ATR 72-600 — PRO. NNO — Normal and Abnormal Operations

2026-06-12

DC GEN 1+2 FAULT¶

DC GEN 1+2 FAULT E24. 01¶

▶ 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 ▶ 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 ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) .......... .......... APPLY ▶ AUTO PRESS FAULT procedure ( A21. 10 ) ..................................................APPLY ▶ BUS EQUIPMENT LIST ............................................................................CHECK Refer to PRO. NNO. ABN. 24. 4.1. 1 Air ( 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

Additional Information¶

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.

EMR. 26 FIRE PROTECTION

SMOKE or FUMES¶

SMOKE OR FUMES E26. 01¶

■If smoke/fumes in the cockpit ▶ CREW OXY MASKS.......................................... .......................................... DON ▶ CREW OXY MASK MODE................................................ 100 % or EMERGENCY Select EMERGENCY mode position : - To remove smoke from mask, or - To prevent that smoke enters the mask. ▶ GOGGLES..................................................................................................DON ▶ CREW COMMUNICATIONS................................................................ESTABLISH ▶ RECIRC FANS 1+2............................................. ............................................. OFF ▶ AP ....................................................................................................................ON ▶ LAND ASAP ▶ 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

Additional Information¶

When oxygen mask is used, 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. When fire, smoke, or fumes, are encountered on the aircraft, land as soon as possible. Consider landing at the nearest suitable airport only if fire suppression is visually confirmed. After any fire suppression procedure or smoke evacuation (even if smoke is dissipated), fire suppression shall be confirmed visually. SMOKE SOURCE DETECTION

SMOKE or FUMES SOURCE DETECTION¶

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¶

CONDITION VISUAL AURAL 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

When fire, smoke, or fumes, are encountered on the aircraft, land as soon as possible. Consider landing at the nearest suitable airport only if fire suppression is visually confirmed. After any fire suppression procedure or smoke evacuation (even if smoke is dissipated), fire suppression shall be confirmed visually.

PED OVERHEATING - Alert¶

CONDITION VISUAL AURAL Rapid PED temperature increase, - Possibly sudden not expected power OFF Possible that can result in smoke and fumes of the PED (without the possibility to switch it battery generation. ON) hissing - Unusual bulging (deformation) of the PED sound - OR - - Smoke or fire from the PED Sudden not expected power OFF of the PED and/or burnt smell.

PED OVERHEATING¶

PED OVERHEATING E26. 07¶

▶ PF ...................................................................................... NOT AFFECTED SIDE PF must ensure the control of the aircraft to a safe flight path, using autopilot and ensuring communications with ATC. ▶ PM..............................................................................MOVE TO OBSERVER AREA PM relocates to third occupant location to keep away from the burning or heating device. PM must leave their seat and use third occupant oxygen mask and goggle if smoke or fumes. ■If smoke or fumes ▶ CREW OXY MASKS.......................................... .......................................... DON ▶ CREW OXY MASK MODE..................................................100% or EMERGENCY ▶ GOGGLES..................................................................................................DON ▶ CREW COMMUNICATIONS................................................................ESTABLISH ▶ AP................................................................................................................ON ▶ CABIN CREW........................................................................ADVISE FOR ACTION Cabin crew must be ready to receive the PED in the FWD cargo area. ▶ GLOVES..........................................................................................................DON PM must don gloves before handling the extinguisher. CAUTION Do not move a burning device. ■If fire ▶ EXTINGUISHER....................................... ....................................... DISCHARGE PM uses portable extinguisher to avoid fire propagation. PF and PM must both wear oxygen mask when extinguisher is used. ▶ PED............................................................................TRANSFER TO FWD CARGO If fire is under control, PM transfers the device to the FWD cargo area in coordination with the cabin crew. Cabin crew will ensure PED storage and monitoring.

Additional Information¶

PM relocates to the third occupant corridor and use third occupant goggle and oxygen mask to keep away from the burning or heating device. As a smoking battery may explode at any time, PM does not move a burning device or a device emitting smoke. Batteries of Portable Electronic Devices (PED) may ignite due to battery overheating. Due to the nature of PEDs, battery overheating may continue even after fire is extinguished. Therefore, after the source of fire is identified and the fire is extinguished, the procedure enables to cool PEDs and stop the overheating process. Always use O protection while handling a Halon extinguisher. Halon free (or Halon) 2 extinguisher can suppress open flames, but it has no effect on the source of the fire. When the PED is transferred out of the cockpit, the use of water (or any not flammable liquid) is the best option to enable PED cooling and to limit the heat propagation to adjacent cells. It is recommended that NO PED, spare batteries, or power banks be stored in the cockpit during flight, except: - PEDs in use during the flight on a dedicated cradle. For devices used for the flight, it is recommended that PED capacity does not exceed 60 Wh (Watthour). - PEDs stowed in a container approved by the local authority to stow PED, power banks and spare batteries. - PEDs with battery capacity that does not exceed 2 Wh. EMR. 27 FLIGHT CONTROLS

PITCH CONTROL JAM AT TAKEOFF OR LANDING¶

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

Additional Information¶

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¶

CONDITION VISUAL AURAL 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

ENG 1(2) FIRE AT TAKEOFF¶

E70. 01 ENG 1(2) FIRE AT TAKEOFF¶

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 ▶ 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 ■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

ENG 1(2) FIRE - Alert - In Flight¶

CONDITION VISUAL AURAL In flight engine fire - 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

ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - In Flight¶

CONDITION VISUAL AURAL 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¶

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 ■If fire persists 30 s after AGENT 1 DISCH ▶ AGENT 2 (affected ENG)........................................................................DISCH ▶ LAND ASAP ▶ ATC............................................................................................................NOTIFY ▶ ENG (affected) : DO NOT RESTART ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..............................................APPLY

ADDITIONAL INFORMATION¶

In the following conditions, a reduction of nacelle ventilation may occur and as a result, the nacelle temperature may reach the engine fire detection threshold, triggering the ENG FIRE warning: - During steep slope descent at low speed (around 130 kt to final approach speed) - In landing configuration (gear down, flaps in landing position) set at high altitude - With power levers durably maintained at Flight Idle. To ensure sufficient nacelle ventilation and prevent ENG 1(2) FIRE warning, ATR recommends: - To plan and perform a standard 3 ° to 5 ° descent flight path angle from top of descent, in clean configuration, IAS 240 kt. - Increase TQ above 10 % to increase nacelle ventilation.

ENG 1(2) FIRE - Alert - on Ground¶

CONDITION VISUAL AURAL On ground engine fire - 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

ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - on Ground¶

CONDITION VISUAL AURAL Both engines are running - MW light flashing red CRC - ENG 1(2) OUT red message on EWD - AND - NH < 60 % - AND - PLs in the notch ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - (without Dedicated Alert) - on Ground

ENG 1(2) SEVERE MECHANICAL DAMAGE - Alert - (without Dedicated Alert) - on Ground¶

CONDITION VISUAL AURAL 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¶

E70. 03 ENG 1(2) FIRE OR SEVERE MECHANICAL DAMAGE¶

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 ■If fire persists 30 s after AGENT 1 DISCH ▶ AGENT 2 (affected ENG)........................................................................DISCH ▶ ATC (VHF 1)................................................................................................NOTIFY Only VHF 1 available on battery ■If evacuation required ▶ EMERGENCY EVACUATION (ON GROUND) procedure ( E99. 05 ) ................APPLY

ENG 1(2) FLAME OUT - Alert - at Takeoff¶

CONDITION VISUAL AURAL Strong engine power dissymmetry NIL NIL - OR - External noise modification - OR - Engine parameters: TQ, ITT, NH decrease

ENG 1(2) FLAME OUT - Secondary Alert - at Takeoff¶

CONDITION VISUAL AURAL When NH < 60 % - MW light flashing red CRC - ENG 1(2) OUT red message on EWD

ENG 1(2) FLAME OUT AT TAKEOFF¶

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 ■If normal conditions ▶ FLAPS........................................................................................................0° ▶ SPD TGT ..................................................................................CHECK VFTO ■If icing conditions ▶ FLAPS : MAINTAIN 15° ▶ SPD TGT ........................................................CHECK VFTO ICING FLAPS 15° ▶ IAS MODE....................................................................................................SET ▶ 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 ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY ■If no damage Note Engine relight may be performed at flight crew discretion. ▶ ENG RESTART IN FLIGHT procedure ( A70. 09 ) ......................................APPLY ■If no restart ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ......................................APPLY

ENG 1+2 FLAME OUT - Alert¶

CONDITION VISUAL AURAL 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¶

CONDITION VISUAL AURAL 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

ENG 1+2 FLAME OUT¶

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........................................... ........................................... V mHB Note In order to determine V Refer to 1 VmHB: mHB ▶ FUEL SUPPLY.............................................. .............................................. CHECK Use engine secondary SD page to access fuel data. ▶ ATC (VHF1)................................................................................................NOTIFY 30 23 20 WITH STARTER ASSIST 0 )tF 0001x( EDUTITLA ERUSSERP

0 90 120125 200 250 300¶

IAS (Kt) ▶ ENGINE RESTART ENVELOPE....................................................................CHECK ▶ 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 ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY ■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- ▶ DITCHING procedure ( E99. 03 ) ..................................................................APPLY

EMR. 99 MISCELLANEOUS

BOMB ON BOARD¶

BOMB ON BOARD E99. 01¶

▶ ATC............................................................................................................NOTIFY ▶ LANDING ELEVATION.................................... .................................... SET CAB ALT ▶ ALT SEL..................................................................DESCENT TO CABIN ALTITUDE ▶ LOAD FACTORS : AVOID ▶ BOMB : HANDLE CAREFULLY AND AVOID SHOCKS PLACE THE BOMB NEAR THE SERVICE DOOR PREFERABLY IN A BAG ATTACHED TO THE DOOR HANDLE SURROUND THE BOMB 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

COCKPIT DOOR LOCKING SYSTEM¶

E99. 02 COCKPIT DOOR LOCKING SYSTEM¶

■If electrical power lost 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 crewmembers remain in the cockpit during that time. ▶ MANUAL LOCK BOLT............................. ............................. CLOSE POSITION ■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

DITCHING¶

DITCHING E99. 03¶

●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 the remaining time before ditching. 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 ▶ AUTO PRESS DUMP......................................................................................ON 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)..................................................................................30 ▶ PACKS 1+2..................................................................................................OFF ▶ OVBD VALVE..................................................................................FULL CLOSE ▶ ENG START selector ..........................................................OFF & START ABORT ▶ CABIN REPORT......................................................................................OBTAIN ●At 500 ft AGL ▶ DITCH pb ......................................................................................................ON ●Just before ditching 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 During an emergency evacuation, PA should be used to communicate with the 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 7700 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

Additional Information¶

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. 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 - Fig. 1 : AIRCRAFT ATTITUDE IN CASE OF DITCHING -

EMERGENCY DESCENT¶

EMERGENCY DESCENT E99. 04¶

▶ 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 7700 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. ▶ MINIMUM SAFE ALTITUDE ..........................................................................CHECK The minimum safe altitude depends on the flight phase.

EMERGENCY EVACUATION (ON GROUND)¶

E99. 05 EMERGENCY EVACUATION (ON GROUND)¶

▶ AIRCRAFT.................................................. .................................................. STOP ▶ BRAKE HANDLE......................................................................................PARKING ▶ ATC (VHF1)................................................................................................NOTIFY Only VHF 1 available on battery. ▶ AUTO PRESS DUMP..........................................................................................ON The amber FAULT light of the Cabin Pressure Mode selector comes 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. ●Before leaving aircraft ▶ BAT ............................................................................................................OFF Battery is kept ON until leaving the aircraft to ensure cabin communication on PA.

FORCED LANDING¶

FORCED LANDING E99. 06¶

●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 the remaining time before landing. 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 and landing ▶ AUTO PRESS DUMP......................................................................................ON The amber FAULT light of the Cabin Pressure Mode selector comes on. ▶ LDG GEAR................................................................................DOWN AS RQRD ■If no engine operates ▶ HYD AUX PUMP pb pedestal..................................................................PRESS ●Within 10 s ▶ FLAPS (if available)..................................................................................30 ▶ ENG START selector ..........................................................OFF & START ABORT ▶ CABIN REPORT......................................................................................OBTAIN ●Just before landing ▶ BRACE FOR IMPACT....................................... ....................................... ORDER 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. ▶ CL 1+2.............................................................................. FTR THEN FUEL S. O. ▶ FIRE HANDLES 1+2....................................................................................PULL ▶ FUEL PUMPS 1+2........................................................................................OFF ●When aircraft has stopped ▶ BRAKE HANDLE (if available)................................ ................................ PARKING ▶ CABIN CREW (PA)..................................................................................NOTIFY ▶ 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 ▶ EVACUATION (PA)..................................................................................INITIATE During an emergency evacuation on the ground, PA should be used to communicate with the 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 7700 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

RNP LNAV GUIDANCE DISAGREE-Alert¶

1124-1160 CONDITION VISUAL AURAL RNP LNAV GUIDANCE disagree - MW light flashing red CRC - RNP LNAV GUID red message on EWD

RNP LNAV GUIDANCE DISAGREE¶

1124-1160 RNP LNAV GUIDANCE DISAGREE E99. 07 - ▶ BOTH LATERAL DEVIATIONS..................................................................COMPARE ●During approach ▶ GO-AROUND......................................................................................PERFORM ■If both lateral deviations similar ▶ FD1........................................................COMPARE WITH LATERAL DEVIATION 1 ▶ FD2........................................................COMPARE WITH LATERAL DEVIATION 2 ▶ VALID FD SIDE................................................................................................PF ▶ PM ............................................................................................INVALID FD OFF ▶ AP ..................................................................................................DISENGAGE ▶ LNAV MODE............................................................................CHECK ENGAGED ▶ IAS MODE..............................................................................CHECK ENGAGED TERRAIN DISPLAY AVAILABLE ▶ AP : DO NOT USE UNTIL END OF LAST RNP AR LEG ▶ RNP AR OPERATION : PROHIBITED ■If both lateral deviations are different and NO FMS alert on EWD ▶ HDG ................................................................................................PUSH SYNC ▶ HDG SEL MODE............................................. ............................................. SET ▶ IAS MODE..............................................................................CHECK ENGAGED ▶ HDG BUG..............................................ADJUST TO FOLLOW ND LATERAL PATH Note Both pilots must compare lateral paths on ND with charts. In case of wrong computation on one side, PF must be on the valid side ▶ AP ......................................................................................................AS RQRD TERRAIN DISPLAY AVAILABLE ▶ LNAV : DO NOT USE LNAV UNTIL END OF LAST RNP AR LEG. ▶ RNP AR OPERATION : PROHIBITED ■If both lateral deviations are different and FMS alert on EWD ▶ NAV SOURCE.................................... .................................... SELECT VALID FM ▶ LNAV MODE............................................................................CHECK ENGAGED ▶ IAS MODE..............................................................................CHECK ENGAGED ▶ AP ......................................................................................................AS RQRD TERRAIN DISPLAY AVAILABLE ▶ RNP AR OPERATION : PROHIBITED

SEVERE ICING¶

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..................................................................................................INITIATE 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). ▶ MINIMUM SAFE ALTITUDE AND RECOMMENDED MAXIMUM ICING FLIGHT LEVEL ..................................................................................................................CHECK The minimum safe altitude depends on the flight phase. 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 has to be delayed for operational reasons: - Bank angle must be limited to 15 ° to keep sufficient margin towards stall (by reducing AOA) - IAS must be maintained above: o ICING BUG + 10 kt with flaps 0 °, or o V ICING + 10 kt with flaps 15 °. The speeds are read in QRH (Refer to mLB15 QRH - PER. OPSDATA). - The flight crew must be aware that FD can give order with bank angle above 15 °. If DEGRADED PERF or INCREASE SPEED APM alerts are not triggered. ▶ SEVERE ICING CONDITION................................... ................................... ESCAPE ▶ 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. ▶ TCAS .................................................................................................. TA ONLY ●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. 6.A30. 17 SEVERE ICING DETECTION for information on severe icing indications.

Additional Information¶

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

Approach to Stall - Alert¶

CONDITION VISUAL AURAL Stick shaker activation NIL Cricket - OR - Aerodynamic buffeting (Vibrations) - OR - Reduced pitch control

STALL - Alert¶

CONDITION VISUAL AURAL Stick pusher activation - STICK PUSHER on both FMA NIL - OR - Unusual aircraft roll - OR - Inability to maintain altitude or arrest rate of descent

STALL¶

STALL E99. 09¶

▶ 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

Additional Information¶

Refer to ANOR-FLIGHT CHARACTERISTICS-STALL.

UNRELIABLE AIRSPEED INDICATION - Alert¶

CONDITION VISUAL AURAL Both ADC disagree, AP (if engaged) disengages being not able to identify NIL NIL the valid ADC

UNRELIABLE AIRSPEED INDICATION¶

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. ▶ AP and/or YD USE : PROHIBITED 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 ▶ TCAS................................................... ................................................... TA ONLY ●Takeoff phase, at or above acceleration altitude ▶ ALTITUDE : MAINTAIN AT LEAST 30 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 Altitude (ft) 5 000 10 000 15 000 20 000 Normal conditions pitch 7 ° 5 ° 4 ° 3 ° Icing conditions pitch 6 ° 4 ° 3 ° 2 ° ●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 for 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 18 T 22 T¶

(31 000 lb) (39 000 lb) (48 500 lb) FLAPS 0 - 180 kt 35 % 45 % 50 % FLAPS 15 - 150 kt 35 % 40 % 45 % FLAPS 30 - 130 kt 45 % 45 % 50 % ▶ FLAPS............................................................................................................15 ▶ LDG GEAR................................................................................................DOWN ▶ PWR MGT .................................................. .................................................. TO ▶ FLAPS............................................................................................................30 ●Final Approach ▶ PL 1+2......................................................................................ADJUST 35 % TQ ▶ Before Landing procedure ( 1 ) ....................................................................APPLY Note Set an average pitch of -5 ° for a 3 ° slope approach.

Additional Information¶

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).

ABN ABNORMAL PROCEDURES ABN. 01 INTRODUCTION

ABN. 01. 1 Introduction¶

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¶

CONDITION VISUAL AURAL 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

DUCT 1(2) OVHT¶

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. ▶ MAX FL : 200 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ●At high altitude ▶ LARGE RAPID POWER CHANGES : AVOID

PACK 1(2) VALVE FAULT-Alert¶

CONDITION VISUAL AURAL Pack valve position disagrees - MC light flashing amber SC with 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¶

PACK 1(2) VALVE FAULT A21. 02 ▶ MAX FL : 200 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ▶ PACK VALVE (affected side)....................................... ....................................... OFF ●At high altitude ▶ LARGE RAPID POWER CHANGE : AVOID It may generate engine surges.

PACK 1+2 VALVES FAULT-Alert¶

CONDITION VISUAL AURAL Pack valve position disagrees - MC light flashing amber SC with 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¶

PACK 1+2 VALVES FAULT A21. 03 ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. No air enters 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. ▶ PACK VALVE 1+2..............................................................................................OFF ●When ΔP < 1 psi ▶ OVBD VALVE....................................................................................FULL OPEN ▶ CAB PRESS RATE knob ..............................................9 O’CLOCK (MAN position) ▶ CAB PRESS MODE SEL .............................................................................. MAN ▶ CAB PRESS RATE knob ............................................................ MAX INCREASE

RECIRC FAN 1(2) FAULT-Alert¶

CONDITION VISUAL AURAL 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

RECIRC FAN 1(2) FAULT¶

A21. 06 RECIRC FAN 1(2) FAULT ▶ RECIRC FAN (affected side)..............................................................................OFF ABN. 21. 2 AVIONICS VENT

AVIONICS VENT EXHAUST MODE FAULT-Alert¶

CONDITION VISUAL AURAL 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¶

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-Alert¶

CONDITION VISUAL AURAL 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

OVBD VALVE FAULT¶

OVBD VALVE FAULT A21. 09 ■If ΔP > 1 psi ▶ OVBD VALVE : DO NOT SELECT FULL OPEN POSITION ■If engine 1 running, in flight or on ground ▶ OVBD VALVE..................................................................................FULL CLOSE Overrides OVBD position. ■If engine 1 not running, on ground ▶ OVBD VALVE....................................................................................FULL OPEN Overrides OVBD position.

Additional Information¶

OVBD VALVE automatically closes after engine 1 start (OIL LO PRESS signal). If it remains open, after FULL CLOSE selection, maintenance action is required. ABN. 21. 3 PRESSURIZATION

AUTO PRESS FAULT-Alert¶

CONDITION VISUAL AURAL 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

AUTO PRESS FAULT¶

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¶

1054-1096;1237-1283 CONDITION VISUAL AURAL

9 500 ft < Cabin altitude < 10 000 ft - MC light flashing amber SC¶

- CAB ALT amber message on EWD¶

1124-1160 CONDITION VISUAL AURAL

9 500 ft < Cabin altitude < 10 000 ft - MC light flashing amber SC¶

CAB ALT amber message on EWD
OR -

14 000 ft < Cabin altitude < 15 000 ft¶

(in High Altitude mode)

CABIN ALTITUDE¶

CABIN ALTITUDE A21. 11 ▶ CABIN ALTITUDE : MONITOR

CABIN DELTA P-Alert¶

CONDITION VISUAL AURAL

6. 25 psi < Cabin ΔP < 6. 6 psi - MC light flashing amber SC¶

CAB ΔP amber message on EWD
OR - -0. 5 psi < Cabin ΔP < -0. 2 psi

CABIN DELTA P¶

CABIN DELTA P A21. 12 ▶ CABIN ΔP : MONITOR

EXCESS CAB ALT-Alert¶

1054-1096;1237-1283 CONDITION VISUAL AURAL 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¶

1124-1160 CONDITION VISUAL AURAL Cabin altitude > 10 000 ft (15 000 ft - MW light flashing red CRC in High Altitude mode) - EXCESS CAB ALT red message on EWD - Red reverse video ALT flashing on Air Cabin SD page

EXCESS CAB ALT¶

A21. 13 EXCESS CAB ALT ▶ 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 ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase.

Additional Information¶

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¶

CONDITION VISUAL AURAL 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¶

EXCESS CAB DELTA P A21. 14 ▶ CAB PRESS RATE knob....................................................9 O'CLOCK (MAN position) ▶ CAB PRESS MODE SEL ........................................ ........................................ MAN ▶ CAB PRESS RATE knob.................................................................. MAX INCREASE ■If EXCESS CAB DELTA P persists ▶ DESCENT ............................................................................................INITIATE ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. 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¶

CONDITION VISUAL AURAL CAB ΔP < –0. 5 psi - MW light flashing red CRC - NEGATIVE CAB Δ P red message on EWD

NEGATIVE CABIN DELTA P¶

NEGATIVE CABIN DELTA P A21. 15 ▶ MAN CAB ALT knob..........................................................9 O'CLOCK (MAN position) ▶ CAB PRESS MODE SEL ........................................ ........................................ MAN ▶ MAN CAB ALT knob ...................................................................... MAX DECREASE ▶ AIRCRAFT RATE OF DESCENT..................................................................ADJUST

ABN. 22 AUTO FLIGHT

ABNORMAL FLIGHT CHARACTERISTICS IN ROLL-Alert¶

CONDITION VISUAL AURAL When aileron servo motor reaches a - MC light flashing amber SC second torque value threshold - AILERON MISTRIM amber message on EWD - OR - - AILERON MISTRIM amber message on Not appropriate ROLL trim input FMA (Amber message, reverse video flashing - OR -

7 seconds, then steady)¶

Excessive YAW trim input

ABNORMAL FLIGHT CHARACTERISTICS IN ROLL¶

A22. 01 ABNORMAL FLIGHT CHARACTERISTICS IN ROLL ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ AP......................................................................................................DISENGAGE ▶ AIL TRIM....................................................................................................ADJUST ●When aileron trim adjusted AP CAN BE REENGAGED

Additional Information¶

Ailerons forces are affected by external conditions such as: - Prolonged exposure to severe icing - Deicing/anti-icing holdover time exceeded. Extended non coordinated flight can drain the fuel feeder compartment. This could result in an engine flameout even with sufficient fuel on board.

AILERON MISTRIM-Alert¶

CONDITION VISUAL AURAL When aileron servo motor reaches a - MC light flashing amber SC second torque value threshold - AILERON MISTRIM amber message on EWD - OR - - AILERON MISTRIM amber message on Not appropriate ROLL trim input FMA (Amber message, reverse video flashing - OR -

7 seconds, then steady)¶

Excessive YAW trim input - Cyan arrow appears on EWD

AILERON MISTRIM¶

AILERON MISTRIM A22. 03 ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ AP......................................................................................................DISENGAGE ▶ AIL TRIM....................................................................................................ADJUST ●When aileron trim adjusted AP CAN BE REENGAGED

Additional Information¶

Ailerons forces are affected by external conditions such as: - Prolonged exposure to severe icing - Deicing/anti icing holdover time exceeded Extended uncoordinated flight can drain the fuel feeder compartment. This could result in an engine flame out even with sufficient fuel on board.

AP PITCH TRIM FAIL-Alert¶

CONDITION VISUAL AURAL AFCS PITCH Autotrim function - MC light flashing amber SC failure - AP PITCH TRIM amber message on EWD - AP PITCH TRIM FAIL amber message on FMA (Amber message, reverse video flashing

7 seconds, then steady)¶

AP PITCH TRIM FAIL¶

A22. 04 AP PITCH TRIM FAIL ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ AP ......................................................................................................DISENGAGE ▶ PITCH TRIM............................................... ............................................... ADJUST ●When pitch trim adjusted AP CAN BE REENGAGED

ENHANCED BC CAPTURE DEGRADED POSITION-Alert¶

CONDITION VISUAL AURAL 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¶

A22. 06 ENHANCED BC CAPTURE DEGRADED POSITION Expect Overshoot. Note Enhanced capture unserviceable.

ENHANCED BC CAPTURE INCORRECT COURSE-Alert¶

CONDITION VISUAL AURAL FGCP course and FMS NAV - MC light flashing amber SC database course value mismatches. - ENHANCED BC* amber message on EWD

ENHANCED BC CAPTURE INCORRECT COURSE¶

A22. 07 ENHANCED BC CAPTURE INCORRECT COURSE ▶ COURSE (ON COUPLED SIDE)................................. ................................. ADJUST

ENHANCED LOC CAPTURE DEGRADED POSITION-Alert¶

CONDITION VISUAL AURAL 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¶

ENHANCED LOC CAPTURE DEGRADED POSITION A22. 08 Expect Overshoot. Note Enhanced capture unserviceable.

ENHANCED LOC CAPTURE INCORRECT COURSE-Alert¶

CONDITION VISUAL AURAL FGCP course and FMS NAV - MC light flashing amber SC database course value mismatche. - ENHANCED LOC* amber message on EWD

ENHANCED LOC CAPTURE INCORRECT COURSE¶

ENHANCED LOC CAPTURE INCORRECT COURSE A22. 09 ▶ COURSE (ON COUPLED SIDE)................................. ................................. ADJUST

EXCESSIVE LATERAL TRIM REQUIRED-Alert¶

CONDITION VISUAL AURAL Excessive lateral trim required NIL NIL

EXCESSIVE LATERAL TRIM REQUIRED¶

A22. 10 EXCESSIVE LATERAL TRIM REQUIRED ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ AP......................................................................................................DISENGAGE ▶ AIL TRIM....................................................................................................ADJUST ●When aileron trim adjusted AP CAN BE REENGAGED

Additional Information¶

Ailerons forces are affected by external conditions such as: - Prolonged exposure to severe icing - Deicing/anti icing holdover time exceeded

FGCP LOSS-Alert¶

CONDITION VISUAL AURAL All FGCP channel are lost. - MC light flashing amber SC - FGCP LOSS amber message on EWD

FGCP LOSS¶

1054-1096;1237-1283 FGCP LOSS A22. 11 ▶ PF ........................................................ ........................................................ CM1 ▶ AP ......................................................................................................DISENGAGE ■If FGCP LOSS 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.¶

1124-1160 A22. 11 FGCP LOSS ▶ PF ........................................................ ........................................................ CM1 ▶ AP ......................................................................................................DISENGAGE ▶ RNP AR OPERATION : PROHIBITED ■If FGCP LOSS 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.

Additional Information¶

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.

FGCP SINGLE CHANNEL-Alert¶

CONDITION VISUAL AURAL One FGCP channel is lost. - MC light flashing amber SC - FGCP SGL CH amber message on EWD

FGCP SINGLE CHANNEL¶

1054-1096;1237-1283 FGCP SINGLE CHANNEL A22. 12 NO FLIGHT CREW ACTION REQUIRED. Note

ILS CAT 2 is prohibited.¶

1124-1160 FGCP SINGLE CHANNEL A22. 12 NO FLIGHT CREW ACTION REQUIRED. Note - RNP AR operation is prohibited if not started - ILS CAT 2 is prohibited.

PITCH MISTRIM-Alert¶

CONDITION VISUAL AURAL 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¶

PITCH MISTRIM A22. 13 ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ AP ......................................................................................................DISENGAGE ▶ PITCH TRIM............................................... ............................................... ADJUST ●When pitch trim adjusted AP CAN BE REENGAGED

Additional Information¶

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)

RUDDER MISTRIM-Alert¶

CONDITION VISUAL AURAL 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 FMA (Amber message, reverse video flashing

7 seconds, then steady)¶

The pointer of the Yaw Trim Position Indicator becomes amber on EWD

RUDDER MISTRIM¶

A22. 14 RUDDER MISTRIM ▶ RUDDER PEDALS ....................................................................BLOCK WITH FEET To prevent unexpected rudder pedal movement ▶ CONTROL COLUMN & WHEEL..........................................................HOLD FIRMLY ▶ YD ......................................................................................................DISENGAGE ▶ RUDDER TRIM..........................................................................................ADJUST ●When rudder trim adjusted AP/YD CAN BE REENGAGED

YAW AUTOTRIM FAILURE-Alert¶

CONDITION VISUAL AURAL AFCS YAW Autotrim function failure. - MC light flashing amber SC - YAW AUTOTRIM amber message on EWD - YAW AUTO TRIM FAIL amber message on FMA (Amber message, reverse video flashing

7 seconds, then steady)¶

The pointer of the Yaw Trim Position Indicator becomes amber on EWD

YAW AUTOTRIM FAILURE¶

YAW AUTOTRIM FAILURE A22. 15 ●When RETRIM message on FMA ▶ RUDDER PEDALS..................................................................BLOCK WITH FEET To prevent unexpected rudder pedal 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¶

CONDITION VISUAL AURAL 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¶

YAW DAMPER SINGLE SOURCE A22. 16 ▶ 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¶

CONDITION VISUAL AURAL ADS-B function is lost - MC light flashing amber SC - ADS-B amber message on EWD

ADS-B FAULT

ADS-B OUT Fault¶

A23. 01 ADS-B OUT FAULT ▶ 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¶

CONDITION VISUAL AURAL RCAU Processing board failure - MC light flashing amber SC - AUDIO SEL CAPT(F/O) amber message on - OR - EWD Power loss - AUDIO SEL FAULT amber light on associated side panel

AUDIO SEL 1(2) FAULT¶

A23. 02 AUDIO SEL 1(2) FAULT ▶ AUDIO SEL (affected)...................................................................................... ALTN Note If the CAPT (F/O) station is affected, the CAPT (F/O) station is directly connected to VHF 1(2). The PA, interphone, and other VHF on the affected side are no longer usable.

RMS 1+2 FAULT-Alert¶

CONDITION VISUAL AURAL Both RMS failure - MC light flashing amber SC - RMS 1+2 amber message on EWD

RMS 1+2 FAULT¶

RMS 1+2 FAULT A23. 03 ▶ 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¶

CONDITION VISUAL AURAL VHF 1+2 failure - MC light flashing amber SC - VHF 1+2 amber message on EWD

VHF 1+2 LOSS¶

VHF 1+2 LOSS A23. 04 ▶ ATC ................................................................................................................7600

VHF EMITTING - Alert¶

CONDITION VISUAL AURAL VHF is emitting for more than 29 s - VHF EMITTING amber message on EWD SC - MC light flashing amber

VHF EMITTING¶

A23. 05 VHF EMITTING 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 Tone sounds as long as PTT is jammed or stuck. ▶ AFFECTED PTT..........................................................................TRY TO RELEASE ■If PTT release is successful ▶ AFFECTED PTT..............................................................................DO NOT USE Tone stops. ▶ ANY OTHER OPERATIVE PTT............................PRESS ONE TIME 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. ▶ VHF 1(2) ACP TRANSMISSION KEY (operative side)..................................SELECT ▶ PTT (operative side)............................................PRESS ONE TIME TO RESTORE Press PTT to restore VHF 1(2) transmission TX and VHF EMITTING alert is no more displayed on EWD.

Additional Information¶

VHF remains available in reception mode RX on the affected side. XPDR FAULT - Alert

XPDR fault - alert¶

CONDITION VISUAL AURAL Active XPDR system is lost - XPDR amber message on EWD SC - MC light flashing amber

XPDR FAULT¶

XPDR FAULT A23. 06 ▶ XPDR................................................................................ CHANGE ACTIVE XPDR

HF EMITTING - Alert¶

CONDITION VISUAL AURAL HF is emitting for more than 29 s - HF EMITTING amber message on EWD SC - MC light flashing amber

HF EMITTING¶

HF EMITTING A23. 08 Note HF 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 ■If PTT release is successful ▶ AFFECTED PTT..............................................................................DO NOT USE ■If PTT release is not successful ▶ ALL PTT (affected side) ....................................................................DO NOT USE ▶ INT TRANSMISSION KEY (affected side)............................................................... .....................................................SMOOTHLY PUSH UNTIL HF IS DESELECTED ▶ HF 1(2) ACP TRANSMISSION KEY (operative side)....................................SELECT

ABN. 24 ELECTRICAL POWER ABN. 24. 1 AC

AC BUS 1 OFF-Alert¶

CONDITION VISUAL AURAL AC BUS not supplied (short circuit - MC light flashing amber SC protection) - ELEC AC BUS 1 amber message on EWD - INV 1 FAULT amber message on AC/DC SD 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¶

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¶

1054-1096;1237-1283 Lost Equipment List Air Navigation - BLEED LEAK DETECTOR - RAD ALT - GPWS

- TCAS¶

1124-1160 Lost Equipment List Air Navigation - BLEED LEAK DETECTOR - RAD ALT 1

AC BUS 2 OFF-Alert¶

CONDITION VISUAL AURAL AC BUS not supplied (short circuit - MC light flashing amber SC protection) - ELEC AC BUS 2 amber message on EWD - INV 2 FAULT amber message on AC/DC SD page - AC BUS 2 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 2 OFF¶

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¶

1054-1096;1237-1283 Lost Equipment List Air Conditioning Communication

- CABIN TEMPERATURE SENSOR FAN - PRINTER¶

1124-1160 Lost Equipment List Air Conditioning Navigation - CABIN TEMPERATURE SENSOR FAN - RAD ALT 2 Communication - PRINTER

26 V AC STBY BUS FAULT-Alert¶

CONDITION VISUAL AURAL

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

26 V AC STBY BUS FAULT¶

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¶

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¶

In case of 26 V AC STBY BUS FAULT, only possible flaps movements are : - From 15 ° to 0 ° - From 30 ° to 0 °

115 V AC STBY BUS FAULT-Alert¶

CONDITION VISUAL AURAL

115 V AC STBY BUS not supplied (short circuit protection) NIL NIL¶

115 V AC STBY BUS FAULT¶

115 V AC STBY BUS FAULT A24. 05¶

NO CREW ACTION REQUIRED

115 V AC STBY BUS FAULT- Lost equipment list¶

Fire protection Indicating and recording - AFT COMPT/LAV DET FANS - DATA RECORDER

115 V AC STBY BUS FAULT- Additional information¶

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¶

CONDITION VISUAL AURAL 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

ACW BUS 1 OFF REV 10 JUN 2025 1124-1160 ACW BUS 1 OFF A24. 06 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ ICE ACCRETION : VISUALLY MONITOR ▶ ACW GEN 1......................................................................................................OFF ▶ CAPT SWITCHING ADC ................................................................................ SYS 2 ▶ FMA ........................................................................................CHECK & CONFIRM ■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 ▶ IAS & ALT : PERIODICALLY COMPARE WITH IESI BARO SETTING SELECTION ONLY AVAILABLE ON OPERATIVE SIDE ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED ▶ HYD X FEED pb ................................................................................................ON ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ ANTI ICING HORNS 1(2) FAULT procedure ( A30. 01 ) ..................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................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

INTENTIONALLY LEFT BLANK

REV 10 JUN 2025 1054-1096;1237-1283 ACW BUS 1 OFF A24. 06 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ ICE ACCRETION : VISUALLY MONITOR ▶ ACW GEN 1......................................................................................................OFF ▶ CAPT SWITCHING ADC ................................................................................ SYS 2 ▶ FMA ........................................................................................CHECK & CONFIRM ■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 ▶ IAS & ALT : PERIODICALLY COMPARE WITH IESI BARO SETTING SELECTION ONLY AVAILABLE ON OPERATIVE SIDE ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID ▶ HYD X FEED pb ................................................................................................ON ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ ANTI ICING HORNS 1(2) FAULT procedure ( A30. 01 ) ..................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................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

Lost Equipment List¶

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 - Left Cabin PAX Reading Lights - L WINDSHIELD HTG - ANTI ICING RUD & L ELEV HORNS - ANTI ICING PROP 1

ACW BUS 2 OFF-Alert¶

CONDITION VISUAL AURAL 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 - 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

DC ESS BUS OFF-Alert¶

CONDITION VISUAL AURAL DC ESS BUS not supplied. - MC light flashing amber SC - ELEC DC ESS amber message on EWD - ESS BUS with amber box on AC/DC SD page

INTENTIONALLY LEFT BLANK

REV 28 MAR 2025

A24. 14 DC ESS BUS OFF ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ HYD GREEN PUMP..........................................................................................OFF ▶ HYD X FEED ....................................................................................................ON ▶ TRU ..................................................................................................................ON ■If DC ESS BUS recovered ▶ TRU : MAINTAIN ON MAINTENANCE ACTION REQUIRED ■If DC ESS BUS not recovered ▶ TRU ............................................................................................................OFF ▶ PF .............................................................................................................. F/O ▶ DESCENT..............................................................................................INITIATE ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ▶ 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 ▶ LANDING ELEVATION................................................SET PRESSURE ALTITUDE Flight crew enters Destination Pressure Altitude. ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ............................................................APPLY ▶ DC ESS BUS OFF LOST EQUIPMENT LIST................................................CHECK ▶ AFFECTED EQUIPMENT FAULT PROCEDURES.................... .................... APPLY 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 crewmembers remain in the cockpit during that time. ▶ COCKPIT DOOR MANUAL BOLT(S)............. ............. MOVE TO CLOSE POSITION ●Before landing ▶ ANTISKID................................................ ................................................ OFF ▶ ANTISKID FAULT procedure ( A32. 01 ) ....................................................APPLY ●After touchdown ▶ TAXI : ON ENG 1+2

Lost Equipment List - Part 1¶

Lost Equipment List - Part 1 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 - PASSENGER ADDRESS Hydraulic Power - MECHANICAL CALL - GREEN PUMP CTL - COCKPIT CREW CALL - CABIN CREW CALL Doors - CDLS indicator/annunciator - Cockpit Door Control panel FAULT light

Lost Equipment List - Part 2¶

Lost Equipment List - Part 2 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

Additional Information¶

DC ESS BUS supplies systems by two different sectors referenced Part 1 and Part 2. Each sector supplies different systems. 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¶

CONDITION VISUAL AURAL 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¶

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 ▶ TAXI : ON ENG 1+2 ●At parking ■If DC GEN 2 FAULT ▶ GPU (if available)..............................................................................CONNECT ▶ CL 1................................................................................................FUEL S. O.

DC STBY BUS FAILURE-Alert¶

CONDITION VISUAL AURAL ELEC DC STBY BUS ≤ 19. 5 V - MC light flashing amber SC - ELEC DC SBY BUS amber message on EWD

DC STBY BUS FAILURE REV 28 MAR 2025

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 BLUE PUMP is switched OFF in order to reduce the load on the ACW bus. ▶ TRU ..............................................................................................................ON ■If DC STBY BUS recovered ▶ HYD X FEED..............................................................................................ON ▶ HYD BLUE PUMP : KEEP OFF ▶ TRU : MAINTAIN ON ■If DC STBY BUS failure still persists ▶ TRU.................................................... .................................................... OFF ▶ HYD BLUE PUMP ......................................................................................ON ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ........................................................APPLY ▶ 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¶

CONDITION VISUAL AURAL 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

DC STBY BUS UND-V¶

DC STBY BUS UND-V A24. 17 ■If DC GEN 1+2 operate ■If one ACW GEN lost ▶ HYD BLUE PUMP......................................................................................OFF ▶ HYD X FEED..............................................................................................ON ▶ TRU..............................................................................................................ON ■If STBY BUS UND/V disappears ▶ TRU : KEEP ON MAINTENANCE ACTION REQUIRED ■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¶

CONDITION VISUAL AURAL 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 - DC SVCE/UTLY BUS SHED amber light on overhead panel

DC SVCE-UTLY BUS SHED¶

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

Lost Equipment List - DC SVCE BUS SHED¶

Lost Equipment List - DC SVCE BUS SHED Air Conditioning Doors - INDIVIDUAL AIR DISTRIBUTION - FWD CARGO DOOR ACTUATOR (Back- Electrical power up HOT MAIN BAT via GND HDLG BUS) - GALLEY (if installed) Propellers Fuel - ENG 1 & 2 PROP FEATH PUMP TEST - REFUELING CONTROL PANEL (Back-up Water/Waste HOT MAIN BAT via GND HDLG BUS) - LAV FLUSH MOTOR Lights - LOGO - FWD, AFT CARGO & MAINTENANCE COMPT LT - NAV NORM SPLY - LEFT and RIGHT CABIN LAT LT - CAB READING CTL (if installed) - BEACON NORM SPLY (Back-up DC BUS 1) - LAV LT - Galley LT (if installed) - WHEEL WELLS and AFT ELEC COMPT - DC SVCE PLUG

Lost Equipment List - DC UTLY BUS 1 SHED¶

Lost Equipment List - DC UTLY BUS 1 SHED Air Conditioning Lights - RECIRC FAN 1 CTL - CALL SYS - REC FAN PWR - CABIN LEFT UPPER LT - PSU AMB LT Lost Equipment List - DC UTLY BUS 2 SHED

Lost Equipment List - DC SVCE BUS 2 SHED¶

Lost Equipment List - DC SVCE BUS 2 SHED Air Conditioning Lights - RECIRC FAN 2 CTL - CABIN RIGHT UPPER LT - REC FAN PWR

EMER(MAIN) BAT CHG FAULT-Alert¶

CONDITION VISUAL AURAL Incipient battery thermal runaway - MC light flashing amber SC - ELEC BAT CHG amber message on EWD - OR - - 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¶

EMER(MAIN) BAT CHG FAULT A24. 19 ▶ BAT CHG (affected)............................................. ............................................. OFF

EMER+MAIN BAT CHG LOSS-Alert¶

CONDITION VISUAL AURAL 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

EMER+MAIN BAT CHG LOSS¶

A24. 20 EMER+MAIN BAT CHG LOSS ▶ MFC MODULES (one at a time)......................................................................RESET ■If EMER + MAIN BAT recovered MAINTENANCE ACTION REQUIRED. ■If EMER + MAIN BAT CHG LOSS persists ■If no BAT arrow MAINTENANCE ACTION REQUIRED. ■If BOTH BAT arrows turned on ■If one ACW GEN lost ▶ HYD BLUE PUMP..................................................................................OFF ▶ HYD X FEED..........................................................................................ON ▶ TRU..............................................................................................................ON ■If TRU ON ▶ FLIGHT TIME : MINIMIZE (without battery charge) ■If TRU failure ▶ LAND ASAP

Additional Information¶

This case only occurs following a MFC software failure.

INV 1(2) FAULT-Alert¶

CONDITION VISUAL AURAL 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 - Associated INV FAULT amber light on overhead panel

INV 1(2) FAULT¶

INV 1(2) FAULT A24. 21 MAINTENANCE ACTION REQUIRED. After 10 s following INV FAULT, the AC BTR is automatically closed causing affected AC BUS and AC STBY BUS to be supplied from the remaining inverter.

X Start Fail - Alert¶

CONDITION VISUAL AURAL On ground, during second engine - MC light flashing amber SC start, operating DC GEN does not - ELEC 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¶

X START FAIL A24. 22 ▶ NORMAL ENG START : CONTINUE MAINTENANCE ACTION REQUIRED

ABN. 24. 4 LOST EQUIPMENT LIST ABN. 24. 4.1 STBY BUSSES AND BAT ONLY LOST EQUIPMENT LISTS

ABN. 24. 4.1. 1 Air¶

STBY BUS BAT ONLY (AC + DC) (ACW available) BLEEDS / PACKS RECIRC FANS LOST PRESSU AUTO LOST

ABN. 24. 4.1. 2 Autopilot¶

STBY BUS BAT ONLY (AC + DC) (ACW available) AP SM2 (YAW-AILERON) LOST AP SM3 (PITCH-ELEVATOR) LOST AP SM1 (ROLL-RUDDER) LOST

ABN. 24. 4.1. 3 Communication¶

STBY BUS BAT ONLY (AC + DC) (ACW available) VHF # 2 LOST HF XPDR # 2 LOST

ABN. 24. 4.1. 4 Flight Controls¶

STBY BUS BAT ONLY (AC + DC) (ACW available) STICK PUSHER LOST STICK SHAKER LOST TRIM IND LOST

ABN. 24. 4.1. 5 Hydraulic¶

STBY BUS BAT ONLY (AC + DC) (ACW available) MAIN PUMPS AUX PUMP FLAPS LOST X FEED VALVE LOST

ABN. 24. 4.1. 6 Indicating and Recording Systems¶

STBY BUS BAT ONLY (AC + DC) (ACW available) FWS NON-AVS AMBER ALERTS LOST

ABN. 24. 4.1. 7 Landing Gear¶

STBY BUS BAT ONLY (AC + DC) (ACW available) 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¶

STBY BUS BAT ONLY (AC + DC) (ACW available) TAXI AND T. O. Lights LOST

STBY BUS BAT ONLY (AC + DC) (ACW available) AHRS # 2 LOST ADC # 2 LOST DME LOST RADAR LOST RADIO ALTM LOST GPS # 1 LOST # 2 LOST VOR-ILS-ADF # 1 LOST # 2 LOST IOM DC 12 LOST IOM DC 13 LOST

ABN. 24. 4.1. 10 Power Plant¶

STBY BUS BAT ONLY (AC + DC) (ACW available) FF / FU / OIL TEMP AND PRESS BOTH LOST AUTO IDLE GATE LOST PROP BRK

ABN. 24. 4.1. 11 Miscellaneous¶

STBY BUS BAT ONLY (AC + DC) (ACW available) WIPERS F/O LOST WINDSHIELD HTG FAULT IND LOST SIDE WINDOW HTG LOST MCDU 1 LOST STATIC PORTS LOST ABN. 27 FLIGHT CONTROLS ABN. 27. 01 FLAPS

FLAPS ASYM-Alert¶

CONDITION VISUAL AURAL 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¶

FLAPS ASYM A27. 01 ▶ FLAPS CONTROL lever ......................................NEAR FLAPS PRESENT POSITION ●For approach ▶ REDUCED FLAPS LANDING procedure ( A27. 05 ) ......................................APPLY

FLAPS JAM-Alert¶

CONDITION VISUAL AURAL 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¶

A27. 02 FLAPS JAM ▶ FLAPS CONTROL lever ......................................NEAR FLAPS PRESENT POSITION ●For approach ▶ REDUCED FLAPS LANDING procedure ( A27. 05 ) ......................................APPLY

Additional Information¶

In the case of flaps lever inoperative, perform FLAPS JAM procedure.

FLAPS UNLK - Alert¶

CONDITION VISUAL AURAL Flaps untimely retraction when flaps - MW light flashing red CRC extended. - FLAPS UNLK red message on EWD

FLAPS UNLK¶

A27. 04 FLAPS UNLK ●Before V 1 ▶ TAKEOFF................................................................................................ABORT ●After V 1 V & V SPEED BUGS AUTOMATICALLY INCREASED R 2 ●If FLAPS UNLK during approach ▶ GO-AROUND......................................................................................PERFORM ▶ V GA ...................................... ...................................... NOT LESS THAN V min OPS ●When possible ▶ FLAPS..............................................................................................................0 ●For approach ▶ REDUCED FLAPS LANDING procedure ( A27. 05 ) ......................................APPLY

REDUCED FLAPS LANDING¶

REDUCED FLAPS LANDING A27. 05 ▶ GPWS ................................................ ................................................ FLAP OVRD Avoids nuisance warnings on final approach. ▶ STEEP SLOPE APPROACH (≥4. 5 °) : PROHIBITED LDG DIST FLAPS 30 FLAPS APP/LDG SPD MULTIPLY BY

0 2. 2 V¶

mHB0 + wind effect + 5 kt 15 2 V mHB15 + wind effect ■If severe icing procedure applied & aircraft not clear of ice LDG DIST FLAPS 30 FLAPS APP/LDG SPD MULTIPLY BY

15 2. 12 V ICING¶

mHB15 + wind effect +5 kt Note Refer to Landing Brake Energy to determine maximum landing weight limited by braking energy for normal or delayed braking. WHEELS BRK HOT alert may be triggered and wheel fuse plug melting may occur. Refer to Landing Distance to determine LDG DIST FLAPS 30. Use for calculation LDG DIST FLAPS 30 delayed braking if landing performed with delayed braking technique. Then apply LDG DIST FLAPS 30 multiplication factor. Refer to Reduced Flaps Landing Configuration VAPP to determine APP/LDG SPD. Note If delayed braking technique is used, braking is performed at: - 90 kt for FLAPS 15 landing - 100 kt for FLAPS 0 landing. ▶ ILS CAT 2 : PROHIBITED ●During flare ▶ PITCH ATTITUDE : DO NOT EXCEED 6 ° Tail strike can occur depending on vertical speed at touchdown. ●For FLAPS 0 landing ●At 10 ft ▶ ENG POWER................................. ................................. SLOWLY REDUCE ABN. 27. 02 PITCH

PITCH CONTROL JAM IN FLIGHT¶

A27. 06 PITCH CONTROL JAM IN FLIGHT ■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

Additional Information¶

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. 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 Following table illustrates effect of pitch control jamming: 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 : - 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¶

SPOILER JAM¶

A27. 16 SPOILER JAM ▶ MAX BANK ANGLE : 25 ° Due to reduce roll efficiency. ▶ HYD BLUE PUMP.............................................. .............................................. OFF To decrease drag from associated extended spoilers. ▶ HYD AUX PUMP............................................... ............................................... OFF To decrease drag from associated extended spoilers. ▶ LAND AT AIRPORT WITH MINIMUM CROSSWIND ●For approach ▶ MAX CROSSWIND : 20 kt (DRY RUNWAY) ▶ STEEP SLOPE APPROACH (≥ 4. 5 °) : PROHIBITED ▶ HYD BLUE PUMP............................................. ............................................. ON ▶ HYD AUX PUMP............................................................................................ON ▶ V APP (Refer to OPSDATA).................... .................... NOT LESS THAN V REF + 10 kt ▶ SPD TGT ....................................................................MAN SEL IF NECESSARY ▶ LDG DIST (Refer to Landing Distance)........................................MULTIPLY BY 1. 15 ▶ ILS CAT 2 : PROHIBITED 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 To recover nose wheel steering.

ABN. 27. 04 YAW DUTCH ROLL TENDENCY-RUDDER RELEASABLE CENTERING UNIT FAIL-

Alert¶

CONDITION VISUAL AURAL 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¶

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¶

CONDITION VISUAL AURAL Not able to operate rudder pedals NIL NIL

RUDDER JAM¶

A27. 18 RUDDER JAM ▶ DIFFERENTIAL POWER................................................USE TO MINIMIZE SIDESLIP Extended non coordinated flight can drain the fuel feeder compartment and result in an engine flameout. ●For approach ▶ STEEP SLOPE APPROACH (≥ 4. 5 °) : PROHIBITED ▶ ILS CAT 2 : PROHIBITED ▶ LAND AT AIRPORT WITH MINIMUM CROSSWIND ▶ FLAPS............................................................................................................30 ●At touchdown before power reduction below FI ▶ NOSE......................................................................................................DOWN

TLU FAULT-Alert¶

CONDITION VISUAL AURAL System disagree (target vs actual - MC light flashing amber SC TLU position) - FLT CTL TLU amber message on EWD - TLU FAULT amber light on overhead panel - OR - ADC 1+ 2 FAILURE - OR - TLU position synchro failure

TLU FAULT¶

TLU FAULT A27. 19 ●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 185 kt Set TLU to LO SPEED below 185 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. ▶ MAX IAS : 180 kt ▶ LARGE RUDDER INPUT........................................................................AVOID ●Before approach, when IAS < 185 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 V min 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 Additional Information REV 28 NOV 2024

In case of: - ADC 1(2) failure, or - CAPT (F/O) ADC switching, or - CPM 1 (2) failure, or - IOM 13 or IOM 23 failure A TLU FAULT alert is continuously displayed below 185 kt.

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)¶

CONDITION VISUAL AURAL 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)¶

CONDITION VISUAL AURAL 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¶

FUEL 1(2) ABNORMAL TEMP A28. 01 ■If FUEL TEMP > 50 °C ●On ground ▶ OIL TEMP : MONITOR Fuel is heated through a FUEL/OIL heat exchanger. Increasing fuel flow reduces fuel temperature. ▶ ENG PARAMETERS : MONITOR Note Setting the PL of the affected engine to GUST LOCK stop can reduce the fuel temperature (by increasing the fuel flow). ■If FUEL TEMP > 57 °C Note A temperature above 57 °C can be acceptable before engine start and during a transient period of 2 min after engine start. ▶ RETURN TO PARKING ▶ PL (affected ENG).................................................................................... GI ▶ CL (affected ENG)........................... ........................... FTR THEN FUEL S. O. ●In flight ▶ LARGE RAPID POWER CHANGE : AVOID May generate engine surges or flameout. ▶ OIL TEMP : MONITOR ▶ ENG PARAMETERS : MONITOR Note Report to maintenance if fuel temperature exceeded 57 °C ■If FUEL TEMP < 0 °C NO CREW ACTION REQUIRED.

Additional Information¶

On ground, the display of FUEL 1(2) TEMP HI amber message may be caused by high outside temperature conditions or one of the following preflight aircraft conditions: - Hot fuel supplied from tanks - Long exposure to high solar radiation (while the aircraft is on ground) - Prolonged use of hotel mode/engine running. Fuel flow increase (PL set to GUST LOCK stop) can reduce fuel temperature. A fuel temperature above 57 °C can be acceptable before engine start and during a transient period of 2 min after engine start (fuel opening). FUEL 1(2) TEMP HI is inhibited during this period.

FUEL CLOG-Alert¶

CONDITION VISUAL AURAL 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¶

A28. 02 FUEL CLOG ■If FUEL CLOG 1+2 lights come on: ▶ ENG (1+2) PARAMETERS : MONITOR ■If abnormal engine parameters ▶ LAND ASAP MAINTENANCE ACTION REQUIRED Note Fuel contamination may be suspected. ■If only FUEL CLOG 1(2) light comes on ▶ ENG (affected) PARAMETERS : MONITOR

FUEL FEED LO PR-Alert¶

CONDITION VISUAL AURAL 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

FUEL FEED LO PR¶

FUEL FEED LO PR A28. 03 ▶ FUEL PUMP (affected side)..................................................................CONFIRM ON ▶ ENG (affected) PARAMETERS : MONITOR 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 ▶ FIRE HANDLE (affected ENG)......................................................................PULL ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY

FUEL LEAK DETECTION¶

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

FUEL LEAK¶

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 ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ......................................APPLY ■If leak not located ▶ FUEL X FEED : KEEP CLOSED Must remain closed to prevent the leak affecting both tanks. ●Before landing ▶ ATC ....................................................................................................NOTIFY

FUEL LO LVL-Alert¶

CONDITION VISUAL AURAL Fuel quantity indication below - MC light flashing amber SC

160 kg (352 lb) - FUEL LO LVL amber message on EWD¶

Associated tank LO LVL amber message on Engine SD page
Associated tank is amber on MFD with fuel quantity in amber (quantity between 160 kg (352 lb) and 50 kg (110 lb)) or in red reverse video (quantity below 50 kg (110 lb))

FUEL LO LVL - Secondary-Alert¶

CONDITION VISUAL AURAL Feeder tank not full - MC light flashing amber SC - FUEL LO LVL amber message on EWD - Associated feeder tank is amber on MFD

FUEL LO LVL¶

FUEL LO LVL A28. 06 ▶ EXCESSIVE PITCH AND ROLL ATTITUDES : AVOID ▶ SIDESLIP : AVOID Extended non coordinated flight can drain the fuel feeder compartment and result in an engine flameout. ■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 ▶ FUEL X FEED : KEEP CLOSED ▶ UNUSABLE FUEL IN AFFECTED TANK : 130 kg (287 lb) The feeder jet pump of the affected tank is unavailable..

Additional Information¶

After fuel pump is selected ON, feeder tank is full within 10 min
The LO LVL local-alert for affected 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¶

CONDITION VISUAL AURAL 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).

FUEL MISMATCH¶

A28. 07 FUEL MISMATCH ■If leak suspected ▶ FUEL LEAK procedure ( A28. 05 ) ................................................................APPLY ■If normal fuel condition ▶ FOB....................................................................UPDATE IN CRZ PITCH RANGE Note CRZ PITCH RANGE : 3 ° DN ; 5 °UP

FUEL UNBALANCED-Alert¶

CONDITION VISUAL AURAL 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

FUEL UNBALANCED¶

FUEL UNBALANCED A28. 08 ■If FUEL LEAK suspected ▶ FUEL LEAK procedure ( A28. 05 ) ................................................................APPLY ■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

ABN. 29 HYDRAULIC POWER

HYD BLUE (GREEN) LO LVL-Alert¶

CONDITION VISUAL AURAL 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

HYD BLUE (GREEN) LO LVL¶

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 ▶ REDUCED FLAPS LANDING procedure ( A27. 05 ) ................. ................. APPLY ●At landing N/W STEERING LOST ▶ DIFFERENTIAL BRAKING : USE Emergency/Parking Brake system permits at least six applications of braking at full braking pressure from the parking brake accumulator. ▶ TAXI : ON ENG 1+2 ■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 QRH - PER. 7.1 - Landing Distance)................MULTIPLY BY 1. 5 ▶ HYD GREEN SYS LOST EQUIPMENT LIST................................................CHECK ●Before landing NORMAL BRAKING 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. ▶ 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 ▶ TAXI : ON ENG 1+2

HYD BLUE SYS LOST EQUIPMENT LIST¶

HYD BLUE SYS LOST EQUIPMENT LIST 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¶

HYD GREEN SYS LOST EQUIPMENT LIST Flight Controls Landing Gear - TLU LO SPEED memo - LDG GEAR EXTENSION - LDG GEAR RETRACTION - NORMAL BRAKE

HYD BLUE (GREEN) LO PR-Alert¶

CONDITION VISUAL AURAL 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¶

A29. 02 HYD BLUE (GREEN) LO PR ▶ HYD (affected) PUMP ........................................... ........................................... OFF ▶ HYD X FEED......................................................................................................ON Failed system users supplied by the non affected pump. ▶ TAXI : ON ENG 1+2

HYD BLUE (GREEN) OVHT-Alert¶

CONDITION VISUAL AURAL 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¶

HYD BLUE (GREEN) OVHT A29. 03 ▶ HYD (affected) PUMP ........................................... ........................................... OFF ▶ HYD X FEED......................................................................................................ON Failed system users supplied by the non affected pump. ▶ TAXI : ON ENG 1+2

HYD BLUE AND GREEN PUMPS LOSS-Alert¶

CONDITION VISUAL AURAL Loss of hydraulic pump information - MC light flashing amber SC - HYD PUMPS LOSS amber message on EWD

HYD BLUE AND GREEN PUMPS LOSS¶

A29. 04 HYD BLUE AND GREEN PUMPS LOSS ▶ HYD BLUE PUMP.............................................. .............................................. OFF ▶ HYD GREEN PUMP..........................................................................................OFF ▶ HYD X FEED........................................................................................CHECK OFF ▶ LDG DIST (Refer to Landing Distance)..............................................MULTIPLY BY 1. 5 ▶ HYD BLUE SYS LOST EQUIPMENT LIST......................................................CHECK ▶ HYD GREEN SYS LOST EQUIPMENT LIST....................................................CHECK ●Before landing NORMAL BRAKING 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. ▶ LDG GEAR lever ......................................................................................DOWN ▶ HYD BLUE PRESSURE............................................................................CHECK ▶ FLAPS 15............................................................................................AS RQRD ▶ LDG GEAR GRAVITY EXTENSION procedure ( A32. 03 ) ..............................APPLY LDG GEAR CANNOT BE RETRACTED ▶ FLAPS 30............................................................................................AS RQRD ●After touchdown ▶ REVERSE............................................................................................AS RQRD ▶ BRAKE HANDLE........................................................................ EMER/AS RQRD ▶ TAXI : ON ENG 1+2

HYD BLUE SYS LOST EQUIPMENT LIST¶

HYD BLUE SYS LOST EQUIPMENT LIST Flight Controls Note - FLAPS Blue system is recovered when LDG GEAR - SPOILERS lever is down. - N/W STEERING Propellers - PROP BRAKE Landing Gear - PARKING BRAKE - EMER BRAKE (accumulator allows at least

6 applications of braking force at full braking¶

pressure)

HYD GREEN SYS LOST EQUIPMENT LIST¶

HYD GREEN SYS LOST EQUIPMENT LIST Flight Controls Landing Gear - TLU LO SPEED memo - LDG GEAR EXTENSION - LDG GEAR RETRACTION - NORMAL BRAKE

HYD BLUE AND GREEN SYS LOSS-Alert¶

CONDITION VISUAL AURAL Loss of both hydraulic systems - MC light flashing amber SC - HYD SYS LOSS amber message on EWD

HYD BLUE AND GREEN SYS LOSS¶

A29. 05 HYD BLUE AND GREEN SYS LOSS ▶ HYD BLUE PUMP.............................................. .............................................. OFF ▶ HYD GREEN 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 ▶ LDG GEAR GRAVITY EXTENSION procedure ( A32. 03 ) ..............................APPLY LDG GEAR CANNOT BE RETRACTED ▶ V APP (Refer to OPSDATA)..........................................V mHB0 + 5 kt + WIND EFFECT ▶ LDG DIST (Refer to Landing Distance)..........MULTIPLY LDG DIST FLAPS 30 BY 2. 9 ●Before landing NORMAL BRAKING 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. ●During flare ▶ PITCH ATTITUDE : DO NOT EXCEED 6 ° 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 Emergency/Parking Brake system permits at least six applications of braking at full braking pressure from the parking brake accumulator. ▶ TAXI : ON ENG 1+2

HYD BLUE SYS LOST EQUIPMENT LIST¶

HYD BLUE SYS LOST EQUIPMENT LIST 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¶

HYD GREEN SYS LOST EQUIPMENT LIST Flight Controls Landing Gear - TLU LO SPEED memo - LDG GEAR EXTENSION - LDG GEAR RETRACTION - NORMAL BRAKE

HYD AUX LO PR-Alert¶

CONDITION VISUAL AURAL 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¶

HYD AUX LO PR A29. 06 ▶ HYD AUX PUMP............................................... ............................................... OFF

HYD AUX OVHT-Alert¶

CONDITION VISUAL AURAL 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

HYD AUX OVHT¶

A29. 07 HYD AUX OVHT ▶ HYD AUX PUMP............................................... ............................................... OFF ABN. 30 ICE AND RAIN PROTECTION ABN. 30. 1 ANTI ICING

ANTI ICING HORNS 1(2) FAULT-Alert¶

CONDITION VISUAL AURAL 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¶

A30. 01 ANTI ICING HORNS 1(2) FAULT ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ ANTI ICING HORNS (affected side)....................................................................OFF ■If icing conditions ●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.

Additional Information¶

One unit controls rudder and left elevator horns and another one controls ailerons and right elevator horns.

ANTI ICING PROP 1(2) FAULT-Alert¶

CONDITION VISUAL AURAL 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¶

ANTI ICING PROP 1(2) FAULT A30. 02 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ 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.

Additional Information¶

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

FWS 1+2 LOSS-Alert¶

CONDITION VISUAL AURAL FWS not available - REFER TO QRH on Procedure Window NIL

FWS 1+2 LOSS¶

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 ▶ ENG PARAMETERS : MONITOR ▶ FWS 1+2 LOST EQUIPMENT LIST........................................................CHECK

Lost Equipment List¶

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

ABN. 32 LANDING GEAR

1 ANTISKID FAULT¶

ANTISKID FAULT-Alert¶

CONDITION VISUAL AURAL 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¶

A32. 01 ANTISKID FAULT ▶ ANTISKID........................................................................................................OFF ▶ LDG DIST (Refer to Landing Distance)..............................................MULTIPLY BY 1. 4 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¶

CONDITION VISUAL AURAL Brake temperature over 150 °C - MC light flashing amber SC - WHEELS BRK HOT amber message on EWD

BRK TEMP HOT¶

BRK TEMP HOT A32. 02 ●On ground ▶ PL ................................................................................................CHECK ON GI Note Taxi at low speed, use reverse if necessary. ▶ RETURN TO PARKING After aborted takeoff 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 ▶ 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 MAINTENANCE ACTION REQUIRED

3 LDG GEAR GRAVITY EXTENSION¶

LDG GEAR GRAVITY EXTENSION¶

A32. 03 LDG GEAR GRAVITY EXTENSION ▶ LDG GEAR lever ..........................................................................................DOWN CAUTION Do not twist handle when operating. Pull above the top of the pedestal and maintain until green lights are on. The expected landing gear extension duration is between 10 s and 20 s. ▶ EMER EXTENSION HANDLE : PULL & MAINTAIN UP Pulling handle mechanically releases the up locks. Pushing handle back resets the uplocking system. ▶ TCAS ...................................................................................................... TA ONLY LDG GEAR CANNOT BE RETRACTED ■If abnormal LDG GEAR indication ▶ LANDING WITH ABNORMAL LDG GEAR procedure ( A32. 06 ) .......... .......... APPLY

Additional Information¶

It is recommended to perform gravity extension at a lower speed than V , in accordance with LO flight conditions.

4 LDG GEAR RETRACTION NOT POSSIBLE¶

LDG GEAR RETRACTION NOT POSSIBLE-Alert¶

CONDITION VISUAL AURAL Landing gear lever jammed or - Three green ∇ lights ON on both panels NIL inoperative

LDG GEAR RETRACTION NOT POSSIBLE¶

LDG GEAR RETRACTION NOT POSSIBLE A32. 04 ▶ ICING CONDITION : LEAVE AND AVOID ▶ MAX IAS : V LE ▶ LDG GEAR lever ..........................................................................................DOWN Flight with landing gear extended has a significant effect on fuel consumption and climb gradient: Refer to PRO. SPO. 17. 1 Flight with Landing Gear Down. ▶ FWS .............................................................................................................. RCL ▶ TCAS ...................................................................................................... TA ONLY ▶ IDLE GATE : MONITOR

5 LDG GEAR UNSAFE INDICATION¶

LDG GEAR UNSAFE INDICATION-Alert 1¶

CONDITION VISUAL AURAL Any gear not seen down locked, and - MW light flashing red CRC FLAPS 30, 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

LDG GEAR UNSAFE INDICATION-Alert 2¶

CONDITION VISUAL AURAL 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

LDG GEAR UNSAFE INDICATION-Alert 3¶

CONDITION VISUAL AURAL Any gear not seen down locked - MC light flashing amber SC

30 s after landing gear was selected - LDG GEAR amber message on EWD¶

DOWN - Any green ∇ light turn OFF on either panel

LDG GEAR UNSAFE INDICATION¶

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 ▶ LDG GEAR GRAVITY EXTENSION procedure ( A32. 03 ) ..........................APPLY ■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/and GREEN light(s) ON on both panels ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ 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

Additional Information¶

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 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 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.

6 LANDING WITH ABNORMAL LDG GEAR¶

LANDING WITH ABNORMAL LDG GEAR¶

A32. 06 LANDING WITH ABNORMAL LDG GEAR ●Preparation ▶ CABIN CREW (PA)..................................................................................NOTIFY 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 GPWS is selected OFF to avoid nuisance warnings. ▶ CABIN AND COCKPIT..........................................................................PREPARE Loose equipment secured. Survival equipment secured. Belts and shoulder harness locked. ▶ FUEL WEIGHT................................ ................................ IF POSSIBLE, REDUCE Burn fuel to minimum possible weight. This reduces V and effect on the load factor for APP 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 730 kg (1 609 lb). ●Approach ▶ LDG GEAR lever ......................................................................................DOWN ▶ LDG GEAR EMER EXTENSION HANDLE......................................................PULL ▶ ENG START selector ..........................................................OFF & START ABORT ▶ CABIN REPORT...................................................................................... OBTAIN ●Before landing ▶ ENG BLEEDS 1+2........................................................................................OFF ▶ BRACE FOR IMPACT....................................... ....................................... ORDER ●At touchdown ▶ PL 1+2............................................................................................................ GI ▶ CL 1+2.............................................................................. FTR THEN FUEL S. O. ●After touchdown ▶ FIRE HANDLES 1+2....................................................................................PULL ●When aircraft has stopped ▶ BRAKE HANDLE......................................... ......................................... PARKING ▶ CABIN CREW (PA)..................................................................................NOTIFY ▶ 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 1) ▶ EVACUATION (PA)..................................................................................INITIATE ●Before leaving aircraft ▶ BAT ............................................................................................................OFF Battery is kept ON until leaving the aircraft to ensure cabin communication on PA.

Additional Information¶

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¶

CONDITION VISUAL AURAL Loss of one ADC. - MC light flashing amber SC - ADC amber message on EWD

INTENTIONALLY LEFT BLANK

REV 16 JUL 2024 1054-1096;1237-1283 ADC 1(2) FAILURE A34. 01 ▶ ADC (affected side)........................................................................ALTERNATE SYS ▶ FMA ........................................................................................CHECK & CONFIRM ■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 ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ IAS & ALT : PERIODICALLY COMPARE WITH IESI BARO SETTING SELECTION ONLY AVAILABLE ON OPERATIVE SIDE ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID Rapid power change may disconnect AP ▶ ILS CAT 2 : PROHIBITED ■If ADC 1 FAILED ▶ LANDING ELEVATION ................................................SET PRESSURE ALTITUDE BARO Correction from ADC 1 lost.

REV 16 JUL 2024 1124-1160 A34. 01 ADC 1(2) FAILURE ▶ ADC (affected side)........................................................................ALTERNATE SYS ▶ FMA ........................................................................................CHECK & CONFIRM ■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 ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ IAS & ALT : PERIODICALLY COMPARE WITH IESI BARO SETTING SELECTION ONLY AVAILABLE ON OPERATIVE SIDE ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID Rapid power change may disconnect AP ▶ ILS CAT 2 : PROHIBITED ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED ■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¶

CONDITION VISUAL AURAL Loss of both ADC 1+2. - MC light flashing amber SC - ADC 1+2 amber message on EWD

ADC 1+2 FAILURE REV 16 JUL 2024 1124-1160 ADC 1+2 FAILURE A34. 02 ▶ PF ................................................................................................................ CAPT ▶ IESI ................................................................................................................USE ▶ MAN CAB PRESS RATE knob ......................................9 O’CLOCK (MAN POSITION) ▶ CAB PRESS MODE SEL ........................................ ........................................ MAN ▶ TCAS ..................................................... ..................................................... STBY ▶ ENG PARAMETERS : MONITOR 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 sw .......................................................................... HI or LO SPD based on IAS Note - Set TLU to HI SPEED above 185 kt. - Set TLU to LO SPEED below 185 kt. Disregard TLU FAULT alerts (FWS and local alerts) if 30 s after TLU sw setting, the TLU position indication is in accordance with IAS. ▶ AUTO PRESS FAULT procedure ( A21. 10 ) ......................................................APPLY 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 ▶ RNP AR OPERATION : PROHIBITED

REV 16 JUL 2024 1054-1096;1237-1283 A34. 02 ADC 1+2 FAILURE ▶ PF ................................................................................................................ CAPT ▶ IESI ................................................................................................................USE ▶ CAB PRESS RATE knob ..............................................9 O’CLOCK (MAN POSITION) ▶ CAB PRESS MODE SEL ........................................ ........................................ MAN ▶ TCAS ..................................................... ..................................................... STBY ▶ ENG PARAMETERS : MONITOR 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 sw .......................................................................... HI or LO SPD based on IAS Note - Set TLU to HI SPEED above 185 kt. - Set TLU to LO SPEED below 185 kt. Disregard TLU FAULT alerts (FWS and local alerts) if 30 s after TLU sw setting, the TLU position indication is in accordance with IAS. ▶ AUTO PRESS FAULT procedure ( A21. 10 ) ......................................................APPLY 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

Additional Information¶

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.

4 ALTITUDE DISAGREE¶

ALTITUDE DISAGREE-Alert¶

CONDITION VISUAL AURAL Altitude information provided by - MC light flashing amber SC ADC1 and ADC2 differs by more - ALT DISAGREE amber message on EWD than a variable threshold (minimum - Amber CHECK ALT on PFDs

60 ft, exact value depending on¶

altitude)

ALTITUDE DISAGREE¶

A34. 04 ALTITUDE DISAGREE ▶ BOTH PFD / IESI ALT ................................COMPARE TO IDENTIFY AFFECTED ADC ▶ ADC (affected side)........................................................................ALTERNATE SYS ▶ ADC 1(2) FAILURE procedure ( A34. 01 ) ............................ ............................ APPLY

5 IAS DISAGREE¶

IAS DISAGREE-Alert¶

CONDITION VISUAL AURAL Airspeed information provided by - MC light flashing amber SC ADC1 and ADC2 differs by more - IAS DISAGREE amber message on EWD than 10 kt - Amber CHECK IAS on PFDs

IAS DISAGREE¶

A34. 05 IAS DISAGREE ▶ BOTH PFD / IESI IAS ................................COMPARE TO IDENTIFY AFFECTED ADC ■If affected ADC identified ▶ ADC (affected side)....................................................................ALTERNATE SYS ▶ ADC 1(2) FAILURE procedure ( A34. 01 ) .......................... .......................... APPLY ■If IAS disagree between both PFD and IESI ▶ UNRELIABLE AIRSPEED INDICATION procedure ( E99. 10 ) ........................APPLY ABN. 34. 2 AHRS

2 AHRS 1(2) FAILURE¶

AHRS 1(2) FAILURE-Alert¶

CONDITION VISUAL AURAL Loss of one AHRS - MC light flashing amber SC - AHRS amber message on EWD

AHRS 1(2) FAILURE¶

1124-1160 AHRS 1(2) FAILURE A34. 07 ▶ ATT/HDG (affected side)................................ ................................ ALTERNATE SYS ▶ FMA............................................ ............................................ CHECK & CONFIRM ■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 ●When wings level ▶ PFD : PERIODICALLY COMPARE WITH IESI ▶ HDG & TK : PERIODICALLY X CHECK WITH STBY COMPASS ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID

▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED¶

1054-1096;1237-1283 AHRS 1(2) FAILURE A34. 07 ▶ ATT/HDG (affected side)................................ ................................ ALTERNATE SYS ▶ FMA............................................ ............................................ CHECK & CONFIRM ■If stall warning inoperative ▶ AP USE : PROHIBITED ■If IAS below 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 ●When wings level ▶ PFD : PERIODICALLY COMPARE WITH IESI ▶ HDG & TK : PERIODICALLY X CHECK WITH STBY COMPASS ■If single engine operation ▶ LARGE RAPID POWER CHANGE : AVOID

3 AHRS 1+2 FAILURE¶

AHRS 1+2 FAILURE-Alert¶

CONDITION VISUAL AURAL Loss of both AHRS. - MC light flashing amber SC - AHRS 1+2 amber message on EWD

AHRS 1+2 FAILURE¶

1054-1096;1237-1283 A34. 08 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¶

1124-1160 A34. 08 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 TERRAIN DISPLAY AVAILABLE FOR SAFE EXTRACTION ▶ RNP AR OPERATION : PROHIBITED

AHRS 1+2 FAILURE - Additional Information¶

Terrain picture display will remain available on ND, it will be referenced to true track using GPS track signal.

4 AHRS NOT ALIGN¶

AHRS NOT ALIGN-Alert¶

CONDITION VISUAL AURAL AHRS not aligned - MC light flashing amber SC - AHRS NOT ALIGN amber message on EWD

AHRS NOT ALIGN¶

AHRS NOT ALIGN A34. 09 ●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. 07 ) ................................................APPLY

5 ATTITUDE DISAGREE¶

ATTITUDE DISAGREE-Alert¶

CONDITION VISUAL AURAL Pitch or Roll information provided by - MC light flashing amber SC AHRS1 and AHRS2 differs by more - ATT DISAGREE amber message on EWD than 3° - Amber CHECK ATT on PFDs

ATTITUDE DISAGREE¶

A34. 10 ATTITUDE DISAGREE ▶ BOTH PFD / IESI ATT .............. .............. COMPARE TO IDENTIFY AFFECTED AHRS ▶ ATT/HDG (affected side)................................ ................................ ALTERNATE SYS ▶ AHRS 1(2) FAILURE procedure ( A34. 07 ) ......................................................APPLY

7 HEADING DISAGREE¶

HEADING DISAGREE-Alert¶

CONDITION VISUAL AURAL 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¶

A34. 12 HEADING DISAGREE ●When wing leveled ▶ HDG / TK / STBY COMPASS................COMPARE TO IDENTIFY AFFECTED AHRS ▶ ATT/HDG (affected side)..............................................................ALTERNATE SYS ▶ AHRS 1(2) FAILURE procedure ( A34. 07 ) ......................... ......................... APPLY

Additional Information¶

The wrong AHRS is selected OFF to recover AP (pitch or roll AHRS disagree) or HDG HOLD and GA mode (heading AHRS disagree)
HEADING DISAGREE can be triggered on ground by local magnetic perturbations. If the aircraft moves away from magnetic perturbations source, the fault should disappear shortly.

ABN. 34. 3 AVNX

1 AVNX FWS SGL CH¶

AVNX FWS SGL CH-Alert¶

CONDITION VISUAL AURAL One of FWA detected faulty - MC light flashing amber SC - FWS SGL CH amber message on EWD

AVNX FWS SGL CH¶

AVNX FWS SGL CH A34. 13 NO CREW ACTION REQUIRED MAINTENANCE ACTION REQUIRED

2 AVNX SGL SWITCH¶

AVNX SGL SWITCH-Alert¶

CONDITION VISUAL AURAL Only one switch available. - MC light flashing amber SC - AVNX SGL SWITCH amber message on EWD

AVNX SGL SWITCH¶

1054-1096;1237-1283 AVNX SGL SWITCH A34. 14 NO CREW ACTION REQUIRED

MAINTENANCE ACTION REQUIRED¶

1124-1160 AVNX SGL SWITCH A34. 14 NO CREW ACTION REQUIRED MAINTENANCE ACTION REQUIRED ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED

1 AVNX SWITCH 1+2 LOSS¶

AVNX SWITCH 1+2 LOSS-Alert¶

CONDITION VISUAL AURAL AVNX switch lost - REFER TO QRH on Procedure Window SC

AVNX SWITCH 1+2 LOSS¶

1054-1096;1237-1283 A34. 15 AVNX SWITCH 1+2 LOSS ▶ LAND ASAP ▶ ENG PARAMETERS : MONITOR ▶ ICE ACCRETION : MONITOR Ice accretion is primarily detected by observing IEP, as well as observing windshield, airframe leading edges, wipers, and side windows. ▶ SPEEDS : MONITOR RMS AVAILABLE ON MCDU and IESI. ▶ VOR/ILS 1 TUNING....................................................................................USE IESI

▶ LOST EQUIPMENT LIST..............................................................................CHECK¶

1124-1160 A34. 15 AVNX SWITCH 1+2 LOSS ▶ LAND ASAP ▶ ENG PARAMETERS : MONITOR ▶ ICE ACCRETION : MONITOR Ice accretion is primarily detected by observing IEP, as well as observing windshield, airframe leading edges, wipers, and side windows. ▶ SPEEDS : MONITOR RMS AVAILABLE ON MCDU and IESI. ▶ VOR/ILS 1 TUNING....................................................................................USE IESI ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ RNP AR OPERATION : PROHIBITED

Lost Equipment List¶

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 Ice and Rain Protection - EXCESS CAB ALT - PROP 1 ANTI ICING - FWS CAUTION alerts on EWD - PROP 2 ANTI ICING - FWS WARNING alerts on EWD Indicating and Recording Systems - FWS Electronic Checklists on EWD - All speeds computed by the FMS lost Note (on ground: V , V , V ; in flight: V , 1 R 2 mLB0 ATC fail is displayed on PFD. V normal and icing speed bugs, V , mHB min OPS ATC control through MCP is lost but ATC V , V speed bands) PROT min control through MCDU remains operative. Navigation - RA Display Note - TCAS Display On the DU indications, some indications - TAWS and monitoring are lost on DUs. As - WEATHER RADAR local alerts are functional, refer to the - DH/MDA overhead panel. - ALL NAV MEANS EXCEPT VOR/ILS 1 ABN. 34. 4 AVNX CPM

1 AVNX CPM 1 LOSS¶

AVNX CPM 1 LOSS-Alert¶

CONDITION VISUAL AURAL CPM 1 fail. - MC light flashing amber SC - AVNX CPM 1 amber message on EWD

REV 16 JUL 2024 1054-1096;1237-1283 A34. 16 AVNX CPM 1 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ▶ LOST EQUIPMENT LIST..............................................................................CHECK

REV 16 JUL 2024 1124-1160 AVNX CPM 1 LOSS A34. 16 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED

Lost Equipment List¶

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. Flight Controls - TLU AUTO MODE Ice and Rain Protection - DE-ANTI ICING MODE SEL AUTO - PROP 1 ANTI ICING

2 AVNX CPM 2 LOSS¶

AVNX CPM 2 LOSS-Alert¶

CONDITION VISUAL AURAL AVNX CPM 2 fail. - MC light flashing amber SC - AVNX CPM 2 amber message on EWD

REV 16 JUL 2024 1054-1096;1237-1283 A34. 17 AVNX CPM 2 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK REV 16 JUL 2024 1124-1160 A34. 17 AVNX CPM 2 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED

Lost Equipment List¶

Lost Equipment List Air Note - RIGHT 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. Flight Controls - TLU AUTO MODE Ice and Rain Protection - DE-ANTI ICING MODE SEL AUTO - PROP 2 ANTI ICING

3 AVNX CPM 1+2 LOSS¶

AVNX CPM 1+2 LOSS-Alert¶

CONDITION VISUAL AURAL CPM 1 + 2 fail. - FWS NOT AVAIL amber message on SC Procedure Window - REFER TO QRH on Procedure Window

AVNX CPM 1+2 LOSS REV 02 OCT 2024 1054-1096;1237-1283 A34. 18 AVNX CPM 1+2 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ OPERATIONAL SPEEDS (Refer to OPSDATA)....................................USE OPS DATA HI and LO SPEED protection indication is lost. ▶ ICE ACCRETION : MONITOR Ice accretion is primarily detected by observing IEP, as well as observing windshield, airframe leading edges, wipers, and side windows. ▶ LAND ASAP ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY Ice detector is lost. ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ DEICING : MONITOR OVERHEAD PANEL ▶ CAB PRESS RATE knob ..............................................9 O'CLOCK (MAN POSITION) ▶ CAB PRESS MODE SEL.................................................................................. MAN ▶ DESCENT..................................................................................................INITIATE ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ▶ CAB PRESS RATE knob ....................................10 O'CLOCK (INCREASE POSITION) ▶ TLU sw .......................................................................... HI or LO SPD based on IAS Note - Set TLU to HI SPEED above 185 kt. - Set TLU to LO SPEED below 185 kt. Disregard the FLT CTL FAULT local alert if TLU sw is set in accordance with IAS. ▶ ENG PARAMETERS : MONITOR ▶ VOR/ILS 1................................................ ................................................ USE IESI ▶ LOST EQUIPMENT LIST..............................................................................CHECK

CONDITION VISUAL AURAL CPM 2 + IOM 12 fail. - MC light flashing amber SC - AVNX CPM 2 + IOM 12 amber message on EWD

AVNX CPM 2 + IOM 12 LOSS REV 16 JUL 2024 1054-1096;1237-1283 A34. 21 AVNX CPM 2 + IOM 12 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ LAND ASAP ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ HYD GREEN PRESS : MONITOR OVHD PANEL ▶ FLAPS SETTING : VISUALLY MONITOR ▶ AUTO PRESS FAULT procedure ( A21. 10 ) ......................................................APPLY ●At touchdown CAUTION Do not use ENG 1 REVERSE

REV 02 OCT 2024 1124-1160 AVNX CPM 2 + IOM 12 LOSS A34. 21 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ LAND ASAP ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ●When IAS < 185 kt ▶ TLU FAULT procedure ( A27. 19 ) ................................................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ HYD GREEN PRESS : MONITOR OVHD PANEL ▶ FLAPS SETTING : VISUALLY MONITOR ▶ AUTO PRESS FAULT procedure ( A21. 10 ) ......................................................APPLY ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED ●At touchdown CAUTION Do not use ENG 1 REVERSE

Lost Equipment List¶

Lost Equipment List Air Indicating and Recording Systems (1/2) - AUTO PRESS - AIR PACK - RH TURBO FAN - AIR PACK 1+2 Autopilot - AIR RECIRC FAN - AP+YD - AIR DUCT OVHT Flight Controls - AIR AUTO PRESS - TLU AUTO MODE - AIR VENT EXH Fuel - AIR OVBD - FUEL X FEED MEMO - AIR VENT ALT Ice and rain Protection - AIR FWD DET FAN - DE-ANTI ICING MODE SEL AUTO - AIR CARGO ALT - PROP 1 + PROP 2 ANTI ICING - 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 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 2 OIL TEMP OVHT - 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 On the DU indications, some indications and monitoring are lost on DUs. As local alerts are functional, refer to the overhead panel.

7 AVNX CPM 2 + IOM 13 LOSS¶

AVNX CPM 2 + IOM 13 LOSS-Alert¶

CONDITION VISUAL AURAL CPM 2 + IOM 13 fail. - MC light flashing amber SC - AVNX CPM 2 + IOM 13 amber message on EWD

AVNX CPM 2 + IOM 13 LOSS REV 02 OCT 2024 1124-1160 A34. 22 AVNX CPM 2 + IOM 13 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ ICE ACCRETION : MONITOR ▶ LAND ASAP ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ TLU sw .......................................................................... HI or LO SPD based on IAS Note - Set TLU to HI SPEED above 185 kt. - Set TLU to LO SPEED below 185 kt. Disregard TLU FAULT alerts (FWS and local alerts) if TLU sw is set in accordance with IAS. V AND M AURAL WARNINGS LOST MO MO ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED ●At touchdown CAUTION Do not use ENG 2 REVERSE

REV 16 JUL 2024 1054-1096;1237-1283 AVNX CPM 2 + IOM 13 LOSS A34. 22 ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ ICE ACCRETION : MONITOR ▶ LAND ASAP ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ TLU sw .......................................................................... HI or LO SPD based on IAS Note - Set TLU to HI SPEED above 185 kt. - Set TLU to LO SPEED below 185 kt. Disregard TLU FAULT alerts (FWS and local alerts) if TLU sw is set in accordance with IAS. V AND M AURAL WARNINGS LOST MO MO ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE ●At touchdown CAUTION Do not use ENG 2 REVERSE

INTENTIONALLY LEFT BLANK

Lost Equipment List¶

Lost Equipment List Air Indicating and Recording Systems (2/2) - LH + RH TURBO FAN - FUEL 2 TEMP LO Autopilot - FUEL 2 TEMP HI - AP+YD - FUEL LO LVL - FWS OVERSPEED AURAL ALERTS - FUEL FEED LO PR Flight Controls - HYD BLUE (GREEN) LO - TLU AUTO MODE - HYD PUMPS LOSS Ice and Rain Protection - HYD SYS LOSS - DE-ANTI ICING MODE SEL AUTO - HYD LO PR - PROP 2 ANTI ICING - HYD OVHTIDLE GATE Indicating and Recording Systems (1/2) - ALL MFCs EXCEPT MFC 1B + 2B - EXCESS CAB ALT - WHEELS BRK HOT - EXCESS CAB ΔP - WHEELS A-SKID - FWS TAKEOFF INHIBITION - ATC 1+2 - AUDIO SEL CAPT - AFDX SWITCH - AUDIO SEL F/O - ENG 1(2) OUT - ELEC INV 1 - ENG 2 OVER LIM - ELEC BAT CHG - ENG 1(2) OIL TEMP LO - ELEC CHG LOSS - ENG 1(2) OIL TEMP HI - ELEC BAT DISCH - ENG 1(2) OIL TEMP OVHT - ELEC DC SHED - ENG 2 PROP NP - ELEC DC BUS 1(2) - ENG 2 PROP LIM - ELEC AC BUS 1(2) - ENG 2 LO PITCH - ELEC ACW BUS 1(2) - ENG 1(2) PEC SGL CH - ELEC ACW 1+2 - TAXI - ELEC DC GEN - PARKING - ELEC INV 1(2) Navigation - ELEC ACW GEN - WEATHER RADAR - ELEC STBY UNDV Note - LOOP 1A, 1B, 2A , 2B On the DU indications, some indications and - PITCH DISC monitoring are lost on DUs. As local alerts - PITCH RECONNECT are functional, refer to the overhead panel. - PITCH TRIM ASYM - FLT CTL PUSHER

Additional Information¶

If AUTO PRESS FAULT comes on - CAB ALT + CAB Delta P + CAB V indications are lost SR - Select CAB PRESS panel MODE SEL pb on MAN position, initiate descent to FL 100 or MINIMUM SAFE ALTITUDE, and set CAB PRESS panel RATE knob on 10 O'CLOCK position. ABN. 34. 5 AVNX IOM

1 AVNX IOM 12 LOSS¶

AVNX IOM 12 LOSS-Alert¶

CONDITION VISUAL AURAL IOM 12 fail. - MC light flashing amber SC - AVNX IOM 12 amber message on EWD

AVNX IOM 12 LOSS¶

A34. 23 AVNX IOM 12 LOSS ▶ ICING CONDITIONS : LEAVE AND AVOID ▶ DE-ANTI ICING MODE SEL AUTO FAULT procedure ( A30. 06 ) ........................APPLY ■If icing conditions ▶ ANTI ICING PROP 1(2) FAULT procedure ( A30. 02 ) ....................................APPLY ▶ ENG PARAMETERS : MONITOR ▶ LOST EQUIPMENT LIST..............................................................................CHECK ▶ LANDING ELEVATION....................................................SET PRESSURE ALTITUDE

Lost Equipment List¶

Lost Equipment List Ice and Rain Protection Note - DE-ANTI ICING MODE SEL AUTO On the DU indications, some indications and - PROP 1 ANTI ICING monitoring are lost on DUs. As local alerts are functional, refer to the overhead panel.

2 AVNX IOM 13 LOSS¶

AVNX IOM 13 LOSS-Alert¶

CONDITION VISUAL AURAL DU with corrupted parameters - MC light flashing amber SC - DUs DISCREPANCY amber message on EWD

DU DISCREPANCY¶

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 ▶ NORMAL OPERATIONS : RESUME

2 DU TEMP HI¶

DU TEMP HI-Alert¶

CONDITION VISUAL AURAL One DU TEMP high - MC light flashing amber SC - DU TEMP HI amber message on EWD

DU TEMP HI¶

DU TEMP HI A34. 34 ▶ MFC 2A........................................................................................................RESET

3 SEVERAL DUs TEMP HI¶

SEVERAL DUs TEMP HI-Alert¶

CONDITION VISUAL AURAL More than one DU TEMP HI - MC light flashing amber SC - DUs TEMP HI amber message on EWD

SEVERAL DUs TEMP HI¶

SEVERAL DUS TEMP HI A34. 35 ▶ MFC 2A........................................................................................................RESET ■If alert persists after 15 min ▶ OVBD VALVE..............................................................................................AUTO ▶ AVIONICS VENT EXHAUST MODE .............................. .............................. OVBD MAINTENANCE ACTION REQUIRED ■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¶

CONDITION VISUAL AURAL Loss of one FMS - MC light flashing amber SC - FMS 1(2) amber message on EWD

FMS 1(2) FAILURE¶

1054-1096;1237-1283 A34. 36 FMS 1(2) FAILURE ■If FMS 1 fail ■If CAPT NAV SOURCE is FM 1 ▶ NAV SOURCE CAPT................................................................................FM 2 ▶ FGCP/FMA............................................................................SET & CONFIRM ■If CAPT NAV SOURCE is V/ILS NO CREW ACTION REQUIRED ■If Go-around ▶ NAV SOURCE CAPT........................ ........................ SELECT FM 2 OR V/ILS ■If FMS 2 fail ■If F/O NAV SOURCE is FM 2 ▶ NAV SOURCE F/O....................................................................................FM 1 ▶ FGCP/FMA............................................................................SET & CONFIRM ■If F/O NAV SOURCE is V/ILS NO CREW ACTION REQUIRED ■If Go-around

▶ NAV SOURCE F/O....................................................SELECT FM 1 OR V/ILS¶

1124-1160 FMS 1(2) FAILURE A34. 36 ■If FMS 1 fail ■If CAPT NAV SOURCE is FM 1 ▶ NAV SOURCE CAPT................................................................................FM 2 ▶ FGCP/FMA............................................................................SET & CONFIRM ■If CAPT NAV SOURCE is V/ILS NO CREW ACTION REQUIRED ■If Go-around ▶ NAV SOURCE CAPT........................ ........................ SELECT FM 2 OR V/ILS ■If FMS 2 fail ■If F/O NAV SOURCE is FM 2 ▶ NAV SOURCE F/O....................................................................................FM 1 ▶ FGCP/FMA............................................................................SET & CONFIRM ■If F/O NAV SOURCE is V/ILS NO CREW ACTION REQUIRED ■If Go-around ▶ NAV SOURCE F/O....................................................SELECT FM 1 OR V/ILS ▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED

FMS 1(2) FAILURE - Additional Information¶

NAV SOURCE FM 1 or FM 2 is lost. After the change of NAV source, the flight crew is free to choose PF/PM affectation. ATR recommendations following DU failure (Refer to PRO. NNO. ASU. 31. 1.01 Degraded Operation): - In case of FMS 1 failure due to DU 2 inoperative, ATR recommends PF is CAPT - In case of FMS 2 failure due to DU 4 inoperative, ATR recommends PF is F/O.

2 FMS 1+2 FAILURE¶

FMS 1+2 FAILURE¶

1054-1096;1237-1283 A34. 37 FMS 1+2 FAILURE ■If failure during LPV approach with GPS COURSE active ▶ FM NAV SOURCE : MAINTAIN UNTIL LANDING CDI CYAN GPS (LPV guidance) is active when it replaces the CDI MAGENTA FMS (FMS guidance), i. e. when the dual display magenta bricks / blue diamonds becomes only single display of blue diamonds. ■If failure during other RNP APPROACH ▶ GO-AROUND.......................................... .......................................... PERFORM FPLN NOT AVAILABLE ▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS Set navaids frequencies and courses as required and display bearings accordingly.

▶ RNP APPROACH : PROHIBITED¶

1124-1160 A34. 37 FMS 1+2 FAILURE ■If failure during LPV approach with GPS COURSE active ▶ FM NAV SOURCE : MAINTAIN UNTIL LANDING CDI CYAN GPS (LPV guidance) is active when it replaces the CDI MAGENTA FMS (FMS guidance), i. e. when the dual display magenta bricks / blue diamonds becomes only single display of blue diamonds. ■If failure during other RNP APPROACH ▶ GO-AROUND......................................................................................PERFORM FPLN NOT AVAILABLE TERRAIN DISPLAY AVAILABLE FOR SAFE EXTRACTION ▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS Set navaids frequencies and courses as required and display bearings accordingly. ▶ RNP APPROACH : PROHIBITED

FMS 1+2 FAILURE-Alert¶

CONDITION VISUAL AURAL Loss of both FMS - MC light flashing amber SC - FMS 1+2 amber message on EWD

ABN. 34. 8 GPS

1 GPS 1(2) FAILURE¶

GPS 1(2) FAILURE-Alert¶

CONDITION VISUAL AURAL Loss of one GPS - MC light flashing amber SC - GPS 1(2) amber message on EWD

GPS 1(2) FAILURE¶

1124-1160 GPS 1(2) FAILURE A34. 38 ■If affected GPS on PF side ■If GPS COURSE active CDI CYAN GPS (LPV guidance) is active when it replaces the CDI MAGENTA FMS (FMS guidance), i. e. when the dual display magenta bricks / cyan diamonds becomes only single display of cyan diamonds. ▶ NAV SRC..........................................................................SELECT VALID SIDE ▶ FGCP/FMA............................................................................SET & CONFIRM ■If GPS COURSE not active ▶ LPV APPROACH : PROHIBITED ■If affected GPS on PM side ■If GPS COURSE active ▶ NAV SRC..........................................................................SELECT VALID SIDE ■If GPS COURSE not active ▶ LPV APPROACH : PROHIBITED

▶ RNP AR OPERATION : PROHIBITED IF NOT STARTED¶

1054-1096;1237-1283 A34. 38 GPS 1(2) FAILURE ■If affected GPS on PF side ■If GPS COURSE active CDI CYAN GPS (LPV guidance) is active when it replaces the CDI MAGENTA FMS (FMS guidance), i. e. when the dual display magenta bricks / cyan diamonds becomes only single display of cyan diamonds. ▶ NAV SRC..........................................................................SELECT VALID SIDE ▶ FGCP/FMA............................................................................SET & CONFIRM ■If GPS COURSE not active ▶ LPV APPROACH : PROHIBITED ■If affected GPS on PM side ■If GPS COURSE active ▶ NAV SRC..........................................................................SELECT VALID SIDE ■If GPS COURSE not active ▶ LPV APPROACH : PROHIBITED

2 GPS DISAGREE DURING RNP AR OPERATION¶

GPS DISAGREE DURING RNP AR OPERATION-Alert¶

1124-1160 CONDITION VISUAL AURAL GPS data disagree - MC light flashing amber SC - GPS DISAGREE amber message on EWD

GPS DISAGREE DURING RNP AR OPERATION¶

1124-1160 A34. 39 GPS DISAGREE DURING RNP AR OPERATION CAUTION TERRAIN & A/C LOCALIZATION ARE UNSAFE. ●During Approach ▶ GO-AROUND......................................................................................PERFORM ▶ RNP AR OPERATION : PROHIBITED

3 GPS INTEGRITY¶

GPS INTEGRITY- Alert¶

CONDITION VISUAL AURAL GPS integrity is lost. - MC light flashing amber SC - GPS INTEG amber message on EWD

GPS INTEGRITY¶

GPS INTEGRITY A34. 40 ■If failure during RNP APPROACH ▶ GO-AROUND......................................................................................PERFORM ▶ NAV SOURCES ...................................................................................... AS RQRD As long as the ANP is below the published route/area requirements and in accordance with aircraft PBN capability the FM NAV SOURCE can be maintained: - Monitor the ANP (in PROG 2/3 page) - Check the aircraft remaining PBN capabilities (Refer to PBN Capabilities) - Check current route requirements (ENROUTE/TERMINAL PBN requirements). ▶ VCP VOR/ILS 1+2.................................................................................... AS RQRD Note Use AUTO when NAV SOURCE is FM. AUTO selection on VOR/ILS VCP improves BCP. In case of aircraft position degradation, it is recommended to use the tuning auto mode on both NAV 1/2 channels as long as possible. ■If UNABLE RNP is triggered ▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS Set navaids frequencies and courses as required and display bearings accordingly. Setting a frequency manually disables AUTO TUNE mode. ▶ ATC................................................... ................................................... NOTIFY ▶ RNP APPROACH : PROHIBITED

3 GPS TOTAL LOSS¶

GPS TOTAL LOSS-Alert¶

CONDITION VISUAL AURAL Loss of all GPS - MC light flashing amber SC - GPS LOSS amber message on EWD

GPS TOTAL LOSS¶

A34. 42 GPS TOTAL LOSS ■If failure during RNP APPROACH ▶ GO-AROUND......................................................................................PERFORM ▶ NAV SOURCES ...................................................................................... AS RQRD As long as the ANP is below the published route/area requirements and in accordance with aircraft PBN capability the FM NAV SOURCE can be maintained: - Monitor the ANP (in PROG 2/3 page) - Check the aircraft remaining PBN capabilities (Refer to PBN Capabilities) - Check current route requirements (ENROUTE/TERMINAL PBN requirements). ▶ VCP VOR/ILS 1+2.................................................................................... AS RQRD Note Use AUTO when NAV SOURCE is FM. AUTO selection on VCP VOR/ILS improves BCP. In case of aircraft position degradation, it is recommended to use the tuning auto mode on both NAV 1/2 channels as long as possible. ■If UNABLE RNP is triggered ▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS Set navaids frequencies and courses as required and display bearings accordingly. Setting a frequency manually disables AUTO TUNE mode. ▶ ATC................................................... ................................................... NOTIFY ▶ RNP APPROACH : PROHIBITED ABN. 34. 9 RADIO ALTIMETER

1 LOSS OF ONE RADIO ALTIMETER¶

LOSS OF ONE RADIO ALTIMETER-Alert¶

1124-1160 CONDITION VISUAL AURAL Loss of one radio altimeter. - MC light flashing amber SC - RAD-ALT amber message on EWD

LOSS OF ONE RADIO ALTIMETER¶

1124-1160 LOSS OF ONE RADIO ALTIMETER A34. 47 NO CREW ACTION REQUIRED MAINTENANCE ACTION REQUIRED

1 LOSS OF RADIO ALTIMETER INFORMATION¶

LOSS OF RADIO ALTIMETER INFORMATION-Alert¶

1054-1096;1237-1283 CONDITION VISUAL AURAL Loss of radio altimeter - MC light flashing amber SC

- RAD-ALT LOSS amber message on EWD¶

1124-1160 CONDITION VISUAL AURAL Loss of both radio altimeters - MC light flashing amber SC - RAD-ALT LOSS amber message on EWD

LOSS OF RADIO ALTIMETER INFORMATION¶

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 ▶ ILS CAT 2 : PROHIBITED

ABN. 34. 10 TERRAIN DEGRADED

1 TERRAIN DEGRADED¶

TERRAIN DEGRADED-Alert¶

CONDITION VISUAL AURAL Terrain display and alerting are - MC light flashing amber SC degraded. - TERR DEGRADED amber message on EWD

TERRAIN DEGRADED¶

A34. 50 TERRAIN DEGRADED ▶ TERR GUARDED pb..........................................................................................OFF ■If TERR DEGRADED disappears ▶ TERR GUARDED pb........................................... ........................................... ON ABN. 34. 11 UNABLE RNP

1 UNABLE RNP¶

UNABLE RNP-Alert¶

CONDITION VISUAL AURAL RNAV capability lost. - MC light flashing amber SC - UNABLE RNP amber message on EWD

UNABLE RNP¶

UNABLE RNP A34. 51 ■If failure during RNP APPROACH ▶ GO-AROUND......................................................................................PERFORM ▶ AIRCRAFT ROUTE & POSITION : MONITOR WITH NAVAIDS Set navaids frequencies and courses as required and display bearings accordingly. Setting a frequency manually disables AUTO TUNE mode. ▶ ATC..................................................... ..................................................... NOTIFY It is recommended to: - Monitor the ANP (in PROG 2/3 page) - Check the aircraft remaining PBN capabilities (Refer to PBN Capabilities) - Check current route requirements (ENROUTE/TERMINAL PBN requirements). ▶ RNP APPROACH : PROHIBITED ABN. 36 PNEUMATIC

1 AIR BLEED X VALVE OPEN¶

AIR BLEED X VALVE OPEN-Alert¶

CONDITION VISUAL AURAL 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¶

AIR BLEED X VALVE OPEN A36. 01 ●In flight ▶ ONLY ONE ENG BLEED MUST BE SELECTED ON ▶ ONLY ASSOCIATED PACK MUST BE SELECTED ON

2 BLEED LEAK 1(2)¶

BLEED 1(2) LEAK-Alert¶

CONDITION VISUAL AURAL 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 - Associated PACK VALVE FAULT amber light on overhead panel

BLEED LEAK 1(2)¶

A36. 02 BLEED LEAK 1(2) ▶ PACK VALVE (affected side)....................................... ....................................... OFF 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 ▶ RETURN TO PARKING ●In flight ▶ MAX FL : 200 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ●At high altitude ▶ LARGE RAPID POWER CHANGE : AVOID It may generate engine surges. CAUTION Do not restore ENG BLEED in flight.

Additional Information¶

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.

3 BLEED 1(2) OVHT¶

BLEED 1(2) OVHT-Alert¶

CONDITION VISUAL AURAL 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 - Associated ENG BLEED FAULT amber light on overhead panel - Associated PACK VALVE FAULT amber light on overhead panel

BLEED 1(2) OVHT¶

BLEED 1(2) OVHT A36. 03 ▶ PACK VALVE (affected side)....................................... ....................................... OFF 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. ▶ ENG BLEED (affected side)................................................................................OFF ▶ MAX FL : 200 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ●At high altitude ▶ LARGE RAPID POWER CHANGE : AVOID May generate engine surges.

Additional Information¶

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.

4 ENG BLEED 1(2) FAULT¶

ENG BLEED 1(2) FAULT-Alert¶

CONDITION VISUAL AURAL 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 - Associated ENG BLEED FAULT amber light on overhead panel - Associated PACK VALVE FAULT amber light on overhead panel

ENG BLEED 1(2) FAULT¶

A36. 04 ENG BLEED 1(2) FAULT ▶ PACK VALVE (affected side)....................................... ....................................... OFF 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. ▶ ENG BLEED (affected side)................................................................................OFF ▶ MAX FL : 200 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ●At high altitude ▶ LARGE RAPID POWER CHANGE : AVOID May generate engine surges.

Additional Information¶

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¶

CONDITION VISUAL AURAL EEC failure - MC light flashing amber SC - ENG EEC amber message on EWD - Associated EEC FAULT amber light on central panel

EEC 1(2) FAULT¶

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 CAUTION Adjust affected ENG TQ to other ENG TQ until the end of the flight to avoid overtorque. Setting the PL of the affected ENG in the notch or at the ramp can result in an overtorque depending on OAT. ▶ 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 ▶ V APP ................................................................NOT LESS THAN V REF +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.

Additional Information¶

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 automatically frozen to its prior value (FAIL is automatically deselected (Automatic FIX) reversion)

4 EEC 1+2 FAULT¶

EEC 1+2 FAULT - Alert¶

CONDITION VISUAL AURAL Both EEC failure - MC light flashing amber SC - ENG EEC 1+2 amber message on EWD - Both EEC FAULT amber lights on central panel

EEC 1+2 FAULT¶

A70. 04 EEC 1+2 FAULT ▶ ATPCS............................................................................................................OFF CAUTION Do not reset EEC Flashing ●When flight conditions permit ▶ 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 CAUTION Use ENG 1+2 TQ indicator to adjust PL position until the end of the flight to avoid overtorque. ▶ ENG 1+2 TQ IND : MONITOR Setting the PLs in the notch or at the ramp can result in an overtorque depending on OAT. ■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 ▶ V APP (Refer to OPSDATA)..................................NOT LESS THAN V REF + 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 ▶ TAXI : ON ENG 1+2 ▶ PL 1+2............................................................................MOVE WITH CARE

Additional Information¶

With EEC OFF, the automatic relight is not available on affected engine(s)
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 %

5 PEC 1(2) FAULT¶

PEC 1(2) FAULT - Alert¶

CONDITION VISUAL AURAL 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

PEC 1(2) FAULT¶

A70. 05 PEC 1(2) FAULT ■If in short final approach (below 400 ft RA) ▶ GO-AROUND......................................................................................PERFORM ●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 ▶ TAXI : ON ENG 1+2 ▶ ACW BTC ..........................................................................CHECK CLOSED Avoid loss of ACW bus.

Additional Information¶

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.

6 PEC 1(2) SGL CH¶

PEC 1(2) SGL CH - Alert¶

CONDITION VISUAL AURAL 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

PEC 1(2) SGL CH¶

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¶

CONDITION VISUAL AURAL Engine power dissymmetry NIL NIL - OR - External noise modification - OR - Engine parameters: TQ, ITT, NH decrease

ENG 1(2) Flame Out in Flight - Secondary Alert¶

CONDITION VISUAL AURAL When NH < 60 % - MW light flashing red CRC - ENG 1(2) OUT red message on EWD

ENG 1(2) FLAME OUT IN FLIGHT¶

A70. 07 ENG 1(2) FLAME OUT IN FLIGHT ▶ PL (affected ENG)................................................................................................FI ■If NH drops below 30 % (no immediate relight) ▶ CL (affected ENG)............................... ............................... FTR THEN FUEL S. O. ■If damage suspected ▶ FIRE HANDLE (affected ENG)......................................................................PULL FIRE handle pulled as precautionary measure. ▶ LAND ASAP ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY ■If no damage suspected ▶ ENG RESTART IN FLIGHT procedure ( A70. 09 ) ..........................................APPLY ■If not successful ▶ LAND ASAP ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ......................................APPLY

Additional Information¶

The causes of engine flameout can generally be divided into two categories: - External causes such as heavy rain, ice ingestion, severe turbulence, bird strike. These causes, which can affect both engines can generally be easily determined and the AUTO RELIGHT function is active. - 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.

2 ENG 1(2) FLAME OUT ON GROUND¶

ENG 1(2) Flame Out on Ground - Alert¶

CONDITION VISUAL AURAL Engine 1(2) flame out with PLs - MW light flashing red CRC below notch position - ENG 1(2) OUT red message on EWD

ENG 1(2) FLAME OUT ON GROUND¶

ENG 1(2) FLAME OUT ON GROUND A70. 08 ▶ PL 1+ 2.............................................................................................................. GI ▶ AIRCRAFT.................................................. .................................................. STOP ▶ BRAKE HANDLE......................................................................................PARKING ▶ CL (affected ENG).................................................................. FTR THEN FUEL S. O. ▶ FIRE HANDLE (affected ENG)..........................................................................PULL ▶ FUEL PUMP (affected ENG)..............................................................................OFF ▶ RETURN TO PARKING

Additional Information¶

The ENG 1(2) FLAME OUT ON GROUND can be triggered during engine shutdown, if the flight crew slowly sets CL from FTR to FUEL S. O. This alert will disappear as soon as the flight crew sets the CL to the FUEL S. O. position.

3 ENG RESTART IN FLIGHT¶

ENG RESTART IN FLIGHT REV 11 NOV 2025

A70. 09 ENG RESTART IN FLIGHT 30 23 20 WITH STARTER ASSIST 0 )tF 0001x( EDUTITLA ERUSSERP

0 90 120125 200 250 300¶

IAS (Kt) ▶ ENGINE RESTART ENVELOPE ....................................................................CHECK CAUTION Single engine IAS (VFTO or drift down) may be below the minimum engine restart airspeed. ▶ 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 ▶ 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. 1.4 Overtemperature Limit for Starting ■If no restart ▶ LAND ASAP ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..................................APPLY ■If engine recovered ▶ CL ........................................................................................................AUTO ▶ PL ............................................................................ADJUST TO OTHER ENG ▶ ENG START selector ......................................................OFF & START ABORT ▶ SYSTEMS AFFECTED......................................................................RESTORE Power Management. ▶ APM ........................................................................................................OFF

4 ENG STALL¶

ENG Stall - Alert¶

CONDITION VISUAL AURAL 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.

ENG STALL¶

A70. 10 ENG STALL ▶ PL (affected ENG)................................................................................................ FI ▶ ENG PARAMETERS : MONITOR ■If abnormal engine parameters ▶ CL (affected ENG).............................................................. FTR THEN FUEL S. O. ▶ LAND ASAP ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY ■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¶

CONDITION VISUAL AURAL 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

Normal steady oil temperature is in the range 71/99 °C.

5 ENG 1(2) OVER LIMIT¶

ENG 1(2) Over Limit - Alert¶

CONDITION VISUAL AURAL ITT above limit in flight or on ground - MC light flashing amber SC except at start - ENG 1(2) OVER LIM amber message on EWD - OR - - Any parameter in red range (ITT, TQ, NH, TQ in red range NL) - OR - NH in red range - OR - NL in red range

ENG 1(2) OVER LIMIT¶

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 ▶ PL (affected ENG)............................................................................................ FI ▶ CL (affected ENG).............................................................. FTR THEN FUEL S. O. ▶ LAND ASAP ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY ■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

Additional Information¶

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.

6 ENG NAC OVHT¶

ENG NAC OVHT - Alert¶

CONDITION VISUAL AURAL Nacelle temperature exceeds 170 °C - MW light flashing red CRC (338 °F) when aircraft is on ground. - NAC OVHT red message on EWD

ENG NAC OVHT¶

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 persists within 30 s ▶ BRAKE HANDLE................................................................................PARKING ▶ PL 2............................................................................................................ GI ▶ CL 2.............................................................................. FTR THEN FUEL S. O. ▶ FUEL PUMP 2..........................................................................................OFF ▶ RETURN TO PARKING

Additional Information¶

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¶

CONDITION VISUAL AURAL Propeller speed in red range - MC light flashing amber SC - ENG 1(2) PROP LIM amber message on EWD

PROP 1(2) OVER LIMIT¶

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 MAINTENANCE ACTION REQUIRED ■If NP decreases below 106 % ▶ NORMAL OPERATIONS : RESUME Note

106 % permitted to complete a flight without overshooting 73 % TQ in CRZ and 75 % in¶

CLB. ■If NP remains above 106 % and conditions permit ▶ PL (affected eng).............................................................................................. FI ▶ CL (affected eng)................................................................ FTR THEN FUEL S. O. ▶ LAND ASAP Land as soon as possible using the minimum power required to sustain safe flight. ▶ SINGLE ENG OPERATION procedure ( A70. 12 ) ..........................................APPLY

Additional Information¶

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¶

CONDITION VISUAL AURAL 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¶

UNEXPECTED 100 % NP ON ONE OR TWO ENGINES A70. 20 ▶ CL 1 + 2.............................................................................................. 100 % OVRD ABN. 70. 4 PROP BRK

1 ABNORMAL PROP BRK¶

ABNORMAL PROP BRK - Alert (with Indications)¶

CONDITION VISUAL AURAL PROP BRAKE sw set to ON and - MW light flashing red CRC propeller brake not locked in full - PROP BRK red message on EWD locked position after 15 s - UNLOCK red light on overhead panel if propeller brake not locked in full locked or in - OR - full released position PROP BRAKE sw set to OFF and propeller brake not locked in full released position after 15 s - OR - Propeller brake engaged and GUST LOCK released

ABNORMAL PROP BRK - Alert (without Indications)¶

CONDITION VISUAL AURAL Propeller brake engaged and propeller rotating NIL NIL

ABNORMAL PROP BRK¶

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. MAINTENANCE ACTION REQUIRED

ABN. 70. 5 START

1 ABNORMAL PARAMETERS DURING START¶

ABNORMAL PARAMETERS DURING START¶

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. ▶ ENG START selector ..........................................................OFF & START ABORT ■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¶

CONDITION VISUAL AURAL ITT incident during start - MC light flashing amber SC - ENG START ITT amber message on EWD

EXCESSIVE ITT DURING START¶

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

3 NO ITT DURING START¶

No ITT During Start - Alert¶

CONDITION VISUAL AURAL No ITT during start - MC light flashing amber SC - ENG START ITT amber message on EWD

NO ITT DURING START¶

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¶

CONDITION VISUAL AURAL No NH during start - MC light flashing amber SC - ENG START NO NH amber message on - OR - EWD Starter motor failure suspected if oil pressure does not increase

NO NH DURING START¶

NO NH DURING START A70. 25 ▶ 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 ▶ ENG START selector ......................................................OFF & START ABORT MAINTENANCE ACTION REQUIRED

5 START 1(2) FAULT¶

START 1(2) FAULT- Alert¶

CONDITION VISUAL AURAL 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¶

START 1(2) FAULT A70. 26 ▶ ENG START selector................................................................OFF & START ABORT ■If START ON light is off above 45 % NH ▶ START : CONTINUE

ABN. 70. 6 OTHERS

2 ENG BOOST FUNCTION FAULT¶

ENG BOOST FUNCTION FAULT- Alert

ENG Boost Fault - Alert¶

1126 CONDITION VISUAL AURAL Rating disagreement between EEC - MC light flashing amber SC and ENG BOOST FUNCTION - ENG amber message on CAP

- FAULT amber light on ENG BOOST pb¶

1054-1096;1237-1283 CONDITION VISUAL AURAL Rating disagreement between EEC - MC light flashing amber SC and ENG BOOST FUNCTION - ENG BOOST amber message on EWD

- FAULT amber light on ENG BOOST pb¶

1124;1142-1160 CONDITION VISUAL AURAL Rating disagreement between EEC - MC light flashing amber SC and ENG BOOST FUNCTION - ENG BOOST amber message on EWD - FAULT amber light on ENG BOOST or ENG SUPER-BOOST or both

ENG BOOST FUNCTION FAULT¶

ENG BOOST FUNCTION FAULT A70. 29 ●On ground ▶ PL 1 + 2.......................................................................................................... GI ■If ON light comes on ▶ BOOST FUNCTION......................................................CONFIRM TO LIGHT ON Inform maintenance CONSIDER RATING WITH ON LIGHT FOR PERFORMANCE COMPUTATION ■If ON light remains turned off ▶ BOOST FUNCTION......................................... ......................................... OFF Inform maintenance CONSIDER BASIC RATING FOR PERFORMANCE COMPUTATION ●In flight ■If ON light comes on ▶ BOOST FUNCTION......................................................CONFIRM TO LIGHT ON Inform maintenance CONSIDER RATING WITH ON LIGHT FOR PERFORMANCE COMPUTATION ■If ON light remains turned off ▶ BOOST FUNCTION......................................... ......................................... OFF Inform maintenance CONSIDER BASIC RATING FOR PERFORMANCE COMPUTATION

Additional Information¶

1124;1142-1160 - ENG BOOST FUNCTION FAULT comes on whenever any engine rating is not in accordance with ENG BOOST FUNCTION toggle switch position . - ENG BOOST FUNCTION rating is only available when ON light is on. - If one EEC OFF, ENG BOOST FUNCTION ON operations remain available, even if ENG

BOOST FUNCTION FAULT light is on.¶

1054-1096;1126;1237-1283 - ENG BOOST FAULT comes on whenever any engine rating is not in accordance with ENG BOOST pb position . - ENG BOOST rating is only available when ON light is on. - If one EEC OFF, ENG BOOST ON operations remain available, even if ENG BOOST FAULT light is on.

3 FIRE LOOP 1A (1B) (2A) (2B) FAULT¶

Fire Loop 1A (1B) (2A) (2B) Fault - Alert¶

CONDITION VISUAL AURAL 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¶

A70. 30 FIRE LOOP 1A (1B) (2A) (2B) FAULT ▶ LOOP (affected side)..........................................................................................OFF

4 IDLE GATE FAIL¶

Idle Gate Fail - Alert¶

CONDITION VISUAL AURAL 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¶

IDLE GATE FAIL A70. 31 ●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).

Additional Information¶

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¶

COCKPIT DOOR CONTROL PANEL FAULT A99. 01 ▶ COCKPIT DOOR MANUAL LOCK BOLT(S)......................MOVE TO 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 crewmembers remain in the cockpit during that time.

2 DOORS UNLK IN FLIGHT¶

DOORS UNLK IN FLIGHT-Alert¶

CONDITION VISUAL AURAL 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

DOORS UNLK IN FLIGHT¶

A99. 02 DOORS UNLK IN FLIGHT ■If FWD COMPT UNLK light comes on NO CREW ACTION REQUIRED ■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 MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. 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.

3 SMK DET FANS FAULT¶

SMK DET FANS FAULT - Alert¶

CONDITION VISUAL AURAL 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¶

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

1 OXYGEN LO PR¶

OXYGEN LO PR-Alert¶

CONDITION VISUAL AURAL 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

OXYGEN LO PR¶

A99. 03 OXYGEN LO PR ▶ 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. ABN. 99. 2 OTHERS

1 COCKPIT WINDOW CRACKED¶

COCKPIT WINDOW CRACKED¶

A99. 05 COCKPIT WINDOW CRACKED ▶ WINDOW HEAT (affected)..................................................................................OFF ▶ LANDING ELEVATION : 9 000 ft ▶ MAX FL : 100 or MINIMUM SAFE ALTITUDE The minimum safe altitude depends on the flight phase. ▶ HARNESS........................................................CHECK FASTENED AND ADJUSTED CAUTION Be prepared to don oxygen mask in case of cockpit window burst.

2 VOLCANIC ASH ENCOUNTER¶

VOLCANIC ASH ENCOUNTER¶

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)......................................... ......................................... V mHB ▶ CREW OXY MASKS................................................................................ON / 100 % ▶ CABIN CREW..............................................................................................NOTIFY ▶ PASSENGER OXYGEN...................................... ...................................... AS RQRD ▶ AIR FLOW......................................................................................................HIGH ▶ ENG PARAMETERS : MONITOR 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 ▶ UNRELIABLE AIRSPEED INDICATION procedure ( E99. 10 ) ........................APPLY

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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 12 ASU. 34 NAVIGATION........................................................................................page 14 ASU. 52 DOORS................................................................................................page 16 ASU. 70 POWER PLANT....................................................................................page 22

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ASU ADDITIONAL SYSTEM USE ASU. 24 ELECTRICAL POWER

ASU. 24. 01 Loss of DC SVCE Bus¶

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¶

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 EMER BUS Loss C/B 12PD - DC EMER & STBY BUS ON HEBB/DC EMER BUS tripped. 2)Corrective Actions On 130 VU lateral 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.

ASU. 31 INDICATING AND RECORDING SYSTEMS ASU. 31. 1 DU

ASU. 31. 1.01 Degraded Operation¶

In case of DU failure, the consequence depends 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 two means: - The DISPLAY pushbuttons - The EFIS control panel. Except if required by a failure procedure, the captain decides who is PF and PM based on failure assessment and airline policy. DU 2 or 4 failure induces the loss of the hosted FMS and RMS functions. There is no operational impact as the remaining FMS and RMS take over. The different failure cases and the ATR recommended policy are listed in the following table. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5 PFD EWD MFD PFD

1 PFD is displayed on DU 2. CAPT PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C +¶

F/O keeps a normal configuration with two DUs (PFD and MFD). DU 1 DU 2 DU 3 DU 4 DU 5 - The automatic reversion has no effect PFD EWD MFD PFD

2 CAPT PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C +¶

FMS 1 and RMS 1 are lost. F/O keeps a normal configuration with two DUs (PFD and MFD). DU 1 DU 2 DU 3 DU 4 DU 5 PFD MFD EWD PFD The automatic reversion PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + depends on the coupling side selected on the FGCP: OR
There is no change on the PF side, but the EWD is DU 1 DU 2 DU 3 DU 4 DU 5 displayed on the PM MFD CAPT PFD EWD MFD PFD

3 instead. or PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C +¶

In case EWD is not F/O displayed on any DU - Both pilots can display EWD on and a warning or caution DU 2 or 4 using the DISPLAY occurs, an automatic pushbuttons reversion of EWD applies - PF keeps a normal on the PM side. configuration with two DUs (PFD and MFD)
EWD remains readable by PF even sideways. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5

4 - The automatic reversion¶

(Symmetrical has no effect PFD MFD EWD PFD F/O PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + to DU 2 - FMS 2 and RMS 2 are failure) lost. CAPT keeps a normal configuration with two DUs (PFD and MFD). DU 1 DU 2 DU 3 DU 4 DU 5 5 (Symmetrical PFD MFD EWD PFD PFD is displayed on DU 4. F/O PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + to DU 1 failure) CAPT keeps a normal configuration with two DUs (PFD and MFD).

02 DISPATCH WITH ONE DU INOPERATIVE¶

Dispatch with One DU Inoperative¶

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. In case of a second DU failure, several cases must be considered, and for each case, several solutions are possible. The following ATR recommendations aim to provide: - PF with the optimal displays to fly and navigate - PM with the displays to communicate and monitor systems.

Dispatch with DU 1 Inoperative¶

PF is CAPT with PFD on DU 2, and F/O keeps a normal configuration with two DUs (PFD and MFD). The different failure cases and the ATR recommended policy are listed in the following table. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5 - The automatic reversion EWD MFD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + has no effect 2 F/O - FMS 1 and RMS 1 are CAPT: lost. - Tunes COM and NAV via MCDU - Can still monitor navigation and systems sideways on DU 4. DU 1 DU 2 DU 3 DU 4 DU 5 MFD PFD EWD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + - PFD remains on DU 2

3 - EWD is displayed on DU 4 CAPT¶

DU 4: MFD (cruise) - EWD (approach) (PM side). PM: - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. DU 1 DU 2 DU 3 DU 4 DU 5 - The automatic reversion PFD EWD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + has no effect 4 CAPT - FMS 2 and RMS 2 are PM: lost. - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. DU 1 DU 2 DU 3 DU 4 DU 5 PFD EWD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C +

5 PFD is displayed on DU 4. CAPT¶

PM: - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. CAUTION A full flexibility is offered for display selection on DU 2 and DU 4 via both DISPLAY pushbuttons (and/or EFIS control panel), and in case of DU 1 an DU 5 failure, the flight crew must avoid any configuration without PFD.

Dispatch with DU 3 Inoperative¶

PF can be CAPT as well as F/O. Both pilots can display EWD on DU 2 or 4, using the DISPLAY pushbuttons. In the case EWD is not displayed on any DU and a warning or caution occurs, an automatic reversion of EWD applies on 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). EWD remains easily readable by PM in even sideways. The different failure cases and the ATR recommended policy are listed in the following table. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5 MFD - PFD is displayed on DU 2 PFD EWD PFD

1 - EWD is displayed on DU CAPT¶

PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + 4. DU 4: MFD (cruise) - EWD (approach) DU 1 DU 2 DU 3 DU 4 DU 5 MFD - EWD is displayed on DU 4 PFD EWD PFD

2 - FMS 1 and RMS 1 are CAPT¶

PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + lost. DU 4: MFD (cruise) - EWD (approach) DU 1 DU 2 DU 3 DU 4 DU 5 MFD - EWD is displayed on DU 2 PFD EWD PFD

4 - FMS 2 and RMS 2 are F/O¶

PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + lost. DU 2: MFD (cruise) - EWD (approach) DU 1 DU 2 DU 3 DU 4 DU 5 MFD - PFD is displayed on DU 4 PFD EWD PFD

5 - EWD is displayed on DU F/O¶

PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + 2. DU 2: MFD (cruise) - EWD (approach)

Dispatch with DU 5 Inoperative¶

PF is F/O with PFD on DU 4, and CAPT keeps a normal configuration with two DUs (PFD and MFD). The different failure cases and the ATR recommended policy are listed in the following table. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5 PFD EWD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C +

1 PFD is displayed on DU 2. F/O¶

PM: - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. DU 1 DU 2 DU 3 DU 4 DU 5 PFD EWD PFD - The automatic reversion PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + has no effect 2 F/O - FMS 1 and RMS 1 are PM: lost. - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. DU 1 DU 2 DU 3 DU 4 DU 5 MFD PFD EWD PFD PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + - PFD remains on DU 4 DU 2: MFD (cruise) - EWD

3 - EWD is displayed on DU 2 F/O¶

(approach) (PM side). PM: - Tunes COM and NAV via MCDU - Can occasionally switch to MFD format in VMC cruise. DU RECOMMENDATIONS NUMBER DU AUTOMATIC DISPLAY PF CONFIGURATION FAILED DU 1 DU 2 DU 3 DU 4 DU 5 MFD PF PFD MFD EWD - The automatic reversion PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + PWR - B +- C + must has no effect

4 switch¶

FMS 2 and RMS 2 are PM: to lost. - Tunes COM and NAV via CAPT MCDU
Can occasionally switch to MFD format in VMC cruise. CAUTION A full flexibility is offered for display selection on DU 2 and DU 4 via both DISPLAY pushbuttons and/or EFIS control panel. In the case of DU 1 and DU 5 failure, the flight crew must avoid any configuration without PFD.

ASU. 31. 1.03 Dual DC GEN Loss¶

In the case of dual DC GEN loss, only DU 2 and DU 4 remain operative. The different failure cases and the ATR recommended policy are listed in the following table. RECOMMENDATIONS DU AUTOMATIC DISPLAY PF CONFIGURATION As AHRS 2 and ADC 2 are lost: DU 1 DU 2 DU 3 DU 4 DU 5 - PFD is displayed on DU 2 PFD EWD - EWD is displayed on DU 4. PFD MFD PWR - B + - C + PWR - B + - C + PWR - B + - C + PWR - B + - C + PWR - B + - C + CAPT: - Always keeps PFD on DU 2 - Monitors navigation on MINI ND. F/O: - Must switch AHRS and ADC to SYS 1 to recover a normal PFD format on DU CAPT In the case EWD is not displayed 4 on any DU and a warning or caution - Uses mainly DU 4 in PFD format occurs, an automatic reversion of - Can temporarily switch to EWD and EWD applies on PM side. MFD - Tunes VHF 1 via VCP on MFD or MCDU 1. IESI: - Used for attitudes, IAS and altitude monitoring - Can be used to tune VHF 1 and V/ILS 1. VOR, LOC and GLIDE deviations can also be displayed. CAUTION A full flexibility is offered for display selection on DU 2 and DU 4 via both DISPLAY pushbuttons and/or EFIS control panel. The flight crew must avoid any configuration without PFD. ASU. 32 LANDING GEAR ASU. 32. 1 TAXI WITH FAILURES

ASU. 32. 1.01 Nosewheel Steering Off¶

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¶

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. 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¶

If the WHEELS BRK HOT alert 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¶

If the WHEELS BRK HOT alert 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¶

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.

ASU. 34. 2 FMS¶

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 LP is activated).

ASU. 34. 3 TCAS¶

Use of TCAS in non normal operation: - 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 o Severe Icing o Unreliable Airspeed Indication o Degraded Perf. - The TCAS selector must be turned STBY in the following cases: o ATC request o ADC 1+2 failure.

ASU. 34. 4 ADS-B¶

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

ASU. 52 DOORS ASU. 52. 1 EMERGENCY EVACUATION

ASU. 52. 1.1 Ditching¶

A EMERGENCY EXIT EXIT EXIT AVAILABLE IN ALL CASES A A B SERVICE DOOR EXIT ROTATE 1 2 PUSH UP TO THE LATCHED POSITION RIGHT WING ABOVE WATER LINE B C PASSENGER / CREW DOOR EXIT EXIT LIFT PUSH HANDLE DOOR LEFT WING ABOVE WATER LINE C Note Be sure that safety pin is removed.

ASU. 52. 1.2 Forced Landing¶

A B A C A EMERGENCY EXIT EXIT EXIT PULL THROW EMERGENCY EXIT OUT

1 2 3 4¶

B SERVICE DOOR EXIT ROTATE 1 2 PUSH UP TO THE LATCHED POSITION C PASSENGER / CREW DOOR EXIT EXIT LIFT PUSH HANDLE DOOR Note Be sure that safety pin is removed.

ASU. 52. 1.3 Emergency Exit¶

Emergency exit hatch: The Emergency exit hatch is on the roof of the crew compartment. The hatch provides an emergency exit for the flight crew. Assist handle COCKPIT EMERGENCY EXIT HATCH ESCAPE ROPE COMPARTMENT STEPS FOR HATCH ELECTRIC ACCESS RACK ELECTRONIC RACK Drain hoses Operating handle Electric plug To open the hatch: 1) Grab the assist handle in order to secure the hatch 2) Unlock the hatch with the hatch operating handle 3) Pull the hatch, it will fall inside the flight crew compartment 4) Clear the hatch away from the escape route 5) Remove the escape rope stowage cover 6) Throw the escape rope outside

ASU. 70 POWER PLANT ASU. 70. 02 Difference between an engine control computer failure and an engine flameout in flight

Difference Between an EEC Fault Condition and an Engine Flame Out in Flight¶

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¶

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.

ASU. 70. 04 Boost Failure¶

1126 Derating input to EEC’s is automatically canceled (i. e. BOOST selected) if: - ERIU built in test equipment (BITE) is triggered due to unit internal failure - Rating selection feedback is different between EEC’s. Discrepancy between position of ENG BOOST pb-sw and rating selection feedback from any EEC turns amber FAULT on PB switch and triggers following warning sequence: - Lighting of CAUTION light - Single chime - Lighting ENG CAUTION light on CAP.

- BOOST FAULT light comes on.¶

1054-1096;1237-1283 Derating input to EEC’s is automatically canceled (i. e. BOOST selected) if: - ERIU built in test equipment (BITE) is triggered due to unit internal failure - Rating selection feedback is different between EEC’s. Discrepancy between position of ENG BOOST cockpit selection and rating selection feedback from any EEC turns amber FAULT on PB switch and triggers following warning sequence: - Lighting of CAUTION light - Single chime - FWS activated, “ENG BOOST” alert displayed on EWD

- BOOST pb FAULT light comes on.¶

1124;1142-1160 Derating input to EEC’s is automatically canceled (i. e. BOOST/SUPERBOOST selected) if: - ERIU built in test equipment (BITE) is triggered due to unit internal failure - Rating selection feedback is different between EEC’s. Discrepancy between position of ENG BOOST cockpit selection and rating selection feedback from any EEC turns amber FAULT on PB switch and triggers following warning sequence: - Lighting of CAUTION light - Single chime - FWS activated, “ENG BOOST” alert displayed on EWD - BOOST/SUPERBOOST FAULT light comes on.

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ABS ABNORMAL SITUATIONS ABS. 1 BOUNCED LANDING

ABS. 1.1 Bounced Landing¶

1)GENERAL Bounced landing usually results from a high energy approach. In-service experience reveals that most of the events that involve bounces at landing result from the following factors: - Excessive airspeed during approach - Engine power at touchdown - Late flare initiation - Incorrect flare technique. Some environmental factors can also contribute to encounter bounced landing, such as: - Windshear - Thermal activity. To prevent bounced landing, the flight crew must pay attention to two parameters : - Approach speed - Stabilized approach. Refer to PER/APPROACH/FINAL APPROACH SPEEDS. 2)BOUNCED LANDING - RECOVERED LANDING: In the case of significant bounce at touchdown, the following rejected landing technique must be applied: Pitch Landing attitude PL Close to the ramp to initiate a rejected LDG Landing Gear Landing configuration Flaps Landing configuration Be ready for a possible second touchdown, soft enough to prevent damage to the aircraft: Pitch Landing attitude Power Increased When steady positive climb is established, follow normal go-around procedures. Note When a rejected landing is initiated, the flight crew must complete the procedure. One of the basic task sharing principle is that only one pilot is Pilot Flying (PF) at a time. But if the PM disagrees with the PF procedure performance or if deemed necessary for a request corrective action, he/she has to: - Clearly announce “I have control” - Take controls and ensure the PF role. ABS. 2 GPWS – TAWS WARNING

ABS. 2.1 GPWS - TAWS Warning¶

Note When flying under daylight VMC conditions, should a warning threshold be deliberately exceeded or encountered due to known specific terrain at certain locations, the warning 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. ■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 V minOPS 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" Correct the configuration or alter the flight path. “TOO LOW TERRAIN” (in approach) Correct the configuration or alter the flight path. “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" ■If in landing configuration ▶ GO AROUND..............................................................................PERFORM Note Advance PLs to the Wall if necessary. ■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 V minOPS Note When workload permits, retract landing gear if extended. ●When flight path is safe and TAWS warning stops Resume normal flight “AVOID TERRAIN" - “AVOID OBSTACLE" ■If in landing configuration ▶ GO AROUND..............................................................................PERFORM Note Advance PLs to the Wall if necessary. ■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 V minOPS Note When workload permits, retract landing gear if extended. ▶ TURN................................................................................................ INITIATE Note Use any available information to initiate the turn in the direction that provides the best separation from terrain. ●When flight path is safe and TAWS warning stops Resume normal flight ABS. 3 RECOMMENDATIONS IN CASE OF OVERWEIGHT LANDING

ABS. 3.1 Recommendations in case of Overweight Landing¶

Landing technique is not changed (Refer to ANOR/Flight Characteristics/Landing) ALD tables are computed up to maximum takeoff weight. Check landing performances with overweight computation. May be computed by operator's engineering team. Following an overweight landing MAINTENANCE ACTION is required.

ABS. 4 RECOMMENDATIONS AFTER BIRD STRIKE

ABS. 4.1 Introduction¶

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. NNO. ABS. 4.2 Guidance for Visual Inspection and Refer to PRO. NNO. ABS. 4.3 Preflight Check _ External Inspection Procedure.

ABS. 4.2 Guidance for Visual Inspection¶

After bird strike, if the captain observes one of the following malfunctions/findings mentionned below, then maintenance action is required: - 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.

ABS. 4.3 Preflight Check _ External Inspection Procedure¶

Before Visual Walkaround Inspection ▶ FLAPS..............................................................................................SET POSITION Set flaps in a similar configuration when the bird strike occurred or was suspected. ▶ PROP BRAKE................................................................................SET/CHECK OFF Set propeller brake to OFF when a bird strike occurred or is suspected on the engine. It enables to check the propeller and blades of the engine. 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. NNO. ABS. 4.2 Guidance for Visual Inspection Note Visual walkaround inspection is in accordance with the external inspection related to structural items only (Refer to PRO. NOP. NOR. 6.2 External Inspection). 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. ABS. 5 RECOMMENDATIONS AFTER CREW INCAPACITATION

ABS. 5.1 Recommendations after Crew Incapacitation¶

1)DESCRIPTION Crewmember incapacitation is defined as any condition that: - Affects the health of a crewmember during the flight phase - Decreases his/her skill for the assigned tasks. Incapacitation is a real air safety hazard that occurs more frequently than many of the other emergencies, and is the subject of routine training. Incapacitation can occur in many forms varying from obvious sudden death to subtle, partial loss of function. It occurs in all age groups and during all phases of flight and may not be preceded by any warning. 2)DETECTION The critical operational problem is early recognition of the incapacitation. The keys for immediate recognition of incapacitation are: - Routine monitoring and cross-checking of flight instruments, particularly during critical phases of flight, such as takeoff, climb out, descent, approach, landing and go-around - If a crewmember does not respond appropriately to two verbal communications, or if a crewmember does not respond to a verbal communication associated with a significant deviation from a standard flight profile. Other symptoms of the beginning of an active incapacitation are: - Incoherent speech, or - Strange behavior, or - Irregular breathing, or - Pale fixed facial expression, or - Jerky motions that are either delayed or too rapid. Note If a crewmember feels sick, he/she must inform the other crewmember and transfer the flying task. 3)PROCEDURE The recovery from any detected incapacitation of a crewmember must follow the following sequence. a)FLIGHT The remaining pilot must ensure the control and resume the aircraft to a safe flight path. He/She has to call “MY CONTROL” and use autopilot and headset. b)INCAPACITATION The remaining pilot must ensure that the incapacitated pilot cannot interfere with the aircraft control. He/She must call a cabin crew to lock the sick pilot on his/her flight crew seat. If the cockpit door is locked, the assisting cabin crew will apply the relevant procedure to unlock the system, and provide first aid. c)ORGANIZATION AND COMMUNICATION REMAINING PILOT - AP ON - Coupling on remaining pilot - Resume to a safe flight path - Headset ON - Flight attendant call - Message “MAYDAY” to ATC - Situation assessment - Decision - Report decision to ATC The remaining pilot must land as soon as possible on a suitable airport, taking into account incapacitated pilot state of health, airport equipment (prefer airport with ILS approach), weather and runway conditions, knowledge of airport by the remaining pilot (...), and request medical assistance: ‘‘MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) EXPERIENCING CREW INCAPACITATION, REQUEST MEDICAL ASSISTANCE ON LANDING’’ The remaining pilot must: - Perform PF and PM tasks - Verify and calls loudly all actions - Perform all checklists loudly. ABS. 6 VOLCANIC ASH ENCOUNTER

ABS. 6.1 Volcanic Ash Description¶

Volcanic ash is, essentially, extremely fine particles of glass shards and pulverized rock, the composition of which reflects the composition of the magma inside the volcano. It is composed predominantly of siliceous materials (> 50 %) that are both very hard and very abrasive. The melting point of glassy silicates is around 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).

ABS. 6.2 Avoidance¶

Flight operations in volcanic ash are extremely hazardous and must be avoided. Flights in areas of known volcanic activity must be avoided. When a flight is planned into an area with known potential for volcanic activity: - All NOTAMS and air traffic advisories have to be checked for current status of volcanic activity - The planned route has to 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.

ABS. 6.3 Detection¶

Volcanic ash cloud does not produce « return » or « echoes » on the airborne weather radar. Volcanic ash may be difficult to detect visually, especially at night or on instrumental meteorological conditions. However, the following have been reported by flight crew: - Acrid odor, similar to electrical smell, burned dust or sulfur - Smoke or dust appearing in the cabin and cockpit, leaving a coating on cabin and cockpit surfaces - Multiple engine malfunctions, such as stall, increase ITT, flameout - Airspeed fluctuating 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.

ABS. 6.4 Effects on Power Plant¶

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.

ABS. 6.5 Effects on the Airframe and Equipment¶

Volcanic ash abrades cockpit windows, airframe, and flight surfaces. Any parts protruding from airframe such as antennas, probes, ice detectors can be damaged and 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. ABS. 7 WINDSHEAR ABS. 7.1 Description

ABS. 7.1. 1 Description¶

Windshear is a notable change in wind direction and/or speed over a short distance. 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: PITCH DOWN MICROBURST LIFT HEADWIND LOSS MICROBURST DESCENDING FLIGHT PATH DOWNDRAFT HEADWIND GAIN HEADWIND LOSS ABS. 7.2 Detection

ABS. 7.2. 1 Detection¶

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 V /V . 1 R 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.

ABS. 7.3 Protection

ABS. 7.3. 1 Protection¶

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. ABS. 7.4 Procedure

1 Windshear Situation¶

Windshear situation (Windshear Escape Manoeuvre, Windshear Escape Procedure)¶

1)Takeoff If windshear is foreseen or reported, delay the takeoff. If a risk of windshear is expected: - Calculate V , V and V for the maximum limiting takeoff weight for the day 1 R 2 - 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 windshear occurs before V : 1 - The takeoff must be rejected if unacceptable airspeed variations occur (not exceeding the target V ). 1 If windshear is experienced after V : 1 - Apply Windshear procedure at takeoff (Refer to PRO. NNO. ABS. 7.4. 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. IMPROVED FLIGHT PATH MICROBURST CONTROLLED PITCH ATTITUDE 2)Approach If windshear is foreseen or reported, delay approach. If windshear occurs: - Apply Windshear procedure during approach (Refer to PRO. NNO. ABS. 7.4. 2 Windshear procedure during approach). 3)Takeoff and Approach If 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¶

1)AUTO Mode Operation Since the pressure control is fully automatic, the flight crew action is limited to the setting of the LANDING ELEVATION. 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¶

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. - Fig. 1 : Reference Cabin Altitude Curve - NSU. 22 AUTO FLIGHT NSU. 22. 1 GENERAL

NSU. 22. 1.1 General¶

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.

NSU. 22. 2 MAIN RULES OF USE

NSU. 22. 2.1 Main Rules of Use¶

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 < V , the AFCS system can mHB 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 V OPS (V ). min mLB Note The Yaw AUTO Trim function enables the AFCS to control the aircraft in case of engine failure inside all the airspeed domain.
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.

NSU. 22. 3 TYPICAL AP-FD OPERATION

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¶

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 V + 5). 2

NSU. 22. 3.3 Takeoff¶

With HDG SEL 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 ≃ 8 °)
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¶

1054;1237-1283 Climb is performed in IAS mode. For operational reason, the flight crew can use pitch mode with specific attention. CAUTION Climb in VS mode is prohibited. Note 1) If the flight crew engages ALT* mode, IAS will significantly decrease. The flight crew can reengage IAS mode to avoid this IAS decrease 2) Low speed protection is activated when FLAPS are in position 0 or 15. If stall alert

triggers, AP automatically disengages.¶

1096-1160 Climb is performed in IAS or VNAV IAS mode. For operational reason, the flight crew can use pitch mode with specific attention. CAUTION Climb in VS mode is prohibited. Note 1) If the flight crew engages ALT* mode, IAS will significantly decrease. The flight crew can reengage IAS or VNAV IAS mode to avoid this IAS decrease 2) Low speed protection is activated when FLAPS are in position 0 or 15. If stall alert triggers, AP automatically disengages.

NSU. 22. 3.5 Level Off¶

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¶

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.

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¶

1)Before Approach (assuming vector to final axis): - 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. Note - LOC beam capture must be started (LOC green on FMA) before GS capture - 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. 2)When LOC beam capture is started (LOC green on FMA): - Set RWY HDG with HDG bug - Closely monitor G/S deviations - Regularly cross check aircraft position with Final Approach Point altitude and distance (based on approach charts). Note The flight crew should be prepared to take over control in the case of a spurious G/S, pitch movement or any flight path deviation. 3)When GLIDE beam capture is started (G/S green on FMA): - Check glide slope capture (altitude versus distance with approach chart) - Set go-around altitude. 4)In the case of spurious G/S*: ▶ AP ..........................................................................................................OFF ▶ FD ........................................................................................................ STBY ▶ FLIGHT PATH......................................................................................ADJUST ■When back on the appropriate flight path ▶ FGCP ..................................................................................................SET ▶ AP ..............................................................................................AS RQRD

NSU. 22. 3.9 Non Precision Approach¶

1054;1237-1283 Use of autopilot is recommended with: - VS mode for descent (VS pb on FGCP) - LNAV mode for GNSS approach (NAV pb on FGCP) - LNAV mode for VOR approach (NAV pb on FGCP) - LOC mode for LOC approach (NAV pb on FGCP)

- LNAV mode for NDB approach (NAV pb on FGCP).¶

1096-1160 Use of autopilot is recommended with: - V-FP mode for descent (VNAV pb on FGCP) - LNAV mode for GNSS approach (NAV pb on FGCP) - LNAV mode for VOR approach (NAV pb on FGCP) - LOC mode for LOC approach (NAV pb on FGCP) - LNAV mode for NDB approach (NAV pb on FGCP).

NSU. 22. 3.10 Go-around¶

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. 1 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 > V use of HDG SEL / IAS MODE + minOPS Speed AUTO mode is recommended. NSU. 23 COMMUNICATIONS NSU. 23. 1 ACARS

NSU. 23. 1.1 Common Features for Use¶

1096-1283 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 ATC DLK 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¶

1096-1283 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.

NSU. 23. 1.3 Digital ATIS D-ATIS¶

1096-1283 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¶

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.

NSU. 23. 2.2 Interphone System¶

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 boomset 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. NSU. 23. 3 FLIGHT RECORDERS

NSU. 23. 3.1 CVR Preservation¶

Preservation of recorded SSCVR following an occurrence (incident or accident): - Do not press the ERASE pb, Note Erase pb provides fast erasure of tape recordings when the landing gear shock absorbers are compressed and parking brake is set (press in for 2 s to completely erase). - Pull the C/B 3RK CVR.

NSU. 24 ELECTRICAL POWER

NSU. 24. 1 Use of a Weak DC GPU¶

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: 28. 5 x 2 = 57 A ▶ CABIN CEILING..................................... ..................................... SELECT OFF (On the Flight Attendant Panel, press “-” until the four indicators are turned off) Load saving: 27 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.

NSU. 24. 2 Load Survey with Weak Battery¶

1054-1124;1237-1283 - The battery is considered in good state of charge when the power is at or above 25 V - 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 operating panel remains open too long o Minimum cabin light is too much used. In order to preserve batteries power, ATR recommends to minimize such actions. - 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 control): ≈ 120 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.¶

1126-1160 - The battery is considered in good state of charge when the power is at or above 25 V - 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 operating panel remains open too long o Minimum cabin light is too much used. o NAV or/and BEACON lights are powered with battery for more than 30 minutes. In order to preserve batteries power, ATR recommends to minimize such actions. - 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 control): ≈ 120 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¶

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.

NSU. 25 EQUIPMENT AND FURNISHINGS NSU. 25. 1 EMERGENCY EQUIPMENT

NSU. 25. 1.1 Boomset-Micro Function Recovery on Oxygen Mask¶

■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.

NSU. 25. 1.2 Oxygen Mask Setting¶

NSU. 27 FLIGHT CONTROLS NSU. 27. 1 GENERAL

NSU. 27. 1.1 General¶

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¶

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.