CAUTION 1) WHEN PITCH DISCONNECT takes place WITHOUT REAL JAMMING, speed has to be limited to 180 kt and bank angle to 30 ° until flaps extension to avoid overstressing the stabilizer 2) The TWO sticks must be held once the aircraft is landed. 3) When elevators are uncoupled, dual opposite inputs from left and right control columns are strictly forbidden as it may result in structural damage to the horizontal stabilizer. NSU. 27. 3 ROLL

NSU. 27. 3.1 Roll

1)Aileron Spring Tabs Flight controls are connected to the ailerons through the spring tabs, therefore, maintaining the flight controls to neutral on the ground would not prevent the ailerons from oscillating in case of strong tailwind (> 30 kt). Therefore, in strong wind conditions it is recommended: - To disengage the gust lock only when necessary before takeoff - After landing, to engage the gust lock before a turn that would expose the aircraft to a tailwind component. If aileron lock is not available, it is easier to maintain the ailerons fully deflected. 2)Aileron Trim Ailerons forces trimming is obtained by shifting the zero position of the left aileron spring tab: This means that AILERON TRIM indicator is only representative of the differential loading of the spring tab and not of the aileron position. NSU. 27. 4 YAW

NSU. 27. 4.1 Yaw

The rudder incorporates several particular features. 1)The Releasable Centering Unit (Threshold Cam) This threshold cam automatically synchronizes to actual rudder pedal position each time the rudder trim switch is activated. Therefore before takeoff, rudder trim setting to zero must be made with rudder pedals in neutral position. 2)The Rudder Surface Damper Structural protection of the rudder assembly against effect of wind gusts on ground is ensured by a rudder surface damper, which is designed to prevent excessive speed of deviations of the rudder surface. When taxiing with strong winds, very large rudder forces would be required to control the rudder surface: This is not necessary and rudder should be left « floating » in the wind as the damper will effectively prevent any structural damage. 3)The Rudder Trim Rudder forces trimming is obtained by shifting the zero position of the spring tab: this means that « RUDDER TRIM INDICATIONS » are only representative of the differential loading of the spring tab, AND NOT OF THE RUDDER POSITION. Note As speed increases, rudder trim deviation as large as 3 dots on the right may be noted while rudder surface remains substantially at neutral. At each speed change, the flight crew must ensure appropriate trimming correction to avoid sideslip : An extended non coordinated flight can drain the fuel feeder compartment and result in an engine flameout even with sufficient fuel on board. 4)The Yaw Damper Yaw damper function is provided through the YAW CHANNEL of the AP and should always be engaged in flight to enhance passenger comfort. The yaw damper provides in addition a sideslip cancellation function: Its goal is to keep the side slip indication centered. To automatically reduce the sustained rudder effort induced, the AFCS provides a Yaw AUTO Trim function, engaged as soon as the Yaw Damper is engaged. In order to let the rudder axis free for flight crew inputs (engine failure) without the need to disconnect the YAW DAMPER on the FGCP, a force sensor has been implemented and any flight crew force exceeding 300 N / 66 lb applied on rudder will cause the YD disengagement. 5)The TLU This device limits pedals travel in order to prevent any damageable rudder travel when flying at high speed.

NSU. 27. 4.2 Recommendations for Use

In order to avoid exceeding structural loads on the rudder and vertical stabilizer, the following recommendations must be observed. 1)The Rudder is Designed to Control the Aircraft in the Following Circumstances 1) In normal operations, for directional control - During the takeoff roll, when on ground, especially in crosswind condition - During landing flare with crosswind, for decrab maneuver - During the landing roll, when on ground - The rudder may be used as deemed necessary, for turn coordination to prevent excessive sideslip. 2) To compensate thrust asymmetry Full rudder authority can be used to compensate for the yawing moment of asymmetric thrust. 3) In some other abnormal situations The rudder may also be used in some abnormal situations such as: - Runaway rudder trim. The rudder pedals may be used to return the rudder to neutral - Aileron jam. The rudder may be used to smoothly control the roll - Landing gear unsafe indication (gear not downlocked). When a main landing gear is not downlocked, the rudder may be used to establish sideslip in an attempt to downlock the landing gear by aerodynamic side forces - Landing with landing gear not downlocked. The rudder can be used for directional control on ground. In all these normal or abnormal circumstances, correct rudder maneuvers will not affect the structural integrity of the aircraft. 2)Rudder should not Be Used - To induce roll, except in the previous case (Aileron jam), or - To compensate roll, induced by any type of turbulence. Whatever the airborne flight condition may be, aggressive, full, or nearly full, opposite rudder inputs must not be applied. Such inputs can result in loads higher than the limit, or possibly the ultimate loads and can result in structural damage or failure. Note Rudder reversals must never be inserted into airline policy, including so-called “aircraft defensive maneuvers” to disable or incapacitate hijackers. As far as dutch roll is concerned, yaw damper action (if selected) or Releasable Centering Unit (RCU) are sufficient to correctly stop dutch roll oscillations. The rudder should not be used to complement the yaw damper action. NSU. 27. 5 EXTREME TURBULENCES

NSU. 27. 5.1 Extreme Turbulences

In case of extreme turbulences, the temporary difference between the two alpha probes might result in a repeated local “Pusher Fault” alert with FLT CTL PUSHER caution on EWD and master caution chime and light. Note In case of “Pusher Fault” alert during extreme turbulences, apply the Stick Pusher fault procedure. NSU. 28 FUEL NSU. 28. 1 FUEL CROSSFEED

NSU. 28. 1.1 Fuel Crossfeed

1 FUEL CROSSFEED

Enables feeding of 1 or 2 engines from either side tank, particularly for fuel balancing. Procedure Refer to AFM - "Normal fuel condition" part of FUEL UNBALANCED procedure Note Each electrical pump is able to supply one engine in the whole flight envelope. One electrical pump and associated jet pump are able to supply both engines in the whole flight envelope. When X FEED is selected « in line », both electrical pumps are forced to run (both RUN lights come on green) as long as associated PUMP pb is selected ON. CAUTION ▶ When X FEED procedure is applied, fuel transfer from the wing tank (pump running side) to the other wing tank (pump OFF) can occur. This transfer is particularly perceivable at low power settings (X FEED in Hotel mode is the worst case). NSU. 28. 2 FUEL QUANTITY INDICATIONS

NSU. 28. 2.1 Fuel Quantity Indications

1)In Flight Accurate readings require aircraft levelled without sideslip and pitch attitude close to zero degree. 2)On Ground Accurate readings should be made with aircraft static (not taxiing) and fuel pumps running for more than 4 min. This procedure should be applied each time a comparative reading before and after flight is intended with correlation to fuel used. 3)Comments - Fuel quantity indications are affected by excessive longitudinal and lateral attitudes and accelerations - Fuel quantity indications are affected by the level of fuel in the feed tank. With pumps running, the feed tanks are filled within a few minutes. This is the normal flight case. NSU. 28. 3 FUEL LOADING

NSU. 28. 3.1 Refueling Panel

For Refueling panel details (5004 VU) Refer to DSC. 28. 2.2 Refueling Panel. - During automatic refueling, both tanks receive fuel simultaneously - With the tank filled to the maximum nominal total fuel capacity, there is sufficient space in each tank to enable a 2 % thermal expansion of fuel without spillage through the vent system - The vent tank in each wing has a volume of 100 l (26 US gal) - If necessary during refueling procedures, close related REFUEL VALVE to isolate associated tank as required. NSU. 7.3. 2 REFUELING PROCEDURE

General Refuel - Defuel Safety Precautions

Note General refuel/defuel safety precautions are provided in the IATA Guidance Material on Standard Into-Plane Fuelling Procedures and IATA Ground Operational Manual (IGOM). In addition to the below recommendations, the operator must also refer to the IATA and airport or local authority regulation before performing the refuel/defuel operation. - Ensure Fueling Safety Zone (FSZ) is established: At least 3 m in any direction from center-point of fuel vent exits, aircraft refuel couplings, fuel hoses, fuel tanks and fuel truck. This distance may be different depending on the local airport or national authority regulation. - Within the FSZ: o Do NOT smoke. o Do NOT use any portable electronic devices including cell phones, portable music players, game units, earpieces or headphones. o Only use approved radios, radio telephones, pagers, torches and lighting systems. o Ensure that evacuation routes and access for rescue are not obstructed. o Make sure that appropriate fire-fighting equipment is available and rapidly accessible. o Make sure that safety personal and approved persons to use fire-fighting equipment are available. - Make sure that the tanker and aircraft are correctly grounded. - Avoid connection or disconnection of GPU during refuel/defuel operation. - Do NOT refuel/defuel the aircraft within 30 m of radar or HF radio equipment that is under test or operating in aircraft or ground installations.

Refueling Procedure

• Position access platform for access to refueling point if necessary
• Observe the general refuel/defuel safety precautions
• Press FQI TEST pb and check: o High Level + Valve Open lights ON o Fuel QTY + selected QTY displays ON. Refer to DSC. 28. 2.2 Refueling Panel Note Refueling when right engine is running in Hotel mode is prohibited.

Automatic Refueling

▶ REFUEL VALVES sw on NORM Position..................................CHECK AND GUARDED ▶ PRESELECTED TOTAL FUEL QUANTITY ON THE SELECTED QTY indicator..........SET ▶ MODE selector ............................................................................................REFUEL ▶ REFUELING................................................. ................................................. START

Manual Refueling

▶ REFUEL VALVES sw ..................................... ..................................... OPEN GUARD ▶ ALL SWITCHES................................................................................................SHUT ▶ MODE selector ............................................................................................REFUEL ▶ APPROPRIATE REFUEL VALVES sw ................................................................OPEN ▶ REFUELING................................................. ................................................. START ▶ INDIVIDUAL TANK CONTENTS ON FUEL QTY indicator : MONITOR ▶ APPROPRIATE TANK REFUEL VALVES sw ........................................................SHUT As tank contents reach required fuel quantity. Note - Approximate refueling time at nominal pressure is 18 min - As tank become full, fuel flow will be stopped by high level sensors and appropriate tank HIGH LEVEL light will come on.

NSU. 28. 3.3 Gravity Filling

• Position access platform to access to overwing refueling caps and attach refueling hose grounding cable to grounding connection at overwing refueling cap. Remove overwing refueling cap.
• Start filling, monitor quantity of fuel delivered on FQI and observe the HIGH LEVEL indicator lights on refueling panel. Stop filling when required fuel level is reached or when HIGH LEVEL indicator light(s) come on.

NSU. 28. 3.4 Use of Manual Magnetic Indicators

Each tank is equipped with two indicators: - One in the inner part of the wing (between the engine and the fuselage) - One in the outer part of the wing. Aircraft Configuration - The fuel electric pumps must be turned OFF for at least 5 min. - Pitch attitude must be between -3 ° and +1 °. - Roll attitude must be between -2 ° and +2 °. Note - Aircraft bank angle is positive when related wing is up, negative when related wing is down. - Roll aircraft attitude can be read on the clinometer in the hydraulic bay (LH aft upper landing gear fairing) or on MCDU (if installed) with ROLAT parameter in the menu ACMS / MPC / CALL-UP PARAM / PARAM ALPHA CALL-UP. - Pitch aircraft attitude can be read on the flight instrument or on MCDU (if installed) with PITATparameter in the menu ACMS / MPC / CALL-UP PARAM / PARAM ALPHA CALL-UP. Principle for Reading Value of Inner or Outer Manual Magnetic Indicator (MMI) - Opening / Close-up - Put an access platform in position - Push and turn the control handle knob a quarter turn to unlock the rule with graduations - Let the rule move down until float retention is felt. - Slowly push the rule to move the assembly (rule and float) up. - Let the assembly (rule and float) move down until the float touches the fuel level. Note This operation is to make sure that the float moves freely along the tube and the float is at fuel level. - Read the rule graduations related to the contour of the wing bottom surface. - Push the rule to move the assembly (rule and float) up and then lock it. - Remove all the fixtures, tools, test and support equipment used during this procedure. - Make sure that the work area is clean and clear of tools and other items. - Remove access platform(s). Procedure for Determination of the Fuel Level in the Tank - Read outer MMI value. o If the outer MMI value is between 1 cm and 19 cm: - Record outer MMI value - Read inner MMI value o If the inner MMI value is between 1 cm and 29 cm: - Record inner MMI value - Use the chart with the outer and the inner MMI values to determine the fuel level in the tank o If the inner MMI value is less than1 cm or more than 29 cm: - Read and record the A/C roll attitude value. - Use the chart with the outer MMI and the roll attitude values to determine the fuel quantity in the tank. o If the outer MMI value is less than 1 cm or more than 19 cm: - Read and record the A/C roll attitude value. - Read and record inner MMI value. - Use the chart with the inner MMI and the roll attitude values to determine the fuel level in the tank. Note The precision of this procedure is ± 200 L. CONDITION CRITERIA: - ELECTRIC FUEL PUMPS OFF (FOR A MINIMUM OF 5 MINUTES) - A/C ATTITUDE SITUATION WITHIN ACCEPTABLE LIMITS READ THE OUTER MANUAL MAGNETIC INDICATOR (MMI) NO IS THE OUTER MMI YES BETWEEN 1 cm AND 19 cm RECORD THE OUTER MMI VALUE NO IS THE INNER MMI YES BETWEEN 1 cm AND 29 cm RECORD THE A/C ROLL ATTITUDE RECORD THE A/C ROLL ATTITUDE RECORD THE INNER MMI VALUE RECORD THE INNER MMI VALUE REPORT THE A/C ROLL ATTITUDE AND REPORT THE A/C ROLL ATTITUDE AND REPORT THE OUTER AND INNER MMI THE INNER MMI VALUE IN THE CHART THE OUTER MMI VALUE IN THE CHART VALUES IN THE CHART TO FIND TO FIND THE FUEL LEVEL IN THE TANK TO FIND THE FUEL LEVEL IN THE TANK THE FUEL LEVEL IN THE TANK FLOWCHART FUEL QUANTITY (liter) 19 15 3000 10 2875 5 2750 2625 1 2500 2375 2250 2125 2000 1875 1750 1625 1500 29 1375 1250 25 1125 1000 20 875 750 15 625 500 10 375 250 5 125 1 0 -2 -1. 5 -1 -0. 5 0 +0. 5 +1 +1. 5 +2 )mc( IMM RETUO )mc( IMM RENNI A/C ROLL ATTITUDE (degree) 19 15 800 10 750 5 700 1 650 600 550 500 450 400 29 350 25 300 250 20 200 15 150 100 10 50 5 1 0 )mc( IMM RETUO )mc( IMM RENNI FUEL QUANTITY (US gallon)(liter) 3000 2875 2750 2625 2500 2375 2250 2125 2000 1875 1750 1625 1500 1375 1250 1125 1000 875 INNER MMI

750 =19 cm

625 500 375 250 125 A/C ROLL

0 ATTITUDE

-2 -1. 5 -1 -0. 5 0 +0. 5 +1 +1. 5 +2 (degree) A/C ROLL ATTITUDE = +1 degree First example: - Inner MMI reading: 19 cm - Outer MMI reading: 0 cm or 20 cm (out of range) - Clinometer reading: 1 °(High wing) 19 15 800 10 750 5 700 650 600 550 500 450 400 29 350 25 300 250 20 200 150 100 10 50 5 1 0 )mc( IMM RETUO )mc( IMM RENNI FUEL QUANTITY (US gallon)(liter) 3000 2875 2750 2625 OUTER MMI

2500 = 1 cm

2375 2250 2125 2000 1875 1750 1625 1500 1425 375 1375 1250 1125 1000 875 750 INNER MMI 625 = 15 cm 500 375 250 125 A/C ROLL

0 ATTITUDE

-2 -1. 5 -1 -0. 5 0 0. 5 +1 +1. 5 +2 (degree) Second example: - Inner MMI reading: 1 cm - Outer MMI reading: 15 cm )mc( IMM RETUO )mc( IMM RENNI FUEL QUANTITY (US gallon)(liter) 19 OUTER MMI

800 3000 = 14 cm

10 2875 750 2750 5 730 700 2625 1 2500 650 2375 600 2250 2125 550 2000 500 1875 1750 450 1625 400 1500 29 1375 350 1250 25 300 1125 1000 250 875 20 200 750 625 15 150 500 100 375 10 250 50 5 125 1 A/C ROLL

0 0 ATTITUDE

-2 -1. 5 -1 -0. 5 0 +0. 5 +1 +1. 5 +2 (degree) A/C ROLL ATTITUDE =

0 degree

Third example: - Inner MMI reading: 0 cm or 30 cm (out of range) - Outer MMI reading: 14 cm - Clinometer reading: 0 °

NSU. 28. 3.5 Conversion Quantity-Weight

• Fuel quantity: 1 650 l
• Density: 0. 77 kg/l
• Weight: 1 271 kg

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

NSU. 31. 1.1 DU

Instrument panel is fitted with five Display Units (DU), named DU 1 to 5 from left to right. Different formats can be displayed on these DU: Primary Flight Display (PFD), Multi Function Display (MFD), or Engine and Warning Display (EWD). In MFD format, the choice exists between different pages depending on the flight phase, such as Navigation Display (ND), System Display (SD), PERF, or other options. In normal operation, the configuration is the following: - DU 1 (5) is dedicated to CAPT (F/O) PFD - DU 3 on central panel is dedicated to EWD - DU 2 (4) is normally dedicated to CAPT (F/O) MFD. A DISPLAY pb is on the CAPT (F/O) SWITCHING lateral console in order to cycle the three formats on DU 2 (4). In case of DU 2 (4) failure, this pushbutton switches the DU 1 (5) format. In most of the formats, the lower part of the MFD is dedicated to VCP. On the VCP, VHF page should be selected by default, as it is the most frequently used page.

NSU. 31. 1.2 DU Display Start

DU automatically powers-up when the avionics is powered. If necessary, the PWR sw can be used to power-down/power-up each DU. DU start sequence depends on how long the DU was cut before starting: - After a long DU power cut (more than 5 s): DU will perform self tests. DU is normally operative in less than: o 45 s on ground o 10 s in flight. - After a short DU power cut (less than 5 s): DU is normally operative after few seconds without self test. DU display are the following during the DU starting: - BLACK SCREEN The DU is OFF or in transition between two modes. - Green letter “T” The DU performs self-tests during the starting process. - OPERATION page DU power-on process is completed and the unit operates normally. The power light is alight when the DU is powered.

NSU. 31. 2 ELECTRONIC FLIGHT BAG NSU. 31. 2.1 EFB LIMITATIONS

NSU. 31. 2.1. 1 EFB Limitations

1126 Temperature: - Operating: -15 °C/ +55 °C - Storage: -55 °C / + 85 °C - Short time operating: +70 °C. Operate up to 15 000 ft cabin pressure altitude.

Limited autonomy of 15 min minutes when fully charged.

1054;1124;1142-1283 Mounting arm limitations: - Operating low temperature: -15 °C for 2 hours - Operating high temperature: 55 °C for 2 hours. For portable EFB limitations, refer to supplier technical specifications. NSU. 31. 2.2 SINGLE POINT PERFORMANCE SOFTWARE

NSU. 31. 2.2. 1 Introduction

1054;1124-1283 The Single-point Performance Software (SPS) Takeoff and landing modules are designed to provide an accurate and optimized computation of performance for takeoff and landing. Note - Only one en-route failure can be considered by the SPS at a time. - Check AFM or MMEL for authorized MMEL combinations. The Weight & Balance module is designed to take into account the aircraft loading and to check that all weights and CG remain within the operational envelope. Additional functions are also available: the useful limitation determination, the results acknowledgment and sending. For more details on SPS use, please refer to the SPS User Guide.

NSU. 31. 2.2. 2 Normal Operation

1054;1124-1283 Both flight crew members independently compute the Weight & Balance data in accordance with the aircraft loading, and the takeoff and landing performance data in accordance with the weather conditions (wind, OAT, QNH, icing conditions...), the configuration of the aircraft (Air Cond, power setting...) and/or any criteria that may impact the performance data (e. g. NOTAM affecting the airport data, MMEL, En-route failure) Gross check error: A comparison between the SPS calculated icing speed (V icing), and the pre computed mLB0 icing speed (as given in the FMS) has to be performed in order to ensure a gross error check as in the before propeller rotation procedure. Note - One knot difference may be noticed between FMS and SPS speeds: this is acceptable and only due to the speed value rounding off - Should there be any discrepancy between the results, the calculation must be rerun. If the discrepancy persists, alternative mean of calculation (FOS, FCOM, AFM) must be used to establish takeoff data card. CAUTION As the screens of EFB can monopolize crew attention, make sure that only one flight crew member at the same time is focused on.

NSU. 31. 2.2. 3 Preliminary Cockpit Preparation

1054;1124-1283 CAPT F/O Preliminary Cockpit Preparation ▶ EFB ........................................START ▶ EFB ........................................START ▶ SPS ........................................START ▶ SPS ........................................START ▶ DATABASES............................CHECK ▶ DATABASES............................CHECK Configuration file, fleet file, and airport Configuration file, fleet file, and airport database are up to date according to the database are up to date according to the airline’s referential. airline’s referential.

NSU. 31. 2.2. 4 Final Cockpit Preparation

1054;1124-1283 CAPT F/O Final Cockpit Preparation Note Note ▶ SPS fields are empty (except fields ▶ SPS fields are empty (except fields that accept default values) and that accept default values) and blocked (except selection of MEL blocked (except selection of MEL items) at SPS opening until selection items) at SPS opening until selection and validation of both airport and and validation of both airport and runway. runway. ▶ TAKEOFF PERF.................................. ▶ TAKEOFF PERF.................................. ............ COMPUTE and CROSSCHECK ............ COMPUTE and CROSSCHECK ▶ LANDING PERF................................... ▶ LANDING PERF................................... ............ COMPUTE and CROSSCHECK ............ COMPUTE and CROSSCHECK

NSU. 31. 2.2. 5 Before Propeller Rotation

1054;1124-1283 CAPT F/O Before Propeller Rotation ▶ W & B DATA........................................ ▶ W & B DATA........................................ ............ COMPUTE and CROSSCHECK ............ COMPUTE and CROSSCHECK ▶ UNDERLOAD ..................................... ▶ UNDERLOAD ..................................... COMPUTE and CROSSCHECK BELOW COMPUTE and CROSSCHECK BELOW USEFUL LIMITATION USEFUL LIMITATION ▶ W & B DATA........................................ ▶ W & B DATA........................................ .................ACKNOWLEDGE AND SIGN .................ACKNOWLEDGE AND SIGN ▶ ELECTRONIC LOAD AND TRIM SHEET ........................ ........................ SEND ▶ W & B DATA........................................ ▶ W & B DATA........................................ .............TRANSFER TO TAKEOFF AND .............TRANSFER TO TAKEOFF AND LANDING MODULES LANDING MODULES ▶ TAKEOFF DATA CARD......................... ▶ TAKEOFF DATA CARD......................... ............ COMPUTE and CROSSCHECK ............ COMPUTE and CROSSCHECK ▶ GROSS CHECK ERROR......PERFORM ▶ GROSS CHECK ERROR......PERFORM ▶ ZFW & CG....................ENTER IN FMS ▶ FMS V 1 / V R / V 2 .................................. ▶ FMS V 1 / V R / V 2 ......................CHECK ........................ CHANGE (if necessary)

NSU. 31. 2.2. 6 Taxi

1054;1124-1283 CAPT F/O Taxi ■If the need for a new computation of the ■If the need for a new computation of the departure parameters arise during taxi (i. e departure parameters arise during taxi (i. e departure runway change) departure runway change) ▶ TAKEOFF DATA CARD...................... ▶ TAKEOFF DATA CARD...................... .............UPDATE and CROSSCHECK .............UPDATE and CROSSCHECK ▶ FMS V 1 / V R / V 2 .............................. ▶ FMS V 1 / V R / V 2 ......... ......... CHECK ..................... CHANGE (if necessary)

NSU. 31. 2.2. 7 Before Descent

1054;1124-1283 CAPT F/O Before Descent ▶ LANDING DATA CARD......................... ▶ LANDING DATA CARD......................... ............ COMPUTE and CROSSCHECK ............ COMPUTE and CROSSCHECK ▶ GROSS CHECK ERROR......PERFORM ▶ GROSS CHECK ERROR......PERFORM CAUTION CAUTION ▶ Performance calculations from runway ▶ Performance calculations from runway intersection are reserved for takeoff: intersection are reserved for takeoff: only full runway must be chosen for only full runway must be chosen for landing calculations. landing calculations. Note Note ▶ In the case of an en-route landing ▶ In the case of an en-route landing distance check, SPS outputs are distance check, SPS outputs are based on LDTA calculation. based on LDTA calculation. ▶ In the case of an en-route failure ▶ In the case of an en-route failure is selected, SPS outputs are based is selected, SPS outputs are based on Actual Landing Distance (ALD). on Actual Landing Distance (ALD). ALD calculation takes into account the ALD calculation takes into account the failure coefficient. failure coefficient. Note Note ▶ As FMS does not take into account ▶ As FMS does not take into account en-route failure speeds effects, en-route failure speeds effects, manual speeds could be selected with manual speeds could be selected with results of SPS computation with en- results of SPS computation with en- route failure. route failure. NSU. 32 LANDING GEAR

NSU. 32. 1 Runway Status

Braking efficiency is affected by the Runway Status. 7 runway status are considered in takeoff and landing performance: - Dry - Wet up to 3 mm depth - Slush or water for depths between 3 mm and 6. 3 mm - Slush or water for depths between 6. 3 mm and 12. 7 mm - Slush or water for depths between 3 mm and 12. 7 mm - Compact Snow - Ice. For recommended equivalence between Runway Surface Descriptor, RWYCC and Runways Status, refer to PRO/SPO/CONTAMINATED RUNWAY/1. GENERAL (Refer to GENERAL).

NSU. 32. 2 Normal Taxi

CAUTION If the blue hydraulic circuit is pressurized, switch off the Nose Wheel Steering (NWS) for towing by a ground vehicle. The aircraft can easily taxi forward or backward on one engine without limitations. Ground Idle (GI) power on one engine is sufficient to taxi out and to taxi in. Single engine taxi enables to reduce taxi fuel consumption on large airports. Single engine taxi out procedure remains at the operator’s discretion in accordance with the operation specificities and the local authority requirements. Single engine taxi out is not recommended: - On contaminated taxiway, or - In case of LVP in force and/or by night. Anticipate second engine start up to guarantee minimum oil temperature of 45 °C for takeoff. Anticipate that EXHAUST MODE FAULT light comes on for 120 s when start sequence is initiated. Note Average oil warm-up speed: 6 °C/min (can be higher in case of cold weather operation). CAUTION Second engine start-up should be performed when the flight crew workload is low in order to enable an efficient monitoring of the start-up sequence. To reduce the use of brakes during taxi, apply a small amount of reverse to decelerate, as necessary Turn radius with NWS is sufficient, and does not require any differential braking on the inner wheels. CAUTION Brake pivot turn (sharp turn) is prohibited, except in emergency.

NSU. 32. 3 Emergency Braking

• Emergency braking has been made operationally easier by design of the parking brake lever which incorporates an “EMER BRAKE” notch. When the parking brake lever is set in this notch, the regulator provides a limited pressure which: o Enables the use of EMER BRAKING for abort takeoff at MAX V or at touchdown 1 for landings after GREEN pressure has been completely lost o Provides repeatable, smooth deceleration whilst minimize the risk of blown up tires. CAUTION Use of EMER BRAKE beyond the EMER BRAKE notch above 60 kt must be avoided to prevent wheels lock up and damages to wheels and tires. Below 60 kt, a SMALL further travel (∼ 1 cm) is available without risks of damage when maximum stopping performance is required.
• A deflated tire is not easily noticeable from the cockpit : NO TAKEOFF should be started after EMER BRAKE has been used at speeds in excess of a maximum taxiing speed of 20 kt without prior visual inspection of the main landing gear tires.

NSU. 32. 4 Delayed Braking

Brake energy limitation at landing shall be checked for any flight prior to dispatch, and anytime in flight in case of flaps failure. In order to mitigate Brake Energy limitation, when runway length permits, delayed braking procedure can be applied. 1)Delayed braking: Maximum braking is applied at fixed speed depending on Flaps configuration: FLAPS DELAYED BRAKING SPEED

30 80 kt IAS

15 90 kt IAS

0 100 kt IAS

Note For delayed braking, approach speed has no impact on landing brake energy. Use of reverse is not recommended in case of delayed braking with one engine inoperative. In case of reduced flaps landing, landing distance shall be reassessed according to the following table: FLAPS LDG DIST FLAPS 30 MULTIPLY BY 0 2. 2 15 2 2)Calculation example – Brake Energy limitation and Actual Landing Distances (ALD) Landing at 22 T, dry runway, elevation 7 000 ft, ISA+20°C Example: Determination of the Brake Energy limitation QRH / PER. 6.2. Landing Brake Energy / FLAPS 30 / 1) Maximum Landing Weight limited by Braking Energy

# T R A T S - E G A P - E T E L E D #

2026-06-12

a) Normal Braking NORMAL CONDITIONS FLAPS 30 - Vref - Dry or Wet Runway - no wind (never exceed certified MLW) Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C elevation

8500 ft 23100 22600 22200 21800 21400 21000 20700 20300

7000 ft 23700 23200 22700 22300 21900 21600 21200 20800

5000 ft 24400 24000 23500 23100 22700 22300 21900 21500

The table is for illustrative purposes only

3000 ft 25200 24800 24300 23900 23500 23100 22600 22300

Do not use for operations

1000 ft 26100 25600 25100 24700 24300 23800 23400 23000

0 ft 26500 26000 25500 25100 24700 24200 23800 23400

-1000 ft 26900 26400 26000 25600 25100 24600 24200 23800 Normal braking: 21. 6 T

# D N E - E G A P - E T E L E D #

b) Delayed Braking at 80 kt IAS NORMAL CONDITIONS FLAPS 30 - Vref - Dry or Wet Runway - no wind (never exceed certified MLW) Land ing ISA -30° C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C elevation

8500 ft 36600 34800 33300 31900 30600 29500 28400 27500

7000 ft 38700 36800 35100 33600 32200 31000 29900 28900

5000 ft 41800 39600 37800 36100 34600 33300 32000 30900

3000 ft 45300 42900T he ta40b8l0e0 i s for3 8il9l0u0s trati3v7e2 0p0u rpo3s5e7s0 0o nly 34400 33100

1000 ft 49300 46500 442D00o not4 u20s0e0 for o4p0e2r0a0 tions38500 37000 35600

0 ft 51500 48500 46000 43700 41700 40000 38400 36900

-1000 ft 54000 50800 48000 45600 43500 41600 39900 38300 ICN-XX-Y-210000-T-FB429-00403- B-01-N Delayed braking: 31 T => Delayed braking procedure must be used Example: Determination of the ALD – Flaps 30° QRH / PER. 6.1. Landing Distance / Actual landing distance, Flaps 30 NORMAL CONDITIONS - FLAPS 30 WEIGHT (1000 KG) 13 14 15 16 17 18 19 20 21 22 22. 5 23 SUTATS YAWNUR DRY (normal braking) 530 530 530 530 530 550 570 590 610 630 640 660 DRY (delayed braking) 690 690 700 730 780 840 900 970 1050 1120 1160 1200 WET (normal braking) 690 690 690 690 700 730 760 780 810 840 850 860 WET (delayed braking) 800 800 810 830 880 930 990 1060 1120 1190 1220 1250 DETANIMATNOC YB WATER OR SLUSH 640 680 710 750 780 820 860 900 940 980 1000 1020 < 1/2 in COMPACT Th 6 e 90 tab 7 l 2 e 0 is f 7 o 60 r illu 79 s 0 trat 8 iv 30 e pu 86 r 0 pos 9 e 0 s 0 on 9 l 3 y 0 970 1000 1020 1030 SNOW Do not use for operations ICE 1010 1070 1120 1170 1230 1280 1340 1390 1450 1500 1530 1560 - Airport elevation: o Dry or wet runway - Add 3 % per 1 000 ft above sea level o Contaminated runway - Add 5 % per 1 000 ft above sea level. Dry runway, delayed braking, normal conditions, 22 T: 1 120 m Correction due to altitude effect (7 000 ft): 3% per 1 000 ft Actual landing distance = 1120*1. 21 = 1 355 m The delayed braking speed is 80 kt IAS. Example: Determination of the Brake Energy limitation - Flaps 15°, following an in-flight event QRH / PER. 6.2. Landing Brake Energy / FLAPS 15 – Landing with in-flight failure that affects landing distance / 1) Maximum Landing Weight Limited by Braking Energy b)Delayed Braking at 90 kt IAS NORMAL CONDITIONS FLAPS 15 - Vref - Dry or Wet Runway - no wind (never exceed certified MLW) Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C elevation

8500 ft 34100 32500 31100 29800 28700 27700 26700 25800

7000 ft 36400 34600 33100 31700 30500 29400 28300 27400

5000 ft 39200 37300 35600 34000 32700 31400 30300 29300

3000 ft 42300 40200 38300 36600 35100 33700 32500 31300

The table is for illustrative purposes only

1000 ft 45900 43400 41300 39400 37700 36200 34800 33600

Do not use for operations

0 ft 47800 45200 42900 40900 39200 37600 36100 34800

-1000 ft 50000 47200 44700 42600 40700 39000 37500 36100 Delayed braking: 29. 4 T Example: Determination of the ALD – Flaps 15°, following an in-flight event QRH / Following failures – Flight control / “Reduced Flaps Landing” procedure LDG DIST FLAPS 30 FLAPS APP/LDG SPD MULTIPLY BY

0 2. 2 V

mHB0 The table is for +il lwuisntdra etfifveec tp +u r5p kotses only Do not use for operations 15 2 V mHB15 + wind effect Landing distance flaps 30 multiply by: 2 As previously determined, the ALD flaps 30, delayed braking is 1 355 m. Therefore: Actual landing distance, flaps 15, delayed braking = 1 355 m x 2 = 2 710 m The delayed braking speed is 90 kt IAS. Example: Determination of the Brake Energy limitation - Flaps 0°, following an in-flight event QRH / PER. 6.2. Landing Brake Energy / FLAPS 0 – Landing with in-flight failure that affects landing distance / 1) Maximum Landing Weight Limited by Braking Energy b)Delayed Braking at 100 kt IAS NORMAL CONDITIONS FLAPS 0 - Vref + 5kt - Dry or Wet Runway - no wind (never exceed certified MLW) Landing ISA -30°C ISA -20°C ISA -10°C ISA ISA +10°C ISA +20°C ISA +30°C ISA +40°C elevation

8500 ft 29600 28300 27100 26100 25200 24300 23500 22800

7000 ft 31200 29800 28600 27500 26400 25500 24700 23900

5000 ft 33400 31900 30500 29300 28200 27200 26300 25400

3000 ft 35800 34100 32700 31300 30100 29000 28000 27100

The table is for illustrative purposes only

1000 ft 38500 36600 35000 33600 32200 31000 29900 28900

Do not use for operations

0 ft 39900 38000 36300 34700 33300 32100 30900 29900

-1000 ft 41400 39400 37600 36000 34600 33200 32000 30900 IICCNN--XXXX--YY--221100000000--TT--FFBB442299--0000440033--FF--0011--NN Delayed braking: 25. 5 T Example: Determination of the ALD – Flaps 0°, following an in-flight event QRH / Following failures – Flight control / “Reduced Flaps Landing” procedure LDG DIST FLAPS 30 FLAPS APP/LDG SPD MULTIPLY BY

0 2. 2 V

mHB0 The table is for +il lwuisntdra etfifveec tp +u r5p kotses only Do not use for operations 15 2 V mHB15 + wind effect Landing distance flaps 30 multiply by: 2. 2 As previously determined, the ALD flaps 30, delayed braking is 1 355 m. Therefore: Actual landing distance, flaps 0, delayed braking = 1 355 m x 2. 2 = 2 981 m The delayed braking speed is 100 kt IAS. CAUTION Delayed braking is prohibited in the case of the following dispatch cases: - One wheel brake deactivated (Refer to AFM - Dispatch with One Wheel Brake Deactivated or Removed) - Flaps retracted (Refer to AFM - Dispatch with Flaps Retracted) - Ferry flight with pitch elevators disconnected (Refer to AFM - Flight with Pitch Elevators Disconnected) - Antiskid inoperative (Refer to AFM - Dispatch with Antiskid System Inoperative). Methodology The Maximum Weight Limited by Braking Energy tables are computed for normal and delayed braking, depending on Flaps setting and landing cases. Determine Maximum Weight Limited by Braking Energy for normal braking. In the case of limitation and if runway length permits, consider the use of delayed braking. In order to check the effect of delayed braking on landing distance, Refer to Actual Landing Distance - Sea Level . NSU. 34 NAVIGATION NSU. 34. 1 TCAS

NSU. 34. 1.1 General

TCAS is an airborne Traffic alert and Collision Avoidance System that requests ATC transponders in nearby aircraft and generates appropriate aural and visual advisories to the flight crew to provide adequate separation. Air to Air communications for coordinating maneuvers between TCAS equipped aircraft is provided by mode S ATC transponder. Note 1) TCAS system can only generate resolution advisories for intruders equipped with operative mode S or mode C transponders (providing valid intruders altitude information). 2) Traffic advisories can only be generated for intruders equipped with operative mode S, C or A transponders (TCAS system provides no indication of aircraft without operative transponders). CAUTION The TCAS equipment is viewed as a supplement to the flight crew who, with the aid of the Air Traffic Control, has the primary responsibility for avoiding mid-air collisions.

NSU. 34. 1.2 Ground Operation

Unless otherwise instructed by ATC: on MCP press ”SURV”, select ”XPDR” tab on VCP, set ”ALT” mode and check XPDR 1 selected; then on MCP press ”SURV”, select ”TCAS” tab and select ”AUTO” mode. On PFD/ TCAS status indication, green message ”TCAS ABOVE” is displayed . On PFD / Transponder status indication, green message ”XPDR1(2) ALT” is displayed.

NSU. 34. 1.3 Flight Procedures

CAPT F/O TRAFFIC - TRAFFIC Procedure initiated by a TCAS Traffic Advisory (TA) ▶ Decide tasksharing and announce : TCAS, I (you) have the controls PF PM ▶ Be minded for maneuver. Follow traffic ▶ Recall minimum safety altitude. evolution on the TCAS indicator. If a Resolution Advisory (RA) occurs Note Note ▶ Some RA will only advise to monitor ▶ Some RA will only advise to monitor vertical speed (preventive RA). Others vertical speed (preventive RA). Others will advise to maneuver the aircraft. will advise to maneuver the aircraft. ▶ The following procedures should ▶ The following procedures should then apply depending on the sense then apply depending on the sense of Resolution Advisory asking to of Resolution Advisory asking to maneuver. maneuver. CAPT F/O DESCEND ▶ Confirm We descend PF PM ▶ AP ................................DISCONNECT ▶ Descent at a rate in the green (fly to) band on PFD vertical speed scale. ▶ Ask for eventual configuration changes. ▶ ATC ................... ................... ADVISE ▶ IAS : MONITOR Compared to V , V , V pointer. LE FE MO ▶ AIRCRAFT ALTITUDE : MONITOR Compared to minimum safety altitude. CAPT F/O CLIMB ▶ Confirm We climb PF PM ▶ PWR MGT selector .............................. ................SELECT CORRECT RATING MCT en route or TO in other phases e. g. takeoff, approach, and landing ▶ CL 1+2................ ................ AS RQRD ▶ AP ................................DISCONNECT ▶ Apply roughly the bugged power ▶ Climb at a rate in the green (fly to) band on PFD vertical speed scale. ▶ Ask for eventual configuration changes ▶ PL 1+2....................................ADJUST Follows TQ objectives ▶ ATC ................... ................... ADVISE ▶ IAS : MONITOR Compared to V S PF PM Note Note ▶ When a climb or increase climb RA ▶ When a climb or increase climb RA occurs with the aircraft in the landing occurs with the aircraft in the landing configuration or in the go-around configuration or in the go-around phase, a normal go-around procedure phase, a normal go-around procedure should be followed including the should be followed including the appropriate power increase and appropriate power increase and configuration changes. configuration changes. CLEAR OF CONFLICT After separation has become adequate (range increasing) ▶ Return promptly to last assigned ATC ▶ Return promptly to last assigned ATC clearance clearance NSU. 34. 2 AHRS

NSU. 34. 2.1 AHRS

AHRS alignment sequence occurs as soon as the battery is switched ON, and it takes nominally 1 min DURING WHICH AIRCRAFT MUST NOT BE MOVED (on ground). AHRS are not affected by electrical transients associated with engine start. Note - During AHRS alignment, the alert “AHRS NOT ALIGN” is displayed on FWS, and “AHRS DEGRADED” is displayed on the corresponding PFD - Nearby buildings during taxiing may generate magnetic disturbances that result in flux valves discrepancy and generate ALT DISAGREE, IAS DISAGREE, ATT DISAGREE and HDG DISAGREE alerts. In this case, it is not recommended to reset AHRS, the alerts should disappear at holding point. ON GROUND ONLY, if needed, AHRS reset can be performed by cycling all related C/B OFF-ON. CAUTION The reset of C/B AHRS in flight is not recommended as in flight realignment requires 1 min and 30 s of very stable flight (which may be impossible to get in turbulence) and possibility of pulling the wrong C/B could result in complete AHRS failure unrecoverable for the rest of the flight. CAUTION Flight crew must be aware of possible induced attitudes and heading errors in case of continuous turns, particularly in high latitudes countries. Therefore racetrack holding patterns are to be flown rather than circles.

NSU. 34. 3 WEATHER RADAR

NSU. 34. 3.1 Weather Radar

If the aircraft is airborne, the weather radar emits power when operating in any mode other than STBY or OFF. The weather radar contains a forced standby (FSBY) function that allows to force the radar into standby automatically thanks to the WEIGHT ON WHEELS switch. So when the aircraft is on ground, the weather radar transmissions are normally inhibited, even when TEST mode is selected. During all the Weather radar test duration, make sure that: - On panel 702VU, WEIGHT ON WHEELS sw is on NORM position - The aircraft is not on jacks - On panel 8VU, on weather radar control box, STAB pb is not pressed. NSU. 34. 4 GPS

NSU. 34. 4.1 Procedures

In the event of DGR alarm display the flight crew must X check the aircraft position using conventional means or must revert to an alternative means of navigation. NSU. 34. 5 ADS B OUT NSU. 34. 5.1 ADS B OUT

PROCEDURE

1054-1160 In all cases, flight crews should comply with the surveillance provisions, schedules and relevant procedures contained in the Aeronautical Information Publications (AIP) published by the appropriate authorities. Special attention should be given to the fact that ADS-B out function enables ground surveillance for airport equipped with ADS-B in surveillance application. In such airport, XPDR should be set ON (thus enabling ADS-B broadcast) when A/C is moving on the surface Direct controller-pilot VHF voice communications should be available at all times. XPDR is connected to two GNSS equipment that provide position and velocity data. In case of failure of one GNSS, automatic switching to alternate source is performed by XPDR. In case of loss of both GNSS sources, amber ADS-B caution will come up on Engine and Warning Display. In this case flight crew should inform the Air Navigation Service Provider (ANSP), as appropriate, using any published contingency procedures. If Air Traffic Controller requests to stop transmitting ADS-B OUT surveillance data, (“STOP ADS-B TRANSMISSION” or “STOP ADS-B TRANSMISSION ONLY” or “STOP ADS-B ALTITUDE TRANSMISSION”) do not switch off the transponder or the altitude reporting, in order to maintain ACAS operations and Air Traffic Controller radar surveillance. The flight crew should advise ATC they are unable to comply (“UNABLE”) and the controller should consider alternative solutions to the problem. Refer to Aeronautical Information Publication (AIP) or equivalent operator documentation for alternate procedure. Note Independent operation of ADS-B Out and SSR transponder is not possible, setting XPDR

OFF will also result in TCAS disabling.

1237-1283 In all cases, flight crew should comply with the surveillance provisions, schedules, and relevant procedures contained in the Aeronautical Information Publications (AIP) published by the appropriate authorities. Direct controller-pilot VHF voice communications should be available at all times. If flight crew receives equipment indications showing that position being broadcast by the ADS-B system is in error (e. g. GNSS anomaly), they should inform the Air Navigation Service Provider (ANSP), as appropriate, using any published contingency procedures. If anomalous GNSS is not switched OFF, select the XPDR from the opposite side to the anomalous GNSS (e. g. if GNSS 1 is ON and faulty, select XPDR 2 if GNSS 2 is valid; if GNSS 2 is ON and faulty, select XPDR 1 if GNSS 1 is valid) If Air Traffic Controller requests to stop transmitting ADS-B OUT surveillance data, (“STOP ADS-B TRANSMISSION” or “STOP ADS-B TRANSMISSION ONLY” or “STOP ADS-B ALTITUDE TRANSMISSION”) do not switch off the transponder or the altitude reporting, in order to maintain ACAS operations and Air Traffic Controller radar surveillance. The flight crew should advise ATC they are unable to comply (“UNABLE”) and the controller should consider alternative solutions to the problem. Refer to Aeronautical Information Publication (AIP) or equivalent operator documentation for alternate procedure. Note Independent operation of ADS-B Out and SSR transponder is not possible. NSU. 52 DOORS NSU. 52. 1 COCKPIT DOOR SECURITY SYSTEM

NSU. 52. 1.1 Cockpit Door Operation

This procedure should be applied, if local authorities require that the cockpit door remain closed throughout the entire flight. Before Pushback or engine start ▶ COCKPIT DOOR LOCKING SYSTEM sw............................. ............................. ON ▶ COCKPIT DOOR CLOSED........................................................................CHECK With the cockpit door sw at CLOSE, the cockpit door is closed and locked. After Engine Start ■If routine access is requested from the cabin The buzzer sounds in the cockpit for at least 2 s Before unlocking the door, the flight crew should identify the person requesting entry. ■If entry is not authorized by the flight crew ▶ COCKPIT DOOR sw............................................................................DENY Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min. ■If entry is authorized by the flight crew ▶ COCKPIT DOOR sw............................................................................OPEN The flight crew should pull the switch and maintain it on the OPEN position, until the cabin crew opens the door. Note If the flight crew does not take any action after the routine cabin request, the cabin crew will be able to open the door by using the emergency access procedure. ■If the emergency access is initiated from the cabin The buzzer sounds continuously in the cockpit for 30 s, and the OPEN light flashes on the central pedestal’s COCKPIT DOOR panel. Note If the flight crew does not take any action, the door will unlock after 30 s. ■If entry is not authorized by the flight crew ▶ COCKPIT DOOR sw............................................................................DENY Emergency access, the buzzer, and the Door Call panel are inhibited for 3 min. When the situation in the cockpit permits, the flight crew should identify the person requesting entry before unlocking the door. ■If entry is authorized by the flight crew ▶ COCKPIT DOOR sw............................................................................OPEN The flight crew should pull the switch and maintain it on the OPEN position, until the cabin crew opens the door. Before leaving the aircraft ▶ COCKPIT DOOR LOCKING SYSTEM sw..........................................................OFF ▶ FAULT LIGHT on Door Control panel............................................................CHECK

NSU. 52. 1.2 Daily Check

▶ COCKPIT DOOR LOCKING SYSTEM sw................................................................ON In the Cargo Compartment, on the Door Call Panel ▶ EMER pb....................................................................................................PUSH Check OPEN LIGHT flashes. In the Cockpit Check buzzer. Check OPEN LIGHT flashes. ■If correct In the Cockpit ▶ COCKPIT DOOR sw................................................................................DENY Check buzzer stops. Check OPEN LIGHT turns off. In the Cargo Compartment, on the Door Call Panel Check OPEN LIGHT turns off and DENIED LIGHT comes on. ■If correct ▶ COCKPIT DOOR sw..................................................................................OPEN ▶ COCKPIT DOOR LOCKING SYSTEM sw........................... ........................... OFF FUNCTIONAL CHECK OF THE MANUAL LOCK BOLT(S).

NSU. 52. 1.3 Opening the Cockpit Door from Cabin

▶ CABIN CREW ROUTINE ACCESS......................REQUEST on the DOOR CALL PANEL ▶ CABIN CREW........................................................................................PRESS CALL ▶ CABIN CREW..........................................................STAND IN COCKPIT DOOR AXIS The cabin crew should stand in the axis of the cockpit door. A buzzer sounds in the cockpit. ■If entry is not authorized by the flight crew The flight crew denies the entry request via the COCKPIT DOOR sw. The Door Call panel red light comes ON steady, and indicates that the door is locked. The emergency access, the buzzer, and the Door Call panel are inhibited for 3 min. ■If entry is authorized by the flight crew The flight crew unlocks the door via the COCKPIT DOOR sw. The Door Call panel green light comes ON steady, and indicates that the door is unlocked. ▶ CABIN CREW............................................PULL the DOOR RIGHT PANEL to OPEN ▶ CABIN CREW....................................UNLOCK the LEFT PANEL and PULL to OPEN The door left panel is unlocked by moving the handle in the cockpit side on the door left panel. ■If there is no reaction from the flight crew ▶ CABIN CREW SECOND ACCESS ..................REQUEST on the DOOR CALL PANEL Repeat the above procedure. ■If there is no reaction from the flight crew after a second request ▶ CABIN CREW.................................... .................................... CALL THE COCKPIT To establish contact with the flight crew and request access to the cockpit. ■If there is no reaction from the flight crew after a cabin crew interphone call ▶ CABIN CREW................................................................PRESS THE EMERGENCY Rotate the protecting plate and press the EMER pb. A buzzer sounds continuously in the cockpit for 30 s, and the green light flashes on the Door Call panel. After 30 s, the green light comes ON steady and the cabin crew can then pull the door right panel to open and the buzzer stops. This indicates that the door is unlocked for 10 s. ▶ CABIN CREW............................................PULL the DOOR RIGHT PANEL to OPEN ▶ CABIN CREW....................................UNLOCK the LEFT PANEL and PULL to OPEN NSU. 52. 2 CARGO DOOR

NSU. 52. 2.1 Cargo Door

To Open Cargo Door - Push flap to grasp handle of the upper lever - Press handle and pull the upper lever fully down - Pull the lower lever fully down - Open flap for access to cargo door control panel (green light comes on) - Press selector to OPEN until door is completely opened - Make sure selector returns to neutral position - Lock folding strut. To Close Cargo Door - Unlock folding strut - Open flap for access to cargo door control panel - Press selector to CLOSE until door is completely closed - Fold back the lower lever in its recess - Press handle or the upper lever and fold it back in its recess - Make sure blue light is ON (door locked in closed position) selector has returned to neutral position and green light is OFF. All the lights of the operating panel can be tested by pressing them. As long as the cargo door is not closed and all hooks engaged, the CARGO UNLK lighted amber on the cockpit overhead panel. Manual Operating In case of electrical actuator failure, it is possible to open or close the cargo door with a hand crank, introduced in an adjusted shaft drive of the actuator. NSU. 52. 3 ENTRY DOOR NSU. 52. 3.1 Second Handrail Fixing Procedure

Second Handrail Fixing Procedure

1 Open the door

2 Position the handrail parallel to the stairs

3 Open out the support on the bottom of the stairs

4 Fix the lower end-fitting on this support

5 Fix the free end-fitting on the door frame

Note Make the conversed procedure before closing the door. NSU. 52. 4 VIDEO CABIN SURVEILLANCE

NSU. 52. 4.1 Video Cabin Surveillance

1096-1283 Crew switches the monitor ON by turning the OFF DIM knob into ON position. The monitor then enters in standby state (black screen). The monitor exits the standby state : - When pressing the CAM SEL pb to cycle the cameras output (cycle order is 1,2,3,2,1). - Upon cockpit access request (displays automatically the camera 1 output). After 3 min without crew action, the monitor reverts to standby state. Note Pressing the CAM SEL pb for 3 s will force the monitor into standby state. Crew switches the monitor OFF by turning the OFF DIM knob into OFF position. Note The monitor will not automatically turn on upon cockpit access request. NSU. 70 POWER PLANT

NSU. 70. 1 Start Up

Before initiating start sequence EEC FAULT light must be OFF, if EEC FAULT is ON try to reset. If unsuccessful, deselect EEC. During engine start or relighting, the following items must be monitored: - Correct NH increase when starting the sequence - Starter disconnection at 45 % NH - Maximum ITT: during a battery start one or two ITT peaks not exceeding 800 °C can usually be observed. ITT peaks are of lower value if a suitable GPU is used. This example shows the start sequence of engine N° 1 on ground (engine 2 running) NH% Parameters 0 10 45 62 START1 ONilluminated (ONextinguished) STARTER/GENERATOR Starter generator CLA FUELS. O. * FTR IGNITION EEC EECON MAINBAT. (MAI NB AT. ELECTRICALSUPPLY OF +GEN2) STARTER/GENERATOR PLA GI *Pa ssing from FUEL S. O. to FTR is possible between 10 and 19 % NH if ITT > 100° C. ENG OIL LO PR FWS alarm is 30 s time delayed to avoid untimely ENG OIL LO PR during engine start. Refer to ADVERSE WEATHER for specific cold weather behavior. Note This alert is inhibited when affected CL is in FUEL S. O. position.

NSU. 70. 2 Use of Bleed Valves for Takeoff

The aircraft is fitted with an automatic bleed valve closing in case of engine failure at takeoff. The closing signal is given by MFC’s when uptrim is triggered. BLEED FAULT light also comes on on the operative engine. Engine bleed valves can be routinely selected ON (NORM FLOW) for takeoff. However, performance decrement has to be considered for the ground phase. This decrement is given in chapter Performances and can be computed by the FOS. Note Takeoff with HIGH FLOW mode selected, is prohibited.

NSU. 70. 3 Power Set Up Procedure for Takeoff and Go-Around

1)Takeoff Engine control normally uses temperature, altitude and speed data from the selected ADC but reverts to its own sensors in case of detected failure or significant offset. TAT/SAT information are valid only when the engine (propeller unfeathered) corresponding to the selected ADC is running. RTO torques must be computed using altitude and temperature information independent from aircraft sources and compared to values displayed by torque bugs. Takeoff power is routinely obtained by setting the power levers and the condition levers into the notches. CLs should be routinely stay into the notches. NP is automatically set at 100 % provided PWR MGT selector is on TO position and PLA is sufficient. 2)Go-Around The throttle movement (PF) is to be applied across the notch up to the ramp (beginning of amber sector). WARNING OVERRIDING THE RAMP THRESHOLD UP TO THE ABSOLUTE FULL TRAVEL WILL ENABLE 1. 15 X RTO TQ (EEC ON). THIS SHOULD BE USED ONLY IS CASE OF EMERGENCY.

NSU. 70. 4 Unfeathering after an Engine Restarts in Flight

Unfeathering the propeller induces a limited lateral disturbance.

NSU. 70. 5 Engine Parameters Fluctuation

The variation tolerances of engine parameters are shown in the table below. These tolerances must be taken into account only in stabilized flight phases. PARAMETERS TQ NH ITT NP FLUCTUATION AMPLITUDE +/-2 % +/-0. 25 % +/-5 °C +/-2. 5 % NH fluctuation amplitude +/-0. 25 % means that the maximum amplitude is 0. 5 % between the minimum and maximum NH values read by the crew. In case of engine parameters fluctuation above tolerances, it can be helpful to select the corresponding EEC OFF before shutting the engine OFF. If this action solves the problem, the flight can be continued accordingly.

NSU. 70. 6 Ignition

Man Ignition

When one or both EEC(s) has (have) been deselected, the use of MAN ignition is required when the aircraft enters into heavy precipitation or severe turbulence areas, when ice accretion develops, or when using contaminated runway for takeoff or landing.

NSU. 70. 7 Adapted Flight Idle

Low flight idle rating is associated with a significant increase of aerodynamic drag profitable to the descent performance (approach and landing). On the other hand, this increased drag affects the lift at a high angle of attack. In regard with these two requirements, an adapted fight idle provides two power settings. The FI position being selected by the flight crew, the power level (high or low) is set by the EEC, as a function of an information provided by the MFC. This information is associated with a limit angle of attack equal to α stall warning -4 °. In case of high flight idle loss the aircraft behavior during stall unchanged and the decrease of lift is negligible and covered by the regulatory margins.

NSU. 70. 8 Propeller Brake Use

Propeller brake must be used only when READY light on propeller brake control panel is ON. 1)Braking Sequence (ENG 2 Running) CREW ACTION PROP. BRAKE SYSTEM STATUS RH CL... FTR OR FUEL S. O. DC AUX GUST LOCK... ON READY PUMP RUNNING BLUE HYD PRESS... CHECK ABOVE 2900 PSI PROP BRAKE SW... ON UNLK 7s PROP OFF BRK 15s OFF OFF Note The DC AUX pump runs automatically as soon as - Blue hydraulic pressure is below 1 500 psi, and - Gear is down, and - One engine is running and stops 15 s after the end of PROP braking sequence (PROP BRK lights ON). 2)Releasing Sequence (ENG 2 in Hotel Mode) CREW ACTION PROP. BRAKE SYSTEM STATUS PROP BRK HYD AUX PUMP... PULSE DC AUX PUMP RUNNING READY UNLOCK PROP BRAKE SW... OFF PROP BRK UNLOCK 30s 15s 14, 0V, 143, .32 L_CB_00000000_0000000_000_00_00 Note A pulse on AUX HYD PUMP pb starts the auxiliary hydraulic pump for 30 s. Selecting propeller brake sw to OFF position within this 30 s temporization enables to keep the DC AUX PUMP running overriding the 30 s temporization, because when the brake is completely released, the DC PUMP remains supplied for 15 s.

NSU. 70. 9 Reverse Phases

NP is the parameter to be monitored during reverse phases. (NP is the only regulated parameter in these phases).

NSU. 70. 10 Operations Out of the Notch

Engines are trimmed to compensate for built-in discrepancies between left and right engines and their associated controls. The trimming procedure is performed at two different positions of the Power Levers (PL): at Flight Idle (FI), and in the notch. It ensures a similar torque on both sides at those PL positions. When the flight crew retards the PL out of the notch during descent and approach, the trim efficiency is reduced and may no longer correct the left/right discrepancy. This may result in a difference between the left and right TQ values of up to 8 % in stabilized conditions. Such difference is acceptable. If required, the flight crew can compensate it by manually adjusting the PL.

NSU. 70. 11 Boost Operation

1054-1096;1126;1237-1283 In normal operation, flight crew select appropriate rating through ENG BOOST pb: - Pressed-in for BOOST selection (PW127M rating, default engine power) - Released-out to derate engine power (PW127F rating). Once power levers reach FI, rating selection is latched. Changes in the pushbutton position won’t be effective until power levers are retarded below FI. This inhibition is cancelled in the case of engine failure. After engine failure during any flight phase, crew can modify engine rating for single engine operation.

New selection is then latched until power levers are retarded below FI.

1124;1142-1160 In normal operation, flight crew select appropriate rating through the toggle switch (OFF, BOOST, SUPER BOOST). In order to enable the Torque Indicator on EWD to display the correct values when Super Boost Function is selected, it is necessary above an altitude and temperature determined value to insert in the VCP PERF PAGE / ENG OAT the corrected temperature (SAT). The round cyan takeoff torque objective and amber triangle (RTO) torque objective will match the SUPER BOOST thermal limitation. This corrected temperature is retrieved from the TOW Determination chapter (Refer to Weight Altitude Temperature), based on airport elevation and actual OAT. Once power levers reach FI, rating selection is latched. Changes in the toggle switch position won’t be effective until power levers are retarded below FI. This inhibition is cancelled in the case of engine failure. After engine failure during any flight phase, crew can modify engine rating (OFF, BOOST, SUPER BOOST) for single engine operation. New selection is then latched until power levers are retarded below FI.

NORMAL PROCEDURES .NOP. NOR NOR. NORMAL PROCEDURES....................................................................................page 03 NOR. 1 Introduction...........................................................................................page 03 NOR. 2 Flight Preparation..................................................................................page 03 NOR. 3 Pilot Actions Diagram.............................................................................page 05 NOR. 4 External Initial Inspection........................................................................page 06 NOR. 5 Initial Cockpit Preparation (Step 1)...........................................................page 06 NOR. 6 External Inspection................................................................................page 08 NOR. 7 Cockpit Preparation (Step 2)...................................................................page 14 NOR. 8 Panel Scan...........................................................................................page 19 NOR. 9 External Inspection Closure....................................................................page 20 NOR. 10 Final Cockpit Preparation (Step 3)...........................................................page 21 NOR. 11 Hotel Mode Start Up.............................................................................. page 23 NOR. 12 Before Propeller Rotation........................................................................page 25 NOR. 13 Before Taxi........................................................................................... page 30 NOR. 14 Taxi......................................................................................................page 33 NOR. 15 Before Takeoff.......................................................................................page 34 NOR. 16 Takeoff.................................................................................................page 35 NOR. 17 After Takeoff..........................................................................................page 39 NOR. 18 Climb - Cruise.......................................................................................page 40 NOR. 19 Descent................................................................................................page 41 NOR. 20 Approach..............................................................................................page 42 NOR. 21 Before Landing......................................................................................page 42 NOR. 22 Landing................................................................................................page 43 NOR. 23 Go-Around............................................................................................page 45 NOR. 24 After Landing........................................................................................ page 46 NOR. 25 Parking.................................................................................................page 48 NOR. 26 Leaving The Aircraft...............................................................................page 50 NOR. 27 Procedure for Icing Conditions................................................................ page 50 NOR. 28 Cruise Speed Low.................................................................................page 51 NOR. 29 Mandatory Daily Checks.........................................................................page 52 NOR. 30 Each Flight Checks................................................................................page 57 NOR. 31 Additional Daily Checks..........................................................................page 60

INTENTIONALLY LEFT BLANK

NOR NORMAL PROCEDURES NOR. 1 INTRODUCTION

NOR. 1.1 Introduction

The normal procedure contained in this chapter is a detail sequence of actions recommended by ATR for normal operation. The normal procedure section covers preflight preparation (cockpit & exterior inspections as well as system test), normal operation by flight phase, and operation in atmospheric icing condition. In the normal procedure, it is assumed that all systems operate normally, and that all automatic functions are used normally. The normal procedure is executed from memory and crosschecked via the normal checklist (C/L). The EWD may display flight crew checklists that have been modified or created by the operator using the ECL customization service (normal procedures only). This service has to be used in accordance with the following ATR document: “Requirements and guidelines for modifiable ECL” (Service Letter ref ATR42-31-5028 or ATR72-31-6026). Authorization to use modified ECL must be obtained by the operator from the appropriate local authorities. It is the operator responsibility to produce paper copies of the customized ECL in the QRH and FCOM. These paper copies of customized ECL shall be available in the cockpit as ECL back-up. NOR. 2 FLIGHT PREPARATION

NOR. 2.1 Flight Preparation

1)Technical Condition of the Aircraft The flight crew must verify the technical status of the aircraft in respect to the airworthiness acceptability of the malfunctions reported, and their influence on the flight plan. The flight crew should use all the documents established by the operator that are necessary, including the Minimum Equipment List (MEL) and Operational Engineering Bulletins (OEB). 2)Weather Briefing The flight crew receives a weather briefing which should include: - Actual and expected weather conditions for takeoff and climb out including runway conditions - En route significant weather: Winds, temperatures, icing forecast, and dangerous phenomena (cumulonimbus, thunderstorm, turbulences, volcanic …) - Terminal forecasts for destination and alternate airports - Actual weather for destination and alternates for short range flights and recent past weather if available - Survey of the meteorological conditions at airports along the planned route. 3)NAV / COM Facilities En Route The flight crew studies the latest relevant NOTAMs (Notice To Airmen) and checks that all required facilities at departure, destination, and alternate airports are operational and that they fulfill the appropriate requirements, including GPS NOTAMs. 4)Flight Plans / Operational requirements The flight crew checks the operational flight plan, in respect to routing, altitudes, and flight time. The flight crew checks the estimated load figures and calculates maximum permitted takeoff and landing weights. The flight crew checks the aircraft performances for the whole flight, especially in case of failure, including single engine climb gradient (takeoff, go-around), single engine flight path and gross ceiling (classic rules and/or down hill rule), pressurization loss, and landing distance. The Captain decides the amount of fuel necessary for a safe conduct of the flight, taking into consideration possible economic fuel transportation. The Captain checks ATC flight plan and ensures it is filed based on the prescribed procedures.

NOR. 3 PILOT ACTIONS DIAGRAM

NOR. 3.1 Pilot Actions Diagram

External Initial Inspection Refer to section Initial Cockpit Preparation (Step 1) Before Taxi Refer to section Refer to section GPU Available No GPU Available Taxi Refer to section Refer to section Refer to section Short Transit Cockpit Preparation (Step 2) Before Takeoff Refer to section Refer to section Refer to section External Inspection Takeoff Refer to section Refer to section After Takeoff GPU Available No GPU Available Refer to section Hotel Mode Start Up Climb - Cruise Refer to section Refer to section Go-Around Panel Scan Descent Refer to Refer to section Refer to section section Approach External Inspection Closure Refer to section Before Landing Refer to section GPU Available No GPU Available Landing Refer to section Refer to section Refer to section Final Cockpit Preparation (Step 3) After Landing Refer to section Refer to section GPU Available Parking Hotel Mode Start Up No GPU Available Refer to section Refer to section Leaving the BAT ON Aircraft Before Propeller Rotation GPU/Hotel Mode Refer to Refer to section Refer to section section BAT OFF

NOR. 4 EXTERNAL INITIAL INSPECTION

NOR. 4.1 External Initial Inspection

▶ PARKING BRAKE ACCU PRESSURE................ ................ CHECK 1 600 psi MINIMUM Note When the brake accumulator pressure is < 1 600 psi, the parking brake cannot secure the aircraft at the apron without chocks. ▶ FLAPS/AILERONS/ELEVATORS................................................MEMORIZE POSITION Crosscheck positions with expected FLAPS lever and GUST LOCK control positions before initial cockpit preparation. NOR. 5 INITIAL COCKPIT PREPARATION (STEP 1)

NOR. 5.1 Initial Interior Checks

Initial Cockpit Preparation (Step 1) is normally performed by F/O. ▶ EMERGENCY EQUIPMENT............................................................................CHECK Exit hatch closed, handle locked and safe tied, escape rope stowed Life jacket stowed Axe, flash lights, smoke goggles, protective gloves, observer seat oxygen mask and oxygen masks stowed PBE (if installed) stowed Portable fire extinguisher safely tied and pressure within green range Landing gear emergency extension handle stowed and cover closed. ▶ GEAR PINS.............................................. .............................................. ON BOARD ▶ ALL CIRCUITS BREAKERS............................................................................CHECK ▶ CDLS sw ..................................................... ..................................................... OFF ▶ BRAKE HANDLE........................................................................................PARKING ▶ PL 1+2........................................................ ........................................................ GI ▶ GUST LOCK lever ............................................................................................... ON Check GUST LOCK is correctly engaged to fulfill conditions for PROP BRAKE activation ▶ CL 1+2......................................................................................................FUEL S. O. ▶ FLAPS ..............................................................................................................SET Set in accordance with actual flap position ▶ LDG GEAR lever ............................................................................................DOWN ▶ EEC 1+2................................................................................................PRESSED IN ▶ CAPT WIPER ....................................................................................................OFF ▶ F/O WIPER ........................................................................................................OFF NOR. 5.2 GPU Energizing

GPU Available

1)Energizing Battery ▶ BAT .................................................... .................................................... ON ▶ MFC ............................................................................MONITOR AUTOTEST The MFC 1A and MFC 2A FAULT lights will flash first, then MFC 1B and MFC 2B FAULT. When Auto test is completed all MFC FAULT lights are off. When cargo door panel is open, only MFC 1B and MFC 2B FAULT lights will flash. ▶ EMER BUS & ESS BUS..................................................CHECK ARROWS ON ▶ UNDV light..................................................................................CHECK OFF Check battery voltage on LH maintenance panel. ▶ NAV lights..................................................................................................ON ▶ AVIONIC INITIALIZATION....................................................................CHECK Check DU 2&4 display a green “T" Check IESI ON Check DU brightness Check MCDU 1 ON Check Aural warning, Caution, CRC sounds When test is completed, CPL light will come on CAPT side and EWD will display Final cockpit preparation check list Check on EWD that ECL database and documentation revision are consistent Do not touch any command or flight controls during avionic suite auto test 2)Connecting GPU ▶ EXT PWR ......................................................................CHECK AVAIL LIGHT GPU DC voltage can be monitored on LH maintenance panel. ▶ EXT PWR ..........................................................................................PRESS Check DC BTC on line Check EMER and MAIN BAT charging Check EMER and ESS BUS supply indicator amber arrow turns off Check UNDV light turns off ▶ IESI ....................................... ....................................... CHECK ALIGNMENT ▶ AVIONIC INITIALIZATION TEST ..........................................................CHECK Check DU 1, 3, and 5 display a green “T" Check MCDU 2 ON Check DU brightness. 3)External Inspection Preparation ▶ OVERHEAD panel ................................................................................SCAN Check no white lights ON except PROBES HTG & FUEL PUMP(S) ▶ HYD AUX PUMP pb (pedestal)..............................................................PRESS ▶ HYD X FEED ..................................... ..................................... ON THEN OFF Monitor Blue and Green HYD SYST PRESS increasing on HYD SYST PRESS indicator. Close HYD X FEED when both HYD circuits are fully pressured. ▶ BEACON, LOGO, WING lights....................................................................ON LAND, STROBE and TAXI/TAKEOFF lights can be only checked when ACW bus is powered. ▶ EMER EXIT LT sw ..................................................................................ARM To inspect the emergency exit light.

NOR. 5.3 No GPU Available

1)External Inspection Preparation To minimize BAT discharge, BAT should remain OFF during external inspection. The external lights should be checked after ENG 2 is started in hotel mode. Once ENG 2 is started in hotel mode one flight crew member must remain in the cockpit. ▶ HYD AUX PUMP pb pedestal ..................................................PRESS & HOLD MFC is not electrically supplied, press & maintain HYD AUX PUMP pb pedestal as required. NOR. 6 EXTERNAL INSPECTION

NOR. 6.1 External Inspection Preparation

The external inspection is primarily a visual check to ensure that the overall condition of the aircraft, the visible components, and the equipment are safe for the flight. External inspection is normally performed by the Captain and is mandatory before each flight. During the walkaround, control and memorize the FLIGHT CONTROL SURFACES and FLAPS current positions. Check that they are in line with the selected position. CAUTION In case of hotel mode operations, flight crew must be careful of dangerous areas (exhaust and propeller) and adapt the walkaround depending on wind direction. Refer to PROPELLER DANGER AREA. Each step marked with an asterisk (*) must be done visually from the path in dashed line.

NOR. 6.2 External Inspection

6 5 7 8* 4 8 3 9

2 1 11 10

11 12 12 14 13 - Fig. 1 : External Inspection Flow - Path in solid line: Walkaround without hotel mode. Path in dashed line: Adaptation of the walkaround in case of engine 2 running in hotel mode. 1)Main Left landing Gear and Fairing ▶ MAINTENANCE DOORS....................................................................CLOSED ▶ GEAR DOORS....................................................................................CHECK ▶ WHEELS & TIRES....................................................................CHECK STATE ▶ BRAKE TEMPERATURE SENSORS......................................................CHECK ▶ BRAKE WEAR DETECTORS................................................................CHECK ▶ LANDING GEAR STRUCTURE............................................................CHECK ▶ HYDRAULIC LINES...................................... ...................................... CHECK ▶ WHEEL WELL....................................................................................CHECK ▶ UPLOCK..............................................................................................OPEN ▶ FREE FALL ASSISTER........................................................................CHECK ▶ SAFETY PIN..................................................................................REMOVED ▶ BEACON lights....................................................................................CHECK ▶ AIR CONDITIONING panel ................................................................LOCKED ▶ PACK RAM AIR INLET..........................................................CLOSE & CLEAR ▶ LAND lights..............................................................................CHECK STATE ▶ TAT COVER..................................................................................REMOVED ▶ TAT PROBE........................................................................................CHECK ▶ MAGNETIC FUEL LEVEL............................................................................IN 2)Left Wing Trailing Edge ▶ FLAPS RAIL SEAL..............................................................................CHECK ▶ FLAPS....................................................................................CHECK STATE ▶ EXHAUST NOZZLE..............................................................................CLEAR ▶ FLAPS POSITION................................................................................CHECK ▶ AILERON & TAB..................................................................................CHECK ▶ STATIC DISCHARGERS......................................................................CHECK ▶ HORN......................................................................................CHECK STATE 3)Left Wing Leading Edge ▶ NAV lights..........................................................................................CHECK ▶ STROBE lights..........................................................................CHECK STATE ▶ WING DE ICING BOOTS............................. ............................. CHECK STATE ▶ FUEL VENT NACA INLET....................................................................CLEAR ▶ MAGNETIC FUEL LEVEL............................................................................IN ▶ ICE DETECTOR..................................................................................CHECK 4)Left Engine ▶ LEFT COWLING ALL LATCHES..........................................................CLOSED ▶ OIL COOLING FLAPS..........................................................................CHECK ▶ ENGINE AIR INTAKE............................................................................CLEAR ▶ ENGINE DE ICING BOOTS........................................................CHECK STATE ▶ SPINNER............................................................................................CHECK ▶ PROPELLER........................CHECK FEATHERED, STATE, & FREE ROTATION ▶ RIGHT COWLING ALL LATCHES........................................................CLOSED ▶ INNER WING LEADING EDGE & FAIRING..................................CHECK STATE 5)Left Forward Fuselage ▶ WING lights........................................................................................CHECK ▶ EMERGENCY lights............................................................................CHECK ▶ EMERGENCY EXIT..................................... ..................................... CLOSED ▶ AVIONICS VENT OVBD VALVE..............................................................OPEN ▶ CARGO DOOR OPERATING panel DOOR..........................................CLOSED ▶ CARGO DOOR..............................................................CLOSED & LATCHED ▶ OXYGEN BOTTLE DISCHARGE indicator ............................................GREEN ▶ ANGLE OF ATTACK PROBE......................................................CHECK STATE ▶ COCKPIT COMMUNICATION HATCH....................................................CHECK ▶ ICE EVIDENCE PROBE............................................................CHECK STATE ▶ STATIC PORTS....................................................................................CLEAR ▶ PITOTS COVERS..........................................................................REMOVED ▶ PITOTS PROBES................................................................................CHECK 6)Nose ▶ WIPERS..................................................................................CHECK STATE ▶ RADOME & LATCHES.................................... .................................... CHECK ▶ NOSE GEAR WHEELS & TIRES................................................CHECK STATE ▶ NOSE GEAR STRUCTURE........................... ........................... CHECK STATE ▶ TAXI & TAKEOFF lights.............................. .............................. CHECK STATE ▶ WHEEL WELL....................................................................................CHECK ▶ FREE FALL ASSISTER........................................................................CHECK ▶ SAFETY PIN..................................................................................REMOVED ▶ NOSE WHEEL STEERING........................................................CHECK STATE ▶ HYDRAULIC LINES..................................................................CHECK STATE ▶ ALL NOSE GEAR DOORS........................................................CHECK STATE 7)Right Forward Fuselage ▶ PITOT COVER....................................... ....................................... REMOVED ▶ PITOT PROBE....................................................................................CHECK ▶ STATIC PORTS....................................................................................CLEAR ▶ ANGLE OF ATTACK PROBE......................................................CHECK STATE ▶ EXTERNAL DC & AC ELECTRICAL POWER ACCESS DOORS..............CHECK ▶ EMERGENCY EXIT DOOR................................................................CLOSED ▶ EMERGENCY EXIT lights....................................................................CHECK ▶ ANTENNAS........................................................................................CHECK ▶ WING lights........................................................................................CHECK 8)Right Engine ▶ INNER WING LEADING EDGE & FAIRING..................................CHECK STATE ▶ LEFT COWLING ALL LATCHES..........................................................CLOSED ▶ ENGINE AIR INTAKE............................................................................CLEAR ▶ ENGINE DE ICING BOOTS........................................................CHECK STATE ▶ SPINNER............................................................................................CHECK ▶ PROPELLER........................CHECK FEATHERED, STATE, & FREE ROTATION Free rotation cannot be checked with engine running in hotel mode. ▶ RIGHT COWLING ALL LATCHES........................................................CLOSED ▶ OIL COOLING FLAPS..........................................................................CHECK 9)Right Wing Leading Edge ▶ WING DE ICING BOOTS............................. ............................. CHECK STATE ▶ FUEL VENT NACA INLET....................................................................CLEAR ▶ MAGNETIC FUEL LEVEL............................................................................IN ▶ NAV lights..........................................................................................CHECK ▶ STROBE lights..........................................................................CHECK STATE 10)Right Wing Trailing Edge ▶ HORN......................................................................................CHECK STATE ▶ STATIC DISCHARGERS......................................................................CHECK ▶ AILERON & TAB..................................................................................CHECK ▶ FLAPS POSITION................................................................................CHECK ▶ EXHAUST NOZZLE..............................................................................CLEAR ▶ FLAPS....................................................................................CHECK STATE ▶ FLAPS RAIL SEAL..............................................................................CHECK 11)Main Right Landing Gear and Fairing ▶ MAGNETIC FUEL LEVEL............................................................................IN ▶ TAT COVER..................................................................................REMOVED ▶ TAT PROBE........................................................................................CHECK ▶ LAND lights..............................................................................CHECK STATE ▶ AIR CONDITIONING GROUND CONNECTION......................................CHECK ▶ PACK RAM AIR INLET..........................................................CLOSE & CLEAR ▶ AIR CONDITIONING panel ................................................................LOCKED ▶ REFUELING CONTROL panel ACCESS DOOR........ ........ CLOSED & LATCHED ▶ GEAR DOORS....................................................................................CHECK ▶ LANDING GEAR STRUCTURE............................................................CHECK ▶ HYDRAULIC LINES...................................... ...................................... CHECK ▶ WHEEL WELL....................................................................................CHECK ▶ UPLOCK..............................................................................................OPEN ▶ FREE FALL ASSISTER........................................................................CHECK ▶ SAFETY PIN..................................................................................REMOVED ▶ WHEELS & TIRES....................................................................CHECK STATE ▶ BRAKE WEAR DETECTORS................................................................CHECK ▶ BRAKE TEMPERATURE SENSORS......................................................CHECK ▶ REFUELING POINT ACCESS DOOR....................................................CHECK 12)Right Aft Fuselage* ▶ VHF ANTENNAS................................................................................CHECK ▶ SERVICE DOOR........................................ ........................................ CHECK ▶ TAIL PROP & TAIL SKID......................................................................CHECK ▶ OUTFLOW VALVES............................................................................CHECK ▶ EMERGENCY light..............................................................................CHECK 13)Tail ▶ FLIGHT CONTROLS ACCESS DOOR........................ ........................ LOCKED ▶ VOR ANTENNAS................................................................................CHECK ▶ STABILIZER DE ICING BOOTS..................................................CHECK STATE ▶ LOGO lights........................................................................................CHECK ▶ HORNS....................................................................................CHECK STATE ▶ STABILIZER, ELEVATORS & TABS........................... ........................... CHECK ▶ STATIC DISCHARGERS......................................................................CHECK ▶ FIN, RUDDER & TAB..................................... ..................................... CHECK ▶ TAIL CONE, NAV lights........................................................................CHECK ▶ STROBE lights..........................................................................CHECK STATE ▶ VORTEX GENERATORS......................................................................CHECK 14)Left Aft Fuselage ▶ WATER SERVICE panel ACCESS DOOR............................................CLOSED ▶ TOILET SERVICE panel ACCESS DOOR............................................CLOSED ▶ CABIN DOOR......................................................................................CHECK ▶ ENTRY EMERGENCY lights................................ ................................ CHECK

NOR. 7 COCKPIT PREPARATION (STEP 2)

NOR. 7.1 Cockpit Preparation (Step 2)

The Cockpit Preparation (Step 2) requires DC power. When supplied by BAT only, ENG 2 must be started in hotel mode for DC power supply. Before starting ENG 2 the flight crew should consider conducting refueling and aircraft aft loading. No GPU available-Start ENG 2 in hotel mode ▶ FUEL PUMP & FUEL X FEED ............................................................................TEST Refer to PRO. NOP. NOR. 31. 1 Fuel Pump and X Feed Tests ▶ ENG 2 FIRE......................................................................................................TEST Refer to PRO. NOP. NOR. 30. 1 Engine Fire Protection ▶ ENG 2..................................................................................START in HOTEL MODE Refer to PRO. NOP. NOR. 11. 1 Hotel Mode Start Up ▶ DC GEN 2 FAULT light..........................................................................TURNED OFF Check DC BTC on line. ▶ STICK PUSHER/SHAKER..................................................................................TEST Refer to AFM - AFM. PRO. NOP. NOR. 01. 01. 02 – Stick Pusher-Shaker Test ▶ ANN LT............................................................................................................TEST Check all lights come on (led test only).

NOR. 7.2 Overhead Panel

▶ DOME lights............................................... ............................................... AS RQRD ▶ STBY COMPASS light..........................................................................CHECK & OFF ▶ STORM lights......................................................................................CHECK & OFF ▶ CALLS ATTND ..............................................................................................CHECK Check EMER call and normal call to and from cabin crew. ▶ MIN CAB LT ......................................................................................................OFF ▶ FUEL PUMP & FUEL X FEED ............................................................................TEST Refer to PRO. NOP. NOR. 31. 1 Fuel Pump and X Feed Tests GPU use only. In case of Hotel mode, this test has been partially performed before Hotel mode start up and must be completed now. ▶ DOORS............................................................................................................TEST Refer to PRO. NOP. NOR. 31. 2 Doors Test ▶ SPLR lights..............................................................................CHECK TURNED OFF ▶ TLU sw ...................................................................................... AUTO & GUARDED ▶ FLT CTL FAULT light..................................................................CHECK TURNED OFF ▶ LDG GEAR overhead panel lights....................................................................CHECK 3 green lights on and all red lights off. ▶ MFC ............................................................................................CHECK NO LIGHT ▶ ENG 1 FIRE panel ............................................................................................TEST Refer to PRO. NOP. NOR. 30. 1 Engine Fire Protection ▶ EXTERNAL lights........................................................................................AS RQRD ▶ PROP BRAKE...........................................................................................ENGAGED Check PROP BRAKE ON Check PROP BRK on the EWD. ▶ ENG START selector ................................................................OFF & START ABORT ▶ MAIN ELEC PWR panel & associated ELEC SD page on MFD ............................CHECK ▶ CVR ................................................................................................................TEST Refer to PRO. NOP. NOR. 30. 4 CVR-DFDR ▶ SIGNS........................................................ ........................................................ ON Set SIGNS ON for cabin crew signs check and confirm NO DEVICE, SEAT BELTS displayed on MEMO panel. ▶ EMER EXIT LT ..................................................................................................ARM ▶ DISARM light..................................... ..................................... CHECK TURNED OFF ▶ DE/ANTI ICING lights................................................................CHECK TURNED OFF Except AFR AIR BLEED FAULT light. ▶ PROBES HTG ....................................................................................................OFF Turn off PROBES HTG to avoid any injury to ground crew. ▶ WINDSHIELD HTG pb ..........................................................................................ON ▶ AC WILD ELEC PWR panel & associated ACW-HYD SD page on MFD ....... ....... CHECK ▶ HYD PWR panel & associated ACW-HYD SD page on MFD ..............................CHECK BLUE and GREEN PUMPS LO PR amber lights are on, all other lights are off On SD page, check BLUE and GREEN PUMPS LO PR amber Check FLAPS, SPOILERS, PROP BRAKE, N/W STRG amber Check EMER BRK ACCU 3 000 psi Check NORM BRAKE and LDG GEAR amber. ▶ EMER LOC XMTR panel .................................................................. AUTO/NO LIGHT Check EMER LOC XMTR sw is in AUTO position, guarded and lock wired. ▶ ANN LT .................................................. .................................................. AS RQRD ▶ AIR BLEED panel & COMPT TEMP panel ........................................................CHECK ▶ RECIRC FAN 1+2................................................ ................................................ ON ▶ OVBD VALVE .............................................................................. AUTO & GUARDED ▶ OXYGEN panel & associated SD CABIN PAGE on MFD.................. .................. CHECK Check oxygen pressure, oxygen main supply ON, OXY PAX supply sw in AUTO position (if installed), and no light on overhead panel. On SD page, OXY SUPPLY CREW lower case green arrow. ▶ COMPT SMK panel ..........................................................................................TEST Refer to PRO. NOP. NOR. 31. 3 COMPT SMK - COMPT SMOKE ▶ ENG 2 FIRE panel ............................................................................................TEST Refer to PRO. NOP. NOR. 30. 1 Engine Fire Protection In hotel mode this test is done before starting ENG 2.

NOR. 7.3 Pedestal and Central Panels

▶ ATPCS STATIC TEST................................................................................PERFORM Refer to PRO. NOP. NOR. 30. 3 ATPCS Static Test ▶ MIP/PED/OVHD/FLOOD LT ........................................................................AS RQRD ▶ ACARS (if installed) ........................................................................................CHECK ▶ HF (if installed) ..............................................................................................CHECK ▶ TRIMS..............................................................................................................TEST Refer to PRO. NOP. NOR. 29. 3 Trims ▶ IDLE GATE lever ............................................................................................CHECK Check the IDLE GATE FAIL amber light is off. Check the IDLE GATE lever amber band visible. ▶ EMER AUDIO CANCEL..............................................................................GUARDED ▶ GUST LOCK lever ................................................................................................ON ▶ FLAPS..................................................................................................................0° ▶ VCP: COM, SURV, NAV ..........................................................................SET/CHECK NAV ND OVLY / TRAFFIC set to ABOVE position. SURV / Active XPDR set on system 1 on odd days and system 2 on even days / XPDR 1(2) set to STBY. TCAS set to AUTO. Check no flag. ▶ CDLS (if installed) ............................................................................................TEST Refer to PRO. NOP. NOR. 29. 5 Cockpit door security system check ▶ RADAR............................................................................................................TEST Refer to PRO. NOP. NOR. 31. 4 Radar and Refer to PRO. NOP. NSU. 34. 3.1 Weather Radar ▶ MCDU BRT............................................ ............................................ SET AS RQRD ▶ STICK PUSHER/SHAKER..................................................PRESSED IN & GUARDED ▶ APM ................................................................................................................TEST Refer to PRO. NOP. NOR. 29. 6 APM ▶ PEC 1+2................................................................................PRESSED IN/NO LIGHT ▶ ENG BOOST FUNCTION......................................... ......................................... TEST Refer to PRO. NOP. NOR. 29. 4 ENG Boost Function Test ▶ PWR MGT ..................................................... ..................................................... TO ▶ IESI ..........................................................................................................NO FLAG ▶ EWD ............................................................................................................CHECK On EWD FLIGHT CONTROL WINDOW, check TRIM, TLU LO SPD, and FLAPS indications. On ENG 1+2 INSTRUMENTS, check TQ, NP, ITT . ▶ EEC 1+2................................................................................PRESSED IN/NO LIGHT ▶ ATPCS ........................................ ........................................ PRESSED IN/NO LIGHT ▶ DITCH (if installed) ....................................................................GUARDED/NO LIGHT ▶ CAB PRESS MODE SEL........................................................................PRESSED IN ▶ CAB PRESS RATE knob ..................................................................................NORM Index facing the green mark, red mark hidden. ▶ AUTO PRESS panel ....................................... ....................................... TEST & SET Refer to PRO. NOP. NOR. 31. 5 AUTO PRESS ▶ DESCENT RATE............................................................................................ NORM ▶ AUTO PRESS DUMP................................................................GUARDED/NO LIGHT ▶ ANTISKID..............................................................................PRESSED IN/NO FAULT ▶ LDG GEAR lever ............................................................................................DOWN Three green lights ON and all red lights OFF.

NOR. 7.4 Lateral Panels

CAPT F/O Lateral Panels ▶ BRAKE ACCU HYD ..................CHECK ▶ MAINTENANCE panel ..............CHECK ▶ ELEC ................................GUARDED ▶ EXTRACT AIR FLOW..........GUARDED ▶ STICK PUSHER/SHAKER............TEST ▶ VIDEO SYSTEM (if installed) .. ..CHECK Refer to PRO. NOP. NOR. 29. 2 Stick Pusher- Shaker Test If aircraft is supplied on battery only, the test must be performed after ENG 2 start in hotel mode or with GPU connected. CAPT F/O ▶ WARN selector .................. NORM FLT ▶ ELEC IND ............................AS RQRD ▶ N/W STEERING sw .. . ON & GUARDED ▶ N/W STEERING HANDLE ........CHECK ▶ OXYGEN MASK..........................TEST ▶ OXYGEN MASK..........................TEST Refer to PRO. NOP. NOR. 31. 6 Oxygen Mask Refer to PRO. NOP. NOR. 31. 6 Oxygen Mask ▶ CONSOLE & READING LT .. . AS RQRD ▶ CONSOLE & READING LT .. . AS RQRD ▶ AUDIO 1 SEL........... ........... NO LIGHT ▶ AUDIO 2 SEL........... ........... NO LIGHT ▶ CAPT SWITCHING ..............NO LIGHT ▶ F/O SWITCHING ..................NO LIGHT ATT/HDG pb, ADC pb ATT/HDG pb, ADC pb ▶ GPWS sw ............ NORM & GUARDED ▶ GPWS ................................NO LIGHT ▶ TERR pb .... .... NO LIGHT & GUARDED ▶ CAPT LOUD SPEAKER ........AS RQRD ▶ F/O LOUD SPEAKER ............AS RQRD ▶ CLOCK....................................CHECK ▶ CLOCK....................................CHECK ▶ TAWS........................................TEST Refer to PRO. NOP. NOR. 31. 7 TAWS ▶ PFD..........................CHECK NO FLAG ▶ PFD..........................CHECK NO FLAG FMA check, ASI & ALT & VSI check no flag, FMA check, ASI & ALT & VSI check no flag, EADI check attitude, EHSI no flag. EADI check attitude, EHSI no flag. ▶ MFD ND ................CHECK & NO FLAG ▶ MFD ND ................CHECK & NO FLAG Crosscheck HDG on ND and PFD. Crosscheck HDG on ND and PFD. ▶ MFD MEMO.............. .............. CHECK

NOR. 7.5 Short Transit

During short transit, instead of cockpit preparations, perform these actions. These are the minimum AFM checks that the flight crew must complete before each flight. Operators should build their own “Short transit” procedure, provided that it includes following items. ▶ ENG 1 FIRE......................................................................................................TEST Refer to PRO. NOP. NOR. 30. 1 Engine Fire Protection ▶ CVR ................................................................................................................TEST Refer to PRO. NOP. NOR. 30. 4 CVR-DFDR ▶ ENG 2 FIRE......................................................................................................TEST Refer to PRO. NOP. NOR. 30. 1 Engine Fire Protection ▶ ATPCS STATIC TEST................................................................................PERFORM Refer to PRO. NOP. NOR. 30. 3 ATPCS Static Test ▶ TRIMS..............................................................................................................TEST Refer to PRO. NOP. NOR. 30. 2 Trims NOR. 8 PANEL SCAN

NOR. 8.1 Panel Scan

1 2 3 4

6 7 5

NOR. 9 EXTERNAL INSPECTION CLOSURE

NOR. 9.1 GPU Available

1)GPU Connected ▶ BEACON & WING lights............................................................................OFF ▶ LOGO lights....................................................................................AS RQRD ▶ ANN LT..................................................................................................TEST Check all lights come on except FUEL LO LVL and engine gauges.

NOR. 9.2 No GPU Available

1)NO GPU Connected ▶ BAT .................................................... .................................................... ON ▶ MFC ............................................................................MONITOR AUTOTEST MFC 1A&2A FAULT LIGHT flashing then MFC 1B&2B FAULT LIGHT flashing. Autotest completed when all MFC FAULT LIGHT are off. When cargo door panel is open, only MFC 1B&2B FAULT LIGHT flashing will be observed. ▶ EMER BUS & ESS BUS ........................ ........................ CHECK ARROWS ON ▶ UNDV light..................................................................................CHECK OFF Check battery voltage on Captain lateral panel. ▶ AVIONIC INITIALIZATION....................................................................CHECK Check DU 2&4 display a green “T” Check IESI ON Check DU brightness Check MCDU 1 ON Check Aural warning, Caution, CRC sounds When test is completed, CPL light will come on CAPT side and EWD will display Final cockpit preparation check list Check on EWD that ECL database and documentation revision are consistent Do not touch any command or flight controls during avionic suite auto test.

NOR. 10 FINAL COCKPIT PREPARATION (STEP 3)

NOR. 10. 1 Final Cockpit Preparation (Step 3)

CAPT F/O Final Cockpit Preparation ▶ BRAKE HANDLE......... ......... PARKING ▶ ATIS ......................................OBTAIN ▶ BRAKE ACCU indicator ............CHECK ▶ T. O DATA CARD ..... ..... FILL 1ST PART Check the HYD SYST PRESS pressure is Fill in information: WX, weight limit based

3 000 psi. on performance computation, acceleration

altitude, single engine flight path. ▶ FUEL QTY ..........................CONFIRM Confirm fuel on board agrees with minimum fuel required. ▶ ENG FU................. ................. RESET Engine fuel used will automatically be reset if aircraft has been de-energized ▶ TANKS BALANCE....................CHECK ▶ ALTIMETERS................SET & CHECK ▶ ALTIMETER......... ......... SET & CHECK CAPT and IESI altimeters. F/O altimeter. ▶ VCP MEMO panel ......................SCAN ▶ LDG ELV ......................................SET Check no labels except NO DEVICE, and Use landing field elevation for QNH & ZERO SEAT BELT. for QFE ▶ PROP BRAKE................................ON ▶ PWR MGT .................. .................. TO Checked ON overhead panel and EWD. ▶ SEAT & RUDDER PEDALS......ADJUST ▶ SEAT & RUDDER PEDALS......ADJUST Should be performed when rudder is in Should be performed when rudder is in neutral position. neutral position. PF PM ▶ FMS PREP ........................PERFORM Refer to FMS Pilots guide. When ZFW is not available use provisional ZFW, to be able to enter CRZ ALT and complete FLT PLN INIT page. ▶ FOB/FUEL QTY ....................X CHECK ▶ FLIGHT PLAN........... ........... X CHECK ▶ FLIGHT PLAN........... ........... X CHECK Crosscheck FMS entry with planned route. Crosscheck FMS entry with planned route. PF PM ▶ ALT SEL................... ................... SET ▶ VCP ............................................SET Communication frequencies, XPDR, NAVAIDS or AUTO TUNE based on type of departure. ▶ BRG1 & BRG2 pb ................AS RQRD ▶ BRG1 & BRG2 pb ................AS RQRD In AUTO TUNING do not select In AUTO TUNING do not select BRG1 & BRG2 pb BRG1 & BRG2 pb. ▶ T. O DATA CARD..........READ 1ST PART ▶ DEPARTURE BRIEFING ......PERFORM Departure briefing should include aircraft status, T. O performance, weather, NOTAMs, taxi out instructions, departure procedure, and clearance, and any other applicable information. CAPT F/O ▶ FINAL COCKPIT PREP C/L ......ORDER ▶ FINAL COCKPIT PREP C/L .................. ..........................................PERFORM

NOR. 11 HOTEL MODE START UP

1 Hotel Mode Start Up

Hotel Mode Start Up

CAPT F/O Hotel Mode Start Up Note ▶ SERVICE DOOR....................CLOSED In case of tailwind over 10 kt, NAC Overheat ▶ FUEL PUMP 2................................ON alarm can occur. Check RUN light on and FEED LO PR light off. Note ▶ If fuel tanks unbalance or long scheduled Hotel mode use, Fuel X FEED must be used. Refer to FUEL CROSSFEED ▶ WING lights....................................ON Note Inform ground staff before starting ENG 2 in Hotel Mode. ▶ PROP BRAKE ................................ON When PROP BRAKE sw is OFF, press HYD AUX PUMP pb on pedestal in order to get the READY green light, then set PROP BRAKE sw ON and check PROP BRAKE on EWD. ▶ RIGHT SIDE AREA........CHECK CLEAR ▶ ENG START selector ............AS RQRD Note Start A/B policy: to detect ignition system hidden failure, it is recommended to alternate engine start up between the 2 ignitions systems. A+B for the first flight of the day, then A or B for the next start. ▶ ENG START 2 pb ............. ............. ON ▶ TIMING....................................START To monitor starter limitation. ▶ NH : MONITOR ●When NH=10 % CAPT F/O Note During High OAT or High residual ITT, it is recommended to delay the fuel opening up to 20 % NH. For residual ITT below 100 °C, open fuel at 10 % NH. Above 100 °C delay fuel opening by 1 % NH per 10 °C. However do not exceed 20 % NH for fuel opening. ▶ CL 2..........................................FTR ▶ TIMING..................................START ▶ ENGINE PARAMETERS : MONITOR Monitor ITT increase, and the ITT is not exceeded. Note ▶ Refer to 1 ▶ LIGHT UP......MONITOR WITHIN 10 s CAUTION ▶ Set CL to FUEL S. O. if ITT may exceed limitation. ●When NH=45 % ▶ ENG START 2 ON light ...CHECK OFF ▶ ITT MAX ........................ANNOUNCE Check ITT MAX is within limitations. ▶ START TIME..................ANNOUNCE Check the start time is within limitations ●When ENG parameters stabilized at idle Expected IDLE values: NH 66 % ±2 % ▶ DC GEN 2 voltage..................CHECK ▶ ENG START selector ......................... Verify DC GEN 2 voltage on lateral panel. ........................OFF & START ABORT ▶ EXT PWR ..... ..... REQ DISCONNECT ▶ EXT PWR ..................................OFF ▶ DC GEN 2 FAULT light ...CHECK OFF CAPT F/O ▶ DC BTC ..................CHECK CLOSED ▶ BLEED 2 FAULT light......CHECK OFF ▶ X VALVE OPEN light........ CHECK ON ▶ PACK 1+2 FAULT light.....CHECK OFF ▶ PL 2 ....................ADJUST AS RQRD Note Advance PL 2 up to GUST LOCK stop, if necessary Refer to HIGH ALTITUDE RUNWAY NOR. 12 BEFORE PROPELLER ROTATION

NOR. 12. 1 Before Propeller Rotation

1124;1142-1160 CAPT F/O When load & trim sheet on board ▶ LOAD & TRIM SHEET..............CHECK ▶ ZFW ................................ANNOUNCE ▶ ZFW ......................................INSERT ▶ CG ..................................ANNOUNCE ▶ CG ........................................INSERT ▶ GW/FOB/CG/PITCH TRIM.... .... CHECK Check on PERF page ▶ PITCH TRIM..................................SET ■If limiting runway ▶ V 1 , V R , V 2 ................................CHECK ▶ V 1 , V R , V 2 ............................INSERT FMS Computed values take into account only aircraft weight on non-limiting runway in normal or icing condition. It is the responsibility of the Captain to use the appropriate takeoff speeds based on limitation due to runway condition, obstacle, climb gradients. Flight crew have to insert their values in PERF Page on MCDU. ▶ BOOST /SUPER BOOST........AS RQRD ▶ CONFIRM T. O DATA................SELECT Based on Icing/Normal conditions. CAPT F/O ▶ T. O DATA CONFIRMED............CHECK Once T. O Data confirmed, check T. O Torque blue index and T. O Trim magenta index on EWD. If there is a delta between weather message and TAT, Enter GND SAT (Static Air Temperature) for T/O TQ BUG computation. ▶ GW/PITCH TRIM................................. ......................LOADSHEET COMPARE ▶ T. O DATA CARD 2nd PART...... ...... FILL TOW, Speed, and trim setting ▶ ALL TRIMS..............................CHECK Pitch trim based on computed trim value, rudder, and roll trim at neutral position When passengers boarding starts CAUTION CAUTION ▶ Ensure the seat is securely locked by ▶ Ensure the seat is securely locked by applying on the seat a pressure in the applying on the seat a pressure in the longitudinal direction. longitudinal direction. ▶ Ensure that the adjacent seat is ▶ Ensure that the adjacent seat is securely locked by checking that the securely locked by checking that the "H" handle is in vertical position. "H" handle is in vertical position. Red and white stripes (if installed) should Red and white stripes (if installed) should not be visible. not be visible. ▶ SEAT....................ADJUST & LOCKED ▶ SEAT....................ADJUST & LOCKED Use red/white balls references for seat Use red/white balls references for seat adjustment. adjustment. ▶ HARNESS..............FASTEN & ADJUST ▶ HARNESS..............FASTEN & ADJUST When passengers on board & cargo loaded ▶ SEAT BELTS ..................................ON ▶ CABIN CREW REPORT... ... RECEIVED Confirm pax number, load, and repartition to crosscheck loadsheet informations. ▶ DOORS................ ................ CLOSED ▶ START UP CLEARANCE ..........OBTAIN Doors lock checked on overhead panel ▶ BEACON lights ..............................ON ▶ GROUND CLEARANCE............OBTAIN ■ If pushback ▶ NOSE WHEEL STEERING..........OFF Refer to PRO. NOP. ANOR. 3.2 Procedure CAPT F/O ▶ BEFORE PROP ROTATION C/L ........... ▶ BEFORE PROP ROTATION C/L ...........

...............................................ORDER ..........................................PERFORM

1126 CAPT F/O When load & trim sheet on board ▶ LOAD & TRIM SHEET..............CHECK ▶ ZFW ................................ANNOUNCE ▶ CG ..................................ANNOUNCE ▶ PITCH TRIM..............COMPUTE & SET ▶ GW/PITCH TRIM................................. ......................LOADSHEET COMPARE ▶ ALL TRIMS..............................CHECK Pitch trim based on computed trim value, rudder, and roll trim at neutral position ▶ T. O DATA CARD 2nd PART...... ...... FILL TOW, Speed, and trim setting ▶ SPEED BUGS................SET & CHECK ▶ SPEED BUGS................SET & CHECK QRH takeoff speeds take into account only aircraft weight on non-limiting runway in normal and icing condition. It is the responsibility of the Captain to use the appropriate takeoff speeds based on limitation due to runway condition, obstacle, climb gradients. ▶ BOOST FUNCTION..............AS RQRD ▶ TQ BUG........................SET & CHECK Set TQ bug (T. O white bug). Refer to PER. 2.2. 1 Reserve Takeoff Torque based on ZP and SAT (SAT not measured through aircraft system). CAPT F/O When passengers boarding starts CAUTION CAUTION ▶ Ensure the seat is securely locked by ▶ Ensure the seat is securely locked by applying on the seat a pressure in the applying on the seat a pressure in the longitudinal direction. longitudinal direction. ▶ Ensure that the adjacent seat is ▶ Ensure that the adjacent seat is securely locked by checking that the securely locked by checking that the "H" handle is in vertical position. "H" handle is in vertical position. Red and white stripes (if installed) should Red and white stripes (if installed) should not be visible. not be visible. ▶ SEAT....................ADJUST & LOCKED ▶ SEAT....................ADJUST & LOCKED Use red/white balls references for seat Use red/white balls references for seat adjustment. adjustment. ▶ HARNESS..............FASTEN & ADJUST ▶ HARNESS..............FASTEN & ADJUST When passengers on board & cargo loaded ▶ SEAT BELTS ..................................ON ▶ CABIN CREW REPORT... ... RECEIVED Confirm pax number, load, and repartition to crosscheck loadsheet informations. ▶ DOORS................ ................ CLOSED ▶ START UP CLEARANCE ..........OBTAIN Doors lock checked on overhead panel ▶ BEACON lights ..............................ON ▶ GROUND CLEARANCE............OBTAIN ■ If pushback ▶ NOSE WHEEL STEERING..........OFF Refer to PRO. NOP. ANOR. 3.2 Procedure ▶ BEFORE PROP ROTATION C/L ........... ▶ BEFORE PROP ROTATION C/L ...........

...............................................ORDER ..........................................PERFORM

1054-1096;1237-1283 CAPT F/O When load & trim sheet on board ▶ LOAD & TRIM SHEET..............CHECK ▶ ZFW ................................ANNOUNCE ▶ ZFW ......................................INSERT ▶ CG ..................................ANNOUNCE ▶ CG ........................................INSERT ▶ GW/FOB/CG/PITCH TRIM.... .... CHECK Check on PERF page ▶ PITCH TRIM..................................SET CAPT F/O ■ If limiting runway ▶ V 1 , V R , V 2 ................................CHECK ▶ V 1 , V R , V 2 ............................INSERT FMS Computed values take into account only aircraft weight on non-limiting runway in normal or icing condition. It is the responsibility of the Captain to use the appropriate takeoff speeds based on limitation due to runway condition, obstacle, climb gradients. Flight crew have to insert their values in PERF Page on MCDU. ▶ BOOST FUNCTION..............AS RQRD ▶ CONFIRM T. O DATA................SELECT Based on Icing/Normal conditions. ▶ T. O DATA CONFIRMED............CHECK Once T. O Data confirmed, check T. O Torque blue index and T. O Trim magenta index on EWD. If there is a delta between weather message and TAT, Enter GND SAT (Static Air Temperature) for T/O TQ BUG computation. ▶ GW/PITCH TRIM................................. ......................LOADSHEET COMPARE ▶ T. O DATA CARD 2nd PART...... ...... FILL TOW, Speed, and trim setting ▶ ALL TRIMS..............................CHECK Pitch trim based on computed trim value, rudder, and roll trim at neutral position When passengers boarding starts CAUTION CAUTION ▶ Ensure the seat is securely locked by ▶ Ensure the seat is securely locked by applying on the seat a pressure in the applying on the seat a pressure in the longitudinal direction. longitudinal direction. ▶ Ensure that the adjacent seat is ▶ Ensure that the adjacent seat is securely locked by checking that the securely locked by checking that the "H" handle is in vertical position. "H" handle is in vertical position. Red and white stripes (if installed) should Red and white stripes (if installed) should not be visible. not be visible. ▶ SEAT....................ADJUST & LOCKED ▶ SEAT....................ADJUST & LOCKED Use red/white balls references for seat Use red/white balls references for seat adjustment. adjustment. ▶ HARNESS..............FASTEN & ADJUST ▶ HARNESS..............FASTEN & ADJUST CAPT F/O When passengers on board & cargo loaded ▶ SEAT BELTS ..................................ON ▶ CABIN CREW REPORT... ... RECEIVED Confirm pax number, load, and repartition to crosscheck loadsheet informations. ▶ DOORS................ ................ CLOSED ▶ START UP CLEARANCE ..........OBTAIN Doors lock checked on overhead panel ▶ BEACON lights ..............................ON ▶ GROUND CLEARANCE............OBTAIN ■ If pushback ▶ NOSE WHEEL STEERING..........OFF Refer to PRO. NOP. ANOR. 3.2 Procedure ▶ BEFORE PROP ROTATION C/L ........... ▶ BEFORE PROP ROTATION C/L ........... ...............................................ORDER ..........................................PERFORM NOR. 13 BEFORE TAXI

NOR. 13. 1 Before Taxi

CAPT F/O Propeller n°2 release ▶ GROUND CREW......................ADVISE ▶ RIGHT SIDE AREA........CHECK CLEAR ▶ HYD AUX PUMP......................PRESS ▶ XPDR ..................................AS RQRD STBY or ON, based on airport requirements ▶ PROP BRAKE READY light..............ON ▶ PROP BRAKE..............................OFF ▶ PROP BRK blue light.... .... CHECK OFF Check on overhead panel UNLOCK flashes and turns off. Check PROP BRK turns off on EWD. ● When NP 2 stabilized around 15 % TQ indications unreliable when CL in FTR ▶ CL 2................... ................... AUTO position ▶ PEC SGL CH ........................CHECK Comes on for few seconds then off. ▶ LO PITCH........... ........... DISPLAYED ● When NP 2 stabilized around 71 % CAPT F/O ▶ ACW GEN 2 FAULT........CHECK OFF ▶ ACW BTC .............. .............. CLOSE ▶ HYD SYST PRESS ................CHECK On the ACW/HYD SD page each 3 000 psi. ▶ PROBES HTG .............. .............. ON ▶ ANTI ICING........................AS RQRD ▶ ANTISKID................................TEST Refer to PRO. NOP. NOR. 31. 8 Antiskid Test. Press ANTISKID TEST then check on alerting window WHEEL A-SKID TEST CYAN and below FFFF AMBER for a few seconds then NNNN GREEN at the end of the test. ▶ FLAPS........................................15° ▶ FLAPS : MONITOR EXTENSION Engine 1 Start Up ▶ GROUND CREW......................ADVISE ▶ ENG 1......................................START Note ENG 1 start procedure is the same as ENG 2. ● When NP 1 stabilized around 15 % Note ▶ ENG START selector ......................... - TQ indications unreliable when CL in ........................OFF & START ABORT FTR position ▶ DC GEN 1 FAULT light.. ..CHECK OFF - DC GEN 2 FAULT may occur during ▶ DC BTC ..................................OPEN ENG 1 cross-start in cold weather ▶ BLEED 1 FAULT light......CHECK OFF In case of DC GEN 2 FAULT ▶ GRD X FEED ............................OFF during ENG 1 cross-start, the start up sequence continues, on battery only, with a temporary loss of DU 1/3/5. EWD and ENG SECONDARY page remain available on DU 2 and 4 respectively to ensure engine parameter monitoring. Once engine 1 start-up is completed, DU 1/3/5 recover automatically, and flight crew must reset DC GEN2. CAPT F/O ▶ CL 1................... ................... AUTO ▶ PEC SGL CH ........................CHECK Comes on for few seconds then off. ▶ LO PITCH........... ........... DISPLAYED ● When NP 1 stabilized around 71 % ▶ ACW GEN 1 FAULT light..............OFF ▶ ACW BTC ............... ............... OPEN ▶ COCKPIT COM HATCH..........CLOSE ▶ FWS ........................................ RCL ▶ OVHD panel lights..... ..... CHECK OFF Except AVIONICS VENT EXHAUST MODE light for 2 min ▶ N/W STEERING ..........................ON In case of pushback, NOSE WHEEL STEERING was switched OFF Start Up Completed on Both Engines ▶ RTO TQ ..................................CHECK RTO target torque is displayed in amber on EWD. Refer to PER. 2.2. 1 Reserve Takeoff Torque in order to check the amber value. ▶ GROUND CREW................RELEASED ■If ATC clearance is available ▶ ATC CLEARANCE................OBTAIN ▶ XPDR ................... ................... SET XPDR should be set to ON based on local airport requirements. ▶ FMS ........................CHECK/AMEND Carefully confirm that ATC clearance match with FMS insertions. ▶ NAVAIDS..................CHECK/AMEND Based on departure clearance amend or check as necessary the preset departure. ▶ ALT SEL..................CHECK/AMEND ▶ FGCP ..........................................SET NAV source, HDG or NAV, IAS, and coupling PF side. ▶ SPD TARGET ............. ............. AUTO On ICP. ▶ TCAS ......................................ABOVE ▶ TCAS ......................................ABOVE Check TCAS ABOVE displayed on PFD. Check TCAS ABOVE displayed on PFD. ▶ GROUND CREW......... ......... IN SIGHT ▶ GROUND CREW......... ......... IN SIGHT CAPT F/O ▶ BEFORE TAXI C/L ..................ORDER ▶ BEFORE TAXI C/L ..............PERFORM NOR. 14 TAXI

NOR. 14. 1 Taxi

CAPT F/O Ready to Taxi Note ▶ TAXI CLEARANCE......... ......... OBTAIN For Power back, Refer to PRO. NOP. ANOR. 3.2 Procedure ▶ OUTSIDE AREA............CHECK CLEAR ▶ OUTSIDE AREA............CHECK CLEAR ▶ TAXI & T. O lights.............. .............. ON ▶ BLOCK TIME....................ANNOUNCE ▶ BLOCK TIME..............................NOTE ▶ ELAPSED TIME..............................ON On Taxiway ▶ BRAKES..................................CHECK ▶ BRAKES..................................CHECK Normal braking should be checked while Normal braking should be checked while aircraft is moving to verify brakes operate aircraft is moving to verify brakes operate correctly and symmetrically. The aircraft correctly and symmetrically. The aircraft must slowdown when pressing the brake must slowdown when pressing the brake pedals. pedals. ▶ BRAKE HANDLE..... ..... EMER/CHECK Check brakes operate correctly and symmetrically. Brake pressure in EMER position is lower than normal braking pressure so aircraft may not stop immediately. Note Taxiing should be done at or below GI power. During taxi, braking while PLs are in FI may induce WHEELS BRK HOT alert and early brakes wear. ▶ INSTRUMENTS........................CHECK ▶ INSTRUMENTS........................CHECK X check headings, bearings, PFD, and slide X check headings, bearings, PFD, and slide slip indicators. slip indicators. CAPT F/O ■If ATC clearance has not been obtained before taxi ▶ ATC CLEARANCE................OBTAIN ▶ XPDR ................... ................... SET XPDR should be set to ON based on local airport requirements. ▶ FMS ........................CHECK/AMEND Carefully confirm that ATC clearance agrees with GNSS insertions. ▶ NAVAIDS..................CHECK/AMEND Based on departure clearance amend or check as necessary the preset departure. ▶ ALT SEL..................CHECK/AMEND ▶ T. O CONFIG TEST ..............PERFORM Check T. O CONFIG TEST OK on ALERTING WINDOW. ▶ FMA ..........................................READ ▶ FMA ................... ................... CHECK ▶ CABIN REPORT..................REQUEST ▶ T. O BRIEFING ....................PERFORM Takeoff briefing should include any change from departure briefing (RWY, SID...). Review standard calls, actions, & responsibilities to be done for failures before V and after V . Refer to ABORTED 1 1 TAKEOFF. ▶ TAXI C/L ................................ORDER ▶ TAXI C/L ............................PERFORM NOR. 15 BEFORE TAKEOFF

NOR. 15. 1 Before Takeoff

CAPT F/O Before Takeoff ▶ GUST LOCK lever ........................OFF ▶ FLT CTL ......... ......... CHECK RUDDER ▶ FLT CTL .... .... . CHECK ROLL & PITCH Move the rudder pedals to full travel in both Move the control wheel and the control directions and verify freedom of movement. column to full travel in both directions and verify freedom of movement, visual check, and spoiler activation. CAPT F/O ▶ XPDR .......................................... ALT Check XPDR 1 or 2 Green displayed on PFD. ▶ WX RADAR..........................AS RQRD Press 4 times in less than 3 s on STAB to enable on ground use. ▶ DU CONFIGURATION..............CHECK ▶ DU CONFIGURATION..............CHECK PF: MFD = ND/NAV PM: MFD = ND/COM PF: MCDU = PERF-T. OFF PAGE PM: MCDU = FPLN PAGE ▶ TAKEOFF SPEEDS..................CHECK ▶ TAKEOFF SPEEDS..................CHECK Check that V1, Vr and V2 values are Check that V1, Vr and V2 values are consistent with flight preparation Takeoff consistent with flight preparation Takeoff speeds. Undue takeoff speed change can speeds. Undue takeoff speed change can occur in case of : occur in case of : - annunciator light test - annunciator light test - icing test - icing test - spurious ice detecting by the ice - spurious ice detecting by the ice detector detector - significant TAT change - significant TAT change ▶ LINE UP CLEARANCE..............OBTAIN ▶ EXT LT ..........................................ON ▶ AIR FLOW ............... ............... NORM ▶ ENG BLEED ........................AS RQRD ▶ RUDDER CAM........... ........... CENTER ▶ OVERHEAD panel ......................SCAN ▶ LATERAL FD BARS................CENTER ▶ LATERAL FD BARS................CENTER Check HDG on RWY HDG, if not, push to Check HDG on RWY HDG, if not, push to synchronize HDG synchronize HDG ▶ BEFORE T. O C/L ....................ORDER ▶ BEFORE T. O C/L ................PERFORM NOR. 16 TAKEOFF

NOR. 16. 1 Takeoff

1054;1124-1160 CAPT F/O Cleared and ready for Takeoff ▶ FMA ..........................................READ ▶ FMA ................... ................... CHECK ▶ N/W STEERING HANDLE .....HAND ON ▶ CONTROL WHEEL...... ...... INTO WIND ▶ TAKEOFF ........................ANNOUNCE ▶ BRAKES ..............................RELEASE ▶ PL 1+2....... ....... ADVANCE TO NOTCH ▶ PL 1+2......... CONFIRM IN THE NOTCH CAPT F/O ■If takeoff at RTO ▶ PL 1+2..............ADVANCE TO RAMP ▶ PL 1+2................................... ADJUST ▶ TO INHIB ................................CHECK ▶ ATPCS ARM light............... COMES ON Note Abort takeoff if ATPCS ARM light is not on and steady. ▶ ATPCS ARM ....................ANNOUNCE ▶ ENGINE PARAMETERS : MONITOR Expected takeoff TQ must be obtained no later than 70 kt IAS, otherwise takeoff must be aborted. NP at 100 % (-0. 6 %/ +0. 8 %). ITT must not exceed limitations, TQ at expected takeoff value. ▶ POWER SET ....................ANNOUNCE Reaching 70kt ▶ 70 KNOTS ........................ANNOUNCE ▶ CAPT IAS ............................ X CHECK ▶ N/W STEERING HANDLE......RELEASE ■If CAPT is PF ▶ I HAVE CONTROL .... .... ANNOUNCE ■If F/O is PF ■If F/O is PF ▶ YOU HAVE CONTROL ...ANNOUNCE ▶ I HAVE CONTROL .... .... ANNOUNCE PF PM Reaching V1 ▶ V1 ..................................ANNOUNCE CAPT F/O ▶ PL 1+2................ ................ RELEASE PF PM Reaching VR ▶ ROTATE ..........................ANNOUNCE When V = V announce V1/ROTATE. 1 R PF PM ▶ PITCH ................ROTATE SMOOTHLY Rotate smoothly and follow FD bars. After Liftoff ▶ POSITIVE CLIMB ..............ANNOUNCE ▶ GEAR UP................................ORDER ▶ LDG GEAR lever ............................UP Crosscheck that all lights are OFF including overhead panel. ▶ YAW DAMPER ......................ENGAGE Check 2 green arrows turn on. ▶ TAXI & T. O lights ..........................OFF At 400 ft AGL ▶ PL 1+2 ................RETARD TO NOTCH

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1096;1237-1283 CAPT F/O Cleared and ready for Takeoff ▶ FMA ..........................................READ ▶ FMA ................... ................... CHECK ▶ N/W STEERING HANDLE .....HAND ON ▶ CONTROL WHEEL...... ...... INTO WIND ▶ TAKEOFF ........................ANNOUNCE ▶ BRAKES ..............................RELEASE ▶ PL 1+2....... ....... ADVANCE TO NOTCH ▶ PL 1+2.... .... CONFIRM IN THE NOTCH CAPT F/O ▶ TO INHIB ................................CHECK ▶ ATPCS ARM light................COMES ON Note Abort takeoff if ATPCS ARM light is not on and steady. ▶ ATPCS ARM ....................ANNOUNCE ▶ ENGINE PARAMETERS : MONITOR Expected takeoff TQ must be obtained no later than 70 kt IAS, otherwise takeoff must be aborted. NP at 100 % (-0. 6 %/ +0. 8 %). ITT must not exceed limitations, TQ at expected takeoff value. ▶ POWER SET ....................ANNOUNCE Reaching 70kt ▶ 70 KNOTS ........................ANNOUNCE ▶ CAPT IAS ............................ X CHECK ▶ N/W STEERING HANDLE......RELEASE ■If CAPT is PF ▶ I HAVE CONTROL .... .... ANNOUNCE ■If F/O is PF ■If F/O is PF ▶ YOU HAVE CONTROL ...ANNOUNCE ▶ I HAVE CONTROL .... .... ANNOUNCE PF PM Reaching V1 ▶ V1 ..................................ANNOUNCE CAPT F/O ▶ PL 1+2 ................................RELEASE PF PM Reaching VR ▶ ROTATE ..........................ANNOUNCE When V = V announce V1/ROTATE. 1 R ▶ PITCH ................ROTATE SMOOTHLY Rotate smoothly and follow FD bars. After Liftoff ▶ POSITIVE CLIMB ..............ANNOUNCE PF PM ▶ GEAR UP................................ORDER ▶ LDG GEAR lever ............................UP Crosscheck that all lights are OFF including overhead panel. ▶ YAW DAMPER ......................ENGAGE Check 2 green arrows turn on. ▶ TAXI & T. O lights ..........................OFF NOR. 17 AFTER TAKEOFF

NOR. 17. 1 After Takeoff

PF PM Passing Acceleration Altitude ▶ CLIMB PROCEDURE ..............ORDER ▶ PL 1+2.... .... CONFIRM IN THE NOTCH ▶ PWR MGT .................................. CLB ▶ NP ................ ................ CHECK 82 % ▶ IAS 170 kt ........................ANNOUNCE ▶ SPEED BUG ..................CHECK 170 kt ■If climbing at high rate ▶ IAS ..........................ORDER VALUE ▶ SPEED BUG................ ................ SET ▶ SPD TGT selector ........ ........ MAN SEL ▶ SPD TGT selector ..............VALUE SET ■If bleeds OFF takeoff ▶ ENG BLEED................................ON Pack 2 VALVE FAULT light comes on during 6 s to prevent passengers discomfort during pressurization. Passing F speed (VmLB0) ▶ FLAPS 0..................................ORDER ▶ FLAPS................................SELECT 0° Announce FLAPS 0 when indicated. Reaching Transition Altitude ▶ ALTIMETER......................STANDARD ▶ ALTIMETER......................STANDARD ▶ ALTIMETERS........... ........... X CHECK ▶ ALTIMETERS........... ........... X CHECK ▶ AFTER TAKEOFF C/L ..............ORDER ▶ AFTER TAKEOFF C/L ..........PERFORM

NOR. 18 CLIMB - CRUISE

NOR. 18. 1 Climb - Cruise

PF PM Climbing Through FL100 ▶ LDG light......................................OFF ▶ PRESSURIZATION....... ....... MONITOR Check ΔP, CAB ALT, and CAB RATE on SD page. CAPT F/O ▶ SEAT BELTS........................AS RQRD PF PM Approaching Cruise FL/ALT ▶ SAT ........................................CHECK ▶ DELTA ISA ............ ............ COMPUTE At Cruise FL/ALT ▶ CRUISE PARAMETERS.....ANNOUNCE ▶ SPEED BUG ............. ............. CHECK ▶ SPEED BUG ............. ............. CHECK The computed reference cruise speed The computed reference cruise speed enables to identify drag effect on aircraft enables to identify drag effect on aircraft performance in case of ice accretion. performance in case of ice accretion. ▶ TQ BUGS ................................CHECK Reaching Cruise Speed ▶ PWR MGT .................................. CRZ ▶ CRUISE PARAMETERS : MONITOR ▶ CRUISE PARAMETERS : MONITOR Confirm TQ, FF, IAS, and TAS match with Confirm TQ, FF, IAS, and TAS match with expected cruise parameters expected cruise parameters During Cruise ▶ SYSTEMS : MONITOR PERIODICALLY ▶ TOP OF DESCENT ...... ...... COMPUTE ▶ FUEL..................................COMPUTE Remaining fuel and holding time. ▶ FUEL : MONITOR Remaining fuel and holding time. ▶ LDG WEIGHT ....................COMPUTE ▶ FMS PREDICTIONS........ ........ CHECK WPT, DEST ETA, TOD, DEST RAIM, and EFOB.

NOR. 19 DESCENT

NOR. 19. 1 Descent

PF PM Before Descent ▶ ATIS........................................OBTAIN ▶ FWS .......................................... RCL Obtain aircraft status. ▶ LDG DATA CARD..........................FILL ▶ LDG DATA CARD ......................READ ▶ IESI ....................................SET QNH Flight crew should crosscheck QNH by all available means. ▶ FMS LDG DATA........... ........... INSERT Approach wind, QNH, temp in PERF & VNAV MCDU page. ▶ LDG ELEVATION......................CHECK ▶ LDG SPEEDS..........................CHECK ▶ LDG SPEEDS..........................CHECK Check on PERF page. Check on PERF page. ▶ NAVAIDS & FMS ..........................SET Refer to FMS pilot’s guide for complete setting procedures. ▶ DH/MDA ......................................SET ▶ TCAS .................. .................. BELOW ▶ TCAS .................. .................. BELOW ▶ ARRIVAL BRIEFING............PERFORM Arrival briefing should include Weather at destination and alternate, MSA, approach procedure MDA/DH and missed approach procedure and extra fuel. Approaching TOD ▶ DESCENT CLEARANCE..........OBTAIN ▶ ASSIGNED ALTITUDE............SELECT ▶ SPEED BUG.......... .......... ANNOUNCE ▶ SPEED BUG............................CHECK ▶ DESCENT C/L............ ............ ORDER ▶ DESCENT C/L....................PERFORM ▶ DESCENT..............................INITIATE ▶ SD pages................................CHECK During Descent, check all systems , including engines parameters and pressurization. CAPT F/O ▶ CABIN CREW..........................ADVISE ▶ SEAT BELTS..................................ON PF PM Crossing FL 100 ▶ LDG light........................................ON ▶ PRESSURIZATION......... ......... CHECK NOR. 20 APPROACH

NOR. 20. 1 Approach

PF PM Cleared to an Altitude but not Later than Transition Level ▶ ALTIMETER..........................SET QNH ▶ ALTIMETER..........................SET QNH Flight crew should crosscheck QNH by all Flight crew should crosscheck QNH by all available means. available means. ▶ ALTIMETERS........................X CHECK ▶ PRESSURIZATION....... ....... MONITOR ▶ APPROACH C/L ......................ORDER ▶ APPROACH C/L ........ ........ PERFORM CAPT F/O ▶ CABIN CREW..........................ADVISE NOR. 21 BEFORE LANDING

NOR. 21. 1 Before Landing

PF PM When Passing Deceleration Point ▶ PL 1+2....................RETARD AS RQRD At Appropriate Speed ▶ FLAPS 15................................ORDER ▶ FLAPS..................... ..................... 15° Announce FLAPS 15 when indicated. At Appropriate Speed ▶ LDG GEAR DOWN..................ORDER PF PM ▶ LDG GEAR ..............................DOWN ▶ TLU LO SPEED label............................ ............................ CHECK DISPLAYED ▶ PWR MGT .................. .................. TO ▶ TAXI & TO lights ............................ON ▶ LDG GEAR ..........................MONITOR Announce Gear when locked. ▶ ICING AOA ..........................AS RQRD Note Icing AOA must remain ON for a landing under icing conditions. Make sure that the aircraft is clean and out of icing conditions before resetting icing AOA for a landing under normal conditions. Refer to ADVERSE WEATHER. CAPT F/O ▶ CABIN CREW..........................ADVISE PF PM At Appropriate Speed ▶ FLAPS 30................................ORDER ▶ FLAPS..................... ..................... 30° Announce FLAPS 30 when indicated. ▶ BEFORE LDG C/L ......... ......... ORDER ▶ BEFORE LDG C/L ..............PERFORM Note Note In the case of turbulence, CL must be set In the case of turbulence, CL must be set to 100% OVRD to help maintain approach to 100% OVRD to help maintain approach speed. At low aircraft speed and low engine speed. At low aircraft speed and low engine power, the NP could be lower than 100%, power, the NP could be lower than 100%, even with the CL set at 100% OVRD. even with the CL set at 100% OVRD. NOR. 22 LANDING

NOR. 22. 1 Landing

PF PM At DH or MDA +100 ft ▶ HUNDRED ABOVE ..........ANNOUNCE PF PM At DH or MDA ▶ MINIMUM ........................ANNOUNCE ■If visual references acquired ▶ VISUAL REF..................ANNOUNCE ▶ APPROACH....................CONTINUE ■If visual references not acquired ▶ GO-AROUND......ORDER & INITIATE “Announce , Go-around, set power, flaps one notch”. ▶ AP ..........DISCONNECT & ANNOUNCE ▶ CAVALRY CHARGE................CANCEL Press twice AP disconnection pb to cancel ▶ YD DISENGAGEMENT...... ...... ORDER ▶ YD ............DISENGAGE & ANNOUNCE ▶ AFCS YD ALARM......................CLEAR At 50 ft AAL ▶ 50 FT AAL ........................ANNOUNCE If no automatic call-out At 20 ft AAL ▶ 20 FT AAL ........................ANNOUNCE If no automatic call-out ▶ PL 1+2............................................ FI ▶ FLARE................................PERFORM On Ground ▶ BRAKES..............................AS RQRD Brakes use (start of application, intensity, ...) can be adapted to actual landing conditions in accordance with performances and limitations (brake energy, ...) ●At nose landing gear touch down ▶ IDLE GATE RETRACTION ......CHECK PULL if no automatic retraction ▶ PL 1+2............................................ GI Two LO PITCH must be displayed before reverse application. PF PM ▶ LO PITCH..........CHECK & ANNOUNCE ENG LO PITCH ANNOUNCE REVERSE

2 TWO LOW PITCH NORMAL USE

2 ENG 1

NO REVERSE NO REVERSE 0

1 ENG 1 ONE LOW PITCH USE WITH CARE

▶ REVERSE ............. ............. AS RQRD Reverse efficiency decreases with speed. Set PL to GI before 40 kt to avoid engines ingestion and pitch disconnect. CAPT F/O Passing 70 kt ▶ 70 KT ..............................ANNOUNCE ▶ I HAVE CONTROL ............ANNOUNCE ▶ N/W STEERING...................CONTROL ▶ CONTROL WHEEL...... ...... INTO WIND NOR. 23 GO-AROUND

NOR. 23. 1 Go-Around

PF PM Go-Around ▶ GO-AROUND ........ORDER & INITIATE Announce “Go-around, set power, flaps one notch”. ● Simultaneously ▶ GA pb ..................................PRESS ▶ PL 1+2..............ADVANCE TO RAMP ▶ FLAPS ..........RETRACT ONE NOTCH ▶ PITCH............ROTATE TO GA PITCH CAUTION Follow FD bars and accelerate to GA speed. ▶ Adjust go-around torque and avoid overtorque. ▶ PL 1+2..............................CHECK Check GA TQ and NP at 100 %. ▶ FLAPS..............ANNOUNCE POSITION ▶ FMA ................... ................... CHECK ▶ FMA ................... ................... CHECK Check Go-around mode engaged. Continue with same NAV SOURCE as for approach and check Go-around mode engaged. ▶ CAVALRY CHARGE................CANCEL PF PM Positive Climb ▶ POSITIVE CLIMB ..............ANNOUNCE ▶ GEAR UP................................ORDER ▶ LDG GEAR lever ............................UP ▶ YAW DAMPER ...CONFIRM ENGAGED Check green arrows comes on. ▶ TAXI & T. O lights ..........................OFF ▶ LDG GEARS........................MONITOR Check retraction sequence. ▶ FGCP ..........................................SET Lateral setting: Check LNAV mode engaged, if not press HDG pb. Vertical setting: Press IAS pb. ▶ FMA ................... ................... CHECK ▶ FMA ................... ................... CHECK When workload permit adjust NAV SOURCE and lateral mode, HDG or NAV, as required. Vertical setting : IAS. Passing Acceleration Altitude ▶ Refer to PRO. NOP. NOR. 17. 1 After ▶ Refer to PRO. NOP. NOR. 17. 1 After Takeoff Takeoff NOR. 24 AFTER LANDING

NOR. 24. 1 After Landing

CAPT F/O Runway Vacated Note ▶ FLAPS ............................................0° Taxiing should be done at GI power. During taxi, braking while PLs are in FI may induce WHEELS BRK HOT alert and early brakes wear. ▶ LAND & STROBE lights..................OFF ▶ GUST LOCK lever ..........................ON Pull control column backward to lock ailerons and elevator. CAPT F/O ▶ FLIGHT CONTROLS..............LOCKED ▶ XPDR ..................................AS RQRD ▶ ALL TRIMS..............................RESET ▶ WX RADAR................................ STBY ▶ FGCP ........................................STBY ▶ DE/ANTI ICING.............. .............. OFF ▶ PROBES HTG..............................OFF ▶ AFTER LDG C/L......................ORDER ▶ AFTER LDG C/L..................PERFORM If last flight of the day ▶ ATPCS DYNAMIC TEST......PERFORM Refer to PRO. NOP. NOR. 29. 1 ATPCS Dynamic Test Note Do not perform while taxiing. Test can be done at start of the flight if the 10 min delay between tests or test and takeoff is respected. After 2 min below Flight Idle (FI) Note Single engine taxi is not recommended on contaminated taxiway and apron. ▶ CL 1 FEATHER........................ORDER Wait at least 30 s in feather position to avoid a feathering pump cycle. ▶ CL 1 ............................................FTR ▶ TIMING....................................START ▶ ACW BTC ..............CONFIRM CLOSED ▶ HYD SYST PRESS : MONITOR ▶ HYD SYST PRESS : MONITOR Check HYD SYST PRESS on HYD SD page Check HYD SYST PRESS on HYD SD page to detect loss of brake pressure. to detect loss of brake pressure. ●AFTER 30 s ▶ FEATHERING................ANNOUNCE ▶ CL 1 FUEL S. O. ......................ORDER CAPT F/O ▶ CL 1....................................FUEL S. O. ENG 1 OUT alert can trigger during engine shutdown if the flight crew slowly sets CL 1 from FTR to FUEL S. O. The alert will disappear as soon as the flight crew sets CL 1 to the FUEL S. O. position. ▶ DC BTC ................CONFIRM CLOSED NOR. 25 PARKING

NOR. 25. 1 Parking

CAPT F/O Aircraft Stopped on Parking Position ▶ HYD SYST PRESS ..................CHECK Before last turn to parking position. ▶ BRAKE HANDLE......... ......... PARKING ▶ SEAT BELTS ................................OFF ▶ XPDR ................... ................... STBY ▶ TAXI T. O light ............... ............... OFF Note: In the case of marshaller in sight, switch TAXI T. O. light...OFF after HYD SYST PRESS...CHECK to not blind the marshaller. ▶ CL 2...................... ...................... FTR ▶ NP BELOW 15 % ..............ANNOUNCE ▶ PROP BRK READY light......CHECK ON ▶ PROP BRAKE ................................ON Unlock comes on then off. ▶ PROP BRK blue light..........CHECK ON ▶ PROP 2......... ......... CHECK STOPPED Both Propellers Stopped ▶ BEACON lights..............................OFF ▶ CABIN DELTA P........... ........... CHECK Open the cockpit communication hatch. Check cabin delta P is below 0. 15 PSI. ▶ PAX DOOR OPENING..............ORDER ▶ TAIL PROP POSITIONING........ORDER ▶ PARKING C/L..........................ORDER ▶ PARKING C/L......................PERFORM CAPT F/O ■If EXT PWR is available ▶ EXT PWR ........CHECK AVAIL LIGHT ▶ EXT PWR ............................PRESS Voltage can be monitored on the lateral panel. ▶ CL 2....................................FUEL S. O. The ENG 2 OUT alert can trigger during engine shutdown if the flight crew slowly sets CL 2 from FTR to FUEL S. O. The alert will disappear as soon as the flight crew sets CL 2 to the FUEL S. O. position. Engine 2 must be at least 30 seconds in feather position before engine shutdown. ▶ WING lights..................................OFF Unloading Completed ▶ CDLS ..........................................OFF

NOR. 26 LEAVING THE AIRCRAFT

NOR. 26. 1 Leaving The Aircraft

CAPT F/O ▶ OXYGEN MAIN SUPPLY................OFF ▶ WINDSHIELD HTG pb....................OFF ▶ EMER EXIT LT ........... ........... DISARM ▶ LOGO lights..................................OFF ▶ WX RADAR ..................................OFF ■If GPU available ▶ FUEL PUMPS 1+2 (at NH=0 %)...OFF ▶ EXT PWR ................ ................ OFF ▶ BAT..........................................OFF ■If GPU is not available ▶ FUEL PUMP 1 (at NH=0 %).... .... OFF ▶ CL 2................................FUEL S. O. ▶ WING lights................................OFF ▶ FUEL PUMP 2............................OFF ▶ BAT..........................................OFF ▶ BRAKE HANDLE ..................AS RQRD Note For parking brake use recommendations in Cold weather operations, Refer to At Parking - Before Leaving the Aircraft. ▶ LEAVING AIRCRAFT C/L..........ORDER ▶ LEAVING AIRCRAFT C/L......PERFORM NOR. 27 PROCEDURE FOR ICING CONDITIONS

NOR. 27. 1 Procedure for Icing Conditions

▶ IAS : MAINTAIN AT OR ABOVE ICING BUG In icing conditions the priority is given to maintaining airspeed at or above VmLB0 ICING. ▶ ANTI ICING systems.............................................. .............................................. ON Switching the Anti icing systems ON will also turn the ICING AOA light ON and lower the triggering thresholds of the stall protection system. ▶ ICE ACCRETION : MONITOR ●When ice accretion is observed/detected ▶ DE ICING systems............................................................................................ON ●In FLAPS 0 configuration ▶ IAS : MAINTAIN AT OR ABOVE ICING BUG +10 kt ▶ IAS & V/S : MONITOR Degradation of the performance of the aircraft due to ice accretion will be assessed by monitoring V/S in climb and IAS in cruise. Refer to CLIMB and Refer to PER. 6.1. 2 Cruise in Icing Conditions Note Refer to AFM - SEVERE ICING DETECTION for severe icing indications information. ■If any severe icing indication ▶ SEVERE ICING procedure ( E99. 08 ) ............................................................APPLY The flight crew must maintain the aircraft performance above limits defined in SEVERE ICING DETECTION paragraph, and should not consider these values as targets. If the performance tends to reduce towards those limits, the situation requires the application of the emergency procedure SEVERE ICING. ●When leaving icing conditions ▶ ANTI ICING & DE ICING systems............................................TURN OFF AS RQRD The anti icing and de icing systems may be kept on for operational reasons, for instance when re-entry into icing conditions is expected. ●When aircraft is visually verified clear of ice Note The aircraft is considered clear of ice when IEP is free of ice. ▶ ICING AOA pb ................................................................................................OFF This resets the thresholds for the stall protection system to normal conditions values. ▶ NORMAL SPEED : USE NOR. 28 CRUISE SPEED LOW

NOR. 28. 1 Alert

CONDITION VISUAL AURAL In cruise, abnormal drag increase - CRZ SPD LO amber message on FMA NIL and speed decrease of more than

10 kt compared to expected speed

NOR. 28. 2 Cruise Speed Low

Cruise Speed Low

▶ ICING CONDITIONS : MONITOR ▶ SPEED : MONITOR

NOR. 28. 3 Additional Information

Appears in cruise to inform the flight crew that speed is decreasing due to an abnormal drag increase. NOR. 29 MANDATORY DAILY CHECKS

NOR. 29. 1 ATPCS Dynamic Test

CAUTION Do not perform ATPCS test while taxiing as ACW is temporarily lost. Consequently both main hydraulic pumps are lost. Note In order to protect the feathering pumps from damage, 10 min delays between test and takeoff, or between static/dynamic tests must be respected. Initial Setting ▶ PL 1+2............................................................................................................ GI ▶ CL 1+2...................................................................................................... AUTO ▶ ATPCS pb ............................................................................................NO LIGHT ▶ PWR MGT......................................................................................................T. O. ▶ ATPCS TEST selector : TURN & HOLD LEFT ARM POSITION ▶ ATPCS ARM light..................................................................................COMES ON ▶ TQ ......................................................................................................INCREASE ▶ NP & NH ............................................................................................DECREASE ▶ ATPCS TEST selector : TURN & HOLD ENG 1 POSITION ▶ ENG 2......................................................................................................UPTRIM ▶ TQ 2..................................................................................................NO CHANGE ▶ ENG 2 NP & NH ................................. ................................. INCREASE SLIGHTLY ▶ TQ 1..................................................................................DECREASE below 18 % ●After 2. 15 s ▶ ATPCS ARM light..............................................................................TURN OFF ▶ ENG 1.............................................................................................. AUTO FTR ▶ NP 1 indication............................................................DECREASE BELOW 20 % ▶ ENG 1 OUT and NO REV on EWD.......................... .......................... DISPLAYED ▶ ATPCS TEST selector : RELEASE NEUTRAL POSITION ▶ ENG 1 ..............................................................................................UNFEATHER ●When ENG 1+2 are back to normal idle values ▶ ATPCS TEST selector : TURN & HOLD RIGHT ARM POSITION ▶ ATPCS ARM light ........................................................................COMES ON ▶ TQ ..............................................................................................INCREASE ▶ NP & NH ....................................................................................DECREASE ▶ ATPCS TEST selector : TURN & HOLD ENG 2 POSITION ▶ ENG 1......................................................................................................UPTRIM ▶ TQ 1 ................................................................................................NO CHANGE ▶ ENG 1 NP & NH ................................. ................................. INCREASE SLIGHTLY ▶ TQ 2..................................................................................DECREASE below 18 % ●After 2. 15 s ▶ ATPCS ARM light..............................................................................TURN OFF ▶ ENG 2.............................................................................................. AUTO FTR ▶ NP 2 indication............................................................DECREASE BELOW 20 % ▶ ENG 2 OUT and NO REV on EWD.......................... .......................... DISPLAYED ▶ ATPCS TEST selector : RELEASE NEUTRAL POSITION ▶ ENG 2............................................... ............................................... UNFEATHER

NOR. 29. 2 Stick Pusher-Shaker Test

▶ GUST LOCK..............................................................................................RELEASE If propeller brake is still engaged: - PROP BRK warning is generated: o PROP BRK red message on EWD o MW lights flashing red o CRC aural warning. - Keep PL below FI, to avoid an overtorque risk. ▶ CONTROL COLUMN.............................. .............................. NOSE DOWN POSITION ▶ WARN selector ..........................................................................STICK PUSHER YES On LH maintenance panel. ▶ PTT pb ............................................................................................PRESS & HOLD ▶ CRICKET................................................................................................SOUNDS ▶ STICK SHAKER....................................................................................OPERATES ●After 10 s ▶ CHAN 1 & CHAN 2 lights.................................. .................................. COME ON On LH maintenance panel. ▶ STICK PUSHER..............................................................................DISPLAYED On both FMA. ▶ STICK PUSHER................................................................................OPERATES ▶ PTT pb ......................................................................................................RELEASE ▶ WARN selector ........................................................................................ NORM FLT ▶ GUST LOCK................................................................................................ENGAGE ▶ CONTROL COLUMN............................ ............................ LOCK NOSE UP POSITION

NOR. 29. 3 Trims

▶ PITCH, ROLL & YAW TRIM...................................... ...................................... CHECK Note Check full travel normal trim activation in both directions by simultaneously pressing both control rocker switches. For few seconds press independently each single control rocker switch and check the non-activation of the corresponding TRIM in both possible directions. ▶ TRIM INDICATOR......................................................................................CHECK Check indication during test. ▶ WHOOLER (for pitch trim only)..................................................................SOUNDS ▶ STBY PITCH TRIM OPERATION ....................................................................CHECK ▶ TRIM INDICATOR......................................................................................CHECK Check indication during test. ▶ WHOOLER ............................................................................................SOUNDS ▶ STBY PITCH TRIM sw ....................................................GUARDED & OFF POSITION ▶ TRIMS....................................................................................RESET FOR TAKEOFF ▶ TRIM INDICATOR......................................................................................CHECK

NOR. 29. 4 ENG Boost Function Test

1124;1142-1160 Note Test can be performed with one or both engines running or with both engines shut-off. ▶ PL 1+2........................................................ ........................................................ GI ▶ EEC 1+2................................................................................... PRESSED/NO LIGHT ▶ BOOST FUNCTION sw ................................................................SELECT BOOST ●After 5 s ▶ BOOST ON light..............................................................................COMES ON ▶ BOOST FAULT light..........................................................................TURN OFF ▶ BOOST FUNCTION sw ....................................................SELECT SUPER BOOST ●After 5 s ▶ SUPER BOOST ON light..................................................................COMES ON ▶ SUPER BOOST FAULT light..............................................................TURN OFF ▶ BOOST FUNCTION sw ..........................................................................SELECT OFF ▶ ON light................................................................................................TURN OFF

▶ FAULT light............................................................................................TURN OFF

1054-1096;1237-1283 Note Test can be performed with one or both engines running or with both engines shut-off. ▶ PL 1+2........................................................ ........................................................ GI ▶ EEC 1+2................................................................................... PRESSED/NO LIGHT ▶ ENG BOOST pb ............................................................................................PRESS ●After 5 s ▶ ON light............................................... ............................................... COMES ON ▶ FAULT light............................................................................................TURN OFF ▶ ENG BOOST pb ......................................................................................RELEASED ▶ ON light ................................................................................................TURN OFF ▶ FAULT light ..........................................................................................TURN OFF

NOR. 29. 5 Cockpit door security system check

▶ COCKPIT DOOR..........................................................................................CLOSED ▶ FAULT light..........................................................................................COMES ON ▶ CDLS sw ............................................................................................................ON ▶ FAULT light............................................ ............................................ TURNS OFF In cargo compartment, on DOOR CALL panel ▶ EMER pb ......................................................................................................PRESS ▶ OPEN light..............................................................................................FLASHES In the cockpit, on COCKPIT DOOR panel ▶ BUZZER..................................................................................................SOUNDS ▶ OPEN light..............................................................................................FLASHES DENIED ACCESS TEST In the cockpit, on COCKPIT DOOR panel ▶ TOGGLE sw ............................................... ............................................... DENY ▶ BUZZER..........................................................................CHECK SILENCED ▶ OPEN light........................................ ........................................ TURNS OFF ▶ COCKPIT DOOR..................................................................CHECK LOCKED In cargo compartment, on DOOR CALL panel ▶ OPEN light........................................ ........................................ TURNS OFF ▶ DENIED light....................................... ....................................... COMES ON Note After Denied Access Test accomplishment, EMER and CALL modes are not available during 3 min. AUTHORIZED ACCESS TEST In cargo compartment, on DOOR CALL panel ▶ EMER pb ..................................................................................................PRESS In the cockpit, on COCKPIT DOOR panel ▶ TOGGLE sw ..............................................................................................OPEN ▶ OPEN light..................................................................................COMES ON ▶ BUZZER..........................................................................CHECK SILENCED ▶ COCKPIT DOOR............................................................CHECK UNLOCKED ▶ MANUAL LOCKING BOLT....................................................FONCTIONAL CHECK

NOR. 29. 6 APM

▶ APM PTT pb : PRESS & HOLD On both FMA ▶ CRZ SPEED LO..................................................................................DISPLAYED ▶ DGD PERF ........................................................................................DISPLAYED ▶ INCREASE SPEED.............................. .............................. FLASHING DISPLAYED ▶ APM FAULT local alarm........................................................................COMES ON ▶ MC ....................................................................................FLASHING DISPLAYED ▶ SC .................................................... .................................................... SOUNDS On EWD alert window. ▶ INCREASE SPEED.............................. .............................. FLASHING DISPLAYED ▶ DEGRADED PERF .............................. .............................. FLASHING DISPLAYED ▶ APM FAULT........................................................................FLASHING DISPLAYED ▶ FDAU ................................................................................FLASHING DISPLAYED If FDAU is not flashing, the system remains operative. ■If RCDR pb is set to ON ▶ DATA RECORDER..........................................................FLASHING DISPLAYED ▶ APM PTT pb ..............................................................................................RELEASE ▶ ALL ALERTS........................................................................................TURN OFF

NOR. 30 EACH FLIGHT CHECKS

NOR. 30. 1 Engine Fire Protection

▶ FIRE HANDLE..................................................................IN/LATCHED/LOCK WIRED ▶ ALL lights.............................................................................................TURN OFF ▶ ENG 1(2) SQUIB TEST pb : PRESS & HOLD ▶ AGENT 1+2 SQUIB lights........................................................................COME ON ▶ ENG 1(2) SQUIB TEST pb ..........................................................................RELEASE ▶ AGENT 1+2 SQUIB lights................................... ................................... TURN OFF ▶ ENG TEST sw 1(2) : HOLD FAULT POSITION ▶ Associated LOOP A & B lights................................................................COMES ON ▶ MC ....................................................................................................COMES ON ▶ SC .................................................... .................................................... SOUNDS ▶ LOOP on FWS ................................. ................................. FLASHING DISPLAYED ▶ ENG TEST sw 1(2)......................................................................................RELEASE ▶ ALL lights..............................................................................................TURN OFF ▶ ENG TEST sw 1(2) : HOLD FIRE POSITION ▶ FIRE HANDLE RED light 1(2)................................................................COMES ON ▶ MW ....................................................................................................COMES ON ▶ CRC ......................................................................................................SOUNDS ▶ ENG 1(2) FIRE on EWD & FWS ............................................................DISPLAYED ▶ MW ..........................................................................................................PRESS In order to silence CRC and turn off MW. ■If engine shutdown ▶ CL 1(2) ............................................................................SET OUT OF FUEL S. O. ▶ CL 1(2) FUEL SO RED light..........................................................COMES ON ▶ CL 1(2) ................................................ ................................................ FUEL S. O. ▶ CL 1(2) FUEL SO RED light..........................................................TURNS OFF ■If engine in hotel mode ▶ CL 2 FUEL SO RED light......................................................................COMES ON ▶ ENG TEST sw 1(2)......................................................................................RELEASE ▶ ALL lights..............................................................................................TURN OFF

NOR. 30. 2 Trims

▶ PITCH, ROLL & YAW TRIM ............................................................................CHECK Check normal trim activation in both directions by simultaneously pressing both control rocker switches. ▶ TRIM INDICATOR......................................................................................CHECK Check indication during test. ▶ WHOOLER (for pitch trim only)..................................................................SOUNDS ▶ TRIMS....................................................................................RESET FOR TAKEOFF ▶ STBY PITCH sw ............................................................GUARDED & OFF POSITION ▶ TRIM INDICATOR......................................................................................CHECK

NOR. 30. 3 ATPCS Static Test

Note - In order to protect the feathering pumps from damage, 10 min delay between test and takeoff, or between static/dynamic tests, must be respected - ATPCS STATIC TEST in HOTEL MODE can be performed during short transit, provided that: o PL1+2 at GI o Check that right side is clear. ▶ ATPCS selector ........................................................................LEFT ARM POSITION ▶ ARM Light............................................................................................COMES ON ▶ TQ ............................................................................................................> 60 % ▶ ATPCS selector .............................................................................. ENG 1 POSITION ▶ ENG 2......................................................................................................UPTRIM ▶ TQ 1.............................................................................................................. 0 % After 2. 15 s ▶ ARM Light..........................................................................................TURNS OFF ▶ ENG 1.................................................................................................. AUTO FTR ▶ MW ....................................................................................................TURNS ON ▶ CRC........................................................................................................SOUNDS ▶ ENG 1 OUT on EWD ............................................................................DISPLAYED ▶ ATPCS selector .................................... .................................... NEUTRAL POSITION ▶ ANY INDICATION..........................................................BACK TO INITIAL SETTING ▶ ATPCS selector ......................................................................RIGHT ARM POSITION ▶ ARM Light............................................................................................COMES ON ▶ TQ ............................................................................................................> 60 % ▶ ATPCS selector .............................................................................. ENG 2 POSITION ▶ ENG 1......................................................................................................UPTRIM ▶ TQ 2.............................................................................................................. 0 % After 2. 15 s ▶ ARM Light..........................................................................................TURNS OFF ▶ ENG 2.................................................................................................. AUTO FTR ▶ MW ....................................................................................................TURNS ON ▶ CRC........................................................................................................SOUNDS ▶ ENG 2 OUT on EWD ............................................................................DISPLAYED ▶ ATPCS selector .................................... .................................... NEUTRAL POSITION ▶ ANY INDICATION..........................................................BACK TO INITIAL SETTING

NOR. 30. 4 CVR-DFDR

1237-1283 ■If external power used ▶ RCDR GND CTL pb ....................................................................................PRESS ▶ RCDR GND CTL ON light.............................. .............................. COMES ON ▶ CVR TEST pb ............................................................................................PRESS ▶ CVR TEST LIGHT............................................................COMES ON GREEN After around 5 s. ▶ RESET pb ................................................ ................................................ PRESS To stop CVR/DFDR. ▶ RCDR GND CTL ON light..............................................................TURN OFF ■If in hotel mode ▶ CVR TEST pb............................................................................................PRESS ▶ CVR TEST LIGHT............................................................COMES ON GREEN

After around 5s.

1054-1160 ■If external power used ▶ RCDR GND CTL pb ....................................................................................PRESS ▶ RCDR GND CTL ON light.............................. .............................. COMES ON ▶ CVR TEST pb ............................................................................................PRESS ▶ CVR POINTER............................... ............................... IN THE GREEN ARC After around 3 s. ▶ RESET pb ................................................ ................................................ PRESS To stop CVR/DFDR. ▶ RCDR GND CTL ON light..............................................................TURN OFF ■If in hotel mode ▶ CVR TEST pb............................................................................................PRESS ▶ CVR POINTER............................... ............................... IN THE GREEN ARC After around 3 s. NOR. 31 ADDITIONAL DAILY CHECKS

NOR. 31. 1 Fuel Pump and X Feed Tests

▶ FUEL PUMP 1+2................................................................................................OFF ▶ FEED LO PR ENG 1+2............................................................................COME ON ▶ FUEL PUMP 2......................................................................................................ON ▶ FUEL PUMP 2 RUN light................................... ................................... COMES ON ▶ FEED LO PR ENG 2............................................................................TURNS OFF Note in the event of Hotel mode start up without GPU, the rest of the test (below) will be performed after Hotel mode start up. ▶ FUEL PUMP 2....................................................................................................OFF ▶ FUEL PUMP 2 RUN light......................................................................TURNS OFF ▶ FUEL XFEED ................................................................................................PRESS ▶ FUEL XFEED VALVE..................................................................................IN LINE ▶ FUEL XFEED ......................................................................................COMES ON On MEMO panel ▶ FEED LO PR ENG 1+2............................................................................COME ON FEED LO PR light may take few minutes to come on again. ▶ FUEL XFEED ............................................................................................RELEASE ▶ FUEL XFEED VALVE .................................... .................................... CROSS LINE ▶ FUEL XFEED......................................................................................TURNS OFF On MEMO panel ▶ FUEL PUMP 1......................................................................................................ON ▶ FUEL PUMP 1 RUN light................................... ................................... COMES ON ▶ FEED LO PR ENG 1............................................................................TURNS OFF ▶ FUEL PUMP 1....................................................................................................OFF ▶ FUEL PUMP 1 RUN light......................................................................TURNS OFF ▶ FUEL XFEED................................................ ................................................ PRESS ▶ FUEL XFEED VALVE..................................................................................IN LINE ▶ FUEL XFEED......................................................................................COMES ON On MEMO panel ▶ FEED LO PR ENG 1+2............................................................................COME ON FEED LO PR light may take few minutes to come on again. ▶ FUEL PUMP 2......................................................................................................ON ▶ FUEL PUMP 2 RUN light................................... ................................... COMES ON ▶ FEED LO PR ENG 1+2..........................................................................TURN OFF ▶ FUEL XFEED.............................................. .............................................. RELEASE ▶ FUEL XFEED VALVE..........................................................................CROSS LINE ▶ FUEL XFEED......................................................................................TURNS OFF On MEMO panel ▶ FUEL PUMP 2....................................................................................................OFF ▶ FUEL PUMP 2 RUN light......................................................................TURNS OFF

NOR. 31. 2 Doors Test

▶ DOORS SW TEST...................................... ...................................... PRESS & HOLD ▶ CAB OK..............................................................................................COMES ON ▶ SVCE OK............................................................................................COMES ON Provided that associated doors are open. ▶ DOORS SW TEST......................................................................................RELEASE NOR. 31. 3 COMPT SMK - COMPT SMOKE

COMPT SMOKE

▶ COMPT SMK TEST ..........................................................................PRESS & HOLD ▶ AVIONICS VENT EXHAUST MODE FAULT...................... ...................... COMES ON ▶ SMK on FWS ......................................................................................COMES ON AFT SMK, FWD SMK and ELEC SMK. On SD page, LAV SMK, AFT COMPT SMK, FWD SMK, ELEC SMK ▶ MW....................................................................................................COMES ON ▶ MC......................................................................................................COMES ON ▶ CRC........................................................................................................SOUNDS ▶ COMPT SMK TEST....................................................................................RELEASE ▶ MW....................................................... ....................................................... PRESS In order to silence CRC and turn off MW. ▶ AVIONICS VENT EXHAUST MODE..................................................................RESET This action restarts the extract fan, and turns off the MC and the FAULT light on AVIONICS VENT EXHAUST MODE pb. When external power is available, the MECH call sounds during the pushbutton reset. ▶ ALL LIGHTS..........................................................................................TURN OFF ELEC SMK, FWD SMK, AFT SMK, AFT COMPT SMK and LAV SMK on FWS.

NOR. 31. 4 Radar

▶ WX RADAR selector ............................................................................................TST Refer to PRO. NOP. NSU. 34. 3.1 Weather Radar ▶ MFD ND ................................................................................................MONITOR Range is automatically selected on 100 Nm Three arcs of circle appear on ND, with green, yellow, red colors + an arc predominately green between 85 and 95 Nm Selected mode appears on bottom right of ND (STBY, TEST, WX, GMAP). ▶ WX RADAR selector ............................................ ............................................ STBY

NOR. 31. 5 AUTO PRESS

▶ AUTO PRESS TEST..........................................................................PRESS & HOLD ▶ LDG ELEVATION..............CHECK CYCLING DISPLAY BETWEEN -8 800 AND 18 800 ▶ MC ....................................................................................................COMES ON ▶ SC .................................................... .................................................... SOUNDS ▶ AIR AUTO PRESS ........................................................COMES ON & TURNS OFF On alerting window. ▶ AUTO PRESS TEST....................................................................................RELEASE ▶ CAB PRESS MOD SEL..................................................COMES ON & TURNS OFF

NOR. 31. 6 Oxygen Mask

Note Do not remove mask from its storage position. ▶ AUDIO CONTROL PANEL selector ............................................................SET TO INT ▶ PTT AND RESET ..............................................................................PRESS & HOLD ▶ BLINKER................................................. ................................................. CHECK Blinker momentarily turns yellow and then goes black. Blinker remains yellow in case of leak. Oxygen flow sounds through loudspeakers every time that the blinker turns yellow. ▶ LOUD SPEAKERS..........................................................OXYGEN FLOW SOUNDS ▶ RED RELEASE CLIPS ....................................... ....................................... SQUEEZE Red release clips on each side of the oxygen mask. ▶ OXYGEN MASK HARNESS.................................. .................................. INFLATES ▶ BLINKER................................................. ................................................. CHECK Blinker momentarily turns yellow and then goes black. Blinker remains yellow in case of leak. Oxygen flow sounds through loudspeakers every time that the blinker turns yellow. ▶ LOUD SPEAKERS..........................................................OXYGEN FLOW SOUNDS ▶ RED RELEASE CLIPS ................................................................................RELEASE ▶ EMERGENCY knob ..........................................................................PRESS & HOLD ▶ BLINKER................................................. ................................................. CHECK Blinker turns yellow as long as knob is pressed. Blinker remains yellow in case of leak. Oxygen flow sounds through loudspeakers every time that the blinker turns yellow. ▶ LOUD SPEAKERS..........................................................OXYGEN FLOW SOUNDS ▶ EMERGENCY knob ....................................................................................RELEASE ▶ PTT AND RESET pb ..................................................................................RELEASE CAUTION WHEN TEST COMPLETED, INSURE OXYGEN MASK CONTROL PANEL REMAIN IN THE FOLLOWING POSITION ▶ OXYGEN LO PR light..............................................................................TURNS OFF ▶ N/100% ROCKER lever ........................................................................SET TO 100%

NOR. 31. 7 TAWS

▶ PULL UP-GPWS pb ........................................................................................PRESS TERRAIN AWARENESS TEST START MESSAGE ▶ PULL UP & GPWS FAULT lights..............................................................COME ON ▶ TERR TEST on right bottom of ND ........................................................COMES ON ▶ COLOR CODED SQUARE ON ND ........................................................COMES ON ▶ PULL UP & GPWS FAULT lights..............................................................TURN OFF ●After 12 s TERRAIN AWARENESS TEST COMPLETE MESSAGE ▶ TERR TEST on right bottom of ND ....................................................TURNS OFF ▶ COLOR CODED SQUARE ON ND ....................................................TURNS OFF

NOR. 31. 8 Antiskid Test

▶ ANTISKID TEST pb ........................................................................................PRESS ▶ WHEELS A-SKID..................................................................................COMES ON On alerting window. ▶ MC ....................................................................................................COMES ON ▶ SC .................................................... .................................................... SOUNDS ▶ FFFF AMBER......................................................................................COMES ON On EWD. ▶ NNNN GREEN.......................................... .......................................... COMES ON On EWD after a few seconds. ▶ WHEELS A-SKID................................................................................TURNS OFF On alerting window.

ADDITIONAL NORMAL PROCEDURES .NOP. ANOR ANOR. ADDITIONAL NORMAL PROCEDURES...............................................................page 03 ANOR. 1 FLIGHT CHARACTERISTICS.................................................................page 03 ANOR. 2 DATA CARD PROCESSING...................................................................page 07 ANOR. 3 POWERBACK AND PUSHBACK OPERATIONS.......................................page 08 ANOR. 4 NOISE ABATEMENT PROCEDURES......................................................page 11 ANOR. 5 WET AND CONTAMINATED RUNWAYS OPERATIONS............................ page 11 ANOR. 6 ABORTED TAKEOFF.............................................................................page 15 ANOR. 7 SEVERE TURBULENCE........................................................................page 19 ANOR. 8 ADVERSE WEATHER............................................................................page 22 ANOR. 9 FLIGHT PATTERNS...............................................................................page 57 ANOR. 10OPERATIONS WITHOUT USE OF PROPELLER BRAKE..........................page 69 at

INTENTIONALLY LEFT BLANK

ANOR ADDITIONAL NORMAL PROCEDURES ANOR. 1 FLIGHT CHARACTERISTICS

ANOR. 1.1 Takeoff and Landing Runs

1)Control Column Correct flight crew coordination is required in order to hold the control column all the times. This action prevents excessive elevator or aileron deflections due to wind and/or reversed air flow from propellers. a)TAKEOFF RUN The control column is initially held: - In pitch: Fully nose down, then slowly relaxed as speed increases - In roll: Neutral or deflected toward the wind in case of crosswind component, as appropriate to maintain wings mainly level. Note To prevent directional control effect, avoid excessive aileron deflections. b)LANDING RUN or ABORTED TAKEOFF For landing or aborted takeoff, control column holding must be transferred to the First Officer while the Captain takes the nosewheel steering. If reverse is used, at low speeds and with high power, the reversed air flow may shake violently the flight controls, particularly with no crosswind. The control column must be held very firmly. Below 30 kt, the GUST LOCK can be engaged. 2)Nosewheel Steering For takeoff, use of nosewheel steering guidance is only recommended for the very first section of the takeoff run. Rudder becomes very rapidly efficient when airspeed increases (~ 40 kt). ATR aircraft have a natural tendency to go straight. Action on nosewheel steering handwheel should be smooth and progressive, particularly as ground speed increases. 3)Rudder Rudder must not be cycled during takeoff, particularly the first section where nosewheel is used: combination of unnecessary rudder cycling (with an increasingly efficient rudder) and nosewheel control would then cause uncomfortable oscillations. 4)Rolling Takeoff Technique In order not to increase the takeoff distances, power must be set quickly after the last phase of the line up turn and/or the brake release.

ANOR. 1.2 Approach

The deceleration capability of ATR aircraft provides operational advantage during approach. It enables better integration in large airports. Approach speed can be initiated to 240 kt if no ATC restriction. Initial approach speed can be maintained on a typical 3 ° glide slope down to the following height above runway: NP DECELERATION HEIGHT

82 % (IAS x 10) ft

It is the flight crew responsibility: - Not to exceed speed limitations (V , V ...) LO FE - To keep sufficient safety margin to respect stabilization criteria. Note If deceleration rate on approach appears insufficient, it is possible to increase it by increasing NP on 100 % OVRD, but that will result in an increased interior noise.

ANOR. 1.3 Landing

In order to minimize landing distance variations, the following procedure is recommended: - Maintain standard final approach slope (3 °) and final V until 20 ft callout. APP - At «20 ft» callout by PM, reduce to FI and flare visually as required. Note 20 ft leaves ample time for flare control from a standard 3 ° final slope. During flare, the airspeed decreases, resulting in a touchdown speed 5 to 10 kt below the stabilized approach speed. - As soon as main landing gear is on ground: o Use brakes as required o Control nose wheel impact o Both PL: GI o Both LO PITCH labels: check ON green CAUTION If a thrust dissymmetry occurs or if one NO REV red reverse video label appears on EWD, the use of any reverser is prohibited. In this case, the propeller pitch change mechanism is probably locked at a positive blade angle, resulting in a positive thrust for any PL position. o Use reverse as required o Below 70 kt, CAPT takes NWS control, F/O holds control column fully forward. Note 1) MAX reverse is usable down to full stop if required. However, to minimize flight control shaking due to reverse operation at high powers, it is helpful to slowly release PL back to GI when reaching low ground speeds (below 40 kt estimated). 2) MAX braking is usable without restriction down to full stop, regardeless of the runway conditions, provided that ANTISKID is operative. 3) The tail bumper (with damping capabilities) effectively protects the tail in case of excessive attitude (resulting from prolonged/floating flares) provided that the rate of sink at touchdown does not exceed 5 ft/s. 4) In case of a significant bounce, a rejected landing should be considered: Refer to PRO. NNO. ABS. 1.1 Bounced Landing.

ANOR. 1.4 Stall

1)Stall warning and identification system In most situation, when approaching stall, the aircraft does not exhibit any noticeable change in handling qualities and flight controls efficiency and aircraft stability remains good. In addition, there is no significant aerodynamic buffet. This is the reason why both stall warning (audio "cricket" and stick shaker) and stall alert / identification (stick pusher) are devices installed in order to produce artificial feedback to the flight crew based on angle of attack measurement (refer to applicable chapter in the description section). 2)Approach to Stall Approach to stall is flight condition bordered by the stall warning activation and aerodynamic stall. Therefore as per the stall warning system design it corresponds to the activation of the stick shaker and audio cricket alarm when the angle of attack exceeds a predefined threshold. Activation thresholds are adapted to icing conditions when ICING AOA light is ON. 3)Aerodynamic Stall By definition a stall is an aerodynamic loss of lift caused by exceeding the critical angle of attack. On ATR aircraft if the angle of attack is still increased after stall warning activation, the stick pusher will be triggered preventing an aerodynamic stall of the aircraft. This situation is clearly identified to the flight crew as the control column is suddenly pushed forward. This must be considered by the flight crew as aircraft stall and is an emergency situation. a)Stall recognition As explained above one of the important indication is the activation of the stick pusher although other cues should draw the attention of the flight crew: - Unusual or abnormal roll response - Inability to maintain altitude - Buffeting b)Factors that may lead to approach to stall and to stall event It is not possible to list all the factors that could lead to aircraft stall condition, but here are some typical examples: - Decaying airspeed - Inappropriate thrust settings - High G loading - High bank angle - Inappropriate aircraft configuration (flaps) - Ice contamination or failure to select ANTI/DE ICING SYSTEM - Misuse of automation (V/S mode for climb for example) - Loss of situational awareness. Note An aircraft stall can occur at any attitude and airspeed. 4)Approach to stall and stall recovery The flight crew must take immediate action when: - any indication of an approach to stall is observed, - stall warning or stall alert activates, - or any stall cues are observed, by performing a stall recovery procedure. a)Recovery procedure - Fly the aircraft first o Reduce angle of attack - If activated, follow the stick pusher - Nose down pitch control until stick shaker stops - Nose down pitch trim as needed o Increase power as needed o If FLAPS 0°, select FLAPS 15° otherwise maintain flaps configuration o Bank: wings level If the stick pusher activates, it shall not be compensated by the flight crew as it helps in lowering the angle of attack and recovery of the aircraft control. Although the flight crew should react quickly , there is no need for large and abrupt control inputs. During a stall recovery, maximum power is not systematically needed. The power has to be adapted. For propeller driven aircraft, power application energizes the air flow around the wing, assisting in stall recovery. Reduction in pitch attitude is the priority because it permits to rapidly regain control of the aircraft. This action can result in a loss of altitude, but moreover, it is the fastest and safest way to recover the situation. The use of rudder shall be avoided because it will generate sideslip and still increase the angle of attack. b)Additional information in icing conditions Also Refer to IN FLIGHT ICING CONDITIONS section. Even with airframe de-icing used according to procedure, the leading edges cannot be entirely cleared of ice accretion due to the existence of unprotected portions on the wings leading edges as well as continued accretion between two consecutive boots cycles. - The flight controls performance remains good, however the force required to maneuver in roll (and to reduce pitch angle) may be increased - Above the reduced angle of attack threshold for stall warning: o An aerodynamic buffeting may occur, whose strength will increase with increasing ice accumulation and increasing angle of attack. o Stability may be affected in roll, however the stick pusher threshold was designed to prevent an increase of the angle of attack that could generate a risk of wing rocking. Airframe vibrations or buffeting is a indication of stall and the flight crew should react accordingly. An inadvertent roll motion shall be considered as an indication of stall. WARNING APPROACH TO STALL EXERCISES WITH STICK PUSHER INHIBITED OR FAILED ARE PROHIBITED. ANOR. 2 DATA CARD PROCESSING

ANOR. 2.1 Takeoff

ATR TAKEOFF FLIGHT N°: FROM: TO: DATE: ATIS W LIM: TOW: CG% TRIM ACC: OBJ TQ: V1: 14 2. 5 19 2 RTO TQ: VR: 23 1. 5 V2: 28 1 32 0. 5 VmLB 0°: norm 37 0 ICING VmLB 15°: VmLB 0°: icing icing N-1

ANOR. 2.2 Landing

ATR LANDING DESTINATION: ELEVATION: ALTERNATE: ELEVATION: ATIS W LIM: LW: ACC: GA TQ: FLAPS:

1. 1 VMCA: VREF:

VGA: VAPP: VmLB 0°: norm ICING VmLB 15°: VmLB 0°: icing icing GA ANOR. 3 POWERBACK AND PUSHBACK OPERATIONS

1 Pushback Operations

Foreword

PUSHBACK WITH GROUND TEAM AND SERVICING (2 STEPS PROCEDURE) - NAC OVHT and ENG FIRE can be triggered during push back in hotel mode with a tailwind greater than 10 kt, including aircraft direction changes throughout the procedure - If the tailwind is above this limit, the push back has to be done with the propeller(s) running and unfeathered, in respect with ground safety rules and airport local rules - Nosewheel steering must be switched OFF. Wait for disconnection of the tow bar by the ground staff before to set the steering ON - Ground staff and flight crew must remain connected, using conventional signs and/or headphones, all along the push back procedure - Each flight crew member must keep his feet on the floor. CAUTION NEVER USE BRAKES during pushback to avoid tail strike and/or strain on towing system.

Procedure

CAPT F/O Pushback Procedure – Step 1 – Before Pushback (Before Propeller Rotation) ●Ready for Pushback ▶ PUSHBACK CLEARANCE......OBTAIN ▶ NOSEWHEEL STEERING............OFF ▶ TOW BAR CONNECTION...CONFIRM ▶ BRAKE HANDLE........ ........ BRK OFF ▶ FEET........................ON THE FLOOR ▶ FEET........................ON THE FLOOR ▶ BRAKES : DO NOT USE ▶ BRAKES : DO NOT USE Avoid tail strike and/or strain on towing Avoid tail strike and/or strain on towing system. system. ▶ PUSHBACK...................................... .............ORDER TO GROUND STAFF ▶ START UP ENGINE NUMBER 1 AND ▶ START UP ENGINE NUMBER 1 AND RELEASE OF PROPELLER NUMBER RELEASE OF PROPELLER NUMBER

2 CAN BE PERFORMED DURING 2 CAN BE PERFORMED DURING

PUSHBACK, BASED ON LOCAL PUSHBACK, BASED ON LOCAL AGREEMENT AGREEMENT Note Note ▶ Unfeathering of propellers during ▶ Unfeathering of propellers during pushback can damage nosewheel pushback can damage nosewheel and/or pushback servicing. and/or pushback servicing. Pushback Procedure - Step 2 - After Pushback (Before Taxi) ●Pushback Completed ▶ BRAKE HANDLE................PARKING ▶ TOW BAR DISCONNECTION............. .........................................CONFIRM ▶ NOSEWHEEL STEERING...... ...... ON

2 Powerback Operations

Foreword

• NAC OVHT and ENG FIRE can be triggered, if a prolonged power back is maintained with a tailwind greater than 10 kt, including aircraft direction changes throughout the procedure.
• Ground staff must use safety glasses due to possibility of projection during powerback operation
• Ground staff and flight crew must remain connected, using conventional signs and/or headphones, all along the powerback procedure
• Nosewheel steering remains ON
• To limit forward move, apply slowly reverse just after brake released
• Once the aircraft moves backward, each flight crew member must keep his feet on the floor
• Use ground idle or positive power to decrease speed or stop the aircraft. CAUTION
• Brakes must not be used until the aircraft as move forward to avoid tail strike.
• Powerback must be performed at low speed.

Procedure

CAPT F/O Powerback Procedure (1 step Procedure) - Both Engines Running and Unfeathered ●Ready for powerback ▶ POWERBACK CLEARANCE.. OBTAIN ▶ AREA CLEAR ALL AROUND THE AIRCRAFT........................CONFIRM ▶ BRAKE HANDLE........ ........ BRK OFF ▶ FEET........................ON THE FLOOR ▶ FEET........................ON THE FLOOR Once the aircraft moves backward, each Once the aircraft moves backward, each flight crew member keeps his feet on the flight crew member keeps his feet on the floor. floor. ▶ PL .. ..SET SMOOTHLY TO REVERSE Note ▶ Flight crew can control the aircraft using nosewheel steering. Speed is controlled using PL. ▶ BRAKES : DO NOT USE ▶ BRAKES : DO NOT USE Do not use brakes until the aircraft moves Do not use brakes until the aircraft moves forward to avoid tail strike. forward to avoid tail strike. CAPT F/O ●Backward move completed ▶ PL ................SET TO GROUND IDLE ●Forward move of the aircraft observed ▶ PEDAL BRAKE..........................USE ▶ BRAKE HANDLE................PARKING ANOR. 4 NOISE ABATEMENT PROCEDURES

ANOR. 4.1 Noise Abatement Procedures

1)On Ground Even if not required for turbopropeller aircraft, ATR recommends the following procedures for noise reduction on the ground. - Do not use reverse while taxiing - Minimize the use of reverse at landing. 2)In Flight No particular noise abatement procedures are recommended in flight. 3)Local Aerodrome Procedures Refer to published airport manuals. ANOR. 5 WET AND CONTAMINATED RUNWAYS OPERATIONS

ANOR. 5.1 Runway Surface Descriptor

The runway contaminants significantly affect the takeoff performance. The following section gives the definition of the different runway states and their related influence. Compact snow Snow that has been compacted into a solid mass such that aeroplane tires, at operating pressures and loadings, will run on the surface without significant further compaction or rutting of the surface. Dry snow Snow from which a snowball cannot readily be made. Frost Ice crystals formed from airborne moisture on a surface whose temperature is at or below freezing; frost differs from ice in that the frost crystals grow independently and, therefore, have a more granular texture. Ice Water that has frozen or compacted snow that has transitioned into ice, in cold and dry conditions. Slush Snow that is so water-saturated that water will drain from it when a handful is picked up or will splatter if stepped on forcefully. Slippery wet runway Wet runway where the surface friction characteristics of a significant portion of the runway have been degraded. Standing water Water of depth greater than 3 mm. Wet snow Snow that contains enough water to be able to make a well-compacted, solid snowball, but water will not squeeze out.

ANOR. 5.2 Effect on Performance

1)Effect on Performance There is a clear distinction of the effect of contaminants on aircraft performance. Contaminants can be divided into hard and fluid contaminants. - Hard contaminants are: Compacted snow, frost and ice. They reduce friction forces - Fluid contaminants are: Water, slush, dry snow and wet snow. They reduce friction forces, and cause precipitation drag and aquaplaning. 2)Reduction of Friction Forces The friction forces on a dry runway change with aircraft speed. Flight tests help to establish the direct Relationship between the aircraft’s friction coefficient μ and the ground speed. SPEED - Fig. 1 : Friction Coefficient vs Aircraft Speed - The friction coefficient μ is the ratio of maximum available tire friction force and vertical load acting on a tire. 3)Precipitation Drag Precipitation drag is composed of: - Movements drag: Produced by the movement of the contaminant fluid from the path of the tire - Spray impingement drag: Produced by the spray thrown up by the wheels (mainly those of the nose gear) onto the fuselage. 4)Aquaplaning Phenomenon The presence of water on the runway creates a water film between the tire and the runway. This results in a reduction of the dry area. This phenomenon becomes more critical at higher speeds, where the water cannot be squeezed out from between the tire and the runway. Aquaplaning (or hydroplaning) is a situation where the tires of the aircraft are, to a large extent, separated from the runway surface by a thin fluid film. Under these conditions, tire traction drops to almost negligible values along with aircraft wheels’ braking. Wheel steering for directional control is, therefore, virtually not operative. NO REACTION TIRE/RUNWAY ROTATION NO BRAKING CAPABILITY WATER DRY RUNWAY CONTAMINATED RUNWAY - Fig. 1 : Aquaplaning Phenomenon -

ANOR. 5.3 Aircraft Manufacturer Data

The aircraft manufacturer has to provide applicable data for operations on runways contaminated by one of the above contaminants, as follows: ATR provides guidance material for the following runway contaminants and maximum depths, in the AFM (Refer to CONTAMINATED RUNWAY (ADVISORY MATERIAL)). Takeoff is not recommended when conditions are worse than the ones listed below. Maximum reported Depth Contaminant mm (inch) STANDING WATER 12. 7 mm (1/2’’) SLUSH 12. 7 mm (1/2’’) DRY SNOW or 50 mm (2’’) DRY SNOW ON TOP OF COMPACT SNOW WET SNOW or 20 mm (3/4’’) WET SNOW ON TOP OF COMPACT SNOW COMPACT SNOW No depth limit ICE No depth limit

ANOR. 5.4 Takeoff and Landing

Actual Landing Distances are certified on dry runways for all ATR aircraft, and published (for information) for wet and contaminated runways (Refer to LANDING and Refer to CONTAMINATED RUNWAY (ADVISORY MATERIAL)).

ANOR. 5.5 Takeoff

1)Specificity of the Wet Runway On a wet or contaminated runway, the screen height is 15 ft in case of engine failure, i. e. the gross takeoff flight path starts 15 ft above the takeoff surface. Although the net takeoff flight path starts at 35 ft in any runway condition. The start of the gross and the net flight path are thus different in case of wet or contaminated runway. GROSS FLIGHT PATH NET FLIGHT PATH 35 ft 15 ft RUNWAY TERRAIN - Fig. 1 : Gross and Net Takeoff Flight Path - WITHOUT ENGINE FAILURE POWER REDUCTION TAKEOFF POWER + BRAKES APPLICATION V1 V = 0 V = 0 2 s SWY ASD N (DRY or WET) WITH CRITICAL ENGINE FAILURE POWER REDUCTION TAKEOFF POWER RTO + BRAKES APPLICATION V1 V = 0 V = 0 V EF

1 s 2 s SWY

ASD N-1 (DRY or WET) - Fig. 2 : Acceleration-Stop Distances - Note 1) ASD definition on a contaminated runway is the same as on a wet runway. The values of the ASD on contaminated runways are given as advisory materials in AFM (Refer to PRO. SPO. CONTAMINATED RUNWAY (ADVISORY MATERIAL)). They are basically computed with the use of both reversers. Additional pages are provided to supply data in case of no reverse, and are to be used for flight preparation. 2) The TOR, TOD and ASD requirements differ between dry runways on one side, and wet & contaminated on the other side. For instance, the screen height for wet and contaminated runways is decreased to

15 ft when determining the TOR and TOD. Or the use of reverse thrust is permitted

if determining the ASD on wet and contaminated runways, although it is forbidden on dry runways. However the takeoff limitations on wet and contaminated runways shall not be less penalizing than the limitations on dry runways. ANOR. 6 ABORTED TAKEOFF

ANOR. 6.1 General

Takeoff can be aborted for several operational or technical reasons. It is not possible to list all of these factors. However, in order to help the captain make his decision, the TO INHIB function inhibits the alerts that are nonessential until gear retraction. The success of an aborted takeoff depends on the captain making timely decisions, and using the proper techniques. In particular, the flight crew should keep in mind that the inappropriate techniques, and the degraded conditions listed below have a negative impact on the landing distance, and on the result of the aborted takeoff procedure: - Delay in performing the stopping procedure - Keeping Flight Idle during deceleration instead of Ground Idle - Not applying fully nose down control column during deceleration - Damaged tires - Worn brakes or higher than normal initial brakes temperature - Brakes not being fully applied - A runway friction coefficient lower than assumed in computations - An error in gross weight calculation.

ANOR. 6.2 Decision Making

The decision to abort a takeoff and to stop the aircraft should be made by the Captain. Therefore the Captain should keep his/her hand on the thrust levers until the aircraft reaches V , whether the Captain is the Pilot Flying (PF) or the Pilot Monitoring (PM). 1 The time available for decision making is limited. To minimize the risk, many alerts considered non-essential are inhibited between TO INHIB engagement and gear retraction. Therefore, any warnings triggered during this period must be considered as significant. 1)Below V 1 The Captain should consider discontinuing the takeoff, if any of the following conditions occur: - Master warning / caution - Unusual noise or vibration - ATPCS not armed - Windshear - Cabin smoke / fire - Abnormal acceleration - Tire failure - Unsafe / unable to fly - Engine failure / fire - Takeoff configuration warning - Bird strike - Window failure. Note The list is not exhaustive. 2)Above V 1 Takeoff must be continued, because it may not be possible to stop the aircraft on the remaining runway. The Captain must make the decision to abort before V : 1 - If a malfunction occurs and the Captain decision is to continue the takeoff he/she should announce “WE CONTINUE” - If the decision is to abort, the Captain announces "STOP". This announcement both confirms the decision to abort the takeoff and transfer of controls to the Captain. It is the only time that hand-over of control is not accompanied by the phrase "MY CONTROLS".

ANOR. 6.3 Aborted Takeoff Maneuver

As soon as the decision to abort is made, the Captain announces “STOP”, takes over control of the aircraft, and executes an aborted takeoff. During any aborted takeoff, both PLs are retarded down to Gl by pulling on the triggers and full braking should be applied if needed. Simultaneously, control column must be pushed forward to maximize controllability. As soon as the LO PITCH light(s) comes on, full reverse(s) can be applied if needed. Reverse is available even in single engine. At 70 kt, control column is transferred to the first officer and the Captain takes the nose wheel steering control. In case of single reverse operation roll control must be applied (possibly to full travel) in order to minimize the tendency to bank on the side of the operating engine. On a wet or slippery runway, or takeoff at or near maximum runway limit weight, an aborted takeoff at or near V will require MAXIMUM use of brakes until reaching a full stop and use of 1 reverses until 40 kt. On a contaminated runway, since the effect of asymmetrical reverse thrust is not predicted with a sufficient accuracy, it is therefore not recommended to use single engine reverse thrust. In case of fire, if possible, position the aircraft to keep fire away from the fuselage, taking into account wind direction.

ANOR. 6.4 Aborted Takeoff Procedure

CAPT F/O ▶ STOP ..............................ANNOUNCE ●Immediately and simultaneously ▶ PL 1+2.................... .................... GI To stop the aircraft and prevent brake overheating, the power Levers should be retarded immediately to GI by using the triggers ▶ CONTROL COLUMN ................PUSH CAPT F/O ▶ BRAKES ............. ............. AS RQRD ▶ LO PITCH........CHECK & ANNOUNCE ENG LO PITCH ANNOUNCE REVERSE

2 2 LOW PITCH NORMAL USE

2 ENG 1

NO REVERSE NO REVERSE 0

1 ENG 1 1 LOW PITCH USE WITH CARE

▶ REVERSE ............ ............ AS RQRD Note The effect of asymmetrical reverse thrust is not predictable with a sufficient accuracy on contaminated runways, it is therefore not recommended to use single engine reverse thrust. Passing 70 kt ▶ 70 KT ..............................ANNOUNCE ▶ I HAVE CONTROL ............ANNOUNCE ▶ N/W STEERING...................CONTROL ▶ CONTROL WHEEL.............................. ........................HOLD INTO THE WIND When aircraft stopped ▶ ATC (VHF1)............................NOTIFY ▶ BRAKE HANDLE......... ......... PARKING ▶ FWS ............................................RCL ▶ SITUATION ASSESSMENT.. PERFORM The Aircraft should remain stationary while the crew evaluates the situation. ■If evacuation is required ▶ Refer to PRO. NNO. EMR. 99. E99. 05 EMERGENCY EVACUATION (ON GROUND) ............................APPLY ■If attempting a new takeoff ▶ TAKEOFF : PROHIBITED FOR 10 min After aborted takeoff aircraft must be stopped for 10 min and the WHEELS BRK HOT message must be monitored as it may take up to 10 min before brakes temperature reaches its maximum at sensor location.

ANOR. 6.5 Aborted Takeoff Situation Assessment

Following an aborted takeoff: - The flight crew makes a full assessment of the state of Aircraft including FWS recall to assess any inhibited alerts - Aircraft must be stopped for 10 min and the WHEELS BRK HOT alert must be monitored as it may take up to 10 min before brakes temperature reaches its maximum at sensor location - If triggered, the WHEELS BRK HOT alert requires the flight crew to return to parking - After a complete assessment of the state of the aircraft and occupants, if the Captain decision is to reattempt the takeoff, the flight crew should prepare the aircraft for a new departure and apply all checklists starting from BEFORE TAXI CHECKLIST. ANOR. 7 SEVERE TURBULENCE

ANOR. 7.1 Severe Turbulence

When possible, avoid areas with known or forecasted severe turbulence. If turbulence is not avoidable, aim to keep speed, so as to provide the best protection against the effect of gust on the structural limits, even if maintaining an adequate margin above V . min OPS Consider requesting a lower flight level to increase margin to buffet onset. Maximum Rough Air Speed (VRA) = 180 kt. Sufficient buffet margin exists at optimum altitude. Severe turbulence is defined as turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in airspeed. Occupants are forced violently against their seat belts and loose objects will move around the aircraft. If severe turbulence occurs during a flight, the flight crew must make a logbook entry in order to initiate maintenance action. Before entering an area of known turbulence, the flight crew and the cabin crew must secure all loose equipment and switch the cabin SIGNS to ON. Keep the autopilot ON. If the flight crew flies the aircraft manually: - Expect large variations in altitude, but do not pursue altitude, - Maintain attitude, and allow altitude to vary, - Advice Air Traffic Control.

ANOR. 7.2 Wake Turbulence

Wake turbulence is the leading cause of aircraft upsets. 1)Vortex Generation The phenomenon that creates wake turbulence results from the forces that lift aircraft. High-pressure air from the lower surface of the wings flows around the wingtips to the lower pressure region above the wings. A pair of counter rotating vortices is thus shed from the wings: The right wing vortex rotates counterclockwise, and the left wing vortex rotates clockwise. The region of rotating air behind the aircraft is where wake turbulence occurs. 2)Vortex Strength The strength of the turbulence is determined predominantly by the weight, wingspan, and speed of the aircraft. Usually, vortices descend at an initial rate of about 300 to 500 ft/min for about 30 s. The descent rate decreases and eventually approaches zero between 500 and 900 ft below the flight path. Flying at or above the flight path provides the best method for avoidance. Maintaining a vertical separation of at least 1 000 ft when crossing below the previous aircraft may be considered safe. FLIGHTPATH 500 TO 900 ft 3)Induced Roll An encounter with wake turbulence usually results in induced rolling or pitch moments. However, in rare cases an encounter could cause structural damage to the aircraft. In more than one instance, flight crew has described an encounter to be like “hitting a wall”. The dynamic forces of the vortex can exceed the roll or pitch capability of the aircraft to overcome these forces. During test programs, the wake was approached from all directions to evaluate the effect of encounter direction on response. One item was common to all encounters: without a concerted effort by the flight crew to check the wake, the aircraft would be ejected from the wake and an aircraft upset could occur. COUNTER CONTROL W AKE V O R T E X F L O W F IE L D ANOR. 8 ADVERSE WEATHER ANOR. 8.1 ICING AND COLD WEATHER CONDITIONS ANOR. 8.1. 1 IN FLIGHT ICING CONDITIONS

ANOR. 8.1. 1.1 Introduction

Icing conditions can be encountered on ground and/or in flight. Aircraft certification requirements (Refer to EASA CS25 and 14 CFR part 25, Appendix C), describe the icing conditions that were considered likely to be encountered in commercial aviation, in flight. On ground, aircraft surfaces can be contaminated by frozen moisture such as frost, snow, ice or slush, Refer to GROUND ICING CONDITIONS. Aircraft can be subject to ice accretion when flying in icing conditions. The ice accretion depends on: - The air mass characteristics, mainly its liquid water content and the size of the water droplets contained in the air. - The aircraft configuration, for given external conditions. The way ice will build up on the airframe is mainly related to angle of attack and speed. It is therefore important to differentiate the icing conditions as defined by the environment and the effect of the ice accretion on the airframe. Flying through the same cloud with the same aircraft but different parameters (weight, speed...) may result in different ice accretion rates and shapes. The following chapters are intended to provide guidance to flight crews to identify the type of icing environment, its effect on the aircraft, and to apply the procedures accordingly.

ANOR. 8.1. 1.2 Definitions - Atmospheric Icing Conditions

Atmospheric icing conditions exist when: - OAT on ground and for takeoff is at or below 5 °C - TAT in flight is at or below 7 °C - Visible moisture in any form is present (such as clouds, fog, mist, rain, snow, sleet and ice crystals). Following table summarizes: - The icing severity categories and definitions as described in the FAA Aeronautical Information Manual (AIM) published on October 12, 2017. It is designed as a standard for pilot / ATC reporting icing conditions in flight (the first two columns). - Effect and performance degradation depending in icing category. Icing Accretion Effect On Effect Icing Rate With Effect On Definition Rate Of On Category anti and de Cruise speed Climb Handling icing system ON Trace Ice becomes perceptible. Rate of Climb accumulation slightly greater than performance sublimation. De icing/anti icing equipment Negligible is lower than is not utilized unless encountered for an IAS is lower in normal extended period of time (over 1 hour). than in normal condition condition but Light The rate of accumulation may create but Stall stabilized. The a problem if flight is prolonged in this stabilized. occurs at use of anti and environment (over 1 hour). Occasional The use of a higher de icing use of de icing and anti icing equipment Stabilized anti and de speed systems will removes/prevents accumulation. It does icing and lower be enough to not present a problem if the de icing/anti systems will angle of limit the loss of icing equipment is used. be enough attack performance to limit the Moderate The rate of accumulation is such that Refer to loss of even short encounters become potentially CRUISE performance hazardous and use of de icing and anti Stabilized Refer to icing equipment or flight diversion is Climb necessary. Severe The rate of accumulation is such that Icing in not Rate of Stall ice protection systems fail to remove the contained, IAS climb rapidly occurs at accumulation of ice, or ice accumulates is decreasing. decreasing a higher in locations not normally prone to icing, Alerting level: Alerting speed such as areas aft of protected surfaces Unable to Level: and lower and any other areas identified by the maintain IAS Unable to angle of manufacturer. Immediate exit from the Increasing above ICING maintain an attack. condition is necessary. BUG average V/S Abnormal +10 kt above vibrations

100 ft/min at , and/or

ICING BUG abnormal +10 kt roll control One of the main drawbacks of these categories/definitions is that they can be very subjective. As described earlier, ice accretion depends on several parameters and the severity of icing conditions on an aircraft cannot be directly measured. Note Crew experience will influence their perception of icing intensity. So when encountering icing, it is necessary to be as objective as possible, keeping in mind that icing level evaluated as light by a crew may be evaluated as severe by another crew. A correct assessment of icing conditions is essential in case of severe icing encounter. Alerting levels are defined for severe icing conditions to help the crew to perform an objective assessment. (Refer to AFM - SEVERE ICING DETECTION for severe icing indications).

ANOR. 8.1. 1.3 Detection Of Ice Accretion

Ice accretion may be detected by the flight crew through: - Visual cues - Performance decrement - Handling cues Visual cues: Visual indication of ice accretion is provided by ice build-up on any part of the aircraft. The propellers spinners, the wings leading edges, the windshield, the side windows or the wipers are typical locations where such build-up can be observed. Moreover, the Ice Evidence Probe (IEP) located on the left side of the fuselage provides a good exposure to ice build-up and may be used as visual identification of ice accretion. Note IEP is automatically illuminated when the NAV lights are ON. Performance decrement: The effects of ice accretion on the aircraft first consist in a drag increase. It can generate either: - A reduction of the vertical speed (especially in climb), or/and - A loss of airspeed (especially in cruise). The drag increase can be very slow and progressive or on the contrary fast and massive. The airspeed and vertical speed should be closely monitored in order to detect ice accretion that may not be visually observed (such as clear ice). Handling cues: Abnormal handling feeling, incorrect trim setting or identification of any abnormal vibrations may be cues of ice accretion. Anti Icing advisory system: Aircraft is equipped with an advisory ice detection system. It may help the flight crew in the detection of ice accretion, but visual cues and performance monitoring remain the primary means of detection. (Refer to ANTI ICING ADVISORY SYSTEM for further information). The ice detector provides a reliable information up to TAT = 3 °C. Above this TAT, the ice detector may not detect ice information. In consequence, when TAT is above 3 °C and in icing conditions, the monitoring of aircraft performance is even more important.

ANOR. 8.1. 1.4 Certification Framework and Case of Severe Icing

Certification requirements defined in JAR/FAR 25 appendix C consider droplet sizes up to 50 microns in diameter. No aircraft is certified for flight in icing conditions with droplets larger than this diameter. Severe icing conditions are defined by a situation where the aircraft ice protection systems cannot cope with the effect of ice accretion. Therefore the ice accretion keeps increasing and leads to continuous performance degradation. This is the reason why severe icing conditions must be avoided and, in case of unexpected encounter, immediately escaped. CAUTION If freezing rain/or freezing drizzle is observed: ATR recommends: - To delay take off at departure airport, or - To delay approach and landing at destination airport, or - To divert flight to an alternate airport. In flight, following weather conditions may be conducive to severe icing conditions: - Visible rain at temperatures close to 0 °C ambient air temperature (SAT) - Droplets that splash or splatter on impact at temperatures close to 0 °C ambient air temperature (SAT) Severe icing may be detected through: - SEVERE ICING main indications: o Ice covering all/substantial parts of unheated side window (visual cue) o Unable to maintain IAS above ICING BUG +10 kt o Unable to maintain V/S above 100 ft/min AVERAGE at ICING BUG +10 kt o Abnormal vibrations - Supplementary indications: o Water splashing/streaming on the windshield o Unusual extensive ice accreted on the airframe in areas normally observed not to collect ice o Accumulation of ice on the lower surface of the wing rear of the protected areas o Accumulation of ice on propeller spinner farther rear than normally observed If flight crew identifies any of the above indications, the emergency severe icing procedure must be immediately applied. It can be difficult for the crew to detect icing conditions degradation to severe icing (eg: If the ice accretion rate slightly exceeds the aircraft deicing capabilities, the loss of performance will be slow but progressive). In consequence, the aircraft performance must be assessed by close monitoring of the rate of climb and/or the airspeed. Continuous decrease of one of those parameters is an indication of severe icing conditions. The flight crew should react as soon as they identify a continuous loss of performance and before reaching performance criteria: - Unable to maintain IAS above ICING BUG +10 kt, or - Unable to maintain V/S above 100 ft/min AVERAGE at ICING BUG +10 kt Refer to IN FLIGHT ICING CONDITIONS for guidance to escape from severe icing.

ANOR. 8.1. 1.5 Effect of Atmospheric Icing on the Aircraft

Operations in atmospheric icing conditions require special attention since ice accretion on airframe and propellers significantly modifies and/or degrades their aerodynamics characteristics. The main effects of ice accretion can be summarized as follows: 1)Lift The lift curves are substantially modified compared to clean aircraft. - Reduction of lift at a given angle of attack, especially at higher AOA - Reduction of maximum lift - Reduction of maximum lift angle of attack. LIFT AIRFOIL "ICE FREE" AIRFOIL "ICE SPOILED" ANGLE OF ATTACK ICING AOA NORMAL STALL WARNING STALL WARNING THRESHOLD THRESHOLD As illustrated by the graph, aerodynamic degradation of the aircraft depends on the angle of attack. The lower the angle of attack is, the less percentage of degradation is. When flying in icing condition, the angle of attack should be kept as low as possible. Note The angle of attack can be reduced by : - increasing the speed, or - descending In case of ice accretion, stall occurs at a higher speed and lower angle of attack. Protection against stall is ensured by: - the lowering of the stall warning thresholds when ICING AOA green light is ON, which comes as a consequence of switching one of both horns ANTI-ICING ON. Note The lowered stall warning AOA thresholds defined for icing conditions remain active as long as the ICING AOA green light is ON. Once the aircraft is visually verified clear of ice, to recover the normal condition thresholds, the crew shall press the ICING AOA pb , which turns the ICING AOA green light off. - the respect of minimum maneuver/operating speeds defined for icing conditions. 2)Drag The drag polar is also heavily affected: - Greater drag at given angle of attack - Greater drag at a given lift - Best lift to drag ratio at a lower lift coefficient. 3)Impact on Aircraft performance Loss of lift combined with drag increase leads to performance decrement. This loss of performance is seen through the decrease of: - Vertical speed (especially in climb), and/or - Speed (especially in cruise), Note All performance data given for ICING CONDITIONS were derived from flight test measurements performed with ICE SHAPES representative of the worst icing cases considered by certification combined with losses of propeller efficiency.

ANOR. 8.1. 1.6 Ice Protection System

The ATR is equipped with both anti icing and de icing systems. - Anti Icing System The anti icing system consisting of electrical heating is used to prevent ice on: o the probes, o the windshield and side-windows (heating for defogging only, not for ice protection), o the flight control horns (ailerons, elevators, rudder), o the inner leading edge of propeller blades (outer part is deiced by centrifugal force only). - De Icing System The airframe de icing system allows to remove ice from: o the critical areas of the airframe (wing and horizontal stabilizer leading edges), o the engine air intakes and engine gas paths. The pneumatic boots are constituted by dual chambers (chordwise chambers on the airframe) which inflate alternatively. The de icing cycle duration has been determined by tests to provide optimized de icing performance according to the outside air temperature. Residual icing must be considered not only during periods when ice accretion develops but also after icing conditions have been exited. Refer to ICE AND RAIN PROTECTION for further information.

ANOR. 8.1. 1.7 APM

The Aircraft Performance Monitoring (APM) system monitors aircraft in-flight performance in order to enhance flight crew awareness about any degradation of performance and particularly in icing conditions. The APM system compares the aircraft theoretical drag with the current drag and alerts the flight crew if reduction of aircraft performance occurs. If drag and/or speed decay exceed predefined threshold values, messages or alerts (cautions and/or warnings) are triggered. A permanent background monitoring is performed as ice accretion is not the single cause of speed decay or drag increase. - CRUISE SPEED LOW message indicates a limited performance degradation (around

10 % of drag increase compared to theoretical drag in these conditions) with a speed

decay of at least 10 kt below the expected cruise speed. This message is available in CRUISE phase only. - DEGRADED PERF alert indicates a significant performance degradation (around 22 % or 28 % of drag increase). In climb, the alert is triggered by an increase of drag that generates a severe reduction of rate of climb. In cruise, the alert is triggered by an increase of drag that generates an IAS decrease (15 kt to 20 kt below the expected cruise speed). In descent, the alert is triggered by an increase of drag. - INCREASE SPEED alert is triggered by a severe performance degradation generating an IAS decrease below ICING BUG +10 kt. The alert indicates that the conditions for DEGRADED PERF are met and that the speed is below ICING BUG +10 kt. IAS Cruise flight phase IAS Climb or Descent flight phase Nominal Drag and IAS CRZ THEORETICAL -10 -15 CRUISE DEGRADED -20 SPEED PERF LOW DEGRADED PERF +10 +10 INCREASE INCREASE SPEED SPEED ICING ICING BUG BUG +10% +22% +28% DRAG +28% DRAG ICN-XX-Y- 300000-T-FB429-00050-B-01-N Aircraft performance monitoring starts after landing gear and flap retraction and continues throughout the flight in clean configuration (flaps 0 and landing gear up) and as long as both engines are operating. The messages or alerts (cautions and/or warnings) can be triggered if SAT is below 10 °C and one or several of the following conditions are met: - ICING AOA illuminated - DE ICING AIRFRAME pb selected ON - Ice accretion detected (at least one time during the flight). Note If an engine is restarted in flight following an engine shut down, the APM can only be recovered when the aircraft is on the ground. APM monitoring can also be performed out of icing conditions when ice detected or anti-icing is selected ON once during the flight. Ice accretion is not the single cause of drag increase and speed degradation. Other causes can significantly degrade the aircraft performance: mountain waves, wind gradients, aircraft aerodynamic altered (CDL, aircraft skin altered, excessive flight controls deflections …).

8 Operational Guidance For Flight In Icing Conditions

Flight Preparation

When icing conditions are forecasted, the impact on flight performance must be assessed during the flight preparation. The main effects are: - Operational ceiling may be reduced (Refer to CLIMB) - Single engine ceiling is reduced (Refer to SINGLE ENGINE CRUISE) Recommended Maximum Icing Flight Level The recommended maximum icing flight level is defined as the flight level that provides a cruise speed with 40 kt margin above the ICING BUG (V ). mLB0icing This speed margin allows time to the crew to carefully monitor icing conditions, anticipate degradation and define a strategy to avoid it. Therefore, if icing conditions are forecasted on the planned route, it is highly recommended to choose a cruise flight level at or below the recommended maximum icing flight level. The recommended maximum icing flight level is displayed in the QRH (Refer to QRH/ OPSDATA/MAX CRUISE 2 ENGINES tables). Example for ICING BUG at 169 kt: At ISA + 5 °C and if icing conditions are expected, the maximum cruise level is FL 160 where cruise speed target is 212 kt in order to maintain at least a margin of 40 kt between ICING BUG and the cruise speed target. See illustration below. MAX CRUISE 2 ENGINES FL Recommended Maximum Icing Flight Level Limitation (40 kt above Icing Bug)

Strategy to avoid performance degradation in icing conditions

The aircraft is certified to be safely operated in icing conditions. It is equipped with anti icing and de icing systems that provide a protection against icing. However, environmental conditions may exist in which the ice accretion rate exceeds the protection capabilities of the aircraft. In such case, the airspeed in cruise or the vertical speed climb cannot be maintained and keeps decreasing. In order to assess the icing environment in which ATR aircraft fly, data from about 17000 flights worldwide has been analyzed. The information comes from the recorded ice detection signal sent by the advisory ice detection system. It is assumed by aeronautical community that icing environmental conditions have a limited vertical extension: by descending several hundred or a few thousand feet, it is generally possible to exit such conditions. The chart below is a Cumulative Frequency Distribution (CFD) showing the probability that the ice detection stops after a change of altitude lower than the value on the horizontal axis. It shows that the probability to exit icing conditions by changing the altitude of 3 000 ft is 93 %. 100 90 80 70 60 50 40 30 20 10

00 1000 2000 3000 4000 5000 6000

Altitude step during ice detection (ft) The way to escape icing conditions will depend on various factors (such as external conditions, crew experience, weather forecasts, planned route...) but in any case, the following factors should be considered: - Aircraft energy: when aircraft energy is low (IAS below ICING BUG +30 kt or V/S below 300 ft/min), flight crew must consider level off or descent. Note At recommended maximum icing flight level, remaining aircraft energy is not sufficient to climb. - Ice accretion rate: As soon as ice buildup on the aircraft begins, flight crew should consider a plan of actions to prevent icing condition degradation. Descending combines three positive effects: 1) helps increasing speed with an energy transfer from potential energy (altitude) to kinetic energy (airspeed); 2) reduces immediately the angle of attack and thus reduce the ice accretion; 3) more power provided by the engines. Severe icing conditions leads to an aircraft energy reduction associated with significant ice accretion rate. In consequence, descending is the best way to escape severe icing conditions.

Flight in Icing Conditions

Due to the impact of ice accretion on aircraft flight characteristics, minimum speed and bank angle limitation must be adapted to the encountered icing condition level. The following table summarizes the impacts of icing condition level on minimum speed (with its associated bank angle limitation), and aircraft systems: Anti/de icing Minimum Speed AP/FD use Icing Icing system condition AOA Anti De level light BANK IAS FD AP icing icing ICING BUG LOW (V ) Icing mLB0 icing ON OFF ON YES YES Conditions HIGH (Auto ICING BUG computed) +10 kt Ice ICING BUG HIGH ON ON ON YES YES accretion +10 kt When Leaving ICING BUG HIGH OFF OFF ON YES YES Icing +10 kt Conditions WHITE BUG When LOW (V mLB0 normal aircraft is ) conditions visually OFF OFF OFF YES YES WHITE BUG verified HIGH (Auto +10 kt (V clear of ice mHB0 computed) ) normal conditions ICING LOW NO a BUG+10 kt Degraded ON ON ON YES Perf alert HIGH (Auto ICING BUG YES computed) +30 kt Severe Icing conditions HIGH (Auto ICING BUG ON ON ON YES b NO or Increase computed) b +30 kt Speed alert a YES if accelerating to ICING BUG +30 kt b If DEGRADED PERF or INCREASE SPEED APM alerts are triggered. If no APM alerts, accelerate and maintain IAS above ICING BUG +30 kt to use FD and perform HIGH BANK turn. When severe icing condition is detected, descend immediately, then inform Air Traffic Control. Apply procedure specified in the Emergency Procedures chapter, Refer to EMERGENCY PROCEDURES. Note When the ice detector detects ice accretion and if the FMS is in normal condition (ICING AOA label off), the FMS automatically switches from NORMAL conditions speeds to ICING conditions speeds (for example, with Flaps 0, the V OPS increases to ICING bug). min Note The autopilot may mask handling cues that indicate adverse changes in handling characteristics. So, the use of the autopilot is prohibited when: - in severe icing, or - following DEGRADED PERF alert, it is not possible to accelerate and maintain IAS above ICING BUG +30 kt, or - unusual lateral trim is required while the aircraft is in icing conditions, or - autopilot trim warnings are triggered while the aircraft is in icing conditions.

Climb in Icing Conditions

1054;1237-1283 For climb in icing conditions, the AP/FD must be used in IAS mode. IAS mode is used to maintain the aircraft speed by adjusting the pitch, and as a result the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited in climb in icing conditions. For ATR 72, the recommended IAS for the climb is the highest value between : - 170 kt, or - ICING BUG in icing conditions, or - ICING BUG +10 kt as soon as accretion is detected. ATR recommends anticipating the entry into icing conditions: if the aircraft is not in icing conditions yet but approaches icing conditions (for instance, a cloud layer above and/or TAT progressively decreasing), the target IAS should be increased and the anti icing systems engaged before actually entering icing conditions. The flight crew should monitor the rate of climb to identify any possible loss of performance. At any time above safety altitude, a decrease in performance can lead the flight crew to choose a cruise level below the initial target. Depending on the factors that influence the rate of climb (weight, temperature, turbulence...), it may not be easy for the flight crew to detect a climb performance lower than normal. The operational ceilings are defined when the rate of climb reaches a threshold of 300 ft/min in NORMAL or ICING conditions. In icing conditions, the recommended maximum icing flight level is consistent with the operational ceiling calculated in flight planning. Indeed, when the average climb rate reaches 100 ft/min or less, a level off will certainly not be

enough to regain airspeed and the severe icing procedure has to be applied.

1096-1160 For climb in icing conditions, the AP/FD must be used in IAS or V/NAV IAS mode. IAS and V/NAV IAS modes are used to maintain the aircraft speed by adjusting the pitch, and as a result the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited in climb in icing conditions. For ATR 72, the recommended IAS for the climb is the highest value between : - 170 kt, or - ICING BUG in icing conditions, or - ICING BUG +10 kt as soon as accretion is detected. ATR recommends anticipating the entry into icing conditions: if the aircraft is not in icing conditions yet but approaches icing conditions (for instance, a cloud layer above and/or TAT progressively decreasing), the target IAS should be increased and the anti icing systems engaged before actually entering icing conditions. The flight crew should monitor the rate of climb to identify any possible loss of performance. At any time above safety altitude, a decrease in performance can lead the flight crew to choose a cruise level below the initial target. Depending on the factors that influence the rate of climb (weight, temperature, turbulence...), it may not be easy for the flight crew to detect a climb performance lower than normal. The operational ceilings are defined when the rate of climb reaches a threshold of 300 ft/min in NORMAL or ICING conditions. In icing conditions, the recommended maximum icing flight level is consistent with the operational ceiling calculated in flight planning. Indeed, when the average climb rate reaches 100 ft/min or less, a level off will certainly not be enough to regain airspeed and the severe icing procedure has to be applied.

Cruise in Icing Conditions

LONG RANGE CRUISE is not permitted in icing conditions. ATR highly recommends to target a cruise flight level not above the recommended maximum icing flight level. This flight level ensures an appropriate margin against minimum icing speed (40 kt). Any ice accretion will generate an increase in drag and a decrease in airspeed. Whatever the severity of ice accretion, there will still be a loss due to ice on unprotected areas (e. g. radome, wipers, spinners...). In most situations, the use of anti and de icing systems will be enough to limit the loss of performance and it may even be almost transparent. As soon as a loss of airspeed is identified, the flight crew should monitor that it stabilizes. If the airspeed keeps decreasing, the flight crew should take all necessary actions to maintain airspeed above ICING BUG +10 kt. To regain or maintain airspeed, a first action can be to increase the rotation speed of the propellers by setting the CL to 100 % OVRD . This helps in de icing the blades. If the IAS continues to decrease, the flight crew should define a strategy to escape from current icing conditions (MSA, escape route...). In any case if the airspeed cannot be maintained above ICING BUG +10 kt, the flight crew shall immediately apply the severe icing procedure and initiate a descent. Example: ATR 72-212A, 21T , ISA+10, cruising at FL200: The speed target is 192 kt, ICING BUG is 161 kt. If ice accretion occurs and IAS stabilizes around 180 kt, flight crew shall consider a scenario in order to escape icing conditions, in addition to a close monitoring of the IAS. In this situation, it is not possible to climb with IAS above ICING BUG +10 kt and a Vertical Speed above 100 ft/min. Therefore the only course of action would be to descend and wait for the speed to stabilize. If icing environment does not improve, further descent would be initiated.

Single Engine Operation in Icing Conditions

In icing conditions, final takeoff climb, en route and drift down procedures must be performed with flaps 15. Consequently, whenever minimum icing speeds are imposed (icing AOA is ON) and obstacle limitations exist, single engine critical phases (final takeoff climb, en route, drift down procedures) must be performed with FLAPS 15 configuration. Note If no obstacle limitations exist, FLAPS 0 may be used for single engine cruise in order to benefit from a higher cruise speed but at a lower cruising altitude.

ANOR. 8.1. 1.8 Flight Procedures In Icing Conditions

Following procedures must be applied in function of the level of icing conditions:. - PROCEDURE FOR ICING CONDITIONS (normal procedure, Refer to AFM - Procedure for Icing Conditions) - CRUISE SPEED LOW (normal procedure, Refer to Cruise Speed Low) - DEGRADED PERF (abnormal procedure, Refer to AFM - DEGRADED PERF) - INCREASE SPEED (abnormal procedure, Refer to AFM - INCREASE SPEED) - SEVERE ICING (emergency procedure, Refer to AFM - SEVERE ICING) The application of PROCEDURE FOR ICING CONDITIONS ensures safe operation in certified icing condition by providing a sufficient performance margin. In these conditions, the ice accretion rate does not exceed the aircraft’s de-icing capabilities. The performance will slightly decrease but will stabilize. However environmental conditions may exist that are difficult to forecast and may exceed the aircraft’s deicing capabilities. Such conditions are referred to as “severe icing conditions” and request to apply SEVERE ICING procedure. (Refer to Certification Framework and Case of Severe Icing) To help the flight crew to detect aircraft performance degradation, APM can trigger three levels of alert with associated procedures to be apply: - CRUISE SPEED LOW (normal procedure) - DEGRADED PERF (abnormal procedure) - INCREASED SPEED (abnormal procedure) ANOR. 8.1. 2 GROUND ICING CONDITIONS

ANOR. 8.1. 2.1 Definitions

Ground icing conditions may be expected when the OAT is at or below 5 °C and contaminants as snow, standing water or slush are accumulated on ground surfaces (ramps, taxiways or runways). Aircraft critical surface can also be contaminated by moisture present in the form of either precipitation (snow, rain, drizzle, fog) or condensation. Ice or frost may also build up when the aircraft is exposed to any form of moisture: - After the surfaces were cold-soaked during previous cruise flight at high altitudes, or - After the aircraft was refueled with cold fuel, or - After the aircraft was exposed to low overnight air temperatures.

2 Technical Aspects

Effect of Aircraft Contamination On Ground

When aircraft encounters ground icing conditions, critical aircraft surfaces and system may be covered with frozen contaminants that can significantly affect aerodynamic characteristics. The aircraft performance is certified based upon an uncontaminated or clean structure. Ice, snow or frost accumulations will disturb the airflow, affecting lift and drag and also increasing weight. Premature aerodynamic stall or out of trim on the pitch axis associated with degraded handling qualities can be a direct consequence of a takeoff with contaminated airframe. Correct functioning of aircraft systems such as the powerplant (engine and propeller), landing gear doors, braking, air data system, flight control surfaces and actuators, can be drastically affected by contamination on ground.

Aircraft Critical Surfaces

The following parts of the aircraft must be considered as aircraft critical surfaces: • Wing surfaces including leading edges • Static vents • Horizontal stabilizer upper and lower surface • Angle-of-attack sensors • Vertical stabilizer and rudder • Control surface cavities • Fuselage • Engines • Air data probes • Generally intakes and outlets • Landing gear and brake • Landing gear doors

Clean Aircraft Concept

The clean aircraft concept as described in the ICAO - DOC 9640 - Chapter 2 is as follows: During conditions conductive to aircraft icing on ground, take-off shall not be attempted when ice, snow, slush or frost is present or adhering to the wing, tail, control surfaces, engine air inlets or propellers. Any deposit of ice, snow or frost on the external surfaces of an aircraft may drastically affect its performance due to reduced aerodynamic lift and increased drag resulting from the disturbed airflow. Furthermore, slush, freezing snow or ice may cause moving parts, such as control surfaces and flap-actuating mechanisms, to jam, thus creating a hazardous situation. These adverse effects on the aerodynamic properties of the airfoil may result in a sudden departure from the commanded flight path and may not be preceded by any cockpit indications or aerodynamic warnings to the pilot A large number of variables can influence the formation of ice and frost and the accumulation of snow and slush causing surface roughness on an aircraft. These variables include: - Ambient temperature - Aircraft skin temperature - Precipitation rate and moisture content - De icing /anti icing fluid temperature - The fluid/water ratio of the de icing and anti icing fluid - Relative humidity - Wind velocity and direction. They can also affect the de icing capabilities of de icing fluids and the anti icing capabilities of anti icing fluids. As a result, a well-defined time for the protection provided by an anti icing fluid cannot be established. Numerous techniques for complying with the Clean Aircraft Concept have been developed. The application of adequate de icing, followed by an application of appropriate anti icing fluid, provides the best protection against contamination. A visual or physical check of critical aircraft surfaces to confirm that the treatment has been effective and the aircraft is in compliance with the Clean Aircraft Concept must be carried out. WARNING TAKEOFF ONLY WITH CLEAN AIRCRAFT.

3 Guidance for Ground Icing Conditions Operation

Flight Preparation - Performance Penalties

Refer to WET AND CONTAMINATED RUNWAYS OPERATIONS.

Preflight Check

When potential contamination of the aircraft is expected to occur, any preventive measures shall be taken to prevent contaminant accumulation on critical surfaces while the aircraft is parked. Aircraft is considered contaminated if one of the following external conditions are present on one or more of the aircraft critical surfaces: Hoar Frost (a rough white deposit of crystalline appearance formed at temperatures below freezing point) usually occurs on exposed surfaces on a cold and cloudless night. It frequently melts after sunrise; if it does not, an approved de icing fluid should be applied in sufficient quantities to remove the deposit. Generally, hoar frost cannot be cleared by brushing alone. Thin Hoar Frost is a uniform white deposit of fine crystalline texture, which is thin enough to distinguish surface features underneath, such as paint lines, markings, or lettering. Rime (a rough white covering of ice deposited from fog at temperature below freezing point). As the fog usually consists of super-cooled water drops, which only solidify on contact with solid object, rime may form only on the windward side or edges and not on the surfaces. It can generally be removed by brushing, but when surfaces as well as edges are covered it will be necessary to use an approved de icing fluid. Glaze Ice (a smooth coating of clear ice formed when temperature is below or Rain Ice freezing point and freezing rain contacts a solid surface) can only be removed by de icing fluid; hard or sharp tools should not be used to scrape or chip the ice off as this can result in damage to the aircraft. Dry Snow (normally experienced when temperatures are below freezing) can be brushed off easily while Wet Snow (normally experienced in temperatures above freezing) is more difficult to remove, being sufficiently wet to adhere. Slush is water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperature around 5 °C. Light freezing is a precipitation of liquid water particles which freezes upon impact with rain exposed objects, in the form of drops of more than 0. 5 mm (0. 02 inch) which, in contrast to drizzle, are widely separated. Measured intensity of liquid water particles are up to 2. 5 mm/h (0. 1 in/h) or 25 grams/dm2/hour with a maximum of 2. 5 mm (0. 1 in) in 6 m. Freezing drizzle is a fairly uniform precipitation composed exclusively of fine drops (diameter less than 0. 5 mm (0. 02 in)) very close together which freezes upon impact with the ground or other objects. CAUTION ATR recommends to delay takeoff if freezing rain and/or freezing drizzle is observed.

Preflight Check - Preliminary Procedure

The following path should be followed in order to know whether a deep external inspection needs to be carried out or not: - Activation of the spoilers is a good clue to asses if the extrados is contaminated or not: if the color is bright, or if on the contrary it is dull therefore contaminated by frost. - Pass the hand on the top of the passenger door during the pre-flight (thus standing on the last step of the staircase) in order to be able to evaluate a possible frost on the fuselage and especially its type (fresh snow, melted snow, ice, etc ...). This position also gives a very good angle of view on the left wing, since the eyes are found almost at the height of the extrados and the top of the wing. CAUTION When the cabin is heated on ground, passing the hand on the top of the passenger door is not necessarily adequate to evaluate a possible frost on the fuselage. In case of doubt, a detailed visual inspection has to be carried out.

Preflight Check - Exterior Safety Inspection

To ensure that takeoff is performed with a clean aircraft, an external inspection has to be carried out bearing in mind that such phenomenon as clear ice cannot be visually detected. Devices such as platform, ladder, are necessary to conduct effective inspection of elevated surfaces (wing, horizontal stabilizers). Thin hoarfrost on the upper surface of the fuselage might be the evidence of hoarfrost on other aircraft critical surfaces. Note Thin hoarfrost is typically a white crystalline deposit which usually develops uniformly on exposed surfaces on cold and cloudless nights; it is so thin that a person can distinguish surface features (lines or markings) beneath it. Perform the Exterior Safety inspection: ▶ FOLLOWING COMPONENTS ................ CHECKED FREE OF FROST, ICE AND SNOW - Aircraft critical surfaces - Landing gear assemblies (including brakes) and tires, landing gear doors - Engine inlets, inlet lips, propeller blades and spinners - Drains, bleeds, probes (pitots, static ports, TAT sensors, angle of attack sensors) - Fuel tank ventilation - Radome - Verify that the commercial water supplies are not frozen and have been refilled (these should have been emptied prior to the cold soak). If one of the elements listed above is found contaminated, the anti-de icing procedure has to be carried out. In addition, if no contamination is found but precipitation is present or expected prior to takeoff, anti icing procedure should be considered based on factors such as : - Outside air temperature - Aircraft skin temperature - Tank fuel temperature - And other factors based on operator experience. CAUTION All external surfaces must be clear of snow, frost and ice before takeoff. Particular Case: limited frost accretion on lower wing surfaces due to cold fuel remaining and high ambient humidity. As stated in the operational requirements, takeoff is prohibited when frost snow or ice is adhering to the wing, control surfaces or propeller of the aircraft. Frost degrades the airfoil aerodynamic characteristics. Note Frost is a light, powdery, crystalline ice which forms on the exposed surfaces of a parked aircraft when the temperature of the exposed surfaces is below freezing (while the free air temperature may be above freezing). However, takeoff can be conducted only if: - The frost is limited on the lower surface of the wing only - The frost is due to cold fuel remaining and high ambient humidity - Frost thickness is limited to 2 mm - A visual check of the leading edge, upper surface of the wing, control surfaces and propellers is performed to make certain that those surfaces are totally cleared of ice - Performance decrement and procedures defined for takeoff in atmospheric icing conditions are applied.

Ground Deicing and Anti-icing Procedure

Deicing, anti-icing and Holdover Time (HOT): HOT is the estimated time the anti-icing fluid will prevent the formation of ice and frost, and the accumulation of snow on the protected (treated) surfaces of an aeroplane. External deicing and anti-icing will be performed as close as possible from takeoff time in order not to exceed the holdover time. Type I (low viscosity) or type II/III/IV (high viscosity) fluids are used for these operations. The type II/III/IV fluids are used for their anti-icing qualities. Numerous factors can affect the deicing and anti-icing performance and HOTs of fluids. The operator must refer to the published and approved HOT tables applicable to the fluids used for deicing and anti-icing. Aircraft preparation With both engines shut down (No GPU): External deicing and anti-icing, can be performed provided that: - All doors and emergency exits are closed. - When possible, the aircraft is in upwind orientation. - Parking brake is engaged and chocks installed. - Blanking and protective equipment, NACA ports, air conditioning inlets, static ports, Pitot probes and temperature sensors should be installed. With both engines shut down (With GPU): External deicing and anti-icing, can be performed provided that: - All doors and emergency exits are closed. - When possible, the aircraft is in upwind orientation. - Parking brake is engaged and chocks installed. - Deicing and anti-icing gantry is not used. - Blanking and protective equipment are not used. - Manual procedure is applied (with a deicing nozzle from a movable access platform) to avoid any fluid spray in engines, NACA ports, air conditioning inlets, static ports, Pitot probes and temperature sensors. With Hotel mode running: External deicing and anti-icing can be performed with Hotel mode provided that: - All doors and emergency exits are closed. - When possible, the aircraft is in upwind orientation. - Parking brake is engaged. - Bleeds are OFF. - Deicing and anti-icing gantry is not used. - Blanking and protective equipment are not used. - Manual procedure is applied (with a deicing nozzle from a movable access platform) to avoid any fluid spray in engines, NACA ports, air conditioning inlets, static ports, Pitot probes and temperature sensors. Control surfaces positions: For deicing and anti-icing procedures, maintain the pitch control with gust lock engaged or manually in neutral position. In the case of communication between ground and cockpit, the procedures can be enhanced as follows: - For deicing operation: o With the use of the control column in full back position (horizontal stabilizer in full up position) when fluid is sprayed from the underneath of the surfaces. o With the use of the control column in full forward position (horizontal stabilizer in full down position) when fluid is sprayed from the above of the surfaces. - For anti-icing operation: o With the use of the control column in full forward position (horizontal stabilizer in full down position). Set flaps in takeoff configuration for both deicing and anti-icing procedures. Engine use: During deicing and anti-icing procedures, both propellers must be stopped and no propeller blade should be at 6 o’clock position. Deicing and anti-icing must be symmetrically performed. Left side and right side must receive the same and full treatment, regardless of the status of the aircraft before beginning the procedure. Aerodynamic drag could result if this requirement is not met. For deicing and anti-icing procedures, maintain the pitch control with gust lock ! T° maxi 60°C (140° F) engaged or manually in neutral position. on propellers blades In the case of communication between ground and cockpit, the procedures can be enhanced as follows: Deicing: - With the use of the control column in full back position (horizontal stabilizer in full up position) when fluid is sprayed from the underneath of the surfaces. - With the use of the control column in full forward position (horizontal stabilizer in full down position) when fluid is sprayed from the above of the surfaces. Do not spray when blade Anti-icing: at 6 o'clock position or With the use of the control column in full forward position Air intake protection (horizontal stabilizer in full down position). is recommended ! 1. 5 PSI maxi on fairings/llets Special attention to the gap that must be free of contaminant after Wind direction and Spray direction Avoid direct spraying deicing/anti-icing WARNING ANTI-ICING PROCEDURE CAN ONLY BE PERFORMED ON AN AIRCRAFT PREVIOUSLY CLEARED OF ALL ICING, ICE OR SNOW. FURTHERMORE RESIDUES THAT REMAIN FROM PREVIOUS DEICING AND ANTI-ICING FLUID APPLICATIONS MUST BE REMOVED. IF AN ADDITIONAL TREATMENT IS REQUIRED AFTER PREVIOUS ANTI- ICING, IT IS PROHIBITED TO PERFORM NEW ANTI-ICING WITHOUT WASH OR DEICE THE AIRCRAFT BEFORE. The selection of deicing process depends on several parameters. Therefore, the operator will select the appropriate method based on its experience and the prevailing weather. The following table provides basic information about deicing and anti-icing procedures. ONE STEP PROCEDURE Outside Air TYPE I (orange) TYPE II (translucide) , TYPE III (yellow) or TYPE IV (green) Temperature (OAT) a

0 °C (32 °F) AND

ABOVE 100/0, 75/25 or 50/50 Heated b BELOW 0 °C (32 °F) Type II, III or IV fluid/water mixture. Heated mix or fluid and TO -3 °C (27 °F) water with a freezing BELOW -3 °C (27 °F) point of at least 10 °C 100/0 or 75/25 Heated b TO -14 °C (7 °F) (18 °F) below OAT. Type II, III or IV fluid/water mixture. BELOW -14 °C (7 °F) 100/0 Heated b TO LOUT Type II, III or IV fluid/water mixture. a Fluids must not be used at temperatures below their lowest operational use temperature (LOUT). b Clean aircraft may be anti iced with unheated fluid. TWO STEP PROCEDURE The second step must be applied before aircraft could freeze again following the first step. TYPE I (orange) TYPE II (translucide) ,TYPE III (yellow) or TYPE IV (green) Outside Air Temperature First Step : Deicing First Step : Anti- First Step : Deicing First Step : Anti-icing b (OAT) a icing b

0 °C(32 °F) AND Headed water or a Headed water or a headed

ABOVE headed fluid/water Type I, II, III or IV fluid/water mixture mixture 100/0, 75/25 or 50/50 Headed or unheated Type II, BELOW 0 °C Heated mix or III or IV fluid/water mixture (32 °F) TO -3 °C fluid and water (27 °F) with a freezing Headed fluid/water point of at least Headed Type I, II, III or BELOW -3 °C 100/0 or 75/25 mixture with a 10 °C (18 °F) IV fluid/water mixture with (27 °F) TO -14 °C Headed or unheated Type II, freezing point at below OAT. a freezing point at OAT or (7 °F) III or IV fluid/water mixture OAT or below. below. BELOW -14 °C 100/0 (7 °F) TO LOUT Headed or unheated Type II, III or IV fluid/water mixture a Fluids must not be used at temperatures below their lowest operational use temperature (LOUT). b To be applied before first-step fluid freezes, typically within 3 min. (This time may be higher than 3 min in some conditions, but potentially lower in heavy precipitation, colder temperatures, or for critical surfaces constructed of composite materials. if necessary, the second step must be applied area by area). Note Refer to SAE AS6285 or ICAO DOC 9640 recommendations for deicing and anti-icing aircraft on the ground. In addition to the ONE/TWO STEP PROCEDURE tables upper, FAA Holdover Times provide information in order to prevent better the frost formation. When, TYPE I fluid is used: - This table is applicable for the use of Type I holdover time guidelines in all conditions, including active frost. If holdover times are not required, a temperature of 60 °C (140 °F) at the nozzle is desirable. - If holdover times are required, the temperature of water or fluid/water mixtures must be at least 60 °C (140 °F) at the nozzle. Upper temperature limit must not exceed fluid and aircraft manufacturers’ recommendations. - To use Type I Holdover Times Guidelines in all conditions including active frost, an additional minimum of 1 liter/m2 (~2 gal / 100 sq. ft.) of heated Type I fluid mixture must be applied to the surfaces after all frozen contamination is removed. This application is necessary to heat the surfaces, as heat contributes significantly to the Type I fluid holdover times. The required protection can be provided using a 1-step method by applying more fluid than is strictly needed to just remove all of the frozen contamination (the same additional amount stated above is required). - The lowest operational use temperature (LOUT) for a given Type I fluid is the higher (warmer) of: o The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given aircraft type; or o The actual freezing point of the fluid plus a freezing point buffer of 10 °C (18 °F). - Wing skin temperatures may differ and, in some cases, be lower than the OAT. A stronger mix (more glycol) may be needed under these conditions. When TYPE II, III or IV fluid is used: - For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable. - Upper temperature limit must not exceed fluid and aircraft manufacturers’ recommendations. - Wing skin temperatures may differ and in some cases may be lower than the OAT. A stronger mix (more glycol) may be needed under these conditions. - Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank, indicating a cold soaked wing, the 50/50 dilutions of Type II, III or IV must not be used for the anti-icing step because fluid freezing may occur. - An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the first step in a two-step procedure. Note References to holdover time tables published by the FAA and TC to estimate the appropriate holdover time in accordance with: - Fluid characteristics and manufacturers - Prevailing weather conditions.

Takeoff Procedure after De-Anti Icing Operation

1)Takeoff after use of anti icing fluids type II, III or IV One of the characteristics of the anti icing fluids type II, III and IV is their high viscosity. During takeoff roll, as airflow increases, the fluid is spread through the elevator gap and over the lower surface of the elevator. As the rotation speed for an ATR is rather low, the fluid may not be entirely blown away and may partially obstruct the elevator gap, changing the airflow around the elevator surfaces. This may result into a significant increase in control forces necessary to rotate. These increased pitch forces are strictly limited to the rotation phase and disappear after takeoff. Although not systematic, this phenomenon should be anticipated and discussed during pre-takeoff briefing each time anti icing procedures are performed. Two takeoff procedures are available depending on crew training. Takeoff procedure are described on AFM (Refer to AFM/PRO/NOP/ANOR. 1.3 TAKEOFF AFTER USE OF FLUIDS II OR IV or Refer to AFM/PRO/NOP/ANOR. 1.4 TAKEOFF AFTER USE OF FLUIDS III). 2)Tail plane badly deiced During the inspection, wings may be clear of ice but not the tail plane. In the event of a lack of de icing, or improper de icing of the tail plane, the handling qualities of the aircraft could be affected. Experience has shown that with a contaminated tail plane, the aircraft will have a tendency to pitch up. This effect would be further exacerbated with increasing airspeed. In this situation, the aircraft is “light" to rotate and quite an unusual amount of nose down pitch trim is required during climb out and acceleration. The maximum pitch down trim may be reached, generating a “PITCH MISTRIM" message. In such case, the airspeed shall be decreased as far as possible to limit the pitch down force required and a landing shall be performed. 3)Fluid residues Dried fluid residues can appear: - When surfaces have been treated but the aircraft has not subsequently been flown or not been subject to precipitation. The fluid may then have dried on the surfaces. - After repetitive application of thickened de icing / anti icing fluids. it may lead to the formation / buildup of a dried residue in aerodynamically quiet areas, such as cavities and gaps. This residue may re-hydrate if exposed to high humidity conditions, precipitation, washing, etc., and increase to many times its original size / volume. This residue will freeze if exposed to conditions at or below 0 °C. This may cause moving parts such as elevators, ailerons, and flap actuating mechanisms to stiffen or jam in flight. Re-hydrated residues may also collect inside control surface structures and cause clogging of drain holes or imbalances to flight controls. It is therefore recommended to: - Inspect the aircraft periodically during the winter period, when Type II, III or IV fluids are used. - Note the type and location of de icing / anti icing fluids residues. - Do the Two step procedure whenever possible to prevent fluid residue accumulation. ANOR. 8.1. 3 OPERATION ON CONTAMINATED RUNWAY

ANOR. 8.1. 3.1 Contaminated Runway Conditions

A runway is considered contaminated when more than 25 % of the surface is covered with a contaminant; contaminants are water, slush, snow and ice. Contaminant affects: - Braking efficiency - Aircraft directional control Contaminant may adhere to wheels brakes when taxiing on contaminated ramps, taxiways, and runways. During takeoff, there is no projection on wings or engines nacelles but contaminant might affect the propellers.

ANOR. 8.1. 3.2 Taxi on Contaminated Runway

• The standard single engine TAXI procedure can still be used provided the friction coefficient remains at or above 0. 3 (braking action medium, snowtam code 3) and nose wheel steering is not used with too large deflections. Note If the OAT is very low, it should be necessary anyway to start up engine 1 early enough to get the necessary oil warm up time.
• For taxiing with the very low friction coefficients (icy taxiways, slush), it is recommended to use both engines, limit nosewheel travel and use with differential power as necessary. Brakes heating before takeoff: If contaminant layer is significant enough to possibly accumulate in the brake area during ground operation, brake disks can join due to icing during the flight, resulting to possible tires damages at subsequent landing. The following special procedure should be applied during taxi before and as close as possible to takeoff: ●During 30 s ▶ PL..............................................................................................SET TQ TO 18 % ▶ BRAKES................. ................. APPLY TO KEEP SPEED DOWN TO A “MAN PACE” ▶ NOSE WHEEL STEERING: MINIMIZE USE This procedure ensures a symmetrical warming up of the brakes.

ANOR. 8.1. 3.3 Takeoff On Contaminated Runway

Standard takeoff procedures will be used with the following additions: - If runway is contaminated (ice, snow, slush), use the relevant performance penalties defined in the performance section (Refer to CONTAMINATED RUNWAY (ADVISORY MATERIAL)). - Use of reverse on contaminated runways has to be limited at very lows speeds to avoid contaminant projections at the level of cockpit windshield which may reduce visibility to zero (snow, slush) - In atmospheric icing conditions, refer to appropriate speeds and performance penalties, and add the following: With very cold OAT, delay start of takeoff roll until oil temperature is at least 45 °C (this is necessary to guarantee inlet splitter deicing capability). Takeoff procedure on contaminated runway without Atmospheric icing conditions: ●Before takeoff ▶ PROP ANTI ICING ONLY..................................................................................ON Only this anti-ice system must be set to ON. ●After takeoff ▶ LANDING GEAR (if possible)................................... ................................... CYCLE ▶ PROP ANTI ICING ................................................................................AS RQRD Additional informations: - V not impacted 2 - HORNS ANTI ICING must not be selected ON to avoid icing AOA switch ON. - When ANTI ICING procedure using type II/IV fluids is performed, Refer to Takeoff Procedure after De-Anti Icing Operation - Landing gear cycling after takeoff with a significant layer of contaminant on the runway (slush, snow) is highly recommended to avoid brakes freezing especially if the brakes heating before takeoff procedure (Refer to Taxi on Contaminated Runway) has not been followed for any reason.

ANOR. 8.1. 3.4 Before Landing

Before landing, brake disks can be seized by slush or snow, if: - On departure airport: o the aircraft was exposed to snow precipitations , or o taxiing has been performed on slush contaminated taxiways, or o takeoff has been performed on a slush contaminated runway - The temperature remains below freezing during climb, cruise and descent until touch down. To prevent tire damage at touch down, following procedure must be applied on final approach: ●When landing gears are down: ▶ ANTISKID......................................................................................................OFF ▶ PEDALS BRAKES........................................................PRESS AT LEAST 5 TIMES ▶ ANTISKID ......................................................................................................ON

ANOR. 8.1. 3.5 Landing

Reverse may be used during landing roll. Apply related performance restrictions. During taxi, use of reverse on contaminated runways/taxiway/ramp has to be limited to avoid contaminant projections at the level of cockpit windshield which may reduce visibility (snow, slush). ANOR. 8.1. 4 COLD WEATHER OPERATION

ANOR. 8.1. 4.1 Preflight Check - Exterior Safety Inspection

During the Exterior Safety inspection, it is necessary to verify that the commercial water supplies are not frozen and have been refilled (these should have been emptied prior to the cold soak, Refer to PRO. NOP. ANOR. 8.1. 4.3 At Parking - Before Leaving the Aircraft).

ANOR. 8.1. 4.2 Cockpit Preparation

Perform normal cockpit preparation with the following procedures modifications: ▶ AVIONICS VENT OVBD VALVE sw ..........................................................FULL CLOSE OVBD VALVE is closed to improve the warm up of the cabin. ■If engine 2 air intake and both packs inlets are free of snow, frost, and ice ▶ ENG 2 in hotel mode....................................................................................START Additional informations: 1) Starting on aircraft batteries is possible without special precautions down to -15 °C/5 °F. For cold soak at significantly lower temperatures, it is recommended to remove the batteries and keep them in heated storage. 2) When starting the engine in cold conditions: - Start up time is slightly increased - Oil pressure raising time is considerably increased: ENG 1(2) OIL LO PR red warning may be activated for 60 s - After the initial increased raising time, OIL PRESS will be higher than usual (up to

70 psi for several minutes)

• Propeller unfeathering may not occur normally. If NP does not increase correctly, revert to FEATHER position until oil temperature is above 0 °C. 3) PL motion above GI is only permitted when OIL TEMP is at or above 0 °C: This warm up time can take up to 4 min when OAT is -35 °C/-31 °F. 4) During cockpit preparation, both packs should be used to warm up cabin and cockpit whilst running engine 2 in hotel mode. Using gust lock stop power with HI FLOW selected (together with all doors, particularly cargo, closed) is recommended for warm up with OAT below -15 °C/5 °F. 5) Below -15 °C/5 °F, several equipment (e. g fuel flow, pressurization indication, FGCP) may not be working INITIALLY but should automatically recover as cabin and cockpit warm up takes place and compartment temperature rises.

ANOR. 8.1. 4.3 At Parking - Before Leaving the Aircraft

Parking brake When OAT is below -5 °C / 23 °F, particularly in wet conditions, avoid leaving the aircraft with parking brake engaged and use chocks instead whenever possible. Propeller brake Avoid immobilization of the aircraft with propeller brake engaged if severe cold soak is expected (temperature ≤ -20 °C for a prolonged time). Commercial water tank Precaution against freezing of commercial water supplies must be taken in cold weather operation. Water draining requirements are summarized in the following table: CONFIGURATION EXPOSURE WATER TANK TIME DRAIN AIR COND CABIN TEMP OAT Between 0 °C ANY NOT REQUIRED and -15 °C ON ABOVE 10 ° Below -15 °C 1 h 15 min Between 0 °C

1 h 30 min

and -7 °C REQUIRED OFF Between -7 °C

0 h 45 min

and -15 °C Below -15 °C ANY After required draining, refilling should be performed 30 min before ENG START with warm water (30 °C).

ANOR. 8.2 OPERATIONS IN WIND CONDITIONS

ANOR. 8.2. 1 Operations in Wind Conditions

1) General The recommended landing flap configuration is the same as the standard landing flap setting, even with strong crosswind. Large flaps extension does not impair the controllability in any manner. Moreover it minimizes the flare duration and enables a quicker speed decrease down to the taxi speed. Depending on force and wind direction, check FCOM related chapters for other precautions or special instructions. 2) Crosswind takeoff Note Use nosewheel steering up to 70 kt to maintain runway axis. Above 70 kt, use rudder pedals to maintain runway axis. Refer to FCOM-Normal Procedures-Takeoff. 3) Crosswind landing The AFM provides the maximum demonstrated crosswind value (Refer to LIM. 4.2. 2 Crosswind). This value indicates the maximum crosswind for which the ATR aircraft landing capability was demonstrated during flight tests. Consider this value as the maximum recommended crosswind. Note In the case of Special Operation, specific wind limitation may be applied (Refer to AFM-SPECIAL OPERATIONS). The operators may consider establishing operating conditions, based on crews experience or airfields specificities, for which the maximum crosswind would be reduced. During the approach briefing the pilot flying shall evaluate his/her own ability to land in announced crosswind condition and get prepared for a go-around and/or a diversion. Note The AFM also provides maximum recommended crosswind applicable in the case of contaminated runway (Refer to AFM-CONTAMINATED RUNWAY (ADVISORY MATERIAL)). a) Crabbed approach It is recommended to perform a crabbed approach with wings levelled and drift correction Disconnection of the autopilot and yaw damper should occur at the latest at 500 ft above airfield in order to have time to establish manual control. Crabbed Approach L R WIND Note V = MAX {V V } + Wind Factor APP mHB; MCL Wind Factor = the highest of: - 1/3 of the headwind component, or - The gust reported. The maximum Wind Factor is 15 kt. Crosswind conditions are often associated with turbulence. In any case, the crew shall strictly adhere to the stabilized approach criteria in force within the applicable operator Standard Operating Procedures. Any deviation shall be called out and corrected. Performing a go-around is an option that shall be considered at any time until a safe landing is ensured. During final approach, the crew shall pay particular attention to changes in wind direction and strength and maintain a high level of cooperation. b) Flare & decrab The pilot flying decrabs the aircraft by coordinating simultaneously: - Downwind rudder input, in order to align aircraft nose with runway axis, - with into wind aileron input, in order to maintain runway track. Note Wing tip ground clearance gives roll angle limited by 17°. This manoeuver shall be initiated at the latest at 20 ft height. The power reduction shall be initiated passing 20 ft. The touchdown shall occur with power levers at Flight Idle. In coordination with the power reduction, the pilot flying progressively adjusts aircraft pitch to flare the aircraft, until upwind main landing gear contacts with the runway. c) Landing roll During the landing roll, the pilot flying: - Uses rudder pedals to keep the airplane on runway axis and any heading deviation must be corrected smoothly especially into the wind direction. Aircraft alignment requires less effort on rudder pedals into the wind direction (upwind) than in downwind direction (decrab). This behaviour is due to the following factors: o Weathercock effect makes the aircraft turn into the wind direction (upwind direction), o rudder efficiency is greater when turning the aircraft into the wind direction, o without efforts on rudder pedals the rudder is naturally deflected into the wind direction (see below). RWY CENTERLINE UPWIND DOWNWIND - holds the control column in nose down position to increase directional efficiency, - keeps aileron input into the wind, increasing deflection proportionally to speed decrease to keep wing levelled (up to maximum deflection if necessary), Note In case of insufficient aileron input, crosswind gusts could lift the upwind wing, reduce the aircraft ground contact and could make the aircraft turn into the wind (weathercock effect). - Applies braking to minimize time exposure to crosswind effect, Note Asymmetrical braking can also be used to assist lateral control as rudder efficiency decreases with airspeed. Below 70 kt, The CM1 controls airplane alignment with nose wheel steering and CM2 maintains aileron input into the wind and in nose down position until the aircraft comes to a complete stop. ANOR. 9 FLIGHT PATTERNS

ANOR. 9.1 Introduction

Here are some examples to illustrate a possible application of the normal procedures in a typical case, and that they are provided for information only. All boxed items are actions.

ANOR. 9.2 Normal Takeoff

PF CALL-OUTS NORMAL TAKEOFF PM CALL-OUTS CLIMB PROCEDURE ACTIONS (PM): - PWR MGT ON CLB - BLEED VALVES ON (IF OFF) FLAPS 0 PM ACTIONS AT LANDING GEAR RETRACTION: - LDG GEAR UP SPEED 170 MAGENTA (160) - YD ENGAGE - TAXI AND T/O LIGHT OFF CLIMB PROCEDURE FLAPS 0 TAKEOFF AT XX. XX, ACC. ALT. V1 XXX KT (400FT MINI) WHTE BUG (normal conditions) POWER LEVERS SET LDG GEAR UP ACCELERATION PRO C C LI E M D B URE ICING or BUG ALTITUDE COMPLETE (icing conditions) MY CONTROL LDG GEAR UP 70KTS ATPCS ARMED V1 POSITIVE POWER SET CLIMB ROTATE TO PITCH = 9° VR

ANOR. 9.3 Engine Flame Out at Takeoff

ENGINE FLAME OUT AT TAKEOFF PF CALL-OUTS PM CALL-OUTS SINGLE ENGINE OPERATION C/L SINGLE ENGINE OPERATION AFTER T/O STATUS CHECKLIST ENGINE FLAME OUT NORMAL AT TAKEOFF C/L CONDITIONS FLA o P r S 0 CONFIRM ICING CONDITIONS MAINTAIN FLIGHT FLAPS 15 IDLE SINGLE ENG SPEED VFTO OPERATION MAGENTA C/L SET PL 1(2)? COMPLETED, IAS PENDING ENGINE STATUS FLAME OUT SET ALT N P O L T I C N H T , H S E ET C A /L T C T O AK M E P O L F E F TE MCT AFTER T/O C/L COMPLETED ACC. ALT. CONFIRM (400FT SINGLE ENG MINI) CL 1(2)? OPERATION MEMO ITEMS STATUS ALT MCT IAS COMPLETE COMPLETED LDG GEAR UP GREEN SET SET FTR, ENGINE FLAME OUT AT FLAPS 0 FUEL S. O. TAKEOFF MEMO ITEMS or ACCELERATION MAINTAIN ALTITUDE VFTO FLAPS 15 LDG GEAR UP V1 VR AUTOFEATHERED UPTRIMMED ENGINE POSITIVE FAILURE CLIMB

ANOR. 9.4 Engine Fire at Takeoff

PF CALL-OUTS ENGINE FIRE AT TAKEOFF PM CALL-OUTS SINGLE ENGINE OPERATION C/L AT E T N A G K IN EO E F F F IR C E L OP E S E N IN R G G A IN T LE I E ON STATUS AFTER T/O CHECKLIST NORMAL C C O O M F F L N N A L I A C D D I A N o P I I I P N r T T T S S G A I I O O 1 I 0 N 5 N N S S FL ID IG L C E H O T NFIRM CONFIRM CONFIRM CONFIRM C O O P P S S M E E E T I N P N C R A N L D G / T A G L E I U T L N . T E I S O G E N D, MEMO ITEMS AFTER T/O PL 1(2) ? COMPLETE C/L COMPLETE SET MCT DISCHARGED SPEED VFTO ENGINE FIRE MAGENTA PULLED AT TO C/L COMPLETE

30 s SINGLE ENG

10 s AGENT 2? OPERATION STATUS

LDG GEAR UP AGENT 1? COMPLETED CONFIRM ACC. ALT. FIRE (400FT MINI) CL 1(2)? HANDLE MCT SET VFTO 1 (2)? ENGINE FIRE AT TAKEOFF DISCHARGED MEMO ITEMS FLAPS 0 or MAINTAIN FTR FLAPS 15 FUEL S. O. ACCELERATION ALTITUDE V1 VR NOTE: AP is set at discretion ENGINE POSITIVE FIRE LDG GEAR CLIMB UP

ANOR. 9.5 Non Precision Approach

PF CALL-OUTS NON PRECISION APPROACH PM CALL-OUTS ACTIVATE APPROACH SPEED SPEED 170 MAGENTA APPROACH SPEED ACTIVATED SET GO AROUND ALTITUDE SET VS 0 FTS/MIN SPEED 140 SPEED Vapp MAGENTA MAGENTA SET VS MINUS XXX FINAL TRACK CONFIRM LDG GEAR FLAPS 30 FLAPS 15 DOWN SET HDG BEFORE LANDING C/L HDG SET SPEED CHECK VS MINUS XXX SET, WE CONTINUE ...... FLAPS 15 TOP OF DESCENT VS 0 FT/MIN . S .. P ..L E D E G D G C E H A E R C K SPE F E L D A P C S H E 30 C X K X ... XX FT SET B C EF /L O C R O E M L P A L N E D T S I E N T 1 A G 0 B 00 IL F IZ T ED F S G L E O A T A P P R S O O O W U N E N E R D NOTCH DOWN SET

500 ABOVE

100 ABOVE MDA LAND

MINIMUM S AU ET T O Y A P W IL O D T A M O P FF ER OFF YAW OFF 50 40 30 20 10 PM MONITORS FLIGHT PATH

4 NM FROM FAF (or more) 0. 3 NM FROM FAF

TWO LOW PITCH

ANOR. 9.6 Standard Visual Pattern

PF CALL-OUTS STANDARD VISUAL PATTERN PM CALL-OUTS AIRCRAFT CONFIGURATION IN DOWNWIND: - FLAPS 15° - LDG GEAR DOWN - SPEED 140 LDG GEAR DOWN SPEED 170 MAGENTA START TIMING SET HDG XXX, VS -700 FLAPS 15 SET FD STBY OUTBO H U /3 N 0 D ± T 1 I S M / E K T (IN SEC): S M P A E G E E D N 1 T 4 A 0 ACTIVA S T P E E A E P D PROACH OF HEAD/TAIL WIND ABEAM SET HDG XXX THRESHOLD SPEED VAPP MAG H E V E N S A T A D -7 I 0 N 0 G S X E X T X, SPEED CHECK SP ... E F E L D AP C S H 1 E 5 CK APP A R C O T A IV C A H T S E P D EED ALT ST H A D R G .. . X A X L X T G SE R T EEN FLAPS 30 BEFORE LDG C/L ...LDG GEAR DOWN PRO C C LI E M D B URE FLAPS 0 AFTER TO C/L LAND SPEED 170 LDG GEAR UP MAGENTA (160) FD STBY SET YAW DAMPER OFF ACC. ALT. (400FT MINI) S F P L E A E P D S C 30 H ECK FLAPS A 0 C FT O E M R P T L O ET C E /L LA C N O D B M I E N P F G L O E C R T / E E L 500FT, V1 VR LDG GEAR UP PRO C C LI E M D B URE W I O C R H IN IT G E B B U U G G STABILIZED YAW OFF COMPLETED POSITIVE ACCELERATION CLIMB ALTITUDE at 20/05/2026,

ANOR. 9.7 ILS Precision Approach

ILS PRECISION APPROACH PF CALL-OUTS PM CALL-OUTS ACTIVATE APPROACH SPEED SPEED 170 MAGENTA APPROACH SPEED APPROACH MODE SET ACTIVATED LOC BLUE, GS BLUE RWY AXIS CONFIRM LOC STAR GS STAR SPEED SPEED 140 MAGENTA VAPP MAGENTA FLAPS 15 SET GA ALTITUDE LDG GEAR DOWN FLAPS 30 SET LOC GREEN BEFORE LDG C/L HDG, DUAL ILS GS GREEN HDG, DUAL WE CONTINUE ILS SET ONE DOT HALF DOT GLIDE SLOPE ALIVE SPEED CHECK FLAPS 30 GO AROUND SPEED CHECK SET-POWER ...LDG GEAR DOWN TOP OF DESCENT, XX FLAPS ONE NOTCH DME, CHECK 1000 FT, SPEED CHECK STABILIZED ...FLAPS 15 Check glide slope

500 ABOVE

100 ABOVE

DA LAND XXX FT SET MINIMUM AUTO PILOT OFF BEFORE LANDING YAW OFF SET YAW DAMPER OFF C/L COMPLETE 50 30 20 10 TWO LOW PITCH

INTENTIONALLY LEFT BLANK

ANOR. 9.8 Circle to Land

PF CALL-OUTS CIRCLE TO LAND PM CALL-OUTS AIRCRAFT CONFIGURATION: - FLAPS 15° - L/G DOWN AUTOPILOT OFF - SPEED MANUAL: 135 KTS SET FD STBY HEADING XXX SET - BEFORE LANDING C/L COMPLETE EXCEPT FLAPS 30° START TIMING OUTBOUND TIME (IN SEC): MDH/30 ±1S/KT ALT SET, OF HEAD/TAIL WIND ABEAM ALT GREEN SET RWY HDG THRESHOLD HDG SEL, HDG XXX SET START TIMING FD STBY SET

500 ABOVE

RWY HDG SET MINIMA FLAPS 30 SET SPEED Vapp

100 ABOVE

MDA LAND SET YAW DAMPER OFF 30s MINIMUM XXX SET 45° SPEED CHECK ...... FLAPS 30 80 50 20 BEFORE LANDING C/L PF ACTIONS WHEN REACHING COMPLETE YAW OFF - B A R L E T A S K E IN T G-OFF POINT AT MDA: TWO LOW PITCH - TQ ADJUSTED (AROUND 40%) - HDG SEL MODE - HDG BUG: ±45° - START TIMING

INTENTIONALLY LEFT BLANK

ANOR. 9.9 No Flaps Landing

NO FLAPS LANDING GPWS/TAWS "FLAP OVRD" BASE TURN 180 Kt 1500 Ft

170 Kt ABEAM

THRESHOLD LDG GEAR DOWN REQUIRED TIME FOR APPROACH ( 2min) LARGE RADIUS TURN THRESHOLD SPEED Vm HBO + 5KT + WIND EFFECT END OF TURN

INTENTIONALLY LEFT BLANK

ANOR. 9.10 Go-Around 2 Engines

PF CALL-OUTS GO-AROUND 2 ENGINES PM CALL-OUTS AFTER T/O CHECK LIST PF ACTIONS AT GO-AROUND: 1) PRESS GO AROUND PBs ON PLs 2) ROTATE 3) ADVANCE PLs TO THE RAMP PF ACTION AT ACC ALTITUDE: RETARD PLS IN THE NOTCH PRO C C LI E M D B URE FLAPS 0 SPEED 170 MAGENTA (160) AFTER T/0 C/L COMPLETE "LNAV, IAS, SPEED VGA MAGENTA" FLAPS 0 ACC. ALT. (1000 FT MINI) LDG GEAR UP FMS, NAV, IAS GO-AROUND, CLIMB SET POWER, PROCEDURE FLAPS ONE NOTCH COMPLETE WHITE BUG ACCELERATION (normal conditions) ALTITUDE or LDG GEAR UP ICING BUG (icing conditions) FMS, NAV, IAS SET POSITIVE POWER SET CLIMB FLAPS 15 ANOR. 10 OPERATIONS WITHOUT USE OF PROPELLER BRAKE

ANOR. 10. 1 Operations Without Use Of Propeller Brake

Without the use of propeller brake, Hotel Mode is not available. CAUTION Vehicles and ground crew must remain clear of aircraft danger areas when aircraft engines are running. As GPU and refueling connections are on the right aircraft side, ATR recommends the flight crew to perform the following steps: 1) Before Engine Start All doors must be closed. Flight crews must perform the Before Propeller Rotation procedure. 2) Engine Start Use of GPU is highly recommended. Start Engine 1 before Engine 2 (in order to safely disconnect the GPU). 3) After Landing Shut down Engine 2. 4) At parking In case of Short Transit, use of GPU is highly recommended.

PRO. SPO

SPO - SPECIAL OPERATIONS SPECIAL OPERATIONS PRO. SPO 1. STEEP SLOPE APPROACH................................................................................page 03 2. HIGH ALTITUDE RUNWAY..................................................................................page 05 3. ETOPS.............................................................................................................page 391 4. OPERATIONS ON NARROW RUNWAYS............................................................page 391 5. RUNWAYS SLOPE BEYOND 2 %.......................................................................page 395 6. HIGH LATITUDE OPERATIONS.........................................................................page 435 7. UNPAVED RUNWAYS.......................................................................................page 435 8. DRY UNPAVED RUNWAYS................................................................................page 435 9. TAKEOFF AT 100 % TORQUE...........................................................................page 435 10. 20 KT TAILWIND TAKEOFF...............................................................................page 543 11. OPERATION ON CORAL RUNWAY....................................................................page 543 12. CONTAMINATED RUNWAY (ADVISORY MATERIAL)..........................................page 543 13. MULTIPLE WEIGHT VARIANT ALLOWANCES................................................... page 683 14. OPERATION WITHOUT FORWARD LH PARTITION............................................page 697 15. RNP AR...........................................................................................................page 698 16. CAT 2 APPROACH...........................................................................................page 718 17. FLIGHT WITH LANDING GEAR DOWN..............................................................page 737 18. ENGINE FAILURE SIMULATION FOR TRAINING PURPOSES.............................page 757

PRO. SPO

INTENTIONALLY LEFT BLANK

PRO. SPO

1 STEEP SLOPE APPROACH

1. 1 STEEP SLOPE APPROACH

1. 1.1 APPLICABILITY

1. 1.1. 1 Applicability

1096

Not applicable

1054;1124-1283 The capability reflected by this supplement does not constitute approval to conduct steep approach operation. The steep slope approach reflects the capability of the aircraft as evaluated in terms of airworthiness but that not constitute approval for operations, in case such operational approval was required by the National Authorities to the Operators. This capability is applicable for both manual and autopilot mode.

1. 1.2 LIMITATIONS

1. 1.2. 1 Limitations

1054;1124-1283 AFM DATA - All engines operating: MAX approach slope ........................................................................................ 6 ° Minimum decision height................................................................................ 250 ft Note For information, the minimum use height for autopilot: 200 ft. - One engine operating: MAX approach slope ...................................................................................... 5. 5 ° Minimum decision height................................................................................ 500 ft - Steep slope approach is prohibited in case of: o FLAPS 30 not locked o Pitch disconnect o Elevator jammed o Pitch trim inoperative o Aileron jammed o Spoiler jammed o Rudder jammed o De Icing Airframe fault if in icing conditions or if the aircraft is not clear of ice. - Maximum tailwind (AUTO and manual) .............................................................. 5 kt

PRO. SPO

1. 1.3 PROCEDURES

1. 1.3. 1 Normal Procedures

1054;1124-1283 ILS interception technique ●When APP modes are armed ▶ STEEP APP pb .......................................... .......................................... PRESS STEEP APP must be displayed in green on the FMA. ●Before reaching one dot below glide slope ▶ IAS ................................................................................................ 160 kt MAX ▶ FLAPS ........................................................................................................15 ●Final approach ▶ CL 1+2 ..........................................................................................100% OVRD Note In case of visual approach, selecting the STEEP APP pb to ON has no effect as the ILS is disarmed, and STEEP APP green label will not be displayed on the FMA.

1. 1.3. 2 Emergency Procedures

1054;1124-1283

2 EMERGENCY PROCEDURES

- No Change.

1. 1.3. 3 Abnormal Procedures

1054;1124-1283

3 ABNORMAL PROCEDURES

No change.

1. 1.4 PERFORMANCES

1. 1.4. 1 Performances

1054;1124-1283 No change.

PRO. SPO

1. 2 MANUAL APPROACH WITH PERFORMANCE CREDIT

1. 2.1 INTRODUCTION

1. 2.1. 1 Applicability

Not applicable

1. 2.2 PERFORMANCES

1. 2.2. 1 Performances

NOT APPLICABLE

2 HIGH ALTITUDE RUNWAY

2. 1 APPLICABILITY

2. 1.1 Applicability

1054-1096;1237-1283 (Runways altitude above 8 500 ft and up to 11 000 ft)

NOT APPLICABLE

1124-1160 This supplement does not constitute an approval to conduct operations on high altitude runways (between 8 500 ft and 11 000 ft). An individual clearance for each airfield must be obtained from the national authority by the operator.

PRO. SPO

2. 2 LIMITATIONS

2. 2.1 SPEEDS

2. 2.1. 1 Takeoff-V1 Limited by VMCG

12 Minimum Control Speed

Takeoff-V1 Limited by VMCG Boost Off

1124-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 92 88 84 P R E S S U R E A 80 LT IT U D E (F T ) 76 72 8500 9500 11 1 0 0 0 5 0 00 68 6644 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_568F_E_EXTENDED_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00260-A-03-N

PRO. SPO

Takeoff-V1 Limited by VMCG Boost On

1124-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 92 88 84 P R E S S U R E A L T 80 IT U D E (F T ) 76 85 00 72 95 00 10 1100 500 0 68 6644 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_PW127M_E_V04_EXT_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00261-A-03-N

PRO. SPO

Takeoff-V1 Limited by VMCG-Super Boost On

1124;1142-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 96 92 88 84 P R E S S U R E A L T 80 IT U D E (F T ) 76 8 5 0 0 9 5 0 0 72 1 0 5

1 1 0 0

0 0 0 6688 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_PW127N_E_V04_EXT_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00167-A-03-N

PRO. SPO

Minimum Control Speed in Flight Boost Off

1124-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) IAS(KT) CAS(KT) 100 100 96 96 92 92 P R E S S U R E A L T IT U D E 88 88 (F T ) 84 84 8 9 0 50 0 00 100 00 1100

0 80 80

7766 7766 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 230516 - PDFV210_568F_E_V05_EXT_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3. 84

PRO. SPO

Minimum Control Speed in Flight Boost On

1124-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) CAS(KT) IAS(KT) 104 104 PRESSURE ALTITUDE (FT) 100 100 96 96 -1 92 92 0 0 0 0 1 0 0 0 2 0 0 0 3 0

0 0 88 88

4 0 0 0 5 0 0 0 6 0 0 0 7 80 00

0 84 84

8 5 0 0

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

PRO. SPO

Minimum Control Speed in Flight Super Boost On

1124;1142-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) CAS(KT) IAS(KT) 100 100 96 96 92 92 P R E S S U R E A L T IT U D E 88 88 (F T ) 8 90 50

0 84 84

00 1 00 00 110 00 80 80 7766 7766 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 230516 - PDFV210_PW127N_E_V04_EXT_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3. 84

PRO. SPO

2. 2 LIMITATIONS

2. 2.1 SPEEDS

2. 2.1. 2 Takeoff-Minimum Control Speed in Flight-VMCA

12 Minimum Control Speed

Takeoff-V1 Limited by VMCG Boost Off

1124-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 92 88 84 P R E S S U R E A 80 LT IT U D E (F T ) 76 72 8500 9500 11 1 0 0 0 5 0 00 68 6644 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_568F_E_EXTENDED_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00260-A-03-N

PRO. SPO

Takeoff-V1 Limited by VMCG Boost On

1124-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 92 88 84 P R E S S U R E A L T 80 IT U D E (F T ) 76 85 00 72 95 00 10 1100 500 0 68 6644 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_PW127M_E_V04_EXT_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00261-A-03-N

PRO. SPO

Takeoff-V1 Limited by VMCG-Super Boost On

1124;1142-1160 V1 LIMITED BY VMCG (FLAPS 15) CAS (KT) 96 92 88 84 P R E S S U R E A L T 80 IT U D E (F T ) 76 8 5 0 0 9 5 0 0 72 1 0 5

1 1 0 0

0 0 0 6688 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 50 60 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 231002 - PDFV210_PW127N_E_V04_EXT_FULL - P1V1G**2D1 (0) V4. 18 ICN-7X-Y-000000-T-FB429-00167-A-03-N

PRO. SPO

Minimum Control Speed in Flight Boost Off

1124-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) IAS(KT) CAS(KT) 100 100 96 96 92 92 P R E S S U R E A L T IT U D E 88 88 (F T ) 84 84 8 9 0 50 0 00 100 00 1100

0 80 80

7766 7766 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 230516 - PDFV210_568F_E_V05_EXT_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3. 84

PRO. SPO

Minimum Control Speed in Flight Boost On

1124-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) CAS(KT) IAS(KT) 104 104 PRESSURE ALTITUDE (FT) 100 100 96 96 -1 92 92 0 0 0 0 1 0 0 0 2 0 0 0 3 0

0 0 88 88

4 0 0 0 5 0 0 0 6 0 0 0 7 80 00

0 84 84

8 5 0 0

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

PRO. SPO

Minimum Control Speed in Flight Super Boost On

1124;1142-1160 MINIMUM CONTROL SPEED IN FLIGHT - VMCA (FLAPS 15) CAS(KT) IAS(KT) 100 100 96 96 92 92 P R E S S U R E A L T IT U D E 88 88 (F T ) 8 90 50

0 84 84

00 1 00 00 110 00 80 80 7766 7766 --6600 -50 -40 -30 -20 -10 0 10 20 30 40 OUTSIDE AIR TEMPERATURE (°C) V3. 3.12 - 230516 - PDFV210_PW127N_E_V04_EXT_MOD - P1VCA*21 (0) PGDVHESP2 (0) V3. 84

PRO. SPO

2. 2.2 OPERATIONAL PARAMETERS

2. 2.2. 1 Environmental Envelope

1124-1160 Note Fuel temperature limitation (Refer to LIM. 5.70. 4.7 Fuel Temperature).

2. 2.2. 2 Tailwind

1124-1160 1)Takeoff Tailwind limit.................................................... .................................................... 15 kt 2)Landing Tailwind limit.................................................... .................................................... 10 kt

2. 2.2. 3 Runway Slope

1124-1160 1)Takeoff Maximum mean runway slope................................................................................±2 % PRO. SPO 2)Landing Maximum mean runway slope................................................................................±2 %

2. 3 PROCEDURES

2. 3.1 NORMAL PROCEDURES

2. 3.1. 1 General Informations for Takeoff

1124-1160 CAUTION ▶ ATR strongly recommends starting the first engine with a GPU. ■In case of loss of engine parameters during start ▶ Engine start should be aborted. ●During engine start ▶ ITT may increase to higher values than usual. ▶ Combined Takeoff at 100% RTO operations are prohibited. Consequence: Dispatch with the following inoperative systems, resulting in a takeoff at 100% RTO, are prohibited: ATPCS, AFU, EEC. Flight crew must remain aware of ▶ Maximum tire speed limitation.................................................. 165 kt ground speed ▶ Maximum brake energy....................................... ....................................... 8. 9 MJ Refer to PRO. SPO. 2.4. 3.1 Landing Brake Energy ▶ Ground speed.................................................................................... TAS + WIND Note TAS = IAS + Altitude correction + Temperature correction Altitude correction: +10 % IAS per 6 000 ft above sea level. Temperature correction: - +1 % IAS per 5 ° above delta ISA, or - -1 % IAS per 5 ° below delta ISA. MMEL dispatch or abnormal situations which increase V and/or landing distances have APP significant impact on high altitude runways operations. Flight crew must carefully check performance and limitations.

2. 3.1. 2 Pressurization System

1124-1160 TAKEOFF at altitude > 10 000 ft followed by landing > 10 000 ft ▶ CAB PRESS MODE selector ........................................................................AUTO One flight crewmember shall put the oxygen mask on. PRO. SPO ▶ CAB PRESS panel LANDING ELEVATION....................................................7 000 ft ●In flight, 2 min after takeoff ■If EXCESS CAB ALT warning occurs ▶ Check cabin altitude decreases once the aircraft has reached the takeoff elevation +3 500 ft ■If cabin altitude does not decrease Refer to EXCESS CAB ALT abnormal procedure Note Once cabin altitude is under 10 000 ft, CAB ALT caution is triggered and will remain while the cabin altitude is over 7 200 ft. ●Before starting descent ▶ CAB PRESS panel LANDING ELEVATION..............................................10 000 ft Note When cabin altitude is over 7 200 ft, CAB ALT caution is triggered. ●Before the final approach ▶ One crewmember shall put the oxygen mask on. ●During final approach, 1 000 ft above airfield elevation, or 2 min before landing ▶ BOTH PACKS............................................................................................OFF ●When cabin altitude reaches 10 000 ft EXCESS CAB ALT Warning is triggered. Note EXCESS CAB ALT Warning remains on EWD. ●After landing ▶ BOTH PACKS..............................................................................................ON ●Before Doors Opening ▶ ∆P = 0..................................................................................................CHECK ●In case of GO-AROUND, 1 000 ft above airfield elevation ▶ BOTH PACKS..............................................................................................ON TAKEOFF at altitude < 10 000 ft followed by landing at altitude > 10 000 ft ▶ CAB PRESS panel LANDING ELEVATION....................................................7 000 ft ●Before starting descent ▶ CAB PRESS panel LANDING ELEVATION..............................................10 000 ft Note When cabin altitude is over 7 200 ft, CAB ALT caution is triggered. ●Before the final approach ▶ One crewmember shall put the oxygen mask on. PRO. SPO ●During final approach, 1 000 ft above airfield elevation, or 2 min before landing ▶ BOTH PACKS............................................................................................OFF ●When cabin altitude reaches 10 000 ft EXCESS CAB ALT Warning is triggered. Note EXCESS CAB ALT Warning remains on EWD. ●After landing ▶ BOTH PACKS..............................................................................................ON ●Before Doors Opening ▶ ∆P = 0..................................................................................................CHECK ●In case of GO-AROUND, 1 000 ft above airfield elevation ▶ BOTH PACKS..............................................................................................ON TAKEOFF at altitude > 10 000 ft followed by landing at altitude < 10 000 ft ▶ CAB PRESS MODE selector ........................................................................AUTO One flight crewmember shall put the oxygen mask on. ▶ Select the accurate landing elevation on the CAB PRESS panel ●In flight, 2 min after takeoff EXCESS CAB ALT warning on EWD alarm may occur. ■If EXCESS CAB ALT warning occurs ▶ Check cabin altitude decreases once the aircraft has reached the takeoff elevation +3 500 ft ■If cabin altitude does not decrease Refer to the failure procedure : EXCESS CAB ALT Note Once cabin altitude is under 10 000 ft, CAB ALT caution is triggered and will remain while the cabin altitude is over 7 200 ft. ■Any takeoff altitude with landing at altitude between 7 000 ft and 10 000 ft ●Cruise ▶ LANDING ELEVATION...................................... ...................................... 7 000 ft ●Before descent ▶ Select the accurate landing elevation. Note When cabin altitude is over 7 200 ft, CAB ALT caution is triggered.

2. 3.1. 3 Oxygen System

1124-1160 In order to avoid inadvertent PAX oxygen masks deployment: PRO. SPO On Ground ■If altitude > 10 000 ft ▶ OXYGEN PAX SUPPLY pb ..........................................................................OFF In flight Landing > 10 000 ft ■If both packs are selected OFF ▶ OXYGEN PAX SUPPLY pb ......................................................................OFF Takeoff > 10 000 ft ■When altitude above 15 000 ft or Z CAB below 10 000 ft, whichever comes first ▶ OXYGEN PAX SUPPLY pb .................................................................. AUTO

2. 3.1. 4 Electrical System

1124-1160 On ground ( Z > 8 500 ft) ■If the stabilized continuous DC electrical load exceeds 200 A ▶ DC SVCE UTLY bus........................................ ........................................ SHED ■If taxiing time may be higher than 10 min: ▶ TAXI : ON BOTH ENGINES

PRO. SPO

2. 4 PERFORMANCES

2. 4.1 TORQUE TABLES

1 Takeoff Torque

Takeoff Torque Boost Off

1124-1160

OFF NORM 8500 9000 10000 11000 -40 -63 90. 0 90. 0 90. 0 90. 0 -10 -27 89. 7 87. 8 84. 2 80. 7 -8 -24 88. 7 86. 9 83. 3 79. 8 -6 -22 87. 8 85. 9 82. 4 78. 9 -4 -19 86. 8 85. 0 81. 5 78. 0 -2 -17 85. 8 84. 0 80. 5 77. 2

0 - 14 84. 9 83. 1 79. 6 76. 3

2 - 12 83. 9 82. 1 78. 7 75. 4

4 - 10 82. 9 81. 2 77. 8 74. 5

6 -7 81. 9 80. 2 76. 8 73. 6

8 -5 80. 9 79. 2 75. 9 72. 7

10 -2 80. 0 78. 3 75. 0 71. 9

12 0 79. 0 77. 3 74. 1 71. 0

14 3 77. 9 76. 2 73. 1 70. 0

16 5 76. 7 75. 1 72. 0 69. 0

18 8 75. 5 74. 0 70. 9 67. 9

20 10 74. 2 72. 7 69. 7 66. 7

22 13 73. 0 71. 4 68. 4 65. 6

24 15 71. 7 70. 2 67. 2 64. 4

26 18 70. 4 68. 9 66. 0 63. 2

28 2 0 69. 1 67. 6 64. 8 62. 1

30 2 3 67. 8 66. 3 63. 6 60. 9

32 2 5 66. 4 65. 0 62. 3 59. 7

34 2 8 65. 1 63. 8 61. 1

36 30 63. 8 62. 5

38 33 62. 5

40 36 42 38 44 41 46 43 48 46 50 48 52 51 54 53 55 54

PRO. SPO

Takeoff Torque Boost On

1124-1160

OFF NORM 8500 9000 10000 11000 -40 -63 90. 0 90. 0 90. 0 90. 0 -10 -27 90. 0 90. 0 87. 6 83. 9 -8 -24 90. 0 90. 0 86. 6 83. 0 -6 -22 90. 0 89. 4 85. 7 82. 1 -4 -19 90. 0 88. 4 84. 7 81. 2 -2 -17 89. 3 87. 4 83. 8 80. 3

0 -1 4 88. 3 86. 4 82. 8 79. 4

2 -1 2 87. 3 85. 4 81. 9 78. 4

4 -1 0 86. 2 84. 4 80. 9 77. 5

6 -7 85. 2 83. 4 79. 9 76. 6

8 -5 84. 2 82. 4 79. 0 75. 7

10 -2 83. 2 81. 4 78. 0 74. 8

12 0 82. 1 80. 4 77. 1 73. 8

14 3 81. 0 79. 3 76. 0 72. 8

16 5 79. 8 78. 1 74. 9 71. 8

18 8 78. 6 76. 9 73. 7 70. 6

20 10 77. 2 75. 6 72. 5 69. 4

22 13 75. 9 74. 3 71. 2 68. 2

24 15 74. 6 73. 0 69. 9 67. 0

26 18 73. 2 71. 7 68. 7 65. 8

2 8 2 0 71. 9 70. 3 67. 4 64. 6

3 0 2 3 70. 5 69. 0 66. 1 63. 4

3 2 2 5 69. 1 67. 7 64. 8 62. 1

3 4 2 8 67. 8 66. 3 63. 6

36 30 66. 4 65. 0

38 33 65. 0

40 36 42 38 44 41 46 43 48 46 50 48 52 51 54 53 55 54

PRO. SPO

Takeoff Torque Super Boost On

1124;1142-1160 OFF NORM HIGH 8500 9000 10000 11000 -40 90 90 90 90 -10 90 90 90 87. 7 -8 90 90 90 86. 7 -6 90 90 89. 5 85. 8 -4 90 90 88. 6 84. 8 -2 90 90 87. 6 83. 9

0 90 90 86. 6 82. 9

2 90 89. 3 85. 6 82.0

4 90 88. 2 84. 5 81. 0

6 89. 0 87. 2 83. 5 80. 0

8 88. 0 86. 1 82. 5 79. 1

10 86. 9 85. 1 81. 5 78. 1

12 85. 8 84. 0 80. 5 77. 1

14 84. 6 82. 9 79. 4 76. 1

16 83. 4 81. 7 78. 3 75. 0

18 82. 1 80. 4 77. 0 73. 8

20 80. 7 79. 0 75. 7 72. 6

22 79. 3 77. 6 74. 4 71. 3

24 77. 9 76. 3 73. 1 70. 0

26 76. 5 74. 9 71. 8 68. 8

28 75. 1 73. 5 70. 4 67. 5

30 73. 7 72. 1 69. 1 66. 2

32 72. 2 70. 7 67. 8 64. 9

34 70. 8 69. 3 66. 4

36 69. 4 67. 9

38 68. 0 40 42 44 46

PRO. SPO

3 Go-Around Torque

Go-Around Torque Boost Off

1124-1160 OFF NORM HIGH 8500 9000 10000 11000 -40 -63 -71 100. 0 100. 0 100. 0 100. 0 -10 -27 -35 99. 9 97. 8 93. 7 89. 8 -8 -24 -32 98. 8 96. 8 92. 7 88. 9 -6 -22 -30 97. 8 95. 7 91. 7 87. 9 -4 -19 -27 96. 7 94. 7 90. 7 86. 9 -2 -17 -25 95. 6 93. 6 89. 7 86. 0

0 -14 -22 94. 5 92. 5 88. 7 85. 0

2 -12 -19 93. 4 91. 5 87. 7 84. 0

4 -10 -17 92. 3 90. 4 86. 6 83. 0

6 -7 -14 91. 2 89. 3 85. 6 82.0

8 -5 -12 90. 2 88. 3 84. 6 81. 1

10 -2 -9 89. 1 87. 2 83. 6 80. 1

12 0 -7 88. 0 86. 2 82. 6 79. 1

14 3 -4 86. 8 85. 0 81. 5 78. 1

16 5 -1 85. 5 83. 8 80. 3 76. 9

18 8 2 84. 3 82. 5 79. 1 75. 8

20 10 4 82. 8 81. 1 77. 7 74. 5

22 13 7 81. 4 79. 7 76. 4 73. 2

24 15 10 80. 0 78. 3 75. 0 71. 9

26 18 13 78. 5 76. 9 73. 7 70. 6

28 20 16 77. 1 75. 5 72. 3 69. 3

30 23 18 75. 6 74. 0 71. 0 68. 0

32 25 21 74. 2 72. 6 69. 6 66. 7

34 28 24 72. 7 71. 2 68. 2 65. 4

36 30 27 71. 3 69. 8 66. 9

38 33 30 69. 8 68. 3

40 36 32 68. 4

42 38 35

44 41 38

46 43 41

48 46 43

50 48 46

52 51 49

54 53 52

55 54 53