFM DATA Prediction deviations are lower than 5 % in the whole environmental envelope. c)Descent AFM DATA Prediction deviations are lower than 5 % in the whole environmental envelope.

4 RNAV Terminal Area Operations Limits RNAV Operations Capability¶

AFM DATA Before terminal RNAV operations, operator and / or flight crew must check capability based on Minimum Equipment List.DOWNLOADED LIM.5 LNAV - Operational Limitations AFM DATA 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.DOWNLOADED LIM.5 LNAV-VNAV - Operational Limitations 10 AUG 2025 1096-1160 AFM DATA 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,- 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,- 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 °. 07 MAR 2016 1054;1237-1283Not applicableDOWNLOADED LIM.5 LPV - Operational Limitations 10 AUG 2025 AFM DATA Dual GPS SBAS configuration is approved for RNAV approach with LPV minima (APV SBAS approach) provided:- The flight crew respects the published DA,- The published approach procedure is referenced to WGS84 coordinates,- 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 and vertical deviations are displayed with black background, 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). LP - Operational Limitations 10 AUG 2025 AFM DATA Dual GPS SBAS configuration is approved for RNAV approach with LP minima provided: - The flight crew respects the published DA,- The published approach procedure is referenced to WGS84 coordinates,- 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 and vertical deviations are displayed with black background, 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 inRefer 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¶

AFM DATA 1) Navigation is not to be predicted on the use of the terrain display. NoteThe 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 nuisance alerts, the flight crew should inhibit TAWS predictive functions (TERR pb) when landing at an airport: - Not included in the airport database- Identified as possibly causing expected or spurious terrain alerts.The operator must consider the effect of this inhibition and develop appropriate guidance based on operating conditions, flight crew experience and airfield specificities. 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.

34.3 ATC - XPDR#### 34.3.1 ATC Function¶

AFM DATAThe 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 airspaceDOWNLOADED LIM.5

34.4 PBN CAPABILITIES## 1 PBN Capabilities Introduction¶

1054;1237-1283 AFM DATA PBN capability of the aircraft RNAV system is RNAV10, RNAV5, RNAV2, RNAV1, RNP4, RNP2, RNP1, RNP APCH (LNAV) and RNP APCH (LPV). 10 AUG 2025 1096 AFM DATA 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). _dfa0f9b2-7cc7-4051-ba05-55e641599f1a 10 AUG 2025 1124-1160 AFM DATA PBN capability of the aircraft RNAV system is RNAV10, RNAV5, RNAV2, RNAV1, RNP4, RNP2, RNP1, RNP APCH (LNAV), RNP APCH (LNAV/VNAV), RNP APCH (LPV) and RNP APCH (RNP AR). RNP 1 AFM DATA Minimum required equipment to enter RNP1 airspace is: - 1 RNAV system, that includes:o 1 FMS with a current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 1 GNSS receiver- NAV SOURCE selection available on FGCP- 1 CDI (NAV lateral deviation)- 1 PFD- 1 ND.DOWNLOADED LIM.5 RNAV 1-2 10 AUG 2025 AFM DATA Minimum required equipment to enter RNAV1/RNAV2 airspace is: - 1 RNAV system, that includes:o 1 FMS with 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- NAV SOURCE selection available on FGCP- 1 CDI (NAV lateral deviation)- 1 PFD- 1 ND. RNP 2 AFM DATA Minimum required equipment to enter RNP2 oceanic and remote continental navigation airspace is:- 2 RNAV systems, that include:o 2 FMS with current and valid navigation database (DU2 AND DU4 both functional)o 2 MCDUs o 2 GNSS receivers capable of Fault Detection and Exclusion (FDE) and Receiver Autonomous Integrity Monitoring (RAIM)- 1 PFD- 1 ND.Minimum required equipment to enter RNP2 continental en-route navigation airspace is:- 1 RNAV system, that includes:o 1 FMS with current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 1 GNSS receiver capable of Fault Detection and Exclusion (FDE) and Receiver Autonomous Integrity Monitoring (RAIM) - 1 PFD- 1 ND.DOWNLOADED LIM.5 RNP 4 10 AUG 2025 AFM DATA Minimum required equipment to enter RNP4 airspace is: - 2 RNAV systems, that include: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 and Exclusion (FDE)- NAV SOURCE selection available on FGCP- 1 PFD- 1 ND. RNAV 5 AFM DATA Minimum required equipment to enter RNAV5 airspace is: - 1 RNAV system, that includes: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 - NAV SOURCE selection available on FGCP- 1 PFD- 1 ND. RNAV 10 AFM DATA Minimum required equipment to enter RNAV 10 airspace is: - 2 RNAV systems, that include: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 and Exclusion (FDE)- NAV SOURCE selection available on FGCP- 1 PFD- 1 ND.DOWNLOADED LIM.5 RNP APCH (LNAV) 10 AUG 2025AFM DATA Minimum required equipment to enter RNP APCH (LNAV) : - 1 RNAV system, that includes:o 1 FMS with current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 1 GNSS receiver- NAV SOURCE selection available on FGCP- FGCP- 1 CDI (NAV lateral deviation)- 1 ND- 1 PFD- 1 ICP- 1 AHRS- 1 ADC. RNP APCH (LNAV-VNAV) 1096-1160 AFM DATA Minimum required equipment to start RNP APCH (LNAV/VNAV) operations: - 1 RNAV system, that includes:o 1 FMS with a current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 1 GNSS receiver- NAV SOURCE selection available on FGCP with NAV, APP and VNAV selections available - FGCP- 1 CDI (with lateral and vertical deviation indications available)- 1 ND- 1 PFD- 1 ICP- 1 AHRS- 1 ADC.DOWNLOADED LIM.5 RNP APCH (LPV) 10 AUG 2025AFM DATA Minimum required equipment to start RNP APCH (LP) operations: - 1 RNAV system, that includes:o 1 FMS with a current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 2 GNSS SBAS 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.Minimum required equipment to start RNP APCH (LPV) operations:- 1 RNAV system, that includes:o 1 FMS with a current and valid navigation database (DU2 or DU4 functional)o 1 MCDU (controlling the operative FMS)o 2 GNSS SBAS receivers- TAWS- Radio altimeter- NAV SOURCE selection available on FGCP with NAV and APP selections operative- 1 CDI (with lateral and vertical deviation indications available)- 1 ND- 1 PFD- 1 AHRS- 1 ADC. RNP APCH (RNP AR) 1124-1160 AFM DATA Minimum required equipment to start RNP APCH (RNP AR) operations: Refer to RNP AR.DOWNLOADED LIM.5

34.4.1 PBN OPERATION¶

AFM DATAFor 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.The FMS 220 is RF leg capable for RNAV/RNP operations.NoteFor all RNAV operations listed here above, the Fault Detection & Exclusion (FDE) or the Receiver autonomous integrity monitoring (RAIM) must be functional. For all RNP operations described here above, the FDE (or RAIM) and the on-board performance monitoring and alerting capabilities must be functional.

34.5 TCAS#### 34.5.1 Limitations¶

AFM DATAThe 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. 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.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.

34.5.2 Climb Resolution Advisory Flight Envelope¶

AFM DATA FLIGHT ENVELOPE IN WHICH CLIMB RESOLUTION ADVISORY CAN BE ACHIEVED WITHOUT STICK PUSHER / SHAKER ACTIVATION FLIGHT WEIGHT POWER FLAPS GEA AIRSPEED REGIME ALTITUDE R INITIAL MIN. TEMP FAR25/ Takeoff JAR25 Takeoff 15 Up V +20 1.13 V## 2 SR Climb limit Spin up to FAR25/ go-around power Approach JAR25 during maneuver 15 Up 1.51 V 1.13 V SR SR Climb limit from power for level flight Spin up to Landing go-around power FAR25/ Transition Transitioning during maneuver Dn to JAR25 from V +10 1.13 V APP SR to go-around from power Up Climb limit 30 to 15 at RA required for 3 ° Glide Slope Higher of Critical Wt / Power for level Long 1.13 V if SR 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 assumedDOWNLOADED LIM.5

34.5.3 Inhibition Schemes¶

AFM DATA NON ICING CONDITIONS CONFIGURATION RA CLIMB RA INCREASE CLIMB FLAPS 0 AUTHORIZED AUTHORIZED FLAPS 15 T.O AUTHORIZED INHIBITED FLAPS 15 Approach AUTHORIZED AUTHORIZED FLAPS 30 AUTHORIZED INHIBITED ICING CONDITIONS CONFIGURATION RA CLIMB RA INCREASE CLIMB Z < 20 000 ft AUTHORIZED INHIBITED FLAPS 0 Z >20 000 ft INHIBITED INHIBITED FLAPS 15 T.O AUTHORIZED INHIBITED FLAPS 15 Approach AUTHORIZED INHIBITED FLAPS 30 INHIBITED INHIBITED 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.

35 OXYGEN### 35.1 Method of Use of Minimum Bottle Pressure¶

1054-1096;1237-1283The flight conditions are :- The temperature of the day is 20 °C, and- In the bottle, there is a pressure of 1 500 PSI.The maximum time of flight after decompression is :- 77 min for a crew of 2 pilots and 1 observer.- 119 min for a crew of 2 pilots.DOWNLOADED 1900 1800 1700 1600 1500 1400 1300 1200 1100 1000 900 -10 0 10 20 30 40 0 50 100 150 REFERENCE TEMPERATURE (°C) ALLOWABLE FLIGHT TIME AFTER DECOMPRESSION )isp( ERUSSERP ELTTOB LIM.5This graph is for illustrative purposes only Do not use for oper 2 PI a LOT t S + i 1 o OBS n ERVs ER 2 PILOTS (minutes)

1124-1160The flight conditions are :- In the bottle, there is a pressure of 1 750 PSI, and- The temperature of the day is 21 °C, and- The flight level is FL130.The maximum time of flight after decompression is 47 min for a crew of 3 cockpit occupants.DOWNLOADED REFERENCE TEMPERATURE (°C) MINIMUM BOTTLE PRESSURE (STANDARD CONDITION 21° C) (psi)ERUSSERP ELTTOB MUMINIM 30 10## 500 1000 1500 2000 500

2 C 3 O C C O K C P K IT P I O T C O C C U C P U A P N A T N S TS 1 1 5 0 0 0 0 0 40°¶

2000 21°-10° )isp(¶

NOITACIDNI AVAILABLE TIME AFTER DECOMPRESSION (minutes) HOLDING ALTITUDE FL130 50 40 FL160 FL180 FL200 FL250 20

50 40 30 20 10 )setunim(¶

EMIT THGILF ELBALIAVA 031LF EDUTITLA GNIDLOH LIM.5This graph is for illustrative purposes only Do not use for operations at 20/05/2026, DOWNLOADED

35.2 Minimum Bottle Pressure¶

1054-1096;1237-1283 TEMPERATURE CORRECTION REFERENCE BOTTLE PRESSURE AT 21° C (psi) 1900## 1800 1900 RS RS E E## 1700 1800 E M B E M B M M

1600 1700 R E¶

W R E W C C

1500 1600 G¶

H T G H T## 1400 1500 3 F LI

2 F LI¶

1300 1400 1300¶

1200 1200
1100 1100
1000 1000
900 900
800 800
700 700
600-10 0 10 20 30 40 0 50 100 150 REFERENCE TEMPERATURE (°C) TIME (minutes)
(= cabin temperature))isp( ERUSSERP
ELTTOB LIM.5
- 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.NoteRefer to national operational regulations to define minimum oxygen quantity requirement.Minimum oxygen pressure charts :- Unusable oxygen quantity- Normal system leakage- Reference temperature errors.DOWNLOADED 03 MAY 2021 1124-1160 Minimum flight crew oxygen pressure with and without observer and capacity with full PAX. REFERENCE TEMPERATURE (°C)MINIMUM BOTTLE PRESSURE (STANDARD CONDITION 21° C) (psi)ERUSSERP ELTTOB MUMINIM 30 10## 500 1000 1500 2000 500

2 C 3 O C C O K C P K IT P I O T C O C C U C P U A P N A T N S TS 1 1 5 0 0 0 0 0 40°¶

2000 21°-10° )isp(¶

NOITACIDNI AVAILABLE TIME AFTER DECOMPRESSION (minutes) HOLDING ALTITUDE FL130 50 40 FL160 FL180 FL200 FL250 20

50 40 30 20 10 )setunim(¶

EMIT THGILF
ELBALIAVA 031LF
EDUTITLA GNIDLOH
LIM.5- Fig. 1 : Available Flight Time after Decompression -This graph gives the minimum bottle pressure required after loss of cabin pressure to provide flight crew members and 100 % of passengers protection with diluted oxygen during descent
from FL 250 to holding level followed by descent to FL 100 (rate 3 000 ft/min).Reference : Cabin Temperature or OAT, the highest one, on ground Temperature: Cabin Temperature, in flightNoteRefer to national operational regulations to define minimum oxygen quantity requirement.Minimum oxygen pressure charts :- Unusable oxygen quantity- Normal system leakage- Reference temperature errors.DOWNLOADED BY Maarten.Vanheuverswyn LIM.5## 52 DOORS### 52.1 Cargo Door Operation 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¶

AFM DATA Cockpit door must be checked closed and locked before taxi.

70 POWER PLANT### 70.1 ENGINES#### 70.1.1 Engine Parameters¶

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 90.9 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 120 840 106.4 106.8 106 c 40 to 100 TRANSIENTh

5 s 120## 106 c OTHER¶

20 min 140-54 STARTING 5 s 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 75.2 % in CLB and 73.13 % in CRZ.d Up to 75 % NH only.e ITT limits depend on outside air temperature. Refer to LIM.5.70.1.2 ITT Limitation at Normal Takeoff Rating chapter.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 engine parameters 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.

70.1.2 ITT Limitation at Normal Takeoff Rating¶

AFM DATA ITT T6 (° C) 780 765 760 740 720-40 -30 -20 -10 0 10 15 30 40 50 OAT (° C)

70.1.3 Overtorque Limit¶

TQ (%)120.0 UNSCHEDULED MAINTENANCE ACTION REQUIRED 106.3 NO UNSCHEDULED MAINTENANCE ACTION REQUIRED (*) 100.0 Time

20 s 60 s 120 s 180 s 240 s 5 min 10 minThe area is normally limited to 5 min duration, but can be used up to 10 min with one engine (*)¶

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

70.1.4 Overtemperature Limit for Starting¶

ITT (°C)REPORT TO MAINTENANCE 950 840 800 T## 0 5 s 20 sDOWNLOADED LIM.5

70.1.5 ITT Limitation Engine Operating¶

ITT (°C)900 REPORT TO MAINTENANCE 840 800 T## 0 20 s### 70.2 OIL SYSTEM#### 70.2.1 Oil System 15 JUN 2022 AFM DATARefer to specification SAE-AS5780 and or MIL-23699 type II.DOWNLOADED### 70.3 STARTER#### 70.3.1 Starter Sequence Limitation 11 SEP 2025 3 START ON 2 START ON 1 START ON## 0 1 min 30 s Cumulative Time with Starter Running TRATS GNE FFO ENG START pb ON ()ENG START pb ON () TRATS GNE FFO LIM.5 Cumulative Uses of Starter## 4 min ENG START OFF ENG START pb ON ()(): See noteNote Starter is running when the ENG START pb is ON regardless of CRANK or START selection on ENG START selector. The starter generator must not be operated for more than 60 s continuously.

70.3.2 Starter¶

AFM DATA Three successive starter uses, with a maximum cumulative starter running time of 1 min 30 s. Then, respect a 4 min period before using starter again.

70.4 FUEL SYSTEM#### 70.4.1 Anti Icing Additive¶

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 07 MAR 2016 AFM DATA Maximum pressure....................................................................................3.5 bar (50 psi)

70.4.3 Usable Fuel¶

AFM DATA Total quantity of fuel usable in each tank ..............................................................2 500 kg Note Fuel remaining in the tanks when quantity indicators show zero is not usable in flight.

70.4.4 Fuel Unbalance¶

AFM DATA Maximum fuel unbalance...................................................................................... 730 kg

70.4.5 Fuel Feeding¶

AFM DATAEach 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¶

AFM DATA Acceptable fuels : Jet A, Jet A1, JP5 and RT, TS1. Use of JP4 and Jet B is prohibited.NoteRefer to Consumable Material Data (CMD) to check permitted fuel additives.#### 70.4.7 Fuel Temperature 10 JUN 2025 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.NoteA temperature above 57 °C can be acceptable before engine start and during a transient period of 2 min after engine start.

70.5 PROPELLERS#### 70.5.1 Propellers¶

AFM DATA TWO HAMILTON SUNDSTRAND 568F-1 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.DOWNLOADED